CHAPTER 6 BASIC POLICY FOR DEVELOPMENT OF THE TLC
The Project for the Study on Togo Logistics Corridor Development Final Report Chapter 6 Basic Policy for Development of the TLC
Chapter 6 Basic Policy for Development of the TLC 6.1 Components of the TLC
6.1.1 Definition of the TLC As mentioned in Section 2.1, the TLC is defined as the corridor connecting Lomé Port and the border with Burkina Faso, mainly at the Cinkassé OSBP. There is only one national road RN1 connecting these two areas, and the surrounding area is considered to be a part of the TLC, but it is not necessary to limit the consideration to only RN1 as the TLC: other transport modes (railway) or roads connecting north-south, can also be considered as a part of the TLC by applying the broad meaning of regional economic activities along national trunk roads in Togo, since future development of the TLC should be examined as an issue of integrated sub-regional development with improvement of the national roads and/or railway themselves.
Only RN1 RN1 + Other roads RN1 + Railway +Other roads Source: Study Team Figure 6-1 Definition of TLC
6.1.2 Components of TLC The TLC consists of the following components/elements. (1) Hard Components a) Roads Infrastructure for all forms of traffic, both cargoes and passengers, including necessary structures such as bridges and culverts. As RN1 is a component of the TLC, other national roads directly linked to RN1 which provide alternative functions to RN1 in case of traffic interruption are also included, such as RN5 and RN17. b) Port Lomé Port is the only commercial outer port for the public in Togo, except for one private
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jetty at Kpémé which is exclusively for phosphate. c) Railway The railway can also be an important element of the TLC. Very limited sections are currently (2012) in operation in Togo, including the transport of mining resources such as ferrochrome by M.M. Mining (between Lomé Port and Blitta), clinker by Togo Rail (between Lomé Port and Tabligbo) and phosphate by SNPT (between Kpémé Jetty and the mining site). If the railway is improved or extended for container transport toward the north, to Blitta, Sokodé or Cinkassé, it could be a very important means of transport competing with RN1. d) Airport Lomé Gnassingbe Eyadéma is the only international airport in operation in Togo. As the volume of traffic by air is less than that by other transport modes, the airport is not so important in Togo. However, in future, if Niamtougou Airport is re-opened and some local airfields start operating again, airports and air transport could be another important element of the TLC. e) Related Transport Facilities Various facilities that accompany roads, railways and air travel are also considered as components, such as gas stations, bus and truck terminals, and vehicle maintenance services. (2) Soft Components • Legal system for transport • Government administration • Cross border facilitation • Custom clearance procedure • International treaties (WAEMU, ECOWAS) • Bi-lateral agreement (3) Regional Coordination along the TLC • Cities, towns and villages • Land • People • Residents (4) Industries • Agriculture • Forestry • Fishery • Mining • Manufacturing • Transport • Service industries • Tourism, etc. Although the TLC consists of various elements as noted above, the Study on development of the TLC focuses on specific elements or fields concerning traffic movement. 6.1.3 TLC from the Viewpoint of Landlocked Countries The TLC is considered to be an essential lifeline for the landlocked countries, such as Burkina Faso, Niger and Mali, because they have no ports and their import and export must rely
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on Lomé Port of Togo or other ports. The TLC has a key role for such countries; indeed it is more important for them than for Togo, therefore, an international viewpoint is essential when developing the TLC.
6.2 Significances of TLC
6.2.1 Roles and Functions of RN1 The roles and functions of RN1 are clarified from two aspects: 1) international viewpoint and 2) national viewpoint. (1) International Aspects Both RN1 and RN2 in Togo form part of the international trunk road network and regional corridors in West Africa. RN2 connects Bénin and Ghana through the country from east to west along the coast, while RN1 connects to Ouagadougou, the capital of Burkina Faso to the north and further to Niamey of Niger. RN2 is about 50 km long and RN1 is about 700 km long. Comparing these two corridors, RN1 is more important than RN2 in function and its coverage/hinterland. The railway in Togo plays a far smaller role than the roads even though it is part of several region-wide railway network visions, such as African Union Railways, ECOWAS Rail and West African Regional Rail, because the network is not linked with neighbouring countries. a) Promotion of Larger-Regional Integration in Western Africa In West Africa, 12 priority corridors whose strategic development is necessary for regional economic integration were selected and these corridors have been improved both in terms of hardware and software since 2001, in order to strengthen regional community activities within WAEMU. The TLC is the one of these 12 priority corridors to cope with the cargo flow to and from Burkina Faso, Mali, and Niger through Togo.
Source: WAEMU Figure 6-2 Trunk Road Network, WAEMU
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b) Gateway toward Overseas to/from Landlocked Countries For landlocked countries which have no port, it is essential to maintain reliable access to the ports of neighbour countries. These landlocked countries in West Africa, such as Mali, Burkina Faso, Niger and Chad, are agricultural countries and they must import basic goods from overseas countries. Regarding transit cargoes to/from Burkina Faso, the TLC accounts for the largest share in tonnage among the alternative routes and corridors. The share of the TLC has been increasing in comparison with that of Côte d’Ivoire since the political unrest there in 2002. The major share of transit cargoes to/from Niger is handled by Cotonou Port in Bénin, while Lomé Port accounts for 11%. Some forwarders prefer the TLC to the Bénin corridor because of disadvantages such as rather expensive charges at Cotonou Port, unpaved road sections and some interruptions at frequent control points, etc. in Bénin. Improvement of the TLC is expected to increase its share among competing corridors. Therefore, the TLC has a very important role for transit transport both for Burkina Faso and Niger.
100% 9% 17% 10% Exportation 27% 25% 80% 40% 34% Importation 49% 53% 60%
91% 83% 90% 40% 73% 75% 60% 66% 51% 20% 47%
0% Senegal Mali Burkina Niger Cote Ghana Togo Benin Total Faso d'Ivoire Source: JICA Study Team based on statistics data of each country Figure 6-3 Share of Import/Export Volume (2010)
Table 6-1 Share of Transit Freight Volume by Port
Dakar Port Abidjan Port Tema Port Lomé Port Cotonou Port Total Mali 50.4% 27.5% 3.1% 7.9% 11.0% 100% Burkina Faso 0.0% 27.0% 12.6% 38.6% 21.8% 100% Niger 0.0% 0.0% 2.6% 11.1% 86.3% 100% Source: JICA Study Team based on statistics data of each port authority c) Artery for Import & Export and Exchange of Culture between Togo and Landlocked Countries The TLC is an important infrastructure for the exchange of trade and culture of landlocked countries and Togo as well as a transit transport route. Traffic surveys show that 49% of all traffic crossing the border is traffic between landlocked countries and Togo. Regarding vehicle trips, a traffic survey at the border shows there is some demand between Ouagadougou, the capital of Burkina Faso, and Lomé in Togo
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Note: Regional: Country-to-country traffic in this area, Transit: Traffic between landlocked country and coastal country Source: JICA West Africa Traffic Survey (2012)* Figure 6-4 Share of Transit Freight Volume
Survey Point *Not showing less than 1% of total
Point 9 (Cinkannsé) Total: 598 (veh./day)
Source: JICA West Africa Traffic Survey (2012) Figure 6-5 O/D Distribution at the Burkina Faso – Togo Border
d) Securing Cooperation and Security among Landlocked Countries The transport volume between Burkina Faso and Port Abidjan has been decreasing since the unstable political situation in Côte d’Ivoire in 2002, while the volume handled at Lomé Port has been increasing. It is not clear whether the increase in volume at Lomé Port accounts for all of the decrease at Abidjan Port, as the unstable political situation in Côte d’Ivoire influences the change in corridor from Abidjan to Lomé.
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Landlocked countries require alternative routes to/from ports to secure international transport in any case. Moreover, alternative routes stimulate fair competition among them and will result in appropriate transport costs. Thus, RN1 plays an important role as an alternative for landlocked countries. (2) National Viewpoint of Togo Togo is a long and narrow, rectangular shaped country, about 700 km from north to south and 100 km from east to west. RN1 runs through the centre of the country from north to south and forms the backbone of the transport infrastructure. Most of the regional traffic of both cargoes and passengers use RN1. The roles of RN1 are summarised below: • National land transport axis of Togo (backbone). • Fundamental route of cargo flow to/from Lomé Port. • Key route for regional exchanges in Togo. • Fundamental route of daily traffic of the people.
70% of population* #0 Principal cities are CINKASSE N µ 25 N28 8 in Togo is located Cinkasse N2 located on RN1:
N24 N28 1 TONE"/ #0 along RN1. N KPENDJAL Dapaong, Kara, *Prefecture of DAPAONG N24 MANDOURI Sokodé, Atakpamé, TANDJOARE#0 green colour TANDJOARE and Lomé
N N MANGO 1 N 1 22
N 2
3 #0 2 3 2 2 2
N OTI N2 N
7
7
1
N 1
N KANDE KERAN N #0 1
1 2 0 N2 DOUFELGOU N N2 0 7 N18A 1 0 1 2 N 2 N #0 A BINAH#0 N 8 1 DANKPEN#0 N2 N21 1 N NIAMTOUGOU6 PAGOUDA 1 N GUERIN KOUKA N N 1 1 7 KOZAH"/ 9 N19 N1 KARA N 7 7 1
3 1 N
9 N #0 ASSOLI N39 BASSAR#0 BAFILO N17 BASSAR N 1 7 4 #0 N1 TCHAOUDJO"/ N 14 TCHAMBA SOKODE #0
12 TCHAMBA DJARAKPANA N SOTOUBOUA N12 N12 2 1 N1 #0 N SOTOUBOUA #0 7 N2 N27 BLITTA
1
BLITTA N N 0 N 10 1 2 0 9 N EST-MONO N1 #0
N
1 9 ELAVAGNON 2 9 AKEBOU #0N N2 N AMOU N 1 BADOU 1 5 5 A ANIE A #0 N15 N15 B N N N8 8 B 5 8 N OGOU 5 8 1 WAWA "/ 1 N ATAKPAME N #0 5 5 N N AMLAME
DANYI 1 N
1
#0 N MOYEN MONO Legend KELE AKATA DANYI APEYEME #0 Population of Capital of Prefecture N HAHO 1 KLOTO#0 N9 #0 Unit : 1000 3 N9 TOHOUN
3
3 #0 N NOTSE N 1 1 - 10 1
1 1 KPALIME
N AGOU AGOU APEYEME 3 3 3 11 - 50 N TABLIGBO 3 YOTO 7 3
N N N #0 3 N 51 - 100 TSEVIE 2 3 6 ZIO N3 N3 N7 6 2 AVE AFAGNAN N7 #0 #0 4 3 101 - 500 N34 N VO N36 6 #0 KEVE N3 LACS N2 AGOENYVE N2 #0 VOGAN 501 - LOME-EST.! ANEHO National Route LOME
Source: Study Team Figure 6-6 RN1 and Population Distribution in Togo
a) National Land Transport Axis of Togo (backbone) RN1 directly connects all the major cities in Togo from south to north: the Lomé
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Metropolitan area with an urban population of 1.5 million in 2010, Kara with 95,000, Sokodé with 95,000, etc. All six regional capital cities are also located on RN1. The total population along RN1 accounts for about 70% of the whole country. Thus, RN1 is the backbone of the country and the national axis of transport infrastructure. b) Fundamental Route of Cargo Flow to/from Lomé Port Lomé Port is the core infrastructure in Togo on which future national economic growth depends, that is, it is a “Seaport Oriented Country”. It is also a centre of traffic generation and cargo transport within the country. RN1 has the key function of arterial cargo flow to and from inland regions; for instance, all imported goods are distributed from Lomé Port and all goods for export are collected at Lomé Port through RN1. c) Key Route for Regional Exchanges in Togo As almost all major cities and towns are located along RN1, both cargoes and passengers are transported on RN1. Other exchanges of residents and local products among local regions in Togo also use parts of RN1 because there are few direct links. d) Fundamental Route of Daily Traffic of the People RN1 is also used for daily traffic by residents in the local communities along it, thus serving not only arterial long-haul transport but also shorter trips by various modes. (3) Summary of Roles and Functions of RN1 Table 6-2 shows the roles and functions of RN1, which is the most important transport infrastructure of the TLC for spatial development, exchanges and distribution in Togo. In fact, RN1 supports the economy and life of Togo and the landlocked countries.
6.2.2 Comparison of TLC with Competing Corridors This section identifies the current performance of the TLC based on a comparison of four competing corridors, Abidjan Corridor (Ouagadougou –Abidjan Port), Central Corridor in Ghana (Ouagadougou – Tema Port), and Cotonou Corridor (Ouagadougou –Cotonou Port). (1) Road Conditions Table 6-3 compares the road conditions between the TLC and the Central Corridor in Ghana. Table 6-3 Comparison of Road Conditions between the TLC and the Central Corridor in Ghana
Item TLC Central Corridor Distance from port to border 667 km 829 km Surface condition About half of the section is in fair or About one-fifth of sections are in bad bad condition (rehabilitation of some condition (improvement works are sections is ongoing) ongoing) Vertical alignment 3 sections with steep gradient No significant steep section (construction of bypasses is ongoing) Horizontal alignment 3 sections with sharp curves No sharp curves (construction of bypasses is ongoing) Bypass of major cities No Bypasses at Accra and Kumashi (congested) Ease of driving/road safety Too many broken-down freight Broken vehicles can park on 2.5 m vehicles on carriageway shoulder Source: Study Team
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Table 6-2 Summary of Roles and Functions of RN1 International Aspects National Viewpoint of Togo Promotion of Larger-Regional Integration National Axis µ of Transport (Backbone)
Legend Population of Capital of Prefecture Unit : 1000 1 - 10 11 - 50 51 - 100
101 - 500
501 -
National Route Gateway toward overseas to/from Landlocked Fundamental route of µ
Countries Niger cargo flow to/from Lomé Port
Mali Niamey Burkina Faso .!
Ouagadougou .!
Benin
Togo
Yamoussoukro Ghana .! Legend Porto-Novo .! Pt.Lagos Population of Capital of Prefecture Cote d'Ivoire Lome ") )" .!") Unit : 1000 Pt.Cotonou 1 - 10 Accra .! ") Pt.Lome 11 - 50 51 - 100 ") Pt.Tema )" Pt.Abidjan 101 - 500 )" Pt.San Pedro Pt.Takoradi 501 -
National Route Artery for Import & Export and Exchange of Key route for µ Culture between Togo and Landlocked regional exchanges in Togo
Countries Niger
Mali Niamey Burkina Faso .!
Ouagadougou .!
Benin
Togo Legend Population of Capital of Prefecture Yamoussoukro Ghana Unit : 1000 .! 1 - 10 Porto-Novo .! Pt.Lagos 11 - 50 Lome " Cote d'Ivoire ") ) 51 - 100 .!") Pt.Cotonou 101 - 500 Accra .! ") Pt.Lome 501 - ") Pt.Tema )" Pt.Abidjan National Route )" Pt.San Pedro Pt.Takoradi Securing Cooperation and Security among Fundamental route for µ Landlocked Countries daily traffic of the people Niger
Mali Niamey Burkina Faso .!
Ouagadougou .!
Benin
Togo
Yamoussoukro Ghana Legend .! Porto-Novo Population of Capital of Prefecture .! Pt.Lagos Unit : 1000 Cote d'Ivoire Lome ") )" .!") 1 - 10 Pt.Cotonou 11 - 50 Accra Pt.Lome .! ") 51 - 100 ") Pt.Tema 101 - 500 )" Pt.Abidjan )" Pt.San Pedro 501 - Pt.Takoradi National Route Source: Study Team (2) Transportation Time and Cost The results of the JICA Western Africa Transport Survey 2012 show some advantages of the TLC in transport time and costs to and from landlocked countries. a) Transportation Time The necessary transportation time (days) between ports and Ouagadougou in Burkina Faso is
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12 to 15 days for the different corridors. The TLC route is short. b) Transportation Cost Total transport costs to/from ports vary between FCFA 1.4 million and FCFA 2.0 million for travel to/from Ouagadougou in Burkina Faso and Niamey in Niger. The cheapest is to/from Lomé Port, where both port charges and transport costs are relatively low. Table 6-4 Transportation Cost (Import to Niger and Burkina Faso) (Unit: FCFA thousand) Structure Abidjan Port Tema Port Lomé Port Cotonou Port Port Authority 21 9 24 4 Handling charges 186 77 75 84 Consignees 94 50 46 55 Shippers council 16 2 70 65 Transport Niamey 1,650 1,650 1,300 1,350 (Including Ouagadougou 1,600 1,600 1,200 1,300 forwarding fee) Niamey 1,967 1,788 1,515 1,558 Total Ouagadougou 1,917 1,738 1,415 1,508 Notes: *1 Excluding fee at final destination (e.g. Ouagarinter) in the landlocked country *2 This cost is the average value for a 20 ft container or 30 tonnes of bulk freight Source: JICA Western Africa Transport Survey, 2012. Table 6-5 Transportation Time (Import from Port to Ouagadougou)
Item Unit Abidjan Port Tema Port Lomé Port Cotonou Port Distance km 1,148 1,040 948 1,060 Total time days 15 13 12 14 -Road transport days 6 5 4 5 -Waiting time at Port days 9 8 8 9 Source: JICA Western Africa Transport Survey, 2012 Table 6-6 Truck Transport Costs (Ouagadougou-Ports) (Unit: FCFA thousand) Abidjan Port Tema Port Lomé Port Cotonou Port Item Export Import Export Import Export Import Export Import Total (round-trip) 931.5 907.5 867.0 1,088.5 Salary (monthly) 85.0 85.0 85.0 85.0 Fuel 350.0 400.0 350.0 375.0 350.0 350.0 375.0 550.0 Road fees 51.5 45.0 61.5 36.0 42.0 40.0 38.5 40.0 Customs 5.0 - 5.0 - 5.0 - 5.0 - (Ouaga-inter) CCIB(Ouaga-inter) 1.5 - 1.5 - 1.5 - 1.5 - Tolls 15.0 15.0 5.0 5.0 10.0 10.0 10.0 10.0 Union - 10.0 - 11.0 - 11.0 - 10.0 Customs (Burkina) 5.0 2.0 5.0 2.0 5.0 2.0 5.0 1.0 Customs 10.0 2.0 6.0 2.0 6.5 1.0 N/A 3.0 (Coastal country) Pass for truck 6.0 - 30.0 - 6.0 - 6.0 - Weigh bridge 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Entry into port 3.0 - 3.0 - 2.0 - 5.0 - Note: CCIB:Chamber of Commerce and Industry Burkina Faso Source: JICA Western Africa Transport Survey, 2012 (3) Number of Control Points Along the corridors, there are a number of control points established at major points by the police or customs office. The purpose of a checkpoint is to inspect documents and the vehicle
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itself, but illegal charges (bribery) are sometimes levied. Truck drivers mentioned that these many control points are an obstacle for transport, resulting in longer transport times. Details of control points along the corridors connecting landlocked countries and coastal countries were surveyed regularly by a United States Agency for International Development (USAID) project. In this report, the 19th Road Governance Report WAEMU published by the West Africa Trade Hub project of USAID is used. This report indicates that the number of control points has decreased between Ouagadougou and Lomé, which we believe indicates that this corridor has an advantage over other corridors.
Source: 19th Road Governance Report WAEMU (USAID West Africa Trade Hub project) Figure 6-7 Road Governance Initiative Data Map Table 6-7 Bribery per Trip by Corridor
Section Bribes on the road except Bribes Total at the border (USD) at the border (USD) (USD) Dakar – Bamako 83 51 134 Abidjan – Bamako 95 48 143 Abidjan – Ouagadougou 61 22 83 Tema – Ouagadougou 19 12 31 Lomé – Ouagadougou 19 11 30 Source: 19th Road Governance Report WAEMU (USAID West Africa Trade Hub project) Table 6-8 Quality of Service at Port
Container Truck General freight Container Container vessel General processing time vessel pre-berth Port dwell time vessel stay pre-berth freight vessel for receipt and waiting time (day) (hours) waiting time stay (hours) delivery of （day） (day) freight (hours) Dakar Port 7 24 18 60 24 5.0 Abidjan Port 12 1 1 2.2 2.9 2.5 Takoradi Port 25 32 12.4 48 9.6 8.0 Tema Port 13 1 1 N/A N/A 4.0 Lomé Port 12 36 24 48 48 6.0 Source: JICA Study team based on AICD database (4) Level of Service at Port Regarding various service levels at ports, Lomé Port cannot indicate superior points among the five competing ports, and its improvement is one of the key issues for development of the
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TLC. (5) Comprehensive Evaluation of Each Corridor from Burkina Faso to Ports Table 6-8 compares each corridor from Ouagadougou in Burkina Faso to ports. The corridor to Lomé Port has the highest evaluation, though there are a few inferior indicators. In the development of the TLC, advantages should be encouraged and disadvantages should be improved in order to overcome the competition. Table 6-9 Comparison of Transport Conditions by Corridor (Import to Ouagadougou)
Indicator Corridor Corridor Corridor Corridor Ouagadougou - Ouagadougou - Ouagadougou - Ouagadougou - Abidjan Port Tema Port Lomé Port Cotonou Port Distance (km) 1,148 1,040 948 1,060 Road Pavement N/A One fifth bad Half fair/bad N/A Condition Vertical gradient N/A No steep 3 steep sections N/A section Axle load control N/A Yes No N/A Time Road transport 6 5 4 5 Required Waiting time at port 9 8 8 9 (days) Total time (days) 15 13 12 14 Cost Port authority 21 9 24 4 Handling charges 186 77 75 84 Consignees 94 50 46 55 Shippers council 16 2 70 65 Transport & forwarding fee 1,600 1,600 1,200 1,300 Total (USD) 1,917 1,738 1,415 1,508 Bribery(USD) 83 31 30 N/A Language/currency Common Not Common Common Common Comprehensive evaluation A AA AAA A Source: JICA Study Team based on 19th Road Governance Report WAEMU (USAID West Africa trade hub project)
6.3 Development Potential and Necessity for Development of the TLC
6.3.1 National Development Visions related to the TLC (1) National Land Development Policy in 2009 The fundamental policy for future national land development in Togo was stated in the National Land Development Policy in 2009 (Politique national d'amenagement du territoire 2009). The major items are as follows. a) Vision The vision consists of a balanced national framework perfectly integrated in the regional environment governed with peace, cohesion and solidarity, to ensure the welfare of population. Therefore, the aim is to build a more united, more competitive Togo in West Africa for the welfare of the population and for its better integration in the sub-region. b) General objective The main objective of the national policy on territorial development is to find adequate solutions to problems related to the territory, and to promote a more global and rational management of the territory in order to improve the living conditions and status of the population though stable and sustainable socioeconomic development of the country. Principal directions of the national policy for territorial development are:
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• National unity and solidarity. • Anticipation. • Economic and social cohesion. • Complementarity. • Development sustainability. • Participation of stakeholders. • Subsidiarity. • Regional integration. • Implementation strategies. c) Strategy The considered strategies for territorial development find their basis and justification in the identified problems and the previously defined orientations. The appropriate strategic arrangements to be considered may be placed in three categories: • Integration of actions for territorial development, decentralisation, regional planning and promotion of participative development at the basic level. • Establishment of balancing cities. • Consideration of the territorial development policy in the development programmes for the various national sectors and the regional community interest programmes (WAEMU). As these policies indicate only basic conceptual directions and descriptions are abstract, no concrete general national development plan has been established. (2) National Development Visions related to the TLC Some of the development directions can be gathered from the ‘Presidential Policy’ and ‘Strategy for Accelerated Growth and Employment Promotion (2013-2017)’. In general, these declare that “Development of TLC integrated with Lomé Port” is essential for accelerating the economic growth of Togo. a) Presidential Policy The president of Togo has expressed his basic opinion to establish the TLC as the axis for all cargoes traffic as the foundation for national economic growth in order to achieve his vision of “Seaport Oriented Country”, since the general election in December 2007. b) SCAPE (2013-2017) The objective of this strategy is to accelerate growth in order to reduce poverty and inequality and create jobs, with multiplier effects on income levels, the quality of life of Togo and the speed of achieving the MDGs. Five strategic areas have been identified for achieving the objective; these complement and work together with each other to achieve the vision based on accelerated growth, inclusion and employment generation. These strategies are: • Axis 1: Developing sectors with high growth potential. • Axis 2: Strengthening the economic infrastructure. • Axis 3: Developing human capital, social protection and employment. • Axis 4: Strengthening governance. • Axis 5: Promoting participatory development in a balanced and sustainable manner.
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Agriculture, mining (including crude oil exploitation), and tourism are selected as possible development sectors, and have been identified as the first priority strategy for national economic development. Following this, the second strategy focuses on strengthening the economic infrastructure to support the development of these industries; that is, the development of Lomé Port, trunk road networks, railway, and air routes of the TLC.
6.3.2 Development Potential of the TLC Region The development potential by major industry along the TLC is summarised as follows (1) Agriculture Export products to African countries • Cereals (maize) • Oilseeds (soybeans, cottonseed and palm oil) • Starchy foods (gari, tapioca, potato and yam flour) • Vegetables (gombofrais, carrot) • Fruits (avocado) Export products to non-African countries (Europe, America, Japan) • Oilseeds (cottonseed, shea butter) • Starchy foods (gari, tapioca chips) • Vegetables (okra, dry chilli, pepper, peppers) • Fruits (avocado, pineapple, organic dried fruit) • Fishery products (crustaceans, molluscs) • New products (spices, herbs) • Flowers and ornamental plants • Herbs and essential oils (2) Mining • Mineral phosphate • Petroleum development
6.4 Concepts for Development of the TLC
6.4.1 Preparation of Development Concepts As described in Section 5.2.3, the future freight demand in 2030 is estimated as shown in Figure 6-8. Under this freight demand forecast, about 6.6 million tonnes of international cargoes between Lomé
Port/Tagligbo and Burkina Faso are expected (about (Unit: 100 000 tonne/year) 22,200 tonnes/day) and about 2 million tonnes of mineral
cargoes between Kabou and Lomé Port are expected Source: Study Team (about 6,700 tonnes/day). These projections were made Figure 6-8 Freight Demand in 2030 under the assumptions that Lomé Port will be improved based on the Master Plan, the Cinkassé OSBP will be fully functional under the bi-lateral agreement between Togo and Burkina Faso, shippers of landlocked countries will select the TLC as the most desirable transport route, and the transport route between Lomé Port and
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Cinkassé border will be well developed compared with the corridors in neighbouring countries. In order to provide a better transport environment and conditions for transport operators by securing safe, punctual and reliable transportation, it is necessary to consider better infrastructure and services on the TLC. (1) Concepts for Hardware Development The following concepts for the hardware development of the TLC have been prepared in order to address the present and future issues of the TLC, and to contribute to regional development in Togo as well as sub-regional development in West African countries. These hardware concepts are considered mainly for increasing traffic capacity to accommodate future cargo demand on the TLC. Table 6-10 shows an outline of the prepared concepts. Table 6-10 Outline of Prepared Concepts
Concept 1 Concept 2 Concept 3 Concept 4 Single Mode with Single Multi Modal Improvement Combination of Combination of Intermodal Route Improvement Intermodal and and Multimodal Multimodal Improvements Improvements plus Alternative Road Network
1. RN1 improvement 1. RN1 improvement 1. RN1 improvement 1. RN1 improvement 2. Railway rehabilitation 2. Railway rehabilitation 2. Railway rehabilitation (Lomé – Blitta) (Lomé – Blitta) (Lomé – Blitta) 3. Railway construction 3. Dry port construction 3. Dry port construction (Blitta – Burkina border) at Blitta at Blitta 4. RN17 improvement Source: Study Team a) Concept 1: Single Mode with Single Route Improvement RN1 is the sole trunk road connecting Lomé and Cinkassé at present and forms a part of the WASEM international trunk road network, CU9. Even though there are some obstacles, such as steep gradient sections and sections with traffic congestion, RN1 will still function as the main north-south trunk road because of its characteristics. Hence, this single mode with the single route improvement concept has been prepared to only increase the capacity of the existing RN1, either by dualisation to 4 lanes or by widening of the
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shoulder width. b) Concept 2: Multi Modal Improvement As RN1 has the weakness that there is no alternative road in case of an emergency, it is desirable to have either another transport mode parallel with the existing road or to have other roads to supplement the function of RN1. Therefore, this concept is to increase the capacity of RN1 and to rehabilitate/construct the railway between Lomé and the border with Burkina Faso. One of the main objectives of this concept is to ease traffic congestion in the urban area of Lomé by eliminating excessive fright vehicles coming from landlocked countries to Lomé Port. However, this concept would require the highest investment among the four concepts. c) Concept 3: Combination of Intermodal and Multimodal Improvements In order to fully utilise the existing infrastructure assets, the concept of a combination of intermodal and multimodal improvements is prepared. Under this concept, increasing capacity of RN1, full rehabilitation of the railway between Lomé Port and Blitta, and construction of a dry port at Blitta are considered. The same as Concept 2, one of the main objectives of this concept is to ease traffic congestion in the urban area of Lomé by eliminating excessive freight vehicles coming from landlocked countries to Lomé Port, and by changing the mode of transport at a dry port. In addition, construction of a dry port at Blitta would increase job opportunities and encourage economic development around the dry port. d) Concept 4: Combination of Intermodal and Multimodal Improvements plus Alternative Road Network In order to fully utilise the existing infrastructure assets and secure an alternative route for RN1 in the Centlare, Kara and Savanes Regions, this concept combines intermodal and multimodal improvements as described in Concept 3, together with securing alternative routes in the northern part of the country. (2) Concepts of Software to Supplement the Effects of Hardware Development • The concepts of software development to supplement the effects of hardware development are as follows: • Single Window System at Lomé Port by introducing on-line data processing. • Improvement of Sahel Terminal for 1) expansion of area for the short term, and 2) conversion of area into an inland container depot (ICD) for domestic freight for the medium term by completion of a dry port at Blitta. • Installation of weigh bridges and enacting regulations to control overloading. • Modification of traffic law to restrict oversized vehicles. • Prohibition on majority of freight vehicles registered other than Togo operating south-bound from Blitta, after completion of the dry port. • Provision of appropriate and cheaper rest stops for freight vehicles. This measure will also create more job opportunities in areas where rest stops will be constructed. • Development of the capacity of personnel related to documentation at the port, OSBP, a dry port and an ICD. • Development of the capacity of personnel for operating weigh bridges.. • Development of the capacity of personnel in the MT and MPW.
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6.4.2 Preparation of TLC Development Plans Based on these development concepts, the Study Team has prepared several alternative plans for development of the TLC, as described in Chapter 7. These plans are evaluated in terms of engineering, economic, and environmental and social considerations.
6.5 Corridor Choice Model for Transit Cargo
6.5.1 Outline of Model The corridor choice model was developed in order to compare the import transit cargo volume in four different corridors (Abidjan, Tema, TLC and Cotonou) between their ports and Burkina Faso. The model was developed with reference to Kawasaki and Hanaoka (2011).
Niger Burkina Faso Mali Ouagadougou
Benin
Côte d'Ivoire Togo Ghana
Ville capitale Cotonou Port Lomé Route Abidjan Tema Chemin de fer Source: Study Team Figure 6-9 Corridor Network It is assumed that the choice of corridor is made by a shipper in Burkina Faso and its trading condition is Cost and Freight, which means the consignee (importer) of Burkina Faso pays the cost of transport from the port to the final destination in Burkina Faso. The shipper chooses the corridor so as to minimise the generalised cost for import. The relationship with the shipping company is important when selecting a port, but the model assumes that all shipping companies are of the same quality. Due to the road network, transit transport from each port to Burkina Faso by truck may use only the respective corridor on each country. In addition, due to transport agreements, transit cargo handled at the port cannot pass through corridors of other countries corridors. Accordingly, the corridor and port are selected at the same time. The choice of the shipper follows a logit model8. Its probability is changed to the generalised cost recognised by the shipper. Specifically, as shown in Equation (1), the recognised
~rsk rsk generalised cost C consists of the sum of the generalised cost GC that can be measured
and a probability error εrsk:
8 Dr. Daniel Mcfadden, U.S.A., was awarded the Nobel Prize in Economic Sciences in 2000 by developing the theory and methods in the paper “Development of theory and methods for analyzing discrete choice”
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~rsk rsk rsk GCC += ε (1) When the Gumbel distribution is assumed for the scale parameter θ with error term εrsk, the distribution cargo volume qrsk in route k can be expressed by Equation (2) which shows the logit model:
exp[ θ ⋅− GC rsk ] rsk = Qq rs ∑ exp[]θ ⋅− GC rsk ∈Kk rs (2) where: q rsk: Cargo volume in Corridor k between O/D pair rs (tonnes) Q rs: Cargo between O/D pair rs (tonnes) θ : Scale parameter
rsk GC : Generalised cost for corridor k between O/D pair rs (FCFA/20 tonnes)
k rs: Corridor chosen between O/D pair rs
Scale parameter θ is an unknown parameter that cannot be observed, and the highest possible
rsk value that can reproduce the existing conditions is estimated. The generalised cost GC is
defined as the generalised cost related to road transport on the corridor, and is obtained by Equation (3). Furthermore, the basic unit of 20 tonnes is the average load capacity per truck. In addition, the port usage charge depends on the TEU or unit weight of freight.
GC rsk timersk (USCVT rsk IPD rsk rsk +++⋅+⋅= TCBC rsk ) (3) where: timersk: Average transport time on route k between O/D pair rs (days) VT: Value of time (FCFA/20 tonnes-day) USC: Unit transport cost (FCFA/20 tonnes-km) rsk D : Transport distance on route k between O/D pair rs (km) rsk IP : Illegal payment on route k between O/D pair rs (FCFA/20 tonnes)
rsk BC : Border crossing cost on route k between O/D pair rs (FCFA/20 tonnes)
rsk TC : Port usage charges on route k between O/D pair rs (FCFA/TEU or 20 tonnes)
6.5.2 Stated Preference Survey and Parameter Estimation (1) Questionnaire Survey In order to obtain data on the shippers’ preferences for corridors, Stated Preference (SP) survey was conducted. The combinations of the time taken from entrance of the ship into the port to the final customs clearance terminal and transport cost to be covered by the shipper were given in the questionnaire, based on which the respondents selected their preferred choices. Based on the results of the interview survey of the shippers and transport companies, three respective levels were established for the average number of transport days and average
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transport cost (FCFA), and nine questions were formulated for the choices using the experimental design method. Furthermore, a dummy choice was added to confirm the accuracy of the responses, thus the designed survey form comprised ten questions in total. Based on information provided by the customs house, an SP survey was conducted in June, 2012 by interviewing companies that handle large volumes of cargo, consisting of 38 importers/exporters in Burkina Faso and 10 importers/exporters in Togo, for a total of 48 companies. The number of valid responses was 430. (2) Parameter Estimation Results The SP survey results were used to estimate the multinomial logit model parameter. Cargo was divided into agricultural products (HS codes 1 – 14) and other general cargo in order to facilitate analysis of item characteristics. Furthermore, gasoline and other mineral fuels (HS code 27) were treated as strategic items, and were designated as being outside the scope of this model. In the respective selections in the questionnaire, because the country and port through which the goods pass were not specified, calculations were performed without any constant items. The parameter estimation results are shown in Table 6-11. Both parameter values are negative and are deemed reasonable. The t value of three parameters shows a statistically significant difference at the 1% level, while the parameter of transport time of agricultural products show a statistically significant difference at the 5% level. The values of hit ratio and likelihood ratio show a good level of relevance. The results for general cargo have a lower level of relevance compared to agricultural products, which is considered to be due to the wide variety of companies that were surveyed. Table 6-11 Parameter Estimation Results
Variable Agricultural Products General Cargo Transport Time (α) [day] -0.2271 (-2.28) -0.4973 (-10.32) Transport Costcost (β) [FCFA thousand] -0.0088 (-5.82) -0.0044 (-11.36) Hit ratio (%) 77.6 59.3 Likelihood ratio ( ̅2) 0.58 0.25 No. of samples 130 300 Note: ( ) = t Value Source: Study Team The results of the value of time calculated from the estimated parameters are shown in Table 6-12. The value of time can be interpreted as the opportunity cost of cargoes. The value of time for agricultural products is FCFA 25,900 (USD 52.0), and that for general cargo is FCFA 113,883 (USD 228.7), indicating that the value of time of general cargo is 4.4 times that of agricultural products. Table 6-12 Results of Estimated Value of Time
Estimated Value Value of Time: VT (FCFA 20 tonnes-day) (USD 20 tonnes-day) Agricultural products 25,900 52.0 General cargo 113,883 228.7 Note: USD 1 = FCFA 498 Source: Study Team
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6.5.3 Estimation of Scale Parameter θ (1) Setting of Input Value to Estimate Generalised cost
rsk The generalised cost GC indicated in Equation (3) is calculated in order to obtain the
scale parameter θ in Equation (2). The value of time VT is shown in Table 6-11; other values are exogenous values. The existing materials and other materials are used as references to determine values considered to be reasonable, which were corroborated with payments or interviews of recipients. The extraversion values between Ouagadougou and each port are shown in Table 6-12. Furthermore, in order to standardise cost, 20 ft. container handling charges are used as the charges during the port stage, and the charges after devanning consist of the cost per tonne or cost per truck. The load capacity per 20 ft. container or per truck is set as 20 tonnes. In addition to port cost during the port stage of shipment such as port usage charges, container terminal charges, and consignment charges for customs declarations by the customer clearance agent, the cost also includes various other costs such as payments to shippers’ associations and truck associations. The road transport cost is the unit transport cost per tonne-kilometre after deduction of the illegal payment portion from the freight charge shown in Table 6-13. The illegal payment cost includes the border crossing cost between the port and the final destination. Table 6-13 List of Extraversion Values
timersk: Average transport time on route k between O/D pair rs Values obtained from interview survey and existing documents (including border and port time – final customs clearance is excluded): Abidjan Corridor (14.9 days), Tema Corridor (12.8 days), TLC (13.4 days) and Cotonou Corridor (23.9 days) USC: Unit transport cost Value obtained from interview survey: FCFA 34/tonnes-km Drsk: Transport distance on route k between O/D pair rs Values obtained from existing documents: Abidjan Corridor (1,148 km), Tema Corridor (1,040 km), TLC (948 km) and Cotonou Corridor (1,060 km) IPrsk: Illegal payment cost on route k between O/D pair rs Values obtained from existing documents (including at point of border crossing): Abidjan Corridor (FCFA 89,000), Tema Corridor (FCFA 58,000), TLC (FCFA 60,000) and Cotonou Corridor (FCFA 69,000) BCrsk: Border crossing cost on route k between O/D pair rs Values obtained from interview survey and existing documents: Abidjan Corridor (FCFA 76,000), TLC (FCFA 124,000), Lomé Corridor (FCFA 82,000) and Cotonou Corridor (FCFA 69,000) TCrsk: Port cost on route k between O/D pair rs Values obtained from port authority and existing documents: Abidjan Corridor (FCFA 788,000), Tema Corridor (FCFA 282,000), TLC (FCFA 318,000) and Cotonou Corridor (FCFA 493,000) Source: Study Team (2) Setting of Transit Cargo Volume in Each Corridor The actual transit cargo volume in each corridor is estimated from the customs clearance data obtained from the Burkina Faso Customs House. The data of Burkina Faso is divided into five respective customs clearance zones. Commodity items are classified into two types: agricultural products (HS1 – 14) and other general cargo from which gasoline and other mineral fuels (HS27) are excluded. (3) Parameter θ Estimation Results Scale parameter θ in Equation (2) estimates the best value that can reproduce the current
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status. The estimation method consists of estimating the minimum value for the squared error of the actual values and estimated values set in b) for the four routes for each k of the five centroid zones used in Equation (2). The scale parameter estimation results are shown in Table 6-14. When the mutual relationship of the respective actual values and estimated model values for agricultural products and general cargo are examined in order to confirm the reproducibility of the current status, it is verified that the value is 0.9 or more, and hence a certain level of accuracy is maintained. Table 6-14 Scale Parameter θ
Scale Parameter θ Zone Agricultural Products General Cargo Ouagadougou (k=1) 0.0102 0.0035 Bobo-Dioulasso (k=2) 0.0225 0.0013 Sapouy (k=3) 0.1052 0.0081 Tenkodogo (k=4) 0.0281 0.0265 Fada N’Gourma (k=5) - 0.0107 Source: Study Team
6.5.4 Policy Simulation (1) Enhancing the Efficiency of Procedures at the Border The corridor choice model is used to simulate the impact on corridor choice by the shippers in order to eliminate corridor bottlenecks. The cargo volume data used as the actual values consist of import volume data handled as of 2011. First, it is assumed that OSBP operation would be performed at the Burkina Faso – Togo border to eliminate the bottleneck at the border. This OSBP is expected to reduce the time required to cross the border from the current time of approximately one day to approximately 30 minutes. On the other hand, an OSBP usage charge of FCFA 25,000 will be assessed. It is assumed that the conditions in the other corridors remain the same. The change in the cargo volume in each corridor for the respective items due to OSBP operation and the increase/decrease ratio with respect to the total cargo volume are shown in Table 6-15. The impact of the reduction of border crossing time and that of the usage charge are shown separately in the results in Table 6-16. Table 6-15 Change in Cargo Volume in Each Corridor due to OSBP Operation (Unit: tonne/year, %) Item Abidjan Tema TLC Cotonou Agricultural -36 -191 235 -8 products -0.1% -0.1% 0.1% -0.1% General cargo -2,082 -27,865 30,208 -261 -4.9% -11.1% 8.9% -4.7% Total of items -2,118 -28,056 30,443 -269 -5.0% -11.2% 8.9% -4.9% Source: Study Team
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Table 6-16 Change in Cargo Volume in the TLC due to OSBP Operation (Unit: tonne/year, %) Item Policy Cargo Volume Increase/Decrease Agricultural products Reduction in border crossing time 6,527 1.92% Usage charge -6,292 -1.85% Sub total 235 0.07% General cargo Reduction in border crossing time 38,373 11.26% Usage charge -8,165 -2.40% Sub total 30,208 8.86% Total of items 30,443 8.93% Source: Study Team The results indicate that choice of the TLC for general cargo increased by 8.86% compared to before the policy is implemented. The breakdown consists of an 11.26% increase in demand due to the reduction in border crossing time, which exceeds the decrease of 2.40% due to the usage charge. For agricultural products, while the effect of the reduction in border crossing time is only a 1.92% increase in demand, the usage charge causes a 1.85% reduction, resulting in an overall increase of 0.07%. Therefore, the net increase for the total items is 8.93%. These results show that OSBP, which is designed to enhance efficiency by reducing the border crossing time, is effective for cargo with higher value of time, but for items such as agricultural products for which the ability to cover additional cost is low, an increase in cost due to facility usage charges would deter choice of that corridor. This decrease in demand would have a negative impact on the income of the port authority and trucking companies in the coastal country. For reference, the OSBP usage charge that maximises the incomes of the OSBP, port and trucking companies is estimated at FCFA 30,000. When the overall economic effect of the corridor is taken into consideration, a suitable price should be established to ensure economic viability for the OSBP operator, and it is necessary to determine different charges for the respective transport items. (2) Enhancing Corridor Transport Efficiency Attracting transit cargo has the benefit of stimulating the economy through the revenue from charges in the coastal country, and it is thought to be effective to implement multiple policies in a package for the overall corridor. Here, the TLC is used as a case study to predict the effects of implementing the following three policies: 1) Efficient OSBP operation, 2) Reduction in illegal payments and 3) Shortening of port procedure time. With respect to policy 2), efforts by the government of Togo have reduced the amount of payments compared to other corridors, and it might be possible to completely eliminate illegal payments. The port authority is considering introducing policy 3), and plans call for cutting the time in 3 days from when the ship enters the port until the cargo leaves by truck after this policy is introduced. Here, it is assumed that the time will be reduced to 3 days from the current level. The simulation results are shown in Figure 6-10. They indicate that the share of the TLC can be dramatically increased by 33% from 53% to 86%. The impact (contribution ratio) of each policy on the increase in the above cargo volume is shown in Table 6-17. Reduction in the port time makes the largest contribution, accounting for 78% of all general cargo with particularly
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higher value of time. On the other hand, elimination of illegal payments greatly boosts demand for agricultural products, indicating that cost has a larger impact on demand than time.
Present situation After implementing policies 100% 86% Share increase by 33% 80%
60% 53% 39% 40%
20% 7% 9% 4% 1% 0% 0% Adbijan Tema TLC Cotonou
Source: Study Team Figure 6-10 Change in Cargo Share in Each Corridor due to Package of Policies Table 6-17 Contribution to Increase in Cargo in the TLC
Policy Agricultural Products General Cargo Total Efficient OSBP operation 0% 14% 14% Reduction in illegal 6% 2% 8% payments Shortening of port 15% 63% 78% procedure time Total 21% 79% 100% Source: Study Team
6.5.5 Conclusions and Recommendations (1) Conclusions In this section, the corridor choice model of shippers of Burkina Faso was developed for transit cargo transport, and a quantitative analysis was performed for the change in corridor choices by the policy simulation. Regarding the corridor choice behaviour of the shipper, a model that is explained by the transport cost and transport time was developed and analysed based on the SP survey results of the shippers. The Study Team focused on the differences in value of time for different types of cargo items, and created two models: one for agricultural products and the other for general cargo, simulated the changes in corridor choice due to a reduction in the bottlenecks in the corridor. This clarified the change in corridor choice by the shippers according to the difference in value of time, in other words, the value of the item that is being transported, and it was pointed out that the policy differs depending upon the item being imported/exported by Burkina Faso and the demand level. In addition, it was suggested that the share of corridor cargo could change dramatically due to a reduction in transport time and cost to level that can be achieved. For cargo that has a comparatively high proportion of items with higher value of time, a reduction in transport time has a larger impact on corridor choice by the shipper. Therefore, as the value of imported items increases in line with the growth of Burkina Faso, the necessity of policies such as OSBP that help reduction of transport time is likely to increase.
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In many landlocked developing countries, as the value of time of transported items is likely to increase with economic growth, changes in transport time that are explained by a delay or early arrival of the cargo will be applied to a model that takes these factors into consideration. In addition, analyses that consider the mutual dependence of ships in port choice will be conducted in the future. (2) Recommendations to strengthen the competitiveness of the TLC • In order to attract transit cargo, it is essential to shorten the transport time in the TLC and reduce the cost. Reducing the transport time including the procedure at port and border is an effective policy to attract general cargo for which the cargo volume is expected to increase in the future. In particular, the efficiency of procedures at Lomé Port is necessary. • A comprehensive approach should be taken for efficient operation of OSBP, reducing check points, improving roads, and enhancing port security. • As other corridors are also making efforts to attract transit cargo, it is important that the TLC be made more competitive than the other corridors.
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CHAPTER 7 TLC DEVELOPMENT PLAN AND PROGRAMME
The Project for the Study on Togo Logistics Corridor Development in the Republic of Togo Final Report Chapter 7 TLC Development Plan and Programme
Chapter 7 TLC Development Plan and Programme
7.1 General
7.1.1 Preconditions of the TLC Development Plan (1) Purpose and Content The TLC Development Programme is the principal guideline for the future transport network improvement master plan, which mainly focuses on the national transport axis of RN1 connecting the neighbouring countries and Lomé Port. The Programme is composed of general development policies and necessary projects/project packages for each transport sub-sector. (2) Target Years Two target years are set based on the year 2012 as the benchmark: • Target Year 2018: Medium-term projects, • Target Year 2030: Long-term projects The Development Programme also includes some projects which are to be implemented beyond 2030 in line with the continuous development strategy, if necessary. (3) Project Components in the Programme The TLC Development Programme mainly contains all development plans for transport infrastructure administered by the GoT: roads, railway, port, airport, transport terminals, etc., and also makes some recommendations even for related facilities operated by the private sector. (4) Overall Relationships between Official Development Goals and the TLC Development Programme Execution of the TLC Development Programme is conceptually related to official development goals as shown in the following diagram.
7.2 Basic Directions of TLC Development Plan/Programme
7.2.1 Targets of TLC Development Plan The TLC Development Plan provides a comprehensive plan for the development of transport infrastructure including both hardware and software in order to achieve general economic growth. One approach is to cope with increasing traffic demand in the future, and another is to support development potential in developing local areas. To achieve this, the top priority for development is to strengthen the RN1 corridor, which is the national south-north axis extending from Lomé Port, to boost economic activity. The TLC Development Plan defines six basic directions to achieve the targets in the Study, as outlined below. a) Direction A: Formulation of Arterial Structure of TLC • Transport network to cope with future increasing demands.
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Preparation of the TLC Development Programme Examination of technical and economic viability, and Development Programme only up to 2030 environmental and social consideration to attract Recommend viable projects, not dreams. development partners for financial assistance. Source: Study Team Figure 7-1 Relation between the TLC Development and Government Development Goal
Increase transport capacity to deal Promotion & stimulation of integrated with future traffic demand sub-regional development
Acceleration of economic growth by establishing the TLC Development Programme
Source: Study Team Figure 7-2 TLC Development to Attract Sub-regional Development
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Source: Study Team Figure 7-3 TLC Development to Attract Regional Development Strengthening the traffic capacity of RN1: widening of shoulder, additional lane, bypass, dualisation, etc. Alternative function of RN1: upgrading RN17, RN5, etc. Container transport by railway: rehabilitation up to Blitta, improvement of alignment, etc. Re-opening of commercial flight service between Lomé and Niamtougou, etc. b) Direction B: Improvement of Port Facility as the Base of TLC Modernisation of Lomé Port. Improvement of related facilities: Convert Sahel Terminal into ICD for domestic cargo handling, etc. Rearrangement of surrounding area: access roads, ban on trucks, parking. Minimisation of waiting time for custom clearance: Single Window System. c) Direction C: Development of Necessary Facilities for Efficient Cargo Flow Core facilities for transit container and cargo transport: Dry Port. Appropriate services for truck operators: Truck station, truck parking. Comprehensive centres for long-haul truck transport: Logistics town. Smooth facilitation at border posts: OSBP with full operation supported by WAEMU. Restriction of freight vehicles from landlocked countries for southbound operation at Blitta. Control of overloaded and oversized vehicles by weigh bridges and port/OSBP.
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d) Direction D: Encourage of Economic Growth Potential Effective influence on local regions connected to the TLC: Rehabilitation of east-west regional road. Supporting development in regional industries: Farm-to-market roads, access to mining areas, service roads to industrial estates, access for tourists. e) Direction E : Encouragement of Inter-regional Exchanges Improvement of basic transport infrastructure among local communities: Paving of rural roads. Promotion of investment in agriculture. f) Direction F: Establishment of Institutional System for Sustainability Institution, regulation, administration: Traffic safety, axle load control, road maintenance system, renewal of superannuated vehicles, etc. Development of capacity of personnel related to facilitation at port and OSBP, operation of weigh bridges, the DGT for railway supervision and road transport management, and the DGPW for road management and maintenance. 7.2.3 Menu for TLC Development The development menu for the TLC fully addresses the proposed four development concepts described in Section 6.4, including regional development issues and potentials. The concept of developing the TLC is to strengthen and improve the traffic functions of the two modes, i.e. roads and railway, which constitute the corridor in terms of national and sub-regional axes which should support efficient physical distribution and traffic flows. • Establishing sub-regional growth axes by strengthening access to Lomé Port and land-locked countries. • Strengthening transport axes by providing alternative transport routes. • Developing markets by improving access to markets at both the rural and international levels. • Formulating an internationally competitive distribution network by assuring transport reliability, improving transport efficiency and integrating transport modes. • Contributing to poverty alleviation by maintaining the transport network. On the other hand, roads and railway have their own characteristics and advantages, and so it is important to recognise and maintain a mutually complementary relationship between the two forms of transport. For instance, road transport has merits such as door-to-door transport, limitation operating time, accident response and change of cargo volume, while railway transport has merits such as long haul cost, adjustment of delivery date, carbon dioxide emissions, bulk transport and punctuality. Table 7-1 summarises the respective merits of road and railway transport. Based on the concepts for development of the TLC as well as directions to achieve the targets of the TLC development, the following menus of alternatives shown in Table 7-2 are prepared
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for the evaluation. These alternatives mainly consist of improvement of roads and rehabilitation/construction of the railway. Table 7-1 Comparison of Characteristics and Advantages of Road and Railway Transport
Merits of Road Transport Item Road Railway Not possible, cargo handling takes more Door-to-door transport Possible than one hour at both ends of transport Low risk, but alternative transport not Accident response High risk, but alternative transport possible possible Change of cargo volume Relatively easy by using more vehicles Difficult in case of limit of loading capacity Merits of Railway Transport Item Road Railway Long haul cost Disadvantage if distance ≥ 500 km Advantage if distance ≥ 500 km
CO2 emissions Higher than railway transport Lower than road transport Bulk transport Not suitable Suitable for fuel, coal, cement, etc. Punctuality Influence of traffic congestion Possible Source: Study Team Table 7-2 Menu of Alternatives for the TLC Development Alternative 1 Alternative 2 Alternative 3 Alternative 4 Single Mode with Single Multi-Modal Improvement Combination of Combination of Route Improvement Intermodal and Intermodal and Multi-Modal Improvement Multi-Modal Improvement plus Alternative Road Network
Source: Study Team
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7.3 Preparation of Development Plan for the Road Sub-sector
7.3.1 Ongoing/Planned Road Improvement Projects and Major Issues Figure 7-4 shows ongoing/planned road improvement projects and major issues of the existing road network related to the TLC. The major issues of the existing road network are described below: • Insufficient traffic capacity of Sahel – Tsévié section on RN1 under the present traffic volume. • All freight vehicles to/from Lomé Port will continue to pass through the urban area of Lomé, even the greater ring road of Lomé is opened in 2014. • Insufficient traffic capacity of Tsévié – Atakpamé section on RN1 under the future traffic demand in 2030. • Traffic confusion and congestion at urban areas of Tsévié, Notsé, Atakpamé and Sokodé. • Deteriorated road condition of RN4 between Aného and Tsévié via Tabligbo, on which freight vehicles transport clinker. • Deteriorated road condition of RN5 between Adéta and Hihéatro. • There is no alternative road or transport mode between Sahel and Sokodé, where two bridges were washed away within the
last 10 years. Source: Study Team • There is a steep gradient section on Figure 7-4 Ongoing/Planned Road Project Sites and Major Issues on Road Network RN17, which can function as an alternative route for RN1 between Sokodé and Sadori. Also, the section between Guérin-Kouka and Sadori is impassable during the rainy season and there is no bridge across the Kara and Koumongou Rivers. • The pavement on RN1 quickly deteriorates because of many overloaded freight vehicles, which are mainly used for transporting transit goods to landlocked countries. • There are many broken-down freight vehicles, particularly on RN1; these vehicles often park on the carriageway, hindering the traffic flow and increasing the risk of traffic accidents.
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7.3.2 Basic Concepts for Improving RN1 and Relevant Roads Since RN1 is the sole international trunk road connecting Lomé and Burkina Faso, disconnection of RN1 at any location such as by natural disaster would cause very serious problems for logistics in Togo as well as to/from landlocked countries. In such an event, shippers in landlocked country would divert their cargo to/from another port, and it would not be easy to bring them back to Lomé Port. To avoid this situation, it is desirable to secure an alternative route or transport mode (railway) for some sections, to create either a multi-modal transport network or an intermodal transport system. In addition, it is very important to strictly control overloaded freight vehicles according to the road map agreed at the WAEMU meeting in November 2012, to reduce the maintenance and rehabilitation cost for the existing road assets. In order to minimise the effects of broken-down vehicles on the carriageway, it is desirable to widen the shoulders at some sections of RN1, particularly near urban areas, where many bicycles, motorcycles and pedestrians use the carriageway. 7.3.3 Proposed Road Projects (1) Road Improvement and Rehabilitation Table 7-3 lists the proposed road projects, and their locations are illustrated in Figure 7-5. Table 7-3 List of Proposed Road Projects
Road No. Section Distance (km) Improvement Type 1. RN1 Tsévié – Atakpamé 129 Dualisation or widening of shoulder 2. RN1 Atakpamé – Blitta 100 ditto 3. RN1 Blitta – Sokodé 78 ditto 4. RN1 Sokodé – Kara 74 ditto 5. RN1 Kara – Kandé 55 ditto 6. RN1 Kandé – Sansanné-Mango 88 ditto 7. RN1 Sansanné-Mango – Dapaong 71 ditto 8. RN1 Dapaong – Cinkassé 40 ditto 9. RN1 Tsévié 5 Construction of bypass (4-lanes) 10. RN1 Notsé 5 Construction of bypass (4-lanes) 11. RN1 Sokodé 10 Construction of bypass (4-lanes) 12. RN4 Aného – Tabligbo 43 Rehabilitation 13. RN4 Tabligbo –Tsévié 42 Rehabilitation 14. RN5 Kpélégovié – Atakpamé 70 Rehabilitation 15. RN17 Bouzalo – Binako 5 Construction of bypass at steep gradient section 16. RN17 Sokodé – Bassar 57 Rehabilitation 17. RN17 Guérin-Kouka – Katchamba 26 Upgrading 18. RN17 Katchamba – Sadori 58 Upgrading including construction of bridges across the Kara and Koumongou Rivers 19. RN24 Galangachi – Naki-Est 28 Upgrading Source: Study Team
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(2) Improvement of RN1 Since there are following several major problems on the whole section of RN1, two alternative improvement measures are proposed in the Study. • Deteriorated pavement. • Insufficient capacity to cope with the future traffic increase. • Many broken down freight vehicles on the carriageway. • Pedestrians and bicycles have to use the carriageway, particularly near urban areas. • Traffic confusion in major cities where RN1 is passing through centres of cities. a) Dualisation of Carriageway to 4 lanes In order to cope with the future traffic increase on RN1, dualisation of carriageway to 4 lanes is proposed. At this case, dualisation of the whole stretch of RN1 by section is considered. However, the final recommendation for sections to be dualised is subject to the results of overall evaluation described in Section 7.8. Figure 7-6 shows a typical cross section of dualisation of RN1. In this case, the shoulder width of
1.50 m is proposed, instead of 1.0 m recommended Source: Study Team by WAEMU’s standard, by considering high Figure 7-5 Proposed Road Project composition rate of large size freight vehicles.
Source: Study Team Figure 7-6 Proposed Typical Cross Section of Dualisation of RN1 b) Widening of Shoulder Another alternative measure proposed to cope with broken down vehicles and pedestrians/ bicycles on the carriageway is widening of shoulders. Even though the DGPW comply with WAEMU’s standard shoulder width, 1,0 m, for the whole stretch of RN1, the shoulder width of
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RN1 is judged as insufficient based on the results of site investigations. Figures 7-7 shows proposed typical cross sections for rural areas, to provide space for broken down vehicles and secure sight distance, and built-up area, to provide space for stopping vehicles and sidewalks for pedestrians and bicycle traffic. It should be noted that road section to be applied this measure is controversial with dualisation of RN1 subject to the results of overall evaluation.
Rural Area Built-up Area Source: Study Team Figure 7-7 Proposed Typical Cross Section for Widening of Shoulder on RN1 c) Construction of bypass RN1 is passing through the centre of cities at present, and there are traffic confusions in some of these cities where commercial activities are concentrated along RN1. These cities are Tsévié, Notsé and Sokodé. Thus, the Study Team proposes construction of bypasses at these three cities in consideration of avoiding large-scale resettlement. Figure 7-8 shows proposed location of bypass at each city. At this stage, 4-lane bypass is proposed to consider future expansion of built-up area as well as increasing traffic. In addition, due consideration is necessary to minimize at-grade railway crossings at Tsévié and Notsé with bypasses.
Tsévié Notsé Sokodé Source: Study Team Figure 7-8 Proposed Alignment of Bypasses at Tsévié, Notsé and Sokodé (3) Rehabilitation of RN4 RN4 between Aného – Tsévié via Tabligbo is functioning as the main transport route of clinker and cement from WACEM company located in Tabligbo to Togo, Burkina Faso, Ghana and Bénin. Due to heavy load freight vehicles, pavement of RN1 is very deteriorated. Thus,
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rehabilitation of the whole stretch of RN4 is proposed. (4) Improvement of RN17 (Sokodé – Bassar) The road condition between Sokodé and Bassar is paved, but the pavement has deteriorated and rehabilitation is required. In addition, there is a mountainous section between Bouzalo and Binako, where the maximum gradient is about 10% (see Figure 7-9), and most of the freight vehicles tend to use the much longer route via Kara. To solve this problem, the Study Team proposes to Source: Study Team construct a bypass for about a 9-km section to Figure 7-9 Steep Gradient Section on RN17 reduce the maximum gradient to about 5%. (5) Improvement of RN17 (Katchamba – Sadori) This section of RN17 cannot be used for through traffic because there is no bridge across the Kara and Koumongou River (see Figure 7-10). Also, the northern part of this section is often impassable due to inundation of the road surface. Thus, the Study Team proposes to upgrade this section, together with the construction of bridges across the Kara and Koumongou Rivers.
Source: Study Team Figure 7-10 Location of Koumongou River Require a Bridge (6) Upgrading of RN24 The MPW is currently upgrading or has plans to upgrade some roads connect to Burkina Faso through Ponio BP and Bénin through Mandouri BP from Dapaong. Thus, the Study Team proposes to upgrade RN24 from earth road to paved road between Galangachi and Naki-Est as a short-cut route from the south to Mandouri BP. 7.3.4 Axle Load Control (1) Present Situation of Axle Load Control in Togo Over loading freight vehicles are one of major issues in countries in the West Africa sub-region, where no axle load control measure is implemented, except Ghana and Sénégal.
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According to the axle load survey carried out by the Study Team (see Section 5.1.5), ratios of overloaded trucks and trailers in terms of single or multiple axle load were 43% and 59%, respectively, and those overloaded trucks/trailers were used both for domestic and transit transportation. Since the design of pavement is calculated based on the permissible single axle load of trucks/trailers, high ratios of overloaded axles of trucks/trailers is one of the major causes of pavement deterioration in Togo. There are currently three weighbridges in Togo: a fixed bridge at Lomé Port, a semi-portable bridge at the Sahel terminal, and a fixed bridge together with a scanner at Cinkassé joint BP. These weighbridges are not used for axle load control. In addition, the ECOWAS assists to install a weighbridge at newly constructed Noépé BP with Ghana, with financial assistance from the EU. There has been a recent directive that any business that transports more than 2,000 tonnes per annum should have a weighbridge installed at its premises to control axle loads. However, there does not appear to be a monitoring system in place to ensure compliance or the desired objective. (2) WAEMU Regulation The WAEMU member states adopted the Regulation (Reglement No. 14/2005/CM/UEMOA), which aimed to harmonise norms and procedures for controlling the size, weight, and axle load of heavy goods vehicles in the member states of the WAEMU. Then, application of the regulation was agreed by the member countries in 2011 and the road map for implementing axle load control was agreed in the PACITR meeting of WAEMU in October 2012. According to the presentation by the Commission of WAEMU at the 3rd JICA-UEMOA Seminar in August 2013, the WAEMU has initiated a priority programme for the construction of five weigh stations in the coastal states (Bénin: Houegbo (completed), Togo: Togblé Kopé (change of site from Tsévié), Sénégal: Diamniadio (works started in April 2012, and resumed in November 2012), Côte d’Ivoire: Allkoi (works started in 2013) and Guinée Bissau: Safim (change of site), (Phase 1) and three weigh stations at OSBPs (Mali: Koro (under discussion), Niger: Magaria (selection of site in progress), and Burkina Faso: Nagréongo (selection of site in progress) (Phase 2). In addition, the WAEMU implemented assistance for the renewal of freight vehicles (oil tankers) to comply with the WAEMU standard by providing a benefit (discount FCFA 25/litre of fuel) as an experiment. (3) Axle Load Control in Ghana Axle load control in Ghana is one of the most active in the West African Sub-Region. The objective of axle load control is to minimise overloading, and three strategic approaches have been developed to help achieve this objective: the control of axle loads on main corridors, cordons and hotspots. Current targets by 2015 are: • A 50% reduction in general overloading.
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• An 80% reduction in axles weighing more than 13 tonnes. • A 100% reduction in axles weighing more than 16 tonnes. Axle load control is carried out by installing permanent weighbridges for control, and by using mobile weighing vans and portable weighbridges for monitoring. The installation of high-speed weigh-in-motion stations is planned for the medium term. An action plan has been developed for pursuing the medium-term targets and the stated objective, which includes: • Educational and awareness campaign. • Control at the ports of entry. • Operations at permanent weighbridge stations. • Monitoring with mobile weighing vans and mobile weigh pads. It is planned to install 28 permanent axle load weigh stations countrywide and 20 high-speed weigh-in-motion stations, to be supported by 10 mobile weigh vans and 12 portable weigh pads. Currently, 14 permanent weighbridges have been installed, of which 12 are already operational, while the other two have recently been completed but not yet started operations. A limited number of weigh-in-motion scales have been installed for screening vehicles for weighing at permanent weighbridges. Six mobile vans – five provided with support from the World Bank and one by the EU – are in use. There are also four weigh pads in use. Five weighbridges have been installed at Tema Port and two at Takoradi Port to help control vehicles loaded at the ports. Other initiatives being taken include: • The development of new traffic regulations with deterrent fines for all overloaded vehicles. • The establishment of intelligent monitoring systems for continuous surveillance and remote data retrieval at all permanent weigh stations and on mobile vans, with EU support for 6 stations. (4) Proposed Axle Load Control Hence, it is recommended that an axle load control system be established in Togo. This could be done in phases. The first phase would require the establishment of an axle load control system based on the installation and efficient operation of fixed weighbridges supported by the use of mobile weighbridges. This could be followed by the second phase which would cover the establishment of a vehicle overload management system. It will be necessary to determine the optimum number and locations of weighbridges. Strategic locations of the fixed weighbridges and lay-bys for the mobile scales should be carefully decided taking into account the type of traffic, its distribution and economic activities in the area. (5) Proposed Location of Weighbridges In determining the optimum number of weighbridge locations, it is necessary to consider export and import routes and traffic movement within the country and the need to catch overloaded vehicles before they are able to do substantial damage to the network. Selection
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should be such that the maximum number of vehicles with the potential to overload are caught while minimising disruption to traffic. In locating weighbridges, the ECOWAS protocol stating that a vehicle should not be weighed more than twice in each country must be respected as much as possible. This can be managed through operational procedures such as giving tickets from earlier weighbridges on a route to be presented at subsequent weigh stations without weighing unless there is strong suspicion that additional loads have been added since being weighed. Where possible, weighbridges should normally be located at least 100 km apart to reduce operating costs, unless a potential overloading point is anticipated within a shorter distance. In the case of Lomé Port, a number of potentially overloaded vehicles would likely be transit vehicles accessing or leaving Lomé Port from or to neighbouring land-locked countries. Any weighbridges should therefore be located such that overloaded vehicles are caught before doing damage to the road network. Based on the foregoing, the Study Team recommends to have 10 permanent weighbridges. Five of them should be installed immediately based on the current pattern of freight traffic. Another five should be installed as traffic on other major routes increases or as proposed borders with neighbouring Ghana and Bénin and connecting roads are improved to attract substantial traffic. The recommended locations of the weighbridges are shown in Figure 7-11. Due to the potential traffic congestion associated with weighbridge operations it is essential that the permanent weigh scales are installed away from the carriageway with adequate weaving and storage lengths. Reasonable sized parking areas should also be constructed for vehicles which are unable to continue their journeys because of overloading. In order to avoid complaints from transporters and to reduce the perception of corruption, it is preferable that the weight of any vehicle being measured on a fixed weighbridge is clearly visible to the driver while on the weighbridge. (6) Mobile Axle Load Scale In addition to the fixed weighbridges, about four Source: Study Team mobile weighbridge lay-bys are recommended to be Figure 7-11 Proposed Location of Weighbridges
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constructed to supplement the work carried out at the fixed weigh stations. The locations of these lay-bys should be suitably selected such that they are not too near the fixed weighbridge stations. Mobile weighbridges will be operated by inspection teams from the Road Administration’s headquarters. A mobile scale could be temporarily moved to the location of a fixed weighbridge station in the event of a breakdown of the fixed weighbridge. (7) Axle Load Control at Lomé Port and the Cinkassé OSBP In addition, the PAL and the operator of the Cinkassé OSBP should also control overloaded vehicles, particularly container freights and tankers, because it is impossible to request to unload excessive cargo at a weighbridge for these types of vehicles. (8) Operation of Weighbridges In parallel with installation of weighbridge to control axle load, it is necessary to provide a legal frame-work, described in Section 10.1.5 prior to the operation of weighbridges in order to effectively control over load vehicles.. A careful selection of staff taking each staff member’s integrity into account is required. Periodic anti-corruption campaigns involving all stakeholders would be useful. Stiff penalties to be meted to dishonest operators and transporters should be instituted. (9) Approximate Cost of Installation and Operation of Weighbridges The cost of procuring and installing six five weighbridges and four mobile scales and vehicles is estimated to be in the order of EUR 5.8 million. The monthly operating costs for the effective operation of six fixed and four mobile weighbridges is expected to cost approximately EUR 154 thousand. These costs do not include the installation of a networked vehicle overload management system, as this would require a special study.
7.4 Preparation of Development Plan for the Railway Sub-sector
7.4.1 Railway Master Plan by ECOWAS and WAEMU The railway networks in West Africa are related to both the ECOWAS and the WAEMU. In 1992, the United Nations Economic Commission for Africa (UNECA) prepared a Railway Master Plan. A complementary study was started in November 2006 and finalised in March 2008 with the financial support of the AfDB and ECOWAS. The main objectives of the study were to prioritise 18 railway routes identified in the Railway Master Plan as shown in Table 7-4 and Figure 7-12, and to indicate how these can be implemented using private-sector funding. The goal of the study was to establish a classification of the Rail Master Plan projects, based on a multi-criteria assessment which took into account the technical, economic, environmental, strategic and social aspects as well as poverty reduction, etc. Routes A2, A3, C5 and C5’ shown in Figure 7-13 are linked directly to the railways in Togo.
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Table 7-4 Railway Master Plan Routes New Railway Total Railway No. Route Section Length* Length 1 Al Ilaro (Nigeria) – Pobe (Bénin) 23 km 1,968 km 2 A2 Segboroue (Benin) – Aneho (Togo) 49 km 955 km 3 A3 Lomé (Togo) – Tema (Ghana) 147 km 863 km 4 A4 Prestea (Ghana) – Abidjan (Côte d’Ivoire) 222 km 1,842 km 5 A5 Dimbokro (Ivory Coast) – Sanniquellie (Liberia) 535 km 1,783 km 6 Bl Bamako (Mali) – Ouangolodougou (Côte d’Ivoire) 569 km 2,934 km 7 B2 Niamey (Niger) – Kaya (Burkina Faso) 398 km 1,646 km 8 B3 Niamey (Niger) – Kaura Namoda (Nigeria) 500 km 1,665 km 9 C1 Niamey (Niger) – Parakou (Bénin) 625 km 1,059 km 10 C2 Ansongo (Mali) – Kaya (Burkina Faso) 364 km 1,612 km 11 C3 Maradi (Niger) – Kano (Nigeria) 241 km 1,373 km 12 C4 Man (Côte d’Ivoire) – San Pedro (Côte d’Ivoire) 399 km 399 km 13 C5 Niamey (Niger) – Blitta (Togo) 839 km 1,119 km 14 C5’ Ouagadougou (Burkina Faso) – Blitta (Togo) 783 km 1,063 km 15 C6 Bougouni (Mali) – Kankan (Guinea) 261 km 923 km 16 C7 Man (Côte d’Ivoire) – Kankan (Guinea) 576 km 1,238 km 17 C8 Niamey (Niger) – Ouagadougou (Burkina Faso) 492 km 1,635 km 18 C9 Tambacounda (Senegal) – Dabola (Guinea) 646 km 2,514 km Note: * Does not include rehabilitation distance. Source: Étude de Faisabilité des Interconnexions des Réseaux Ferroviaires des Pays Membres de la CEDEAO, 2008
Source: Étude de Faisabilité des Interconnexions des Réseaux Ferroviaires des Pays Membres de la CEDEAO, 2008 Figure 7-12 Railway Master Plan in ECOWAS Regarding the regional networking and economic viability of the economic criteria, Route C5’ connecting Ouagadougou to Blitta was evaluated as the next most important route after Route B1 connecting Bamako to Ouangolodougou.
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Route A2 Route A3
Route C5 Route C5’ Source: Étude de Faisabilité des Interconnexions des Réseaux Ferroviaires des Pays Membres de la CEDEAO, 2008 Figure 7-13 Routes related to Togo In 2011, WAEMU conducted a study on the development strategy for railway transportation (Étude pour L'élaboration d'une Stratégie de Développement du Transport Ferroviaire dans L'espace UEMOA) with a final target of interconnection and interoperation of the railway networks in the sub-region, as a part of the Regional Economic Program (PER: Programme Économique Régional) purpose of which is to establish a strategy for greater sub-regional
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economic integration mainly from the viewpoint of institutional reforms. The report recommends that the following six corridors should be rehabilitated and constructed with highest priority. • Cotonou – Parakou – Dosso – Niamey • Abidjan – Ouagadougou – Kaya – Dori – Niamey • Lomé – Blitta – Ouagadougou • Dakar – Bamako – Bougouni – Sikasso – Ouangolodougou • Dakar – Bamako – Sikasso – Orodara – Bobo Dioulasso • San Pedro – Man – Odiénné – Bamako It also makes the following recommendations to member countries and the WAEMU: • Establishment of a development strategy for railway transportation in the WAEMU zone with a political strategy to clarify the existing railways as well as supplementary support systems such as tax system, insurance, preferential pricing on fuel, concessions, etc. • Verification of the rehabilitation in progress and necessary adjustments in line with the development of traffic in various corridors. • Consideration of the related projects of the Organisation of Islamic Conference (OIC) and the AFRICARAIL programme. • Greater exploitation of the mining and agricultural potential in all countries in WAEMU regions to generate sufficient traffic for railway transportation companies. • Pursuit of different PER projects in all sectors that have a direct impact on railway transportation to achieve economic objectives. • Creation of a dedicated railway division responsible for the rehabilitation and construction of railway infrastructure with necessary funding. • Responsibility for the risks of infrastructure investment. • Elimination of all physical and non-physical bottlenecks to the development of railway transportation. • Construction of border stations that will regroup the administrative and police authorities of two countries concerned. • Consideration of passenger transport service as a PSO.
7.4.2 Consideration on Gauge Conversion (1) Objectives Currently, the railways are not functioning effectively because the transport capacity is insufficient to meet the freight demand and travel speeds are very slow. If the rail network were to be connected to neighbouring countries in ECOWAS, it would take some share of the land transport market. In view of the situation, member countries of the African Union (AU) have agreed to construct a new railway network connecting each country using “standard gauge” track, which is usually 1,435 mm. The GoT has adopted a policy to construct a new railway line using
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standard gauge. At the request of the Steering Committee, the Study Team conducted an additional study on using standard gauge for existing and new lines. The objectives of this study were as follows: • To consider using standard gauge on the line between Lomé and Chinkassé. • To compare standard gauge and narrow gauge. • To propose a new alignment for the existing line to remove four level crossings on RN1 at Tsévié and Amakpavé. • To roughly estimate the construction cost for introducing standard gauge. (2) Gauge System in ECOWAS Table 7-5 summarises the rail networks in ECOWAS member countries. There are 10,409 km of rail lines in ECOWAS, using three different gauge systems: • Metre gauge (1,000 mm): 4,827 km (46.4%) • Cape gauge (1,067 mm): 4,637 km (44.5%) • Standard gauge (1,435 mm): 945 km (9.1%) The narrow gauge systems of 1,000 mm and 1,067 mm are widely used; standard gauge accounts for less than 10%. Regarding the gauge used in WAEMU member countries, the dominant gauge system is metre gauge. However, there are no rail links among Togo, Mali, Burkina Faso, Niger and Bénin. Table 7-5 Railway Networks in ECOWAS Country Gauge (mm) Route Length (km) Remarks Benin 1,000 578 - Côte d'Ivoire 1,000 660 - Burkina Faso 1,000 622 - Gambia - - - The figure includes 32 km of double Ghana 1,067 935 track section. 1,435 mm is in the planning stage. Guinea-Bissau - - - 1,067mm: 145 Liberia 1,435 and 1,067 1,435mm: 337 - Total: 482 Niger - - - 1,067mm: 3,557 Nigeria 1,067 and 1,435 1,435mm: 329 - Total: 3,886 A gauge conversion to 1,435 mm was Senegal 1,000 906 planned. Mali 1,000 729 - Sierra Leone 1,067 84 - Togo 1,000 525 - 1,000mm: 807 Guinea 1000 and 1,435 1,435mm: 279 - Total: 1,086 Cabo Verde - - - 1,000 mm 4,827 46.4% 1,067 mm 4,637 44.5% Summary of Gauges 1,435 mm 945 9.1% Total 10,409 100.0% Source: Study Team
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(3) Comparison between Standard and Narrow Gauges More than 60% of the railways in the world operate on standard gauge as shown in Table 7-6, whereas more than 90% of the railways in ECOWAS countries operate on narrow gauge (1,000 mm and 1,067 mm). Table 7-6 Gauge System in the World Narrow Gauge Standard Gauge Broad Gauge Gauge <1,000mm Total (1,000-1,067mm) (1,435mm) (>1,435mm) Route km 44,617 143,880 691,520 257,147 1,137,164 Share 3.9% 12.7% 60.8% 22.6% 100.0% Source: World Bank Railway Database 2007, WB Only Liberia, Nigeria and Guinea use standard gauge. In 2007, the AU recommended that standard gauge should be adopted for the construction of new railway lines connecting member countries. They also stressed the importance of interoperability, i.e. unification of track gauge, loading gauge, signalling/telecommunication system, etc. If there is a difference in gauge at an international border, trains cannot cross the border and run on a different gauge. Various measures have been considered to overcome this problem: • Transhipment of freight. • Bogie changing. • Variable gauge train (passenger train only). • Dual gauge track. However, differences in gauge should be avoided and the gauge should be unified between concerned countries. Table 7-7 summarises the characteristics of typical standard and narrow gauges. The standard gauge is mainly used for trunk lines carrying much traffic. The cost of constructing standard gauge is higher than that of narrow gauge because its footprint is 27% bigger. Owing to the increased axle load, larger freight wagons can be operated. The lateral stability of rolling stock is greater, because the distance between wheels is 44% larger. In addition, there are many manufacturers producing standard gauge locomotives and wagons, etc. 7.4.3 Basic Policy for the Rehabilitation and Construction of the Railway The following master plan projects are proposed considering the basic policy for the rehabilitation and construction of the railway. At this stage, rehabilitation and construction by the existing track gauge 1,000 mm is considered, while possibility to convert track gauge to standard gauge is described in Section 7.4.8. (1) Consistency with the Regional Development Plan and Railway Master Plan in the WAEMU Sub-regions Improvement of the railway sub-sector should be consistent with the regional development plan of the Togo Government and the railway development master plan of WAEMU. It must also be interfaced with ongoing or planned road projects.
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Table 7-7 Comparison between Standard Gauge and Narrow Gauge Item Standard Gauge Narrow Gauge Remarks Gauges of less than 1,435 Gauge of track 1,435mm 1,000mm, 1,067mm mm are classified as narrow gauge. Some countries like Japan Trunk line and Local line and Major application and South Africa use narrow heavy density line mountainous areas gauge for trunk lines. The construction cost of The construction cost of standard gauge is somewhat narrow gauge is less Construction cost more expensive than that of expensive than that of narrow gauge. standard gauge. Typical axle load 25 tonnes less than 20 tonnes In Togo, the width of ROW Minimum width at 7.0 m 5.5 m is kept at 25 m on both sides formation level of the track centre. High-speed trains with a Max. operation speed maximum speed of 320 160 km/h 130 km/h (passenger train) km/h can run on the standard gauge. Running stability Stable Less stable Transport capacity High Low Some narrow gauge lines Typical rail type 60 kg/m 50 kg/m with heavy density traffic use 60kg/m rail. Procurement of rolling Many types are available on Limited types are available on stock, maintenance the market. the market. machine, etc. Compatibility with No Yes existing system Source: Study Team (2) Integration of Transportation Modes The integration of transport systems, i.e. a multimodal system, should be encouraged by linking rail with other transport modes such as road and ocean transport. The modal split between road and rail should be properly set up. (3) Freight Utilising the Characteristics of the Railway For a route to be competitive with other transport modes, investment in related areas (iron ore transport, container transport, fuel transport, etc.) should be encouraged utilising the characteristics of the railway. Railway transport should serve as an important infrastructure to support the social and economic development of Togo. On the planned route, railway transport is superior to road transport for iron ore, containers, and fuel. (4) Reliable Rail Transport To improve the efficiency of operation, freight transport should be made safe and reliable. This requires the rehabilitation of tracks including the installation of heavy rails, replacement of bridges and introduction of new signalling and telecommunication facilities. (5) Appropriate Investment Cost for Togo Considering the scale of Togo’s economy and investment in the transport sector, a feasible plan for the railway sub-sector with an appropriate investment cost should be formulated.
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Therefore, the rehabilitation and construction should be conducted in two or three phases. (6) Unification of Track Gauge and Loading Gauge The track gauge should be unified in the WAEMU regions to avoid the transhipment of containers at Cinkassé, the border with Burkina Faso. Regarding single-track railway, there is no significant difference in transport capacity between metre gauge (1,000 mm) and standard gauge (1,435 mm). The loading gauge is more important for container transportation. Fortunately, the existing structures can deal with high cube containers as shown in Figure 7-14. The loading gauge should be unified in the WAEMU regions also. At present, construction standards have not been specified in Togo. Therefore, the establishment of loading gauge standards is important for rehabilitating the existing lines and constructing new railway lines.
Total: 3,591mm Total: 3,896mm Difference 306mm ≅ 30cm
40ft High-cube 40ft Standard
Container 2896mm Container 2591mm 4,400mm Height: 9.6ft Height: 8.6ft
1000mm 1000mm 4,700mm
Container Wagon Type Koki-100 Container Wagon Type Koki-100
Source: Study Team
Figure 7-14 Loading Capacity Source: Study Team Figure 7-15 Existing Bridge At present, construction standards have not been specified in Togo. Therefore, the establishment of loading gauge standards is important for rehabilitating the existing lines and constructing new railway lines. Horizontal width: 4,400 mm > 3,800 mm (refer to Japanese Railway Standards) O.K. Vertical Clearance: 4,700 mm > 4,455 mm O.K. Breakdown: 159 mm (height of UIC 54 kg rail) + 1,000 mm (floor height of wagon) + 2,896 mm (height of high-cube container) + 400 mm (margin) (7) Consideration of Local Procurement The rehabilitation and construction works will generate local procurement. Therefore, the construction method of civil works including embankments and culverts except long bridges and tunnels should be planned according to Togo’s current level of construction. PC sleepers, however, are produced in Togo by Togo Rail.
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(8) Environmental Considerations The rehabilitation and construction plans should take into account environmental protection plans and related regional development plans. It is most important that the routes of new lines should not pass through a natural reservation area. (9) Diversification of Methods for Securing Funds For securing funds, it is necessary to consider using the PPP scheme and returning the regional development profits. To encourage the participation of private companies, the Government should consider preferential tax treatment. Another method would be to place a levy on fuel and heavy trucks.. 7.4.4 Proposed Railway Projects Based on the above mentioned policies, we propose the following railway projects as shown in Table 7-8. The locations of proposed railway projects are shown in Figure 7-16. Table 7-8 Summary of Proposed Railway Projects Project ID Project R1 Reconstruction of yard tracks inside Lomé Port R2 Rehabilitation of the common line R3 Double tracking of the common line R4 Rehabilitation of Lomé – Blitta section -1 Construction of container handling facilities at Blitta R5 -2 Construction of iron ore loading facilities at Blitta R6 New line construction of Blitta – Sokodé section R7 Construction of container handling facilities at Sokodé -1 New line construction of Sokodé – Kabou section R8 -2 Construction of iron ore loading facilities at Kabou -3 New line construction of Kabou – Cinkassé section R9 Construction of ICD at Cinkassé R10 Construction of alternative common line along the greater ring road Source: Study Team Each project is not functional without the completion of related projects. Therefore, these projects should be phased as follows. The construction of the alternative common line along the Greater Ring Road is optional, but it is desirable to mitigate the blocking of road traffic at level crossings in the city. Table 7-9 Phases of Construction Project
Construction Phase Operation Period R1 R2 R3 R4 R5 R6 R7 R8 R9 R10 Period 1 Medium-term (2018-2024) 2013-2017 ✓ ✓ ✓ ✓ ✓ 2 Long-term 1 (2025-2029) 2020-2024 ✓ ✓ ✓ ✓ 3 Long-term 2 (2030-) 2025-2029 ✓ ✓ 4 Future (optional) - Source: Study Team The outlines of each project are described below. (1) R1: Reconstruction of yard tracks inside Lomé Port This project, which is proposed in the Lomé Port Master Plan, will rehabilitate the railway tracks in the shunting yard and the container yard to transport containers to Blitta dry port as a
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medium-term project. a) Objectives of the Project • To transport containers by rail instead of road. • To provide safe and reliable transportation. • To reduce the transport cost and tariff at the port • To alleviate traffic congestion on RN1 and peripheral roads around the port. b) Major Works of the Project • Improvement of the roadbed at the shunting yard and inside the container yard. • Replacement of the track (50 kg/m-class rail, PC sleepers, fastenings, rail welding, ballast). • Rehabilitation of the drainage system at the shunting yard and inside the container yard. • Construction of an Operation Control Centre (OCC) to control the trains in the yard. • Introduction of signalling and telecommunication system in the shunting yard and container yard. (2) R2: Rehabilitation of the common line This project is intended to rehabilitate the tracks of the common line. The project will bring safe and reliable transportation from Blitta to the port, and vice versa. a) Objectives of the Project • To secure safe and stable train operation on the common line. Source: Study Team Figure 7-16 Location of Proposed • To improve the safety of road traffic by Railway Projects improving safety signs and facilities at level crossings. • To alleviate the noise and vibration in the densely populated area in the city by introducing heavy rail, PC sleepers and stone ballast. b) Major Works of the Project • Improvement of the roadbed. • Replacement of the track (50 kg/m-class rail, PC sleepers, fastenings, rail welding, ballast, turnout). • Rehabilitation of small bridges on the route. • Construction of drainage system. • Construction of an OCC to control the trains on the main line.
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(3) R3: Double Tracking of the Common Line This project is intended to construct an alternative common line along the Greater Ring Road. When completed, the project will alleviate traffic congestion in the city, but the construction cost will be high. a) Objectives of the Project • To secure safe and stable train operation. • To remove the traffic blocking time at the level crossing in the city. • To alleviate the noise and vibration in the densely populated area in the city. b) Major Works of the Project • Securing the right-of-way. • Construction of roadbed.
Source: Final Report, Study on Detailed Actualisation of Master Plan of the Autonomous Port of Lomé, August 2011 Figure 7-17 Proposed Track Layout in the Shunting Yard and Container Yard • Laying a new 14-km double track (50 kg/m-class rail, PC PK19 sleepers, fastenings, rail
welding, ballast, turnout). Tokoin Common Line • Construction of small bridges on the route. • Construction of drainage system. New land does not need to be acquired for the double tracking, because the right-of-way of 50 m has already been secured along Source: Study Team Figure 7-18 Proposed Double Tracking Section
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the common line. (4) R4: Rehabilitation of Lomé – Blitta Section This project is intended to rehabilitate the railway facilities between Lomé and Blitta. a) Objectives of the Project • To secure safe and stable train operation. • To increase the transport capacity. • To provide smooth train exchange at the interchange stations. • To improve the facilities at level crossings. • To alleviate the noise and vibration by introducing heavy rail, PC sleepers and stone ballast. b) Major Works of the Project • Improvement of the roadbed. • Replacement of the track (50 kg/m-class rail, PC sleepers, fastenings, rail welding, ballast). • Replacement of the passing track at interchange station. • Replacement of the bridges. • Rehabilitate of the drainage system. • Introduction of signalling and telecommunication system at interchange station(s). (5) R5: Construction of container handling facilities and iron ore loading facilities at Blitta The details of this project are described in Section 7.5.3. (6) R6: New Line Construction of Blitta – Kabou Section This project is intended to extend the railway line from Blitta to Kabou. a) Objectives of the Project • To provide railway transport service for the Sokodé and Kabou areas. • To reduce the cost of international container transport. • To reduce the cost and time of transporting mineral ore by loading ore at Kabou • To increase the transport capacity. • To provide direct railway transport service between Kabou and Lomé Port for transporting mineral ore b) Major Works of the Project • Securing the right-of-way. • Construction of roadbed. • Laying new track (50 kg/m-class rail, PC sleepers, fastenings, rail welding, ballast, turnout). • Construction of passing track at interchange station. • Construction of bridges. • Construction of drainage system. • Introduction of signalling and telecommunication system at interchange station. (7) R7: Construction of Construction of Mineral Ore Loading and Container Handling Facilities at Kaboué This project is intended to construct mineral ore loading and container handling facilities at Kabou
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a) Objectives of the Project • To provide a container handling function in the Kabou area. • To reduce the cost of transporting containers. • To alleviate the road traffic between Blitta and Kabou on RN1. • To increase the container handling capacity at Lomé Port. b) Major Works of the Project • Construction of mineral ore loading facilities at Kabou. • Construction of container handling yard. • Introduction of container handling equipment such as reach stacker and top lifter. (8) R8: New Line Construction of Kabou – Cinkassé Section and This project is intended to directly connect Lomé Port to Burkina via Sokodé, Kabou and Cinkassé. a) Objectives of the Project • To provide direct international railway transport service between Lomé Port and Burkina Faso. • To considerably reduce the cost and time of international container transport. • To increase the international transport capacity. • To alleviate the road traffic on the whole section of RN1. • To reduce the cost and time of transporting iron ore by loading mineral ore at Kabou. b) Major Works of the Project • Securing the right-of-way. • Construction of roadbed. • Laying new track (50 kg/m-class rail, PC sleepers, fastenings, rail welding, ballast, turnout). • Construction of passing track at interchange station. • Construction of bridges. • Construction of drainage system. • Introduction of signalling and telecommunication system at interchange station. • Construction of an OCC and depot/workshop at Cinkassé. (9) R9: Construction of dry port and ICD at Cinkassé This project is intended to construct container handling facilities and dry port and ICD at Cinkassé. a) Objectives of the Project • To provide container handling and customs clearance functions at Cinkassé. • To reduce the transaction time for customs clearance at Cinkassé. b) Major Works of the Project • Construction of container handling yard. • Construction of dry port. • Introduction of container handling equipment such as reach stacker and top lifter. (10) R10: Construction of Alternative Common Line along the Greater Ring Road This project is intended to construct an alternative common line along the Greater Ring Road. When it is completed, the traffic congestion in the city can be alleviated. If more than 24 trains per day run on the common line, the rerouted new line should be double track, one for the
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existing line and another for the new line with standard gauge. Regarding the soft ground of this area, a grade-separated track on an elevated structure with pile foundation can be applied as shown in Figure 7-19. a) Objectives of the Project • To secure the safe and stable train operation. • To remove the traffic blocking time at the level crossing in the city. • To alleviate the noise and vibration in the dense populated area in the city. b) Major Works of the Project Double track • Securing the right-of-way. • Construction of roadbed. • Laying new 14 km double track (50 kg/m-class rail, PC sleeper, fastening, rail welding, ballast, turnout). • Construction of small bridges on the route. • Construction of drainage system. (11) Proposed Alignment at Tsévié and Amakpavé In the suburbs of Lomé, there Container Yard are seven level crossings with RN1 at Tsévié, Amakpavé, Notsé, Atakpamé and Anié. There is Source: Study Team heavy traffic congestion Figure 7-19 Proposed New Line particularly on the section between Tsévié and Notsé, where the crossings should be removed by rerouting or grade separation. At Notsé, a new bypass is planned to ensure road safety in the centre of town and a flyover will be constructed over the existing railway. However, no flyovers are planned at Tsévié and Amakpavé. Therefore, the existing railway line should be rerouted to remove the existing level crossings, regardless of converting to standard gauge. The outlines of the proposed alignments are as follows. a) Tsévié • Route length: Single-track 4.6km • Civil works: Embankment with an average height of 1.4 m Earth cutting with an average height of 2.7 m • Structure: No major structure • Track: 50 kg/m rail with PC sleepers on 200 mm-thick ballast b) Amakpavé • Route length: Single-track 7.5km
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• Civil works: Embankment with an average height of 3.8 m Earth cutting with an average height of 4.0 m • Structure: PC beam bridge (length of 40 m) over Haho River • Track: 50 kg/m rail with PC sleepers on 200 mm-thick ballast The proposed horizontal and vertical alignments are shown in Appendix 7. To reroute the existing line, it is necessary to secure a right-of-way (ROW) with a width of 50 m at Tsévié and Amakpavé. When the land for the right-of-way is acquired, some residents will have to be resettled. The houses and farmland will be properly compensated according to the environmental law. The ROW of the existing alignment could be used as an alternative site for relocation. The number of affected houses is counted using aerial photos and town maps provided by the MT and the number of affected residents is calculated by multiplying the number of houses by six. The actual numbers of affected houses and residents should be identified by field survey at the preliminary design stage. 7.4.5 Signalling and Telecommunication Regarding the signalling system, it should be based on the latest computer and communication technology, called the Communication Based Train Control (CBTC) system. The CBTC can eliminate the need for conventional trackside equipment such as wayside signals and track circuits. Since the traffic density of the new line is not so high, the European Rail Traffic Management System-Regional (ERTMS regional) with a cost-effective control system as shown in Figure 7-20 should be adopted as the signalling system for the new line. Regarding the telecommunication system, the Global System for Mobile Communications- Railways (GSM-R), which is now in widespread use on Europe’s railways, will be suitable for the new line. To introduce the ERTMS regional, GSM-R is essential as the telecommunication system. 7.4.6 Depot and Workshop A new depot/workshop should be constructed on a new available land along the greater ring road. The area of the depot will be about 6.0 ha (200 m width by 300 m length). Major facilities of the depot are as follows. (1) Tracks • Inspection tracks (daily inspection track, monthly inspection track, important parts inspection track, general inspection track, extraordinary inspection track, wheel turning track, car washing track, lead track, test track, etc.) • Storage track. • Maintenance tracks for maintenance works. (2) Buildings • Workshop. • Administrative building. • Field office.
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Function Block Speed control control ATACS Moving block CARAT ERTMS Continuous control Regional
ERTMS/ETCS Level2 Fixed block
Point control
Train density
Notes: - ERTMS Regional (European Rail Traffic Management System-Regional): The basic aim of the ERTMS REGIONAL concept is to enable cost-saving solutions for signalling on regional and local lines when renewing or introducing signalling equipment on such lines. - ATACS CARAT (Advanced Train Administration and Communications System, Computer and Radio Aided Train control system): ATACS CARAT is being developed to reduce the amount of equipment and permit on-board detection of train locations without using track circuits. - ERTMS/ETCS Level 2 (European Rail Traffic Management System/European Train Control System): ERTMS is a signalling and traffic management system developed with the backing of the European Union. The objective of ERTMS is to allow interoperability across international borders without the problem of having incompatible signalling systems on either side. ETCS is the train control element of ERTMS. Source: Railway Technical Research Institute in Japan Figure 7-20 Communication Based Train Control System • Others (warehouse, sewage facility, equipment/materials yard, garage, etc.) A draft layout of the depot is shown in Figure 7-21 for reference.
Storage Tracks
Washing Track Inspection Track
Workshop
Source: Study Team Figure 7-21 Draft Layout of the Depot 7.4.7 Train Operation Plan The train operation plan is established based on Section 5.2.5 “Freight Demand Forecast” and the mining development plans. The potential rail freight demands are estimated shown in Tables 7-10 to 7-12. (1) Potential Freight Demand The potential freight demand for rail was forecasted under the following assumptions:
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• The main cargos are ore, fuel, clinker and container. Table 7-10 Potential Demand for Railway Freight (2012) (Unit: 1,000 tonnes/year) O/D Ouaga- Cinkassé Dapaong Kabou Sokodé Blitta Lomé PortTabligbo Yobo Aflao Total dougou （Bassar) Ouagadougou 0 0 0 0 0 134 0 0 0 134 Cinkassé 0 0 0 0 0 2 0 0 0 2 Dapaong 0 0 0 0 0 15 0 0 0 15 Kabou （Bassar) 0 0 0 0 0 34 0 0 0 34 Sokodé 0 0 0 0 0 3 0 0 0 3 Blitta 0 0 0 0 0 201 0 0 0 201 Lomé Port 553 3 0 0 2 2 820 51 753 2,184 Tabligbo 934 0 0 0 0 0 0 109 407 1,450 Yobo 0 0 0 0 0 0 0 0 0 0 Aflao 0 0 0 0 0 0 0 0 0 0 Total 1,487 3 0 0 2 2 389 820 160 1,160 4,023 Note: Shaded columns show the combined transport by railway and road. Source: Study Team Table 7-11 Potential Demand for Railway Freight (2018) (Unit: 1,000 tonnes/year) O/D Ouaga- Cinkassé Dapaong Kabou Sokodé Blitta Lomé PortTabligbo Yobo Aflao Total Dougou （Bassar) Ouagadougou 0 0 0 0 0 419 0 0 0 419 Cinkassé 0 0 0 0 0 4 0 0 0 4 Dapaong 0 0 0 0 0 20 0 0 0 20 Kabou （Bassar) 0 0 0 0 0 44 0 0 0 44 Sokodé 0 0 0 0 0 5 0 0 0 5 Blitta 0 0 0 0 0 455 0 0 0 455 Lomé Port 871 9 0 0 3 3 1,017 106 769 4,520 Tabligbo 1,007 0 0 0 0 0 0 263 472 1,742 Yobo 0 0 0 0 0 0 0 0 0 0 Aflao 0 0 0 0 0 0 0 0 0 0 Total 1,878 9 0 0 3 3 947 1,017 370 1,241 7,209 Note: Shaded columns show the combined transport by railway and road. Source: Study Team Table 7-12 Potential Demand for Railway Freight (2030) (Unit: 1 000 tonnes/year) O/D Ouaga- Cinkassé Dapaong Kabou Sokodé Blitta Lomé PortTabligbo Yobo Aflao Total Dougou （Bassar) Ouagadougou 0 0 0 0 0 1,007 0 0 0 1,007 Cinkassé 0 0 0 0 0 8 0 0 0 8 Dapaong 0 0 0 0 0 40 0 0 0 40 Kabou （Bassar) 0 0 0 0 0 2,091 0 0 0 2,091 Sokodé 0 0 0 0 0 14 0 0 0 14 Blitta 0 0 0 0 0 14 0 0 0 14 Lomé Port 2,210 32 0 0 9 9 1,137 276 777 4,450 Tabligbo 2,511 0 0 0 0 0 0 652 1,178 4,340 Yobo 0 0 0 0 0 0 0 0 0 0 Aflao 0 0 0 0 0 0 0 0 0 0 Total 4,721 32 0 0 9 9 3,174 1,137 927 1,955 11,964 Source: Study Team • Almost all international transit freight is shifted to rail.
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• About 20% of domestic containers are shifted to rail from truck. • The transportation volumes of iron and other ores and clinker are forecasted based on each mining development plan and production plan, respectively. • The volume of container and fuel transportation will increase in line with the average GDP growth rate in the WAEMU sub-region. (2) Outline of Transport Capacity of Trains The transport capacity of trains is estimated as follows: • Loading capacity per wagon: 40 tonne for ore, clinker and fuel 30 tonne (2 TEU) for container • Annual operation schedule: 300 days (6 days around-the-clock operation and 1-day track maintenance) • Traction power of DL with 60 wagons: 2,000 kW x 2 (tandem operation) (At present, the number of wagons is limited to 14, due to the length of passing tracks and the insufficient hauling capacity of diesel locomotives.) • Average distance between interchange stations: about 30 km • Length of siding: 1 km Table 7-13 Train Operation Plan and Transport Capacity No. of Trains and Maximum Transport Capacity per Direction Operational Period Max. Transport Capacity Remarks Section Item at the densest section Operation headway (min) 103 No. of trains per day 14 2018–2024 Lomé – Blitta No. of cars per train (cars) 60 - Daily transport capacity (tonne) 33,600 Annual transport capacity (tonne) 10,080,000 Operation headway (min) 69 No. of trains per day 21 Double track on 2025–2029 Lomé – Sokodé No. of cars per train (cars) 60 the common line Daily transport capacity (tonne) 50,400 Annual transport capacity (tonne) 15,120,000 Operation headway (min) 63 No. of trains per day 23 Lomé – Cinkassé Double track on After 2030 No. of cars per train (cars) 60 (Burkina Faso) the common line Daily transport capacity (tonne) 55,200 Annual transport capacity (tonne) 16,560,000 Source: Study Team Table 7-14 Required Number of Rolling Stock
Year 2018–-2024 2025-2029 After 2030 Lomé – Tabligbo Lomé – Tabligbo Lomé – Tabligbo Line Blitta and Aflao Total Blitta and Aflao Total Blitta and Aflao Total Line Lines Line Lines Line Lines DL 16 12 28 22 16 38 36 20 56 Wagon 792 588 1,380 990 810 1,800 1,386 1,014 2,400 Total 808 600 1,408 1,012 826 1,838 1,422 1,034 2,456 Source: Study Team
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7.4.8 Comparison between Gauge Conversion and New Line Construction There are three options for introducing standard gauge: gauge conversion, 3-rail dual-gauge track and new line construction. The first option requires removing the existing track and laying a new track with standard gauge in the same place. The second option is to introduce a 3-rail dual-gauge track as shown in Figure 7-22 which allows trains with two different gauges to operate on the same track. This system consists of three rails: the outer rails are the standard gauge, and one outer rail and the inner rail form metre gauge; however, this is not recommended because track maintenance work would be complicated, particularly at switching points as shown in Photo 7-1. The last option is to construct a new track on a new alignment; usually, it is placed adjacent to the existing track by widening the formation level as shown in Figures 7-23 and 7-24. The pros and cons of the options are summarised in Table 7-15.
1 435 1 000
Source: Study Team Figure 7-22 3-rail Dual-Gauge Track
Source: Study Team Figure 7-23 Widening of Formation at Embankment Section
Source: Study Team Figure 7-24 Widening of Formation at Source: www.trainweb.org Photo 7-1 Switching of 3-rail Cutting Section Dual-Gauge Track
As stated above, there are three methods of constructing a standard gauge line: gauge conversion, 3-rail dual-gauge track and new line construction. The first one is not recommended because the existing transport of iron ore from Blitta to Lomé Port would have to be completely suspended during the construction period and the existing rolling stock would have to be modified or new stock purchased. Similarly, the second one is not recommended, because the maintenance work and train operation schedule would become complicated. The last one is the only solution for implementing standard gauge, because it does not disturb the existing freight services and the desirable alignment can be achieved, thus increasing the operation speed and transport capacity.
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7.4.9 Consideration of Construction of New Line between Lomé and Blitta with Standard Gauge This section describes the construction of a new line between Lomé and Blitta with standard gauge, and also estimates the preliminary construction cost of the new line. Table 7-15 Pros and Cons of Gauge Conversion and New Line Construction Item Gauge Conversion 3-rail Dual-Gauge Track New Line Construction Yes No No Improvement of The improvement of The improvement of The improvement of alignment alignment is possible, but it alignment is limited. alignment is limited. depends on ROW. Rail transport service during construction No No Yes period Partially possible Possible Wagons, they can be Reuse of existing rolling The existing rolling stock can reused by changing Possible stock operate on the existing line bogies, but it is not only. efficient. Track maintenance Easy Complicated Easy The construction cost of The construction cost of The construction cost of new gauge conversion is lower dual-gauge is higher than that line is higher than that of than that of new line of new line construction. It gauge conversion. Earth Construction cost construction, but almost varies with the improvement works and bridge works all bridges should be of alignment. should be conducted on the reinforced or replaced. whole section. Land acquisition Not required Basically not required Required in some places Improvement of Partially possible Partially possible Possible operation speed Improvement of transport Partially possible Partially possible Possible capacity Compatibility with other No Yes Yes existing system Source: Study Team (1) Construction Standards In Togo, railway construction standards for standard gauge have not been established. To rehabilitate the existing line or construct a new line, it is important to define the construction standards according to the International Union of Railways (UIC: Union Internationale des Chemins de fer) standard. Typical construction standards for standard gauge are shown in Table 7-16. (2) Construction Gauge and Loading Gauge The physical dimensions of rolling stock and its load are limited by the height and width of Source: Study Team passages and the loading gauge. Figure 7-25 UIC Loading Gauges
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Table 7-16 Construction Standards Item Standards Remarks Design speed for Freight train 120 km/h alignment Passenger train 160 km/h Maximum Freight train 100 km/h operation speed Passenger train 130 km/h Track gauge 1,435 mm Suburbs 1,000 m Minimum curve Urban area 400 m radius Depot 250 m Maximum gradient 1.5% Axle load 25 tonnes Track structure Ballasted track Thickness of Main line 300 mm ballast Depot 200 mm Rail type 60 kg/m (UIC60) Joint Continuous welded rail (CWR) PC sleeper 1,800 pieces per km for 32 Sleeper (1,660 pieces per km) tonnes axle load Fastening Clip type with elastic pad Main line #14 Turnout Depot #9 Distance between tracks at double track 5.0 m section and interchange station Source: Study Team The dimensions are important when designing bridges, tunnels and bridges over the railway. The UIC has developed a series of loading gauges named UIC A, UIC B, UIC B+ and UIC C. UIC B+ can accommodate ISO high cube containers. For single-stack container train operation, UIC B+ or UIC C should be applied on the new line. (3) Route Alignment When a new alignment is planned, the following conditions should be considered: • The minimum curve radius is more than 1,000 m on the main line in principle. This can be reduced to 400 m in urban areas, and to 250 m at the depot, if necessary. • The maximum gradient is less than 1.5% considering heavy freight train operation. • The type of transition curve should be designed by a cubic parabola curve or clothoid curve. • The number of level crossings with RN1 should be minimised. • The route should not intrude on natural reservations except where unavoidable. An indicative route alignment is proposed as shown in Appendix 7. (4) Consideration on Securing of Right-of-way According to information from the MT, the existing ROW is a width of 50 m. If the new line is constructed along the existing line, no additional land acquisition is required; however, at some sections where the alignment needs to be improved to increase the operation speed or remove level crossings, some land acquisition would be needed. Whenever new land acquisition is required, the same width of 50 m should be secured considering future double tracking, construction of service roads, and a buffer zone to mitigate noise and vibration from train operation. In urban areas, the ROW could be reduced to 12 m, which is the minimum width
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required to construct a double track, if necessary. (5) Earth Works Earth works can be carried out economically and easily in comparison with bridges and tunnels. It is therefore desirable to use earth works wherever possible by studying the alignment plan. However, the earthworks should consider maintenance and prevention of problems such as subsidence of the roadbed, flowing out of the slope, collapse of the embankment due to heavy rainfall or landslide, and mud pumping. As rainfall is particularly serious, it is necessary to construct a drainage system and slope protection. Furthermore, the earthworks will require continuous maintenance after completion of the construction work. A typical embankment and a cutting section are shown in Figures 7-26 and 7-27.
Source: Study Team Figure 7-26 Typical Embankment
Source: Study Team Figure 7-27 Typical Cutting Section (6) Bridges Due to the realignment and increment of axle load, all bridges must be reconstructed. The existing long bridges are steel truss structures, but they have not been maintained properly. New bridges should be constructed using maintenance-free concrete structures. Typical specifications of concrete bridges are as follows:
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- Foundation: Spread foundation or concrete pile foundation - Abutment and pier: Reinforced concrete (RC) structure - Superstructure: RC or PC Regarding the structure of the foundation, a pile foundation (pre-cast concrete piling, in-situ concrete piling or steel pipe piling methods) should be considered at places with soft ground. The piers should be constructed with reinforced concrete because they are economical and there are many examples of such road bridges in Togo. Typical bridge types are shown in Figures 7-28 and 7-29.
Source: Study Team Figure 7-28 RC Beam-type Bridge
Source: Study Team Figure 7-29 PC Beam-type Bridge (7) Interchange Station If the line is constructed as a single track, interchange stations are needed at intervals of 25 to 50 km depending on the operation speed and headway. At each interchange station, two passing tracks should be constructed with a track spacing of 5 m and an effective length of 600 m for train stopping, although the loading/unloading of containers is not conducted there. The layout of a typical interchange station is shown in Figure 7-30.
Source: Study Team Figure 7-30 Typical Interchange Station
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(8) Operation Plan The operation plan for standard gauge is established based on the future traffic demand under the transport capacity of standard gauge as shown in Table 7-17. The number of trains could be reduced by about 50%. (9) Rolling Stock The rolling stock for the new standard gauge line should be determined based on the transport demand and operation speed. A 3,000 KW diesel locomotive should be selected for the trains with axle load of 25 tonnes, and the maximum operating speed would be 100 km/h. Table 7-17 Transport Capacity Item Narrow Gauge Standard Gauge Remarks Axle load 15 tonnes 25 tonnes Loading capacity per wagon 40 tonnes 75 tonnes Average operation speed 40 km/h 70 km/h between stations 6 days around-the-clock, with 1 Annual operation schedule 300 days 300 days day for track maintenance Traction power of DL 2,000 KW x 2 3,000 KW x 2 Tandem operation Average distance between 30 km 50 km interchange station Length of siding at 1,000 m 600 m interchange station Source: Study Team Freight wagons are selected according to the kind of traffic, i.e. ore, clinker, cement, container, etc. For the transport of ore, open-top hopper wagons are used. On the other hand, covered hopper wagons are used to transport clinker and cement. For containers, flat wagons are used for single-stack container trains. (10) Conclusions The conclusions for construction of the standard gauge line are as follows: • Assuming the line is single without improvement of the existing alignment, there is no significant difference in transport capacity between standard gauge and narrow gauge; however, standard gauge constructed on a new alignment offers greater transport capacity and faster operation speed than narrow gauge. • Converting the existing line between Lomé and Blitta to standard gauge would require a construction period of more than 5 years and entail huge costs. All existing diesel locomotives and wagons would have to be replaced. During the construction period, all rail transport on the existing line would have to be suspended. • When new lines connecting to Ougadougou in Burkina Faso and Neamey in Niger are constructed, standard gauge should be used as recommended by the African Union. • If the GoT decides to develop a standard gauge railway line between Lomé and Cinkassé, the same concept of construction as for a new narrow gauge railway line described in Section 7.4.4 can be applied. In this case, however, the construction cost of a new standard gauge railway line by standard gauge will be much higher than that for a narrow gauge line, as shown in Table 7-44.
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• In order to proceed with construction of a new line with standard gauge, proper institutional arrangements for the railway subsector should be established in the MT. It should promote the project and improve management of the current concessionaires. • Various studies on standard gauge should be conducted by the MT. Institutional meetings with relevant member countries in WAEMU should be held to discuss line connections.
7.5 Port and Maritime Sub-Sectors
7.5.1 Review of the Lomé Port Master Plan for the Mineral Jetty (1) Projection of Dry Bulk Cargo Volumes at Lomé Port in 2030 According to the Port Mater Plan, the future demand for bulk cargoes in 2025 was projected as shown in Table 7-18, together with the projection by the Study Team for 2030, using the same trend for increases by commodity. Under these projections, the unloading cargo volume and loading cargo volume in 2030 are projected to be 2,790 thousand tonnes and 2,738 thousand tonnes, respectively. Table 7-18 Projected Dry Bulk Handling Volumes at Lomé Port (Unit: tonne) Port Master Plan TLC Study Commodity 2011 2025 2030 1. Clinker & limestone Import 1,100,000 1,000,000 1,355,000 2. Clinker Transit 500,000 900,000 900,000 3. Gypsum Import 110,000 50,000 135,000 4. Coal Import 160,000 400,000 400,000 Unloaded cargo volume 1,870,000 2,350,000 2,790,000 4. Iron ore Export 0 1,250,000 2,000,000 6. Manganese Transit 0 933,747 738,000 Loaded cargo volume 0 2,183,747 2,738,000 Total Volume of Dry Bulk 1,870,000 4,533,747 5,528,000 Source: Port Master Plan, Study Team 7.5.2 Consideration for Further Expansion of Mineral Berth (1) Capacity of Mineral Berths in the Port Area In the Port Master Plan, construction of a new berth to the north of the existing mineral berth was planned, however, even with these two berths, demand for dry bulk cargoes is expected to exceed the capacity in 2015, as described in Section 4.2.3 of this report. Since the Port Master Plan mainly focused on the expansion of container and general cargo traffic, the construction of a large-scale container terminal and expansion of the general cargo wharf, together with extension of the mineral berth, were planned. As a result, there is no more space for further expansion of the mineral berth in the existing and planned port areas. (2) Possible Expansion of Mineral Berth In order to handle about 2.0 million tonnes of dry bulk cargo per year, which exceeds the capacity of the mineral berth planned by the Port Master Plan, one possible position for constructing a new mineral berth is the eastern side of the existing jetty, which is currently used as a breakwater.
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(3) Estimation of Water Depth According to the information obtained from the PAL, the water depth at the end of the mineral jetty and the breakwater is about -15 m and -16 m, respectively. Meanwhile, based on the general topographical feature of the coast line around Lomé Port, the water depths at 200 m and 10,000 m away parallel with the coast-line are -10 m and -20 m, respectively. Accordingly, the water depth of the area around the mineral jetty and breakwater are estimated as -15.0 m and -16.0 m, respectively, as shown in Figure 7-31.
Coastal Line
Estimated Water Depth
Supposed Wind Direction
-13m -14 m Ancrage Turning Basin
Exiting Coast Line formed by Sedimentation
Source: Study Team Figure 7-31 Estimation of Water Depth at the Eastern Side of Mineral Jetty
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From the current sedimentation on the western side of the existing port area, the predominant direction of wind and wave in Lomé Port is considered to be between South-west to South. (4) Selection of Vessel Type for the New Mineral Berth The planned new mineral berth is expected to handle about 2.0 million tonnes of dry bulk cargo, so it is necessary to select an appropriate type of dry bulk vessel. The berth is estimated to handle 2.0 million tonnes of iron ore for export as well as 0.4 million tonnes of coal for import in 2030. As there are many cases in which coal is handled at a berth for handling iron ore, it is possible to handle both iron ore and coal at the newly planned mineral berth. Other commodities such as clinker are planned to be handled at the existing berth and extended mineral berth in the existing port area. Since the size of dry bulk carriers for iron ore and coal has increased, vessels of 70,000 DWT and 100,000 DWT are considered in the Study. Table 7-19 compares the major specifications of large dry bulk vessels considered in the Study. Table 7-19 Comparison of Major Specifications of Large Dry Bulk Vessels Dead Weight Length Length between Moulded Full Load Required Required Tonnage Overall (m) Perpendiculars Breadth (m) Draft (m) Berth Water Depth at (DWT) (B) (m) (L) Length (m) Berth (m) 70,000 233 222 32.3 13.8 300 15.0 100,000 259 246 39.8 15.5 330 17.5 Source: Study Team Since the estimated water depth just offshore of the mineral jetty is -15.0 m, only 70,000 DWT class vessels would not require dredging work on the eastern side of the existing mineral jetty and offshore turning basin. (5) Estimation of Basin Scale Since the planned vessels are super-large size, it is necessary to consider using tug-boats for berthing and turning work. Based on the size of vessel, the width of the basin is calculated as follows: Width of basin = 2L + B = 500 m (70,000 DWT) = 520 m (10,000 DWT) As the required water depth of the berth is -15.0 m for 70,000 DWT vessels and 17.5 m for 10,000 DWT vessels, the water depth of the turning basin is planned to be -15.0 m and -17.5 m as well. The maximum wave height for cargo handling at a berth is considered to be between 0.7 m and 1.5 m. (6) Concept of Securing Calmness at the New Mineral Berth As the new mineral berth is planned to be located outside of the existing and planned port areas, it is necessary to consider reducing the effects of waves for vessels berthing/unberthing and loading/unloading of cargoes at the berth, and sedimentation in the planned basin.
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Since the wind and wave direction at Lomé Port is predominantly from the south and south-west judging from the layout of the existing breakwater and situation of sedimentation, a detached breakwater in front of the planned mineral berth is considered to be unnecessary. Hence, the breakwater planning focuses on extending the existing breakwater located to the south of the mineral jetty. (7) Function of the Existing Breakwater Figure 7-32 shows the function of the existing breakwater, with the assumed design wave direction, to secure harbour calmness by protecting the harbour from the direct impact of ocean waves and wind waves predominantly from the south-west to south. The wind waves are diffracted by the breakwater, and the area to the west of the red line (limit of calm harbour area) shown in Figure 7-32 will be calm for the harbour. Therefore, extension of the existing breakwater to ensure harbour calmness of the planned mineral berth is studied.
Harbour Calmness Limit of Harbour Area Calmness Area
Design Wave Direction Source: Study team Figure 7-32 Function of the Existing Breakwater (8) Diffraction of Waves Based on the layout of the existing breakwater, the Study Team assumed that the design wave (design wave height, significant water height and design wave direction) for the present port layout was determined based on waves from the south. In order to secure harbour calmness in the planned mineral berth basin, it is assumed that the wave height will be attenuated by wave diffraction by the breakwater. Hence, the border to secure harbour calmness (wave height attenuation line by wave diffraction) is a line parallel with the line connecting the edges of the existing mineral jetty and breakwater, shown by the red line in Figure 7-32, and it is possible to secure harbour calmness on the western side of this line.
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(9) Breakwater Extension Plan In the Study, two alternative shapes of breakwater extension plan are considered and compared. One of the alternatives is to extend the existing breakwater in the same direction for the new mineral berth with a 70,000 DWT class vessel, and the other for a 100,000 DWT class vessel. Figures 7-33 and 7-34 compares the two alternative breakwater extension plans.
Turning basin
Harbour Limit of Harbour calmness Calmness area Area
Extension of existing breakwater Source: Study team Figure 7-33 Breakwater Extension Plan (Alternative 1: Plan for 70,000 DWT Vessel )
Turning basin
Harbour Limit of Harbour calmness Calmness area Area
Extension of existing breakwater
Source: Study team Figure 7-34 Breakwater Extension Plan (Alternative 2: Straight Plan for 100,000 DWT Vessels)
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From this comparison, Alternative 1 requires about 30 m shorter extension and so is more economical than Alternative 2. (10) Examination of Effects for the Approach Channel As Lomé Port is a deep-sea port and the length of the approach channel is shorter than that of other ports in the region, one-way control will be used for large vessels. The width of the approach channel to the port should be more than the length of the largest vessel expected to call, i.e. 100,000 TEU class container vessels. As shown in Figure 7-35, the necessary approach channel can be secured if breakwater will be extended straight for 430 m from the edge of the existing breakwater.
Turning basin
Channel
Extension of existing breakwater
Source: Study team Figure 7-35 Effects for the Approach Channel by Extension of Breakwater As the above mentioned analysis was made as a reference based on several assumptions with limited information on the natural conditions, it is necessary to carry out a detailed analysis and planning of the new mineral berth and extension of the breakwater based on precise data on the natural conditions, such as a detailed chart around the existing Lomé Port. 7.5.3 Comparison of Vessel Size for the New Mineral Berth Figures 7-36 and 7-37 show the general layout of the planned mineral berth for 70,000 DWT and 100,000 DWT vessels, respectively. Both types of vessel have merits and demerits for planning the new mineral berth, as summarised in Table 7-20.
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Source: Study team Figure 7-36 General Layout Plan of New Mineral Berth for 70,000 DWT Class Vessel
Source: Study team Figure 7-37 General Layout Plan of New Mineral Beth for 100,000 DWT Class Vessel
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Table 7-20 Comparison of Vessel Size for the New Mineral Berth Item 70,000 DWT Class Vessel 100,000 DWT Class Vessel To handle mineral cargo demand in Possible Possible 2030 Further extension of berth Possible Possible Necessity of dredging works at Not necessary Necessary planned berth and turning basin (A draft of 15.0 m is secured) (Dredging of about 2.5 m depth would be required to secure a draft of 17.5 m) Extension length of breakwater 400 m 430 m Obstruction for the approach channel No No Comparison of construction cost Lower Higher (excluding the cost of constructing 1. Cost for extending the 1. Cost for extending the the new mineral berth and related breakwater by 400 m) breakwater by 430 m facilities) 2. Cost for dredging of 2.5 m depth (about 940,000 m3) Source: Study team
7.6 Corridor Town and Logistics Facilities Plan
7.6.1 Development of Corridor Towns The TLC will become an important development axis for Togo as not only a transport corridor but also an economic corridor. For the development of the TLC and regional development in Togo, the towns along the corridor are an important element. Corridor towns will become the key driver of economic benefits brought by greater transportation on the corridor. Therefore, it is necessary to develop attractive corridor towns. As a first step, we propose the development of logistics facilities as the core of such towns. This chapter examines the concept of developing logistics facilities as one component of the TLC. Two types of logistics facilities are reviewed: wide-area logistics facilities and parking/rest facilities. Improvement of the Sahel Terminal is also considered. These facilities offer ways to address existing issues in the area as well as provide good infrastructure conducive to smooth logistics, to raise the competitiveness with other corridors. The logistics facilities will serve as hubs for the regional economy, that is, they will form the core of the corridor towns. When implementing development, it is necessary to establish a concept to create facilities that have multiple and consolidated functions, to boost demand for the facilities. a) Objective • Development of corridor towns that contributes to regional development. b) Measure • Creation of a corridor town in North-Central Togo by building logistics facilities. • Creation of a sub corridor town in North Togo by building a truck station. • Improvement of Sahel Terminal.
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(1) Development of Corridor Town in North-Central Togo a) Concept In preparation for establishing the TLC, the development of a logistics centre in North-Central Togo as a corridor town will be studied. The corridor town will handle both domestic freight and transit freight to Sahel countries. The development of industrial and commercial zones will be essential for the corridor town on the TLC. b) Necessity of Development of Corridor Town in North-Central Togo In Lomé Port and its surrounding area which will be the core of the TLC, there are already many logistics facilities and factories, with much cargo traffic in particular. As a result, there are traffic issues such as congestion in neighbourhood roads and on-street parking due to insufficient space at the port and poor freight handling capacity. Since cargo demand is expected to increase, the capacity of Lomé Port must be increased and its logistics system needs to be streamlined through the establishment of wide-area logistics centres. In addition, from the viewpoint of urban planning, logistics centres should be newly constructed to keep pace with the expansion of urban districts and large freight vehicles should be banned from entering the central urban districts. The development of corridor towns is expected to help solve the following major issues of the TLC. 1) Major Issues • Excessive economic concentration on Lomé city and Lomé Port. • Inefficient transit freight transportation, mainly at Lomé Port. • Inefficient transportation to inland areas of Togo, mainly at Lomé Port. • Low rate of containerization in land transportation. • Damage to roads by overloading of trucks. • Increased competition with other corridors. 2) GoT’s Policy • Re-establishment of railroads. • Promoting development in inland areas. • Economic ripple effect from Lomé Port to North-Central Togo. 3) Objectives • To reduce the time that containers and goods remain at the port. • To improve the handling and capacity of port equipment. • To improve the competitiveness of the port. • To increase the turnover of the port. • To induce regional development. (2) Functions and Roles As the heart of corridor towns in North-Central Togo, logistics centres should offer the following:
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• Service to support efficient transportation and modal shift. • Facilitation of transit freight and transportation to inland areas of Togo. • Bonded handling of transit freight and transportation to inland areas of Togo. • Sharing of operations of Lomé Port. • Assistance for economic development of the North-Central region of Togo. For the logistics centre in North-Central Togo, the development of a dry port in North-Central Togo will assist the development of logistics core towns and strengthen the functions of the TLC. The dry port would offer the following core logistics functions: • Transit point for freight to Sahel countries. • Transit point, storage, inventory adjustment to inland areas of Togo. • Inland container depots (ICD). The dry port should be created as a new core of regional development. • Parallel establishment of a light industrial zone, a commercial zone, and a free zone The dry port project will also improve the competitive strength of the neighbourhood of the corridor: • Cote d’Ivoire: Dry port at Ferkessedougou, at terminal of railway (concept). • Ghana: Dry port at Boankra (under development). • Benin: Dry port at Parakou, at terminal of railway (to open in 2014). Reviews should be made on how to locate sub-regional logistics centres in areas that have easy access to RN1 and to develop them as logistics facilities with multiple functions. The location, scale and functions of such sub-regional logistics centres should be planned with a view to improving the logistics functions of the TLC, to streamlining traffic and to improving land use. In addition, plans should be developed with a view to forming a corridor town and to promoting local development. When developing these centres, it should be assumed that a comprehensive road network and well-maintained railway network will be developed. (3) Location of Dry Port At Lomé Port, a fairly large percentage of container cargo arriving at the port and leaving for inland countries are unpacked in the port area to be transhipped to trucks, causing traffic congestion at the port. In addition, transit freight is often carried on overloaded trucks along RN1, causing rapid damage of the road surface. One solution is to transport arriving transit container cargo to outside of the port by railway to reduce the volume of cargo transported by road. Furthermore, by distributing some of the functions of Lomé Port to rural areas, new centres will be formed. Specifically, the establishment of ICD or dry ports exclusively for handling container cargo will be reviewed. These facilities should be developed assuming that a railway network will be established.
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Table 7-21 Function of Dry Port
Location Sub-regional Logistics Centres Location Category Location in Area Attract into Area Near the Facility Logistic services Truck terminal - - Warehouse Transit terminal (warehousing for landlocked states) Storage of containers, freight, cars Customs inspection and clearance Customs state warehousing Shops of importers and exporters Value added logistics Information centre Incidental facilities Facilities Daily life facilities - for logistic services (water, electric, gas) Welfare facilities Offices of forwarders Housing for Banks employees Showrooms Insurance companies Trading facilities Repair shops Formation of logistics - - Light industry town Free Trade Zone (FTZ) or Export Processing Zone (EPZ) (Manufacturing and/or assembly of food, food products, garments and textiles, automobiles, etc.) Research and development centre Urban facilities Parks and housing Source: Study Team Table 7-22 Elements Required for Dry Ports
Category Elements Hub for transit freight between landlocked countries – Lomé (Decentralisation of Lomé Port functions) Function Forming a second logistics hub in Togo (Export and import with neighbouring countries, domestic transport) Formation of a manufacturing core and distribution hub Number of facility 1 Location Near the railway station, Access to RN1 Transit terminal, truck terminal, warehouse, storage of containers and freight, Area and equipment customs inspection and clearance, customs state warehousing, shops of importers and exporters, value added logistics, information centre, light industry, FTZ Transportation infrastructure Railway development requirements Access road between distribution facilities – RN1 Source: Study Team The construction of a dry port is based on the following requirements. Based on the selection criteria, the consultant team considered that Blitta is an appropriate location for the dry port,
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particularly near the railway terminal station, to use the existing stock of infrastructure. • Location in the centre of Togo to cover North-Central Togo. • Strategic stop on the international transportation network. • Transit point for multi modal transportation, railroad terminal. • Utilisation of railway infrastructure, land, factories, etc.
Dry Port Blitta Transhipment
Freight Flow
Source: Study Team Figure 7-38 Concept of Dry Port (4) Function of Proposed Dry Port at Blitta This project is intended to construct container handling facilities and iron ore loading facilities at Blitta. a) Objectives • To provide container handling and customs clearance functions in the Blitta area. • To reduce the cost of transporting containers. • To increase the iron ore loading capacity. • To alleviate the traffic congestion inside Lomé Port and on the peripheral roads. • To alleviate the road traffic on RN1. • To increase the container handling capacity at Lomé Port. b) Major Works • Construction of ICD. • Construction of container handling yard. • Introduction of container handling equipment such as reach stacker and top lifter. • Introduction of iron ore loading facilities.
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Reach Stacker Top Lifter Source: Study on Regional Development Plan in Northeast Asia, Ministry of Land, Infrastructure and Transport, Japan (MLIT) 2008 Photos 7-2 Container Handling Equipment
Note that the container handling facilities should have the following functions: • Arrival/departure of container trains and loading/unloading of containers. • Handling of international containers. • Provision of door-to-door service. • Repair/washing/sterilisation of containers. • Inspection/repair/washing of loading/unloading facilities and transporter. • Storage of containers and arrangement of empty containers. • Management of freight and transportation between stations by digital communication system. (5) Forecast of Demand for Dry Port To estimate the future area required at the dry port at Blitta, the traffic forecast results of Chapter 5 are used. The projected container volume that needs to be accommodated at the dry port has been calculated by type of freight in each direction as shown in Figure 7-39.
300 300 Transit Transit 250 Togo 250 Togo
200 200
150 150
100 100
50 50
0 0
From Lomé Port To Lomé Port
Source: Study Team Figure 7-39 Projected Container Volume to be Handled at Dry Port (TEU/day) Based on these projected volumes, the area required at the dry port at Blitta for containers is determined. The purpose of this analysis is to prevent these activities being hampered in the
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future by non-core activities, such as light industry and commercial services. The dry port should have sufficient space to accommodate container trade in the future. The inland container depot (bonded area) consists of the apron, the container yard including the area for devanning/vanning of containers, the container pool of empty containers and a chassis pool, and the back yard, including a container freight station, warehouse(s) and workshops. The area required by type of facility is estimated based on the estimation model developed by the National Institute for Land and Infrastructure Management, Japan, considering the local situation and other examples in African countries. Tables 7-23 to 7-25 show estimated areas required for the apron area, the container yard and the back yard, respectively. Table 7-23 Estimation of Apron Area
Item 2018 2030 Standard width of apron (m) 20 20 Length of container depot (m) 300 300 Area of apron (ha) 0.60 0.60 Source: Study Team Table 7-24 Estimation of Container Yard Area
Item Formula 2018 2030
Transaction volume (TEU) V0 365 45,625 109,500 Annual rotation frequency E 26 26 Peak coefficient f=1.2～1.3 1.2 1.2 Planning transaction volume (TEU) V1= f*V0/e 2,100 5,040 Stack coefficient g1=3～5 3 3 Effectiveness factor g2=0.75 0.75 0.75 Total slot number V2=V1/(g1*g2) 933 2,240 2 2 Unit area per 1 TEU (m ) i1=15m 15 15 2 2 Total slot area (m ) Gy=V * i1 14,000 33,600 Container yard area coefficient j=2.0～3.5 2.0 2.0
Container yard area (ha) B= Gy *j 2.8 6.7 Source: Study Team Table 7-25 Estimation of Back Yard Area
Item Formula 2018 2030 Back Yard Equipment Area (ha) By 0.7 0.7 Back Yard Area Coefficient k=3.0～5.0 3.0 3.0 Back Yard Area (ha) B=k*By 2.1 2.1 Source: Study Team From the above estimates, the total required area for the inland container depot is 5.5 ha in 2018 and 9.4 ha in 2030, as shown in Table 7-26. Table 7-26 Required Area for Inland Container Depot
Facilities 2018 2030 Apron (ha) 0.6 0.6 Container yard (ha) 2.8 6.7 Back yard (ha) 2.1 2.1 Inland container depot (ha) 5.5 9.4 Source: Study Team
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(6) Dry Port Structure Plan a) Zoning of the Dry port The main functional zones that have been earmarked are listed below and are outlined in this section. The functional zones will be developed in phases in order to minimise the upfront investment in primary infrastructure. Table 7-27 Dry Port Gross Area by Zone Zone Gross Area Inland container depot (ICD) 6.0 ha Customs bonded estate Container pool (Vacant Containers) 3.5 ha Light industry zone 3.0 ha Commercial zone 1.0 ha Dry port administrative zone 0.3 ha Truck parking area 2.0 ha Public car parking area 1.0 ha Source: Study Team
Bonded Area
Inland Container depot (Bonded area) Agent CFS : CFS 6.0 ha Station Industrials Parking Zone Container Freight
Admini stration 2.0 ha (Free Trade Zone) Container Back Container Apron yard yard 3.0 ha yard
3.5 ha Chassis Pool Warehouse Customs
Commercial Zone
1.0 ha Station Workshop Iron Ore and Clinker Depot Reserve 5.0 ha
Parking 1.0 ha
Source: Study Team Figure 7-40 Layout Plan of Dry Port b) Inland Container Depot (Customs Bonded Estate) The inland container depot is a customs bonded estate. The largest area at the inland port, it will be fenced off entirely. The customs gate, providing access to the inland container depot, will be conveniently located along the railway and access road. All bonded activities will be concentrated in one area instead of creating several separate
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bonded pockets as in a general non-bonded dry port. In the first phase of development, the container depot area is situated on the east side of the railway line. This area is relatively flat and is easily accessible from the railway to RN1. On the west side, the van pool for empty containers will be set up in the next phase. The inland container depot will enable a wide variety of activities to be undertaken that will benefit from a customs regime. These are discussed in section 3.7. c) Dry Port Administrative Zone This area comprises a dry port administration block and customs offices. The administrative zone will be situated outside the bonded area. There will be spaces for tenants who will provide services to drivers and transport companies. d) Industrial Zone The industrial zone will accommodate various kinds of small-scale light industrial activities, such as assembly manufacturing and value-added services. Examples of industries that qualify for this zone are garments, furniture and food processing. Some of these activities may benefit from the customs bonded regime and should therefore be allowed to establish themselves inside the bonded area. However, the area designated in the layout plan as an industrial zone is located outside the container depot. In addition, there are expected to be free zones in the light industrial zone to attract foreign direct investment. The introduction of free zones is shown in Tables 7-28 and 7-29. Table 7-28 Free Zones in Togo and their Specific Features
Legislation Adopted in 1989 Free trade zone 1 free port (Lomé) 4 EPZ Export processing zone (EPZ) 3 in Lomé and 1 in Kara Free point About 40 free points Source: Study team base on SAZOF information Table 7-29 Fiscal and Custom Arrangements in Free Zones in Togo
Free Zones Types of Tax Ordinary Tax Regime First 10 years After 10 years Industrial companies: 37% Taxes on companies 0% 15% Other companies: 40% Applied ordinary Minimum flat-rate tax Varies depending on profits 0% regime Taxes on dividends 15 or 25% 0% 15 or 25% 1% of profits, 2% for rent of Professional tax 0% buildings Income tax 7% 2% Tax on insurance agreements 25% of value of premiums 0% Value-Added Tax (VAT) 18% 0% Between 0% and 20% depending Customs fees 0% on type of goods 4% of the value of tariffs, Customs stamp duty 0% statistical taxes and tolls 3% of the value of Statistical tax on equipment 0% cost-insurance-freight Sources: Law No.89-14 of 18 September 1989, Agbodji et al. p. 1, and other sources
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e) Commercial Zone The commercial zone is located outside the bonded area near the industrial zone. The main activities that will be attracted to this zone will be related to the service industry and retail business, such as regional markets, banks, transport insurance companies, forwarders, shipping line agents, transport companies, exporters and importers, restaurants, etc. f) Parking Area In order to prevent congestion on the dry port roads, a sufficient parking area is planned for trucks and vehicles; there will be two parking areas within the dry port boundary. In addition, the Blitta truck station on RN1 should be used to supplement the parking capacity of the dry port. g) Ore and Clinker Depot This area will be used for interim storage of mineral resources such as ore and clinker. At Blitta station, there is an existing railway siding and storage space for mineral resources, and this area will be expanded. A private company is in charge of transporting mineral resources, so it is necessary to develop this area according to the intentions of the company. (7) The role of the Inland Container Depot for the Dry Port a) Concept In the global trade of goods, the transportation of products is increasingly based on the multi-modal transport concept, whereby unitized freight is basically transported door-to-door through subsequent modes of transport. This approach offers many advantages to shipping companies, ports as well as customers. Particularly for developing countries, intermodalism will provide access to global markets and is thus a key catalyst to the export-import trade of the nation, thereby adding to the development of the country and the welfare of its people. At present, the container logistics in Togo are rather limited, which obviously restricts the international trade of goods. PAL recognizes that the present situation offers potential for improving the competitive position of Togo by establishing an ICD at Blitta. The ICD will offer full customs clearance facilities to clients as well as a range of logistical and commercial services. Although some initiatives in this direction have been undertaken in the recent past, at present there is no professional full-fledged ICD facility in or around Blitta railway station. It is envisaged that the ICD will be developed by a private company which will lease the land from PAL as the inland port landlord. Therefore, the planning, construction and operation of the ICD are the responsibilities of the private company. In view of the importance of the ICD to the success of Blitta dry port as a whole, the main development issues of the ICD are analysed in more detail below. b) Opportunities Generally the ICD at Blitta is expected to create the following opportunities: • Reduction of congestion at Lomé Port. • Improvement of container logistics. • Enhancement of competitive position of Togo for transit trade to the Sahel countries.
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• Reduction of transportation costs. • Increase in transportation reliability. • Greater security and safety of transportation. • Upgrading of competitive position. In addition the following advantages can be identified: 1) For the importers/Exporter • Improved export opportunities through positioning of empty container logistics. • Possibilities for loads of less than one container. • Shortage of professionally run bonded warehouses in and around Blitta. • Immediate onwards transfer under customs transit regime of the container from Lomé Port to the ICD, reducing the delays at Lomé. • Clearance activities can be undertaken in parallel with the transfer of the container to the north region of Togo rather than today’s serial approach. • Part of the costs to the importer could be saved if the container could be despatched to Blitta directly upon arrival at Lomé Port, thereby transferring the storage and handling activities to Blitta where prices could be lower. • Delay of import duty payment until clearance in Blitta. • Settlement of LC can be delayed until arrival of the container in Blitta. • Empty van pool at ICD enables the container to be released more quickly. Demurrage costs for the container can be prevented by stripping the container and releasing the container to the shipping line. This also speeds up the release of the container bond. • The importer in Blitta is close by and can arrange to release his cargo more easily. • Safety: containerised transportation of goods between Lomé Port and ICD is less vulnerable to damage and pilferage than general cargo. This also reduces insurance costs. 2) For Shipping Line • Improved services to customs and thus enhanced competitiveness. • Earlier release of empty containers, which improves the rotation of containers. • Reduced container imbalance through improved options for loaded return logistics. • Cheaper options for container repair and cleaning. c) Service Profile The ICD is designed to be an open facility (multi-client) where services are provided for all clients involved in the international trading and transporting of goods. The following services could be provided at the ICD.
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Table 7-30 Service profile for Loaded Import Container Loaded Import Container Service Description and responsibilities of ICD operator Storage Storage of the container in a designated area(import stack)within the bonded zone Handling Placing container from truck on stack or from stack on truck Placing loaded import container from stack near warehouse and subsequently stripping Warehouse of cargo into warehouse Stripping Placing of empty container on dedicated empty container stack If requested assist customs during examination Placing of loaded import container in designated area (shipping area) Direct stripping Stripping of cargo directly onto general cargo truck Storage of reefer containers in designated reefer stack Reefer storage Responsible for maintenance and regular control of specified temperature conditions Source: Study Team Table 7-31 Service profile for Loaded Export Container Loaded Export Container Service Description and responsibilities of ICD operator Storage of loaded container in designated area (export stack) within the bonded area. Storage Some containers will be dispatched immediately thereafter Handling Positioning of loaded container on export stack or from export stack onto truck Stuffing of empty container with cargo temporarily stored at the ICD warehouse Warehouse Service includes handling of empty container from the empty stack towards the stuffing warehouse Stuffing of empty container with cargo directly offloaded from general cargo truck. Direct stuffing Service includes handling of empty container from the empty stack towards the warehouse. Source: Study Team Table 7-32 Service profile for Empty Container Empty Container Service Description and responsibilities of ICD operator Storage of empty containers in a designated area in the ICD (empty stack). Centralised Storage storage of empty containers offers significant advantages to S/L who seek to rationalise their empty container logistics. Various types of cleaning area are possible in principle: sweeping, wet cleaning, Container cleaning steaming and fumigation. Container repair This may range from simple repair of dents to replacement of structural members. Source: Study Team Table 7-33 Service profile for Cargo Cargo Service Description and responsibilities of ICD operator Storage of cargo in customs bonded ICD warehouse Storage Separate facilities for import and export cargo are recommended Various possibilities: repacking, labelling, and (in case of consumer electronics) provision of manuals. Value addition In advanced nations, sophisticated value added logistics providers even provide commercial services. Distribution Distribution of cargo by general cargo truck to importers’ premises or clients. Collection Collection of cargo from exporters’ premises for storage and stripping at ICD LCL Less-than-full container loads; consolidation and deconsolidation of partial loads Source: Study Team
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Table 7-34 Service profile for Customs clearance Customs clearance Service Description and responsibilities of ICD operator Clearance itself is carried out by customs officers; ICD provides assistance by stripping, Customs clearance stuffing, unpacking and temporary sealing. Source: Study Team
Figure 7-41 System of Inland Container Depot in Blitta Dry Port (8) ICD Requirements and Cost Estimate of Primary Infrastructure Based on the traffic forecast for containers, the study team has determined the ICD requirements through: • Area requirement analysis • Equipment analysis • Investment analysis (9) Development Stages of Dry Port The development of the dry port at Blitta is divided into four phases. In Phase 1, basic logistics functions such as the container depot, administration office will be developed to start operations. In Phase 2, logistics functions will be upgraded as needed. Round-trip use of empty containers will be tested by installing a coordination system. In Phase 3, space will be expanded and equipment added. As the final step, the study and site development for the industrial zone and commercial zone will be executed. It should be noted that the dry port at Blitta will be necessary, even if the railway line will be extended to the border of Burkina Faso, because the dry port at Blitta will serve as the logistics centre of container transportation not only for transit cargoes to and from land locked countries, but also for cargo to and from the northern part of the country, including the second largest city, Kara. a) Phase 1: Basic Logistics Function • Container depot.
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• Container freight station (CFS). • Handling machines. • Administration office. • Parking. b) Phase 2: Upgrading of Logistics Function • Warehouse. • Adding of handling equipment. • System for coordinating round-trip use of containers. c) Phase 3: Expansion of Space • Expansion of container depot space. • Expansion of additional van pool. • Addition of handling machines. • Addition of service facilities. d) Phase 4: Development of Industrials and Commercial Zones • Study of development strategy. • Attraction of enterprises. • Development of industrial zone. • Development of commercial zone. 7.6.2 Development of Sub-Corridor Town in North Togo (1) Necessity of Parking and Rest Area on the TLC In order to improve convenience for road users of the TLC and enhance its competitiveness with other corridors, it is necessary to develop a comfortable road environment. Trucks using RN1 are forced to drive for long distances, so it is necessary to develop appropriate parking facilities and rest stations to ensure safe driving as well as meet the needs of truck drivers. Table 7-35 Utilisation Characteristics of RN1
Category Utilisation Characteristics of RN1 Due to geographical conditions, drivers are forced to drive long distances from Lomé to principal cities in Togo. National Lomé – Atakpamé (164 km) transportation Lomé – Sokodé (339 km) Lomé – Kara (413 km) Lomé – Dapaong (627 km) Drivers are forced to drive over 1000 km between capitals. Transit Lomé – Ouagadougou (948 km) transportation Lomé – Niamey (1,072 km) Lomé – Bamako (1,796 km) Source: Study Team (2) Current Situation of Parking and Rest Facilities on RN1 Along RN1, CNCT develops, operates and manages parking and rest facilities. The truck stations and parking areas established by CNCT can be grouped into two types: those with a large area for parking, and those with facilities for resting, typically with only a small space for about five trucks.
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・3 truck stations are maintained by CNCT ・Charge is FCFA 1,000/day
Source: CNCT Figure 7-42 Existing Truck Station in Togo Table 7-36 shows the number of trucks/trailers parked at each truck station in 2009 to 2011. The number in 2011 was 24,961 vehicles at the Blitta truck station and 15,775 vehicles at the Agrade truck station near Bafilo. The number of parked trucks/trailers has been increasing year by year. It is considered that the Blitta truck station is frequently used because it is located close to the populated area of Blitta town, whereas the number parked at the Agrade truck station is much less since the station is far from the centre of Sokodé City. In addition, there are some other small truck parking areas owned by private companies along RN1. At present, the CNCT owns four wrecker trucks to tow broken-down vehicles. These wrecker trucks are stationed at the headquarters of CNCT and truck stations. The CNCT dispatched a wrecker truck from the Agrade truck station 437 times in 2011. Table 7-36 Number of Parked Trucks/Trailers at Truck Stations (Unit: vehicles) Truck Station 2009 2010 2011 Average Blitta 19,895 13,608 24,961 19,488 Agrade 10,624 11,536 15,775 12,645 Source: CNCT (3) Concept of Truck Station and Parking The development of truck stations and parking will be promoted based on policies for the establishment of existing facilities. When existing facilities are not in sufficient use, a study will be made to encourage their use, and to consider moving facilities that are not well used, depending on the usage trend.
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Table 7-37 Layout of Parking and Rest Facilities on RN1 Category Concept of Layout Truck Station Location (Large Area) - At 100 km intervals at 5 sites in Togo * Necessity of 1 additional site ** Important to locate near towns or centre of village, Area - 2–3 ha (200–300 trucks ) Facilities - Parking - Electricity, water supply, toilet - Cookhouse, cafeteria - Lodgings and shower room - Petrol kiosk - Shops, repair shop, road service (service of wrecker truck) Utilisation Fee - FCFA 1,000 Parking Location (Small area) - At 30 km intervals, at 20 sites in Togo *Necessity of 9 additional sites Area - 025-0.50 ha ( 25-50 trucks ) Facilities - Parking, - Electricity, water supply, toilet Utilisation fee - Free Source: Study Team (4) Development Plan for Truck Stations in North Togo a) Function New truck stations should be developed with the following functions: • To allow drivers of transit freight cars to take a rest comfortably. • To encourage regional development as a sub-corridor town by providing tenant space for cafeteria, stalls, repairers, etc. b) Location A new truck station should be built at Sansamé-Mango, which is situated from Lomé Port and is appropriate for the following reasons: • It is located about halfway between the Agarade Truck Station and the border post of Burkina Faso. • It is located at the intersection of RN1 and RN17. • It is located in an urban area; Sansamé-Mango is the prefectural capital.
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Source: Study Team Figure 7-43 Location of New Truck Station Table 7-38 Specifications of Truck Station of Sansame-Mango Item Content Facilities Requirement - Parking for trucks - Electricity, water supply, toilet - Kitchen - Accommodations (Inn) - Shower room (For tenant space) - Cafeteria - Shop - Repair shop Gross space Requirement 2.0-3.0 ha (200-300 vehicles) Charge FCFA 1,000/day Source: Study Team
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200 m
Toilet Water Kitchen & Water Shop & Cafeteria Towers Repair shop Toilet
100 m Inn 2.0 ha (200 trucks)
Administration Office Administration Office Guard Gate Gate To Cinkassé RN1 To Lomé
Tenant Area
Source: Study Team Figure 7-44 Layout Plan of Truck Station 7.6.3 Improvement of Sahel Terminal (1) Outline It is considered that the functions and role of the Sahel Terminal in transit transportation will reduce unless the efficiency and speed of customs formalities are improved. It is preferable to reduce procedural work in transportation, and PAL and customs offices are already working on solving this problem in Togo. Therefore, in the mid to long term, the existing role of the Sahel Terminal as a waiting parking should cease. However, if measures at the port are delayed, it is necessary to examine urgent short-term measures. (2) Urgent Short-Term Measures It is considered difficult to speed up the single window and customs formalities of port procedures at an early stage. Therefore, measures should aim to continue existing functions. This means expanding the parking capacity and improving equipment to assist truck drivers. Measures such as reducing illegal parking on RN1 are also needed. a) Infrastructure • Expansion of parking capacity, asphaltic pavement, drainage. • Improvement of facilities (toilet, garbage boxes, water supply, tenant space for cafeteria, repair shop, shops, etc.) b) Soft Measures • Promotion of utilisation and control of illegal parking. • Improvement of efficiency of custom procedures. • Expansion of business hours of customs at port.
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c) Conditions • Current parking capacity: 2.5 ha (200 cargo vehicles). • Future demand for cargo vehicles: 177 cargo vehicles (2018), 432 cargo vehicles (2030). d) Phase of development 1) Phase 1 (2018): • Flexible pavement for current space, drainage, toilet, water supply, and expansion of 0.5 ha. 2) Phase 2 (2023): • Additional expansion of 0.5 ha. 3) Phase 3 (2030): • Additional expansion of 0.5 ha.
Source: Study Team Figure 7-45 Expansion Plan of Sahel Terminal (3) Mid/Long Term Measures After the current function ends, the terminal site could be used as a distribution centre for the northwest region of the Lomé metropolitan area, using the truck terminal and warehouse. Or, it could be developed as a rest facility for trucks heading to the north of Lomé. Regarding a change of use, it could be used for commerce and industry such as a free zone or market. However, traffic access to RN1 and the national road network must be considered. 7.6.4 Implementation Schedule for Logistics Facilities The schedule for developing of logistics facilities is shown in Figure 7-46 a) From 2014 • Expansion and flexible pavement of Sahel Terminal. • Study of Blitta Dry Port and Sansame-Mango truck station. b) By 2018 • Operation of Blitta Dry Port (Container depot). c) After 2018 • Renovation of Sahel Terminal. • Upgrading and expansion of Blitta Dry Port.
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Facilities 2013 2018 2023 2030 2013 2018 2023 2030
Extension Extension Study Sahel Terminal & Pavement Study Construction & PavementNew Use Construction New Use 2014 2014 2015-16 2017-20 2015-16Container Container2017-20 Container Study DepotContainer (P1) DepotContainer (P2) DepotContainer (P3) Bllita Dry Port Study Depot (P1) Depot (P2) Depot (P3) Development of Development of 2014-2016 2015 -2020 Industrial & Commercial Zone 2014-2016 2015 -2020 Industrial & Commercial Zone Study & Construction Sansamé Mango Study & Construction 2014-2017 Truck Station 2014-2017 Lomé – Sokodé – Burkina Border Railway Lomé – Sokodé – Burkina Border (Lomé- Blitta)
Short Mid Long Port Area Short Medium Long Development - 2014 2015 -2020 2021 - 2025 -2014 2015 -2020 2021 - 2025 2 (Based on Port M/P) 2
Source: Study Team Figure 7-46 Implementation Schedule of Logistics Facilities
7.7 Preliminary Cost Estimation
7.7.1 Preliminary Estimation of Construction Cost (1) Precondition All the subject projects will be awarded by contract through general international bids. (2) Estimation Method The contract product costs, which include both direct costs and indirect costs, are used for estimating the construction costs. The direct costs include labour, materials and equipment, while the indirect costs include temporary facilities, field office maintenance, and overhead on the individual direct cost items. (3) Exchange Rate Exchange rates used in the Study are as follows: EUR 1.00 = FCFA 655.957 =USD 1.3 = JPY 130.0
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Labour cost Equipment cost Direct costs Materials cost Contracted Contract product costs costs Overhead
Temporary facilities Indirect costs
Field office
Source: Study Team Figure 7-47 Process of Cost Estimation
7.7.2 Project Costs The project costs include construction cost, engineering cost and land acquisition/ compensation cost. The following assumptions are used for estimating the project costs at this stage of the Study. Table 7-39 Assumptions for Estimating the Project Costs
Cost Item Financial Cost Economic Cost . Construction Cost A A / 1.17 Engineering Cost B = A x 0.14 B = A x 0.14 Land Acquisition/Compensation (A+B) x 0.07 (A+B) x 0.07 Total Project Cost 1.22 x A 1.0745 x A Source: Study Team
7.7.3 Unit Costs Cost items and units for estimation shall conform with those used by the current MPW contract. However, some items are expressed in terms of quantity of materials used rather than finished work quantity, and so may be inappropriate at the present stage of cost estimation. At this stage, it is sufficient to assign an order of investment priority without determining detailed work conditions and specifications. Cost items are grouped into those that can be expressed in common unit prices. Product costs are estimated by cost analysis of data collected from MPW contract documents, feasibility study reports and interviews with construction companies. Based on the product costs of work items, the unit costs of road construction kilometre by road type and terrain were calculated as shown in Table 7-41.
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Table 7-40 Product Costs
Ｕnit Cost Product Cost Items Unit (FCAF) 100 Mobilisation set 15,000,000 200 Preparation 201 Site clearance and grubbing m2 730.8 300 Earth works 303 Embankment (borrow) m3 5,414 304 Excavation and embankment Soil m3 2,338 Rock m3 15,000 305 Others set 7% 400 Pavement 401 Excavation of existing road m3 8,000 402 Sub-grade preparation m2 200 403 Recycle base course T = 20 cm m3 3,200 403 Gravel sub-base course T = 200 cm m3 4,968 404 Gravel base course T = 200 cm m3 5,446 405 Portland cement (stabilisation) kg 151 407 Prime coat m2 1,050 410 Bituminous treated base course m3 130,000 408 Tack coat m2 1,050 414 Asphalt concrete surface course m3 150,000 415 Shoulder ballasting m2 3,000 416 Ballasting material transport m3 8,000 417 Asphalt coating m2 600 418 Pedestrian tile m2 250,000 419 Curb m 16,000 420 Boundary m 8,000 439 Lighting set 3,018,000 500 Drainage 501 1,0 x 1,0 m including culvert cover m 503 0,6 x 0,6 include cover m 59,100 502 Rural 2-lane road km 50,493,487 600 Building and Bridge 601 Bridges m2 638,045 602 Buildings m2 115,690 700 Traffic Signs 701 Road marking m 700 704 National road 4 lanes km 10,000,000 705 National road 2 lanes km 8,000,000 800 Environments 801 Vegetation soil m3 5,400 802 Sodding m2 1,500 803 Planting (trees) set 3,500 802 2-lane road rolling km 7,000,000 803 2-lane road level km 1,200,000 804 4-lane road rolling km 15,000,000 805 4-lane road level km 2,000,000 Source: MPW
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Table 7-41 Unit Cost of Road Construction
Construction cost (financial) of project per km (Unit: EUR thousand) Improvement Content Location New roads RN1 Other roads Level 680 395 670 2-lane road Rolling 608 469 681 mountain - - 1,022 Level 1,174 - - 4-lane road Rolling 1,307 - - Built up 1,989 - 2,446 Level 235 - - Passing lane 1 Rolling 261 - - Level 391 - - Passing lane 2 Rolling 435 - - Climbing lane Rolling 881 - - Economic cost of project per km (Unit: EUR thousand) Improvement Content Location New roads RN1 Other roads Level 599 348 591 2-lane road Rolling 535 413 600 mountain - - 900 Level 1,034 - - 4-lane road Rolling 1,151 - - Built up 1,752 - 2,155 Level 207 - - Passing lane 1 Rolling 230 - - Level 344 - - Passing lane 2 Rolling 383 - - Climbing lane Rolling 776 - - Source: Study Team
7.7.4 Cost Estimation Results (1) Railway The total cost to connect to Cinkassé is estimated at EUR 1,195 million without the optional projects, including container handling and ore loading facilities. The preliminary construction cost of each phase is estimated as shown in Table 7-42. Table 7-42 Phased Construction Costs
Operation Construction Construction Costs (EUR million) Phase Period Period 1st year 2nd year 3rd year 4th year 5th year Total Medium-term 1 2013 – 2017 15.818 31.526 28.930 163.824 152.882 392.980 (2018-2024) Long-term 1 2 2020 – 2024 53.622 101.083 83.304 93.435 70.573 402.017 (2025-2029) Long-term 2 3 2025 – 2029 38.985 77.090 64.084 134.747 108.980 423.886 (2030-) Total 1,218.883 Note: The costs do not include land acquisition and compensation costs. Source: Study Team (2) Truck Parking Facilities and Dry Port Table 7-43 Unit Construction Cost of Truck Yard and Dry Port
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Facility Financial Cost Economic Cost (EUR/m2) (EUR/m2) Truck yard 160 138 Dry Port 117 87 Source: Study Team 7.7.5 Economic Cost of the Project To assess the effects of projects on the national and regional economy, the project costs at market prices should be converted to those at economic prices. The main conversion processes are elimination of transfer costs and correction of market prices which are not determined through a reasonable market mechanism. For example, taxes including custom duties should be eliminated to derive the economic costs because they are a transfer cost and do not bring any value to the project. Table 7-44 Economic Cost of Projects (Unit: EUR thousand) Scenario Distance Project Type Project (km) Cost Road 1. RN1 Sahel – Tsévié 22 Dualisation 22,757 2. RN1 Tsévié – Atakpamé 129 Dualisation 133,438 3. RN1 Atakpamé – Blitta 100 Dualisation 103,440 4. RN1 Blitta – Sokodé 78 Dualisation 80,684 5. RN1 Sokodé – Kara 74 Dualisation 85,156 Widening of shoulder 28,357 6. RN1 Kara – Kandé 55 Dualisation 63,292 Widening of shoulder 21,076 7. RN1 Kandé – Sansanné 88 Dualisation 91,028 Mango Widening of shoulder 30,312 8. RN1 Sansanné Mango – 71 Dualisation 73,443 Dapaong Widening of shoulder 24,456 9. RN1 Dapaong – Cinkassé 40 Dualisation 41,376 Widening of shoulder 13,778 10. RN5 Govié – Témédja 70 Rehabilitation 28,927 11. RN4 Aného – Tabligbo 43 Rehabilitation 14,954 12. RN4 Tabligbo – Tsévié 42 Rehabilitation 14,606 13. RN17 Bouzalo – Binako 9 Bypass to ease steep gradient section 8,994
14. RN17 Sokodé - Bassar 57 Rehabilitation 15,526 15. RN17 Guérin-Kouka – 26 Improvement 15,353 Katchamba 16. RN17 Katchamba – Sadori 58 Improvement 34,249 17. RN24 Galangachi – Naki-Est 28 Improvement 16,534 Railway 1. Medium-term (Lomé – Blitta) 287 Rehabilitation existing line 392,980* New construction by standard gauge 659.044* 2. Long-term 1 (Blitta – Kabou) 161 New construction by narrow gauge 402,017* New construction by standard gauge 467,994* 3. Long-term 2 (Kabou – Cinkassé) 233 New construction by narrow gauge 423,886* New construction by standard gauge 477,860* Axle Load Control (Weighbridges) - 5,800 Dry Port at Blitta - New construction of facilities 14,616 Note: * Include rolling stock, loading facilities, and container handling facilities Source: Study Team
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7.8 Evaluation of Proposed Projects for Development of the TLC
7.8.1 Alternative Transport Networks for Evaluation Based on the overview for the development of the TLC, alternative transport networks for evaluation, including traffic assignment and the essential factors of the network, are proposed as shown in Table 7-45. The evaluation goes only up-to 2030, as the long term. • Alternative 1 is defined as increasing the traffic capacity of RN1 only. • Alternative 2 is defined as increasing the traffic capacity of RN1 and rehabilitation/ construction of the railway between Lomé Port and Burkina Faso border. • Alternative 3 is defined as increasing the traffic capacity of RN1, rehabilitation of the railway between Lomé Port and Blitta, and construction of a dry port at Blitta. • Alternative 4 is defined as increasing the traffic capacity of RN1, rehabilitation of the railway between Lomé Port and Blitta, and construction of a dry port at Blitta, together with rehabilitation of RN4, RN 5 and RN17 to secure an alternative road network to supplement the function of RN1 in case of emergency from the risk management point of view. Table 7-45 Alternative Transport Networks for the Evaluation
Transport Network Alternative Road Railway Dualisation or widening of the No major improvement. Alternative 1 shoulder on RN1 for the whole section. Dualisation or widening of the Rehabilitation of Lomé Port – shoulder on of RN1 for the whole Blitta and construction of new line Alternative 2 section. between Blitta and the border of Burkina Faso. Dualisation or widening of the Rehabilitation of Lomé Port – Alternative 3 shoulder on of RN1 for the whole Blitta and construction of a dry section. port at Blitta Dualisation or widening of the Rehabilitation of Lomé Port – shoulder on of RN1 for the whole Blitta and construction of a dry Alternative 4 section. port at Blitta Rehabilitation of RN4 and RN5 Improvement of RN17 Source: Study Team
7.8.2 Evaluation Items
(1) Economic Evaluation The major evaluation item in the Study is the economics of the alternative networks (Economic Internal Rate of Return (EIRR)). Details of the economic evaluation are described in Section 9.2. (2) Environmental Impact The Strategic Environmental Assessment (SEA) is implemented at the policy, planning, and programme levels and uses a range of “analytical and participatory approaches that aim to integrate environmental considerations into policies, plans and programmes and evaluate the
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inter-linkages with economic and social considerations” (Organization for Economic Co-operation and Development (OECD), Applying Strategic Environmental Assessment, 2006). The SEA includes three assessed impacts: environmental impact, social impact and local economic impact.
7.9 Economic Evaluation
In this Chapter, the method of the economic evaluations of the TLC Development Plan and programmes will be explained, and the EIRR will be presented as the outcomes of the evaluations. The EIRR will be used as the evaluation index in determining priority projects. The cost-benefit analysis of the projects is carried out by comparing the benefits brought by implementing the plan with its costs. In the economic evaluation the benefits and costs will be calculated in consideration of the economic level in Togo.
7.9.1 Method of Economic Analysis Transportation projects generate various kinds of benefits. Improving the alignment, surface and capacity of roads to meet the traffic demand with reduce vehicle operating costs and travel times, as well as improve road safety. These are direct benefits brought by projects. In addition, projects improve access to land and subsequent changes in land use lead to economic growth; such benefits are called development benefits. Examples of direct benefits and development benefits brought by transportation projects are listed in Table 7-46. Table 7-46 Types of Social Benefits of Transportation Projects
Type of Benefit Difficulty of Estimation Direct Benefits Reduction of vehicle operating cost - Improvement of safety and comfort Difficult to estimate Reduction of travel time - Improvement of turnover rate and - reduction of packing cost, etc. for cargo distributors Development - Development benefits in the long term Benefits are generally impossible to estimate Source: Study Team As noted in the table above, there are considerable difficulties and uncertainty in calculating some benefits; project evaluations conducted using uncertain values lack validity. This report estimates only the benefits of reduced operating costs and travel time, which are evident and relatively easy to measure. Therefore, projects demand to have low feasibility in the economic evaluation must be re-assessed in terms of their effectiveness. The benefits of respective projects proposed in the TLC Development Plan and programmes were estimated by calculating the differences between two hypothetical cases: the “With all projects case”, in which all projects of the TLC Development Programme and programmes are assumed to be implemented, and the “without target project case”, in which only target projects are excluded and all other projects are assumed to be implemented. The implementation period
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of each constituent project varies, however, for a simple evaluation in the Study, all projects are assumed to receive investment from 2012, the benefits will arise from 2013, and the amortisation period is up to 2030. Therefore, estimated EIRR values in this report differ from those in the F/S. Economic evaluations were implemented for each project and scenario explained in the following section.
Without all projects
Without target project Benefit With all projects
cost Transportation 2013 Year 2030 Source: Study Team Figure 7-48 Definition of Project Benefits Table 7-47 Details of Balance Items
Balance items Costs and Benefits 1. Land and compensation Construction 2. Construction Costs 3. Engineering fee and other fees Maintenance 4. Maintenance 5. Vehicle operating cost saving Operating cost saving 6. Railway operating cost saving Benefits 7. Vehicle time saving Time saving 8. Cargo time saving Source: Study Team Figure 7-49 shows the elements of transportation cost.
Occupancy, Time cost
Vehicle time cost
International trade Road traffic (JICA STRADA system)
Velocity and volume by links Cargo time cost Transportation cost HDM-4
Vehicle operation cost by road condition and velocity
Actual expense
Railway cargo weight by links Railway operation cost
Source: Study Team Figure 7-49 Elements of Transportation Cost
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7.9.2 Target Projects and Scenarios Economic evaluations were implemented for the projects and scenarios listed in Table 7-44.
7.9.3 Conditions (1) Roads Detailed conditions of the EIRR estimation in the Study are listed in the table below. Table 7-48 Conditions of Economic Evaluation
Cost and Benefit Items Road Railway ICD/Dry Port Project costs Construction (include engineering and procurement fee) Costs Maintenance cost - Investment timing Year 2012 Saving items VOC/Railway operating cost, Cargo time cost Vehicle time cost, Cargo time cost Vehicle Operating Without project Road condition: Very bad - Benefits Cost (VOC) With project Road condition: Good Residual value - Amortisation period 2013 – 2030 Source: Study Team a) Highway Capacity and Speed-volume Speed flow curves of the road were determined with reference to the HCM. b) Constraining Speed due to Roughness Deteriorations of existing roads were estimated based on Highway Development and Management model (HDM-4). c) Predicted traffic volumes The future traffic volumes were determined based on the results of the Future Traffic Demand Forecast in Chapter 5. (2) Railways The Lomé – Blitta line already exist and so only rehabilitation will be needed. However, the lines beyond Blitta must be newly constructed.
7-9.4 Vehicle Operating Cost Tables 7-49 to 7-52 present estimated VOCs of four grades which are specified by condition and roughness of roads. In the Study. VOCs were calculated by HDM-4 which reflects the state of the road surface, road alignment, gradient and vehicle speed. Table 7-49 Estimated VOC (Area: Level, Road Condition: Good) (Unit: EUR) Speed Heavy Motorcycle Car Bus Light Truck Trailer (km/h) Truck 90 0.036 0.129 0.277 0.168 0.494 0.707 80 0.035 0.128 0.277 0.168 0.491 0.699 60 0.029 0.128 0.266 0.153 0.454 0.642 40 0.028 0.141 0.280 0.158 0.472 0.656 30 0.030 0.159 0.304 0.170 0.513 0.700 25 0.032 0.175 0.327 0.182 0.554 0.744 Source: Study Team
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Table 7-50 Estimated VOC (Area: Level, Road Condition: Bad) (Unit: EUR) Speed Heavy Motorcycle Car Bus Light Truck Trailer (km/h) Truck 90 ------80 ------60 ------40 0.034 0.163 0.392 0.210 0.617 0.861 30 0.036 0.180 0.417 0.224 0.657 0.906 25 0.038 0.196 0.439 0.234 0.697 0.949 Source: Study Team Table 7-51 Estimated VOC (Area: Rolling, Road Condition: Good) (Unit: EUR) Speed Heavy Motorcycle Car Bus Light Truck Trailer (km/h) Truck 80 0.034 0.127 0.273 0.165 0.490 0.689 60 0.029 0.128 0.271 0.154 0.465 0.670 40 0.028 0.142 0.288 0.159 0.484 0.694 30 0.030 0.159 0.313 0.172 0.527 0.735 25 0.032 0.175 0.335 0.185 0.568 0.774 Source: Study Team Table 7-52 Estimated VOC (Area: Rolling, Road Condition: Bad) (Unit: EUR) Speed Heavy Motorcycle Car Bus Light Truck Trailer (km/h) Truck 80 0.035 0.148 0.385 0.205 0.609 0.870 60 0.035 0.148 0.385 0.205 0.609 0.870 40 0.034 0.163 0.370 0.210 0.628 0.886 30 0.036 0.180 0.323 0.223 0.669 0.930 25 0.038 0.196 0.444 0.235 0.710 0.973 Source: Study Team 7.9.5 Travel Time Cost The saving in travel time gained as a result of the smoother traffic flow brought by implementing the project is considered as benefit because saved time can be used for other economic activities. The value of saved time varies according to the productivity of the individuals on the trips and the purposes of their trips. Travel time values were estimated for each type of riders and for each type of vehicle. Wages and occupancy ratios were set based on site survey data.
7.9.6 Results of Economic Evaluation The EIRR of respective projects suggested in the TLC Development Programme and programmes are presented in Table 7-53 and those projects with an EIRR of more than 12% are considered to be economically feasible. For the estimation in the railway projects, the new construction project of the Blitta – Sokodé line was assumed to start in 2025, and the Sokodé – Cinkassé line was assumed to start in 2030. As a result, the Lomé – Blitta line could be feasible but the lines beyond Blitta do not seem to bring reasonable economic benefits compared to the construction costs.
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Table 7-53 Travel Time Values (Unit: EUR) Freight Trucks Light Bike Car Bus Container Truck Truck Trailer Trailer No. of Riders 1) Driver 1 1 1 1 1 1 1 2) Assistant Passengers - - - 3.5 3.1 2.9 2.8 3) Passenger 0.5 4.2 13.9 0 Wage (EUR/hour) 1) Driver 0.38 1.07 1.07 0.46 1.07 1.07 1.07 2) Assistant Passengers - - - 0.30 - 0.30 - 3) Passengers 0.38 0.46 0.30 - - - - Cargo (EUR/hr) - - - - 0.46 0.46 0.46 Time Value/day 0.56 2.99 5.31 1.52 1.52 2.41 1.52 Source: Study Team Table 7-54 Cargo Opportunity Values Item Cargo Cargo (EUR/tonne/day) 0.173 Source: Study Team The EIRR of the Lomé – Blitta line was relatively high because the reduction of congestion on the road by resulting from the shift of freight transportation to the railway was counted as an economic benefit. In contrast, transportation volumes in regions to the north of Blitta are limited, so the benefits brought by projects were estimated to be not high enough at present or in the near future. On the other hand, most of the road projects appeared to be feasible. Especially, the EIRR of RN1 (Sahel – Atakpamé: 4 lanes), RN1 (Atakpamé – Blitta: widening of shoulder), RN1 (Blitta – Sokodé: widening of shoulder), RN4 (Aného – Tabligbo – Tsévié: rehabilitation) and RN17 (Guérin-Kouka – Mango: improvement) was over 20%.
7.10 Other Impacts
(1) Environmental Impact: SEA Based on the results of the scoping matrix for the four proposed alternative networks, the Study evaluated these four options for the development of the TLC, using the SEA methodology at the Initial Environmental Examination (IEE) level. The methodology of the assessment basically followed the SEA guidelines issued by the OECD, and the analysis used different approaches. In conducting the environmental and social assessments for the development of the TLC, the economic, social, and environmental impacts are taken into consideration and integrated with all of the evaluations. The option of no investment in the TLC (Zero-option) was also evaluated for comparison. Details of the SEA in the Study are described in Chapter 9. Table 7-56 shows the overall results for the development of the TLC.
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Table 7-55 EIRR of Individual Projects
Project Type EIRR Road 1. RN1 Sahel – Atakpamé Dualisation to 4 lanes 25% 2. RN1 Atakpamé – Blitta Widening of shoulder 30% Dualisation to 4 lanes 12% 3. RN1 Blitta – Sokodé Widening of shoulder 35% Dualisation to 4 lanes 15% 4. RN1 Sokodé - Kara Widening of shoulder 20% Dualisation to 4 lanes 7% 5. RN1 Kara – Kandé Widening of shoulder 19% Dualisation to 4 lanes 3% 6. RN1 Kandé – Mango Widening of shoulder 18% Dualisation to 4 lanes 2% 7. RN1 Mango – Dapaong Widening of shoulder 14% Dualisation to 4 lanes 4% 8. RN1 Dapaong – Cinkassé Widening of shoulder 9% Dualisation to 4 lanes 2% 9. RN5 Govié – Témédja Rehabilitation <1% 10. RN4 Aného – Tabligbo Rehabilitation 23% 11. RN4 Tabligbo –Tsévié Rehabilitation 45% 12. RN17 Bouzalo – Binako Bypass to ease steep section 16% 13. RN17 Sokodé – Bassar Rehabilitation 14% 14. RN17 Guérin-Kouka – Katchamba Improvement 22% 15. RN17 Katchamba – Sadori Improvement 22% 16. RN24 Galangachi – Naki-Est Improvement <1% Railway 1. Lomé – Blitta Rehabilitation of existing 12% line 2. Blitta – Kabou Construction <1% 3. Kabou – Cinkassé Construction <1% 19. Dry Port at Blitta Construction 12% Source: Study Team The option of no investment is evaluated as “Significant negative impact is expected” on the item of Local Economic Impact. Regarding Alternatives 3 and 4, although environmental impact includes some expected negative factors, a local economic impact can bring a significant positive impact to the Study Area, especially because of construction of a dry port, which will benefit the local economy by growth of the logistics industry. The total evaluation for each alternative is B- when it meets one or two “B-”, and is “A-” for three or more. All of the total evaluations for the alternatives gave the same value, so it is considered that the accumulated values for the economic impacts can be adopted since the economic impact is significantly related to the quantitative combination, which results in “A+” for the total evaluation of the economic impact of Alternative 4.
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Table 7-56 Overall Results of SEA
No Project Impact Economic Social Environment 0 Zero Option A- B- D Alt.1 1 Dualisation of road to 4 lanes with widening of shoulder B+ B- B- including construction of bypass routes Total evaluation B+ B- B- Alt.2 1 Dualisation of road to 4 lanes with widening of shoulder B+ B- B- including construction of bypass routes 6 Construction of new railway line between Blitta and Border B+ B- B- Post of Burkina Faso 7 Rehabilitation of existing railway between Lomé Port - B+ C- C- Blitta Total evaluation B+ B- B- Alt.3 1 Dualisation of road to 4 lanes with widening of shoulder B+ B- B- including construction of bypass routes 7 Rehabilitation of existing railway between Lomé Port and B+ C- C- Blitta 8 Construction of dry port in Blitta B+ C- C- Total evaluation B+ B- B- Alt.4 1 Dualisation of road to 4 lanes with widening of shoulder B+ B- B- including construction of bypass routes 2 Rehabilitation of existing road (RN4) B+ C- C- 3 Rehabilitation of existing road (RN5) B+ C- C- 4 Improvement of RN17 with construction of bypass (2 B+ C- B- lanes ) 5 Improvement of RN17 with construction of bridges across B+ C- C- the Kara and Koumongou Rivers 7 Rehabilitation of existing railway between Lomé Port and B+ C- C- Blitta 8 Construction of dry port in Blitta B+ C- C- Total evaluation A+ B- B- A+/-: Significant positive/negative impact is expected,. B+/-: Some positive/negative impact is expected, C+/-: Extent of positive/negative impact is unknown. (Further examination is needed, and the impact could be clarified as the study progresses.), D: No impact is expected Source: Study Team (2) Risk Management Since RN1 is the sole international trunk road connecting Lomé and Cinkassé, there is a risk of disconnection, particularly due to natural disaster. If this occurs, the function of the TLC will be totally lost for a certain time and freight vehicles using the TLC will be forced to divert to other international corridors in neighbouring countries. To avoid the risk of this situation, those projects that can provide an alternative transport route will have a positive impact for the national economy. Table 7-57 shows the evaluation of impacts in terms of risk management. Table 7-57 Evaluation of Alternatives in terms of Risk Management
Item Alt.1 Alt.2 Alt.3 Alt. 4 Risk Management D A B A Notes: A = Has a relatively high effect, B = Has a high effect, C = Has a relatively minor effect, D = No effect Source: Study Team
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Based on the results of evaluating each item of the alternative transport networks, the overall results are shown in Table 7-58. “Alternative 4” is selected as the most desirable transport network alternative for the development of the TLC, with the highest score of “A”. Therefore, the projects included in Alternative 4 are selected for the development of the TLC by 2030. Table 7-58 Overall Evaluation Results
Item Alt.1 Alt. 2 Alt. 3 Alt. 4 Economic EIRR B D A A Evaluation Local Economic B B B A Impact Environmental Social Impact D D D D Impact* Environmental D D D D Impact Risk D A B A Alternative Route Management Overall Evaluation C C B A Notes: A = Has a relatively high effect, B = Has a high effect, C = Has a relatively minor effect, D = No effect *The overall results of the SEA shown in Table 9-10 are converted to match the other two evaluation items. Source: Study Team
7.12 The TLC Development Programme
7.12.1 List of Projects for the TLC Development Programme Table 7-59 lists the development projects of the TLC and Figure 7-50 shows their locations.
7.12.2 Implementation Schedule
The proposed projects for the TLC Development Programme are classified as either medium term or long term projects. The schedule for implementing existing and proposed projects is prepared for the medium term (2018) and long term (2030), considering the level of needs for each project, engineering judgment as well as investment environment for each transport sector (road and railway) by development partners, as shown in Table 7-60.
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Table 7-59 List of Projects for the Development of the TLC Project Type EIRR Financial Source Road RN1 Lomé – Tsévié Dualisation 25% BOAD, EXIM Bank RN1 Tsévie – Atakpamé Dualisation 25% None RN1 Atakpamé – Blitta Rehablitation - AfDB, GoT Dualisation 12% None RN1 Blitta – Aouda Rehablitation - BOAD, BIDC, GoT RN1 Blitta – Sokodé Dualisation 15% None RN1 Sokodé – Kara Widening of Shoulder 20% None RN1 Kara – Kandé Widening of Shoulder 19% None RN1 Kandé – Mango Widening of Shoulder 18% None RN1 Mango – Dapaong Widening of Shoulder 14% None RN4 Aného – Tabligbo Rehabilitation 23% GoT RN4 Tabligbo – Tsévié Rehabilitation 45% GoT RN17 Bouzalo – Binako Bypass to ease steep 16% None gradient section RN17 Sokodé – Bassar Rehabilitation 14% None RN17 Guérin-Kouka – Katchamba Improvement 22% IDB, GoT RN17 Katchamba – Sadori Improvement 22% GoT (Study) Railway Lomé – Blitta Rehabilitation 12% AfDB (Railway study) Axle Load Control (Weighbridges) Installation - None Others ICD or dry port at Blitta Construction 12% None Source: Study Team Table 7-60 Implementation Schedule of Projects
Project Project Cost) 2018 2030 (EUR million) 1. Road Project 1) RN1 Dualisation: Lomé – Tsévié 26 2) RN1 Dualisation: Tsévié – Atakpamé 130 3) RN1 Rehabilitation: Akatpamé – Blitta - 4) RN1 Dualisation: Atakpamé – Blitta 103 5) RN1 Rehabilitation: Blitta – Aouda - 6) RN1 Dualisation: Blitta – Sokodé 81 7) RN1 Rehabilitation: Sokodé – Kara - 8) RN1 Shoulder widening: Sokodé – Kara 28 9) RN1 Should widening: Kara – Kandé 21 10) RN1 Shoulder widening: Kandé - Mango 30 11) RN1 Shoulder widening: Mango - Dapaong 24 12) RN4 Rehabilitation: Aného – Tabligbo 15 13) RN4 Rehabilitation: Tabligbo –Tsévié 15 14) RN17 Bypass to ease steep section: Bouzalo – 9 Binako 15) RN17 Rehabilitation: Sokodé – Bassar 16 16) RN17 Improvement: Guérin-Kouka – Katchamba 15 17) RN17 Improvement: Katchamba – Sadori 34 2. Railway Project 1) Rehabilitation: Lomé – Blitta 393 3. Axle Load Control (Weighbridge) 6 4. Dry port at Blitta 15 Note: Shaded projects are on-going/committed/planned projects by the GoT and other financial sources. Source: Study Team
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Source: Study Team Figure 7-50 Location of Projects for the Development of the TLC
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7.12.3 Selection of Projects for the F/S The top-priority projects that are urgently needed for the development of the TLC were tentatively selected from the following points of view: • Project which is currently underway (whole section or a part of it) or planned to be implemented with financial assistance of other development partners or GoT fund is excluded. • Projects with an EIRR of more than 12% are selected. The Study Team and the Steering Committee members have discussed the final selection of projects for the F/S. As a result, the five road projects shown in Table 7-61 are selected as candidate projects for the F/S. Table 7-61 List of Candidate Projects for the F/S
Project Length Type EIRR Financial (km) Source Road RN1 Tsévié bypass 10 Construction 25% None RN1 Notsé bypass 10 Construction 25% None RN1 Sokodé bypass 10 Construction 15% None RN17 Bouzalo – Binako: Bypass to 10 Construction 16% None ease the steep gradient RN17 Katchamba – Sadori 58 Improvement 22% None Source: Study Team Then, after the consultation with JICA, the Study Team selected two projects; 1) construction of bypass at steep gradient section between Bouzalo and Binako, and 2) construction of two bridges across the Kara and Koumongou rivers on RN17.
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CHAPTER 8 RESULTS OF FEASIBILITY STUDIES
The Project for the Study on Togo Logistics Corridor Development Final Report Chapter 8 Results of Feasibility Studies
Chapter 8 Results of Feasibility Studies
8.1 Feasibility Study of Construction of Bypass of Bouzalo – Binako Section of RN17
8.1.1 Justification for Construction of Bypass The 8.3-km the bypass on the Bouzolo – Binako road section (hereinafter referred as “Malfakassa Bypass”) would form part of RN17 which links Sokodé on RN1 to Bassar, Kabou, Guérin-Kouka, Katchamba and Sadori on RN 1. Sadori is about 10 km south of Sansanné Mango. Currently, traffic on RN17 is hindered by the mountainous section between Bouzolo and Binako, where there are some steep gradient of around 10% with very sharp reverse curves. Accidents involving heavy vehicles using this section of road are therefore common. Development of the Malfakassa Bypass at this section would reduce accidents on the road and reduce travel time. It would also reduce vehicle operating costs and improve road safety on this section of RN17, and open up the produce and iron ore-rich south-western Kara Region, thereby improving accessibility and distribution between this area of Togo and the centres of consumption in central and south Togo. Its development would also facilitate the movement of imported goods from Lomé to the southwest of the Kara Region. The net effect would be a reduction in freight rates and the cost of passenger travel, leading to cheaper goods following to and from the south-western part of the Kara Region, thereby improving the economy of the road catchment area and helping to alleviate poverty. The Katchamba – Sadori section is also undeveloped and currently is a missing link. Development of the Malfakassa Bypass and the Katchamba – Sadori road would have the synergistic effect of reducing the distance between Lomé and Cincassé by approximately 50 km, thus improving the efficiency of the TLC with remarkable knock-on effect on national and regional trade, socio-economic development and poverty alleviation in Togo.
Photo 8-1 A Cargo Truck in Accident on RN17 Photo 8-2 Malfakassa Village Seen from Proposed Bypass Photos by the Study Team in Sept. 2012 and June 2013
8.1.2 Review of Preliminary Design of Road Sections Prepared by DGPW The Study Team has revised the preliminary design of the road section between Sokodé and
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Bassar, which was prepared under the F/S (Etudes technico-économique, d’impact environnemental et social et d’élaboration du dossier d’appel d’offres du projet de réhabilitation et de renforcement de la route Sokodé Bassar: hereinafter referred to as “RN17 F/S – 1”) of this section. The major findings and recommendations for the revision of the preliminary design are as follows. As part of the F/S for the DGPW, a preliminary design has been carried out. This section reviews the design. (1) Geometric Design The design standards used for the new road followed the recommendations of the General Technical Guidelines for Design of Roads for the Construction of Major Roads published by the Road and Motorway Division of Service (d'Etudes Techniques des Routes et Autoroutes: SETRA) in France. The horizontal and vertical alignments for the road were designed to provide as uniform a road as possible. A design speed of 100 km/hr. was adopted in open country and 40 or 50 km/hr. for the sections across settlements. a) In Normal Sections • Width of the roadway: 7 m • Width of the shoulders: 2 x 1.5 m • Pavement cross slope (double): 2.5% • Shoulder slope: 4% • Side slopes cut: 1/1; fill: 1/1.5 b) In Sokode Township The link to RN1 would be provided with 1 m wide covered drains and 2 m wide walkways beyond the drains on each side of the pavement. Lay-bys would also be provided along this section. In general gradients are below 4%, however eleven sections over the Malfakassa mountains have gradients of between 7 and 10%. (2) Pavement Design A pavement structure comprising the following elements was recommended: • 5cm asphalt concrete • 20 cm cement stabilized laterite • 20 cm recycled existing pavement mixed with additional natural gravel • 25 cm prepared existing foundation Two alternative pavements have also been discussed. These are: a) Alternative 1 • 5 cm asphalt concrete • 7 – 10cm bituminous base
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• 25 cm recycled existing pavement mixed with additional gravel and stabilized with 4% cement b) Alternative 2 • 5cm asphalt concrete • 20 cm crushed rock/gravel • 20 cm recycled existing pavement mixed with additional natural gravel, over • 25 cm prepared existing foundation. The Study Team recommends using the same pavement structure for the Malfakassa Bypass. (3) Drainage Structures The road crosses ten 10 bridges. The bridges have been designed with multiple bays of 11.5 m. The number of bays ranges from 2 to 5, thus the bridges have lengths of 23 to 57.5 m. The bridges are in a good state of repair and would not need to be replaced. There would be 91 new pipe culverts and 11 box culverts. (4) Economic Evaluation An economic evaluation of the project gave an internal rate of return of 14.3%, which is higher than the 12% discount rate used for projects in the region, indicating that the project is viable.
8.1.3 Preliminary Design (1) Geometric Design A preliminary geometric design for the bypass has been carried out in conformity with WAEMU Standards. The road would be a two-way single carriageway with a width of 7.4 m. The carriageway would have two shoulders, one on each side, each be 1.5 m wide. The road has been designed with a maximum vertical gradient of 4.63% and a speed of 50 km/h. It is anticipated that 31 culverts of various sizes would be required, but there would be no bridges on the bypass. The foregoing and other geometric design elements are summarised in Table 8-1. Table 8-1 Design Features for Malfakassa Bypass
Design Feature Value Carriageway width 7.4 m Width of shoulders 1.5 m (×2) Design speed 50 km/h Maximum vertical gradient 4.63% Minimum horizontal radius 100 m Maximum super-elevation 8% Minimum radius of vertical convex curve 3,200 m Minimum radius of sag curve 4,000 m Sides slopes of embankments 1:2 Slope in cuttings 1:1 Maximum height of embankments 13 m Maximum height of cuttings 21 m Source: Study Team
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(2) Pavement Design The derived pavement structure has been derived based on a current (2012) AADT of around 600 veh./day and growing to approximately 970 veh./day without improvement of Katchamba – Sadori road and 3,400 veh./day with improvement of Katchamba – Sadori road in 2030. The proposed pavement structure comprises: • 300 mm of improved subgrade • 200 mm of sub-base • 100 mm thick asphalt concrete base • 50 mm thick asphalt concrete wearing course The base layer would be constructed across the shoulder and the shoulder would receive no further treatment. A typical cross-section of the road, a cross section of the pavement and horizontal alignment of the Malfakassa Bypass are shown in Figures 8-1 to 8-3, respectively. Plans and profiles of the Malfakassa Bypass are attached in Appendix 8.
Source: Study Team Figure 8-1 Typical Cross-Section of the Malfakassa Bypass
50 mm thick Asphalt Concrete Wearing Course 100 mm thick Asphalt Concrete Base
200 mm thick Cement Stabilized Sub-base
300 mm thick Improved Subgrade
Source: Study Team Figure 8-2 Proposed Pavement Structure of the Malfakassa Bypass 8.1.4 Preliminary Cost Estimation (1) Basic Policy for Construction of Road The overall objective of the project is to enhance the economic and social development of the population and producers in the project influence area, and to improve the conditions for passenger and freight traffic to and from the project area in support of the GoT’s development strategies. Among the strategies is the development of economic infrastructure which aims at introducing a modern and efficient transport infrastructure for Togo.
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Source: Study Team Figure 8-3 Horizontal Alignment of the Malfakassa Bypass This is further supported by the transport sector programmes which have the objective of maintaining a reliable and efficient road network to provide better transport services at lower cost by carrying out appropriate interventions on the network based on the application of sound socio-economic principles. The development of the road with the expected benefits discussed in Section 8.1.1 therefore fits into national and sectorial policies and strategies. (2) Construction Plan and Procurement Conditions The planned construction of the Malfakassa Bypass will consist of a number of activities which include: • Establishment of contractors facilities (mobilisation) • Setting out of the proposed new alignment • Site clearance • Earthworks • Construction of drainage structures • Preparation of the formation • Pavement construction • Embankment protection works • Provision of safety features and pavement markings Procurement of the works is expected to be done through International Competitive Bidding (ICB). (3) Supervision of Construction by a Consultant The works would be supervised by an international consulting firm supported by local consultants through ICB. Care will be required in selecting a consultant with the necessary track record, knowledge and experience required for such a project to ensure that the project is properly managed within the budget, to ensuring the required quality for the completed facility, and within the construction period.
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(4) Estimation of Project Cost The cost of the works has been estimated based on data and information collected on the construction market in Togo. This has included the cost of labour, materials and equipment hire rates. The unit rates for items of work for similar recent projects carried out in Togo have also been considered. Other considerations were the planned method of construction and the quantities of each work item. The most efficient combination of equipment was assumed for the construction method. Cement and aggregates are domestically produced, but equipment necessary to produce these materials, plant, and vehicles for transportation are all imported. Aggregates for possible use in the works are produced at a quarry located to the east of Kara, and sufficient quantities can be secured. Cement plants are located in Lomé and Tabligbo and an adequate supply of cement can also be secured. Fuel, iron bars moulds, metal formwork and supports, and asphalt would be imported. The labour costs, equipment costs, material costs and duties and taxes used in calculating the project cost are presented in Tables 8-2 to 8-6, while the estimated cost of construction of the Malfakassa Bypass is summarised in Table 8-7. Table 8-2 Labour Costs
No. Classification Unit Expense (FCFA) 1 General foreman day 6,000 2 Foreman day 5,000 3 Skilled labour day 2,500 4 Unskilled labour day 1,500 5 Driver day 2,000 6 Surveyor day 6,000 Source: Study Team Table 8-3 Personnel Expenses
No. Classification Unit Expense (FCFA) 1 Office manager month 1,500,000 2 Accountant month 600,000 3 Engineer month 1,000,000 4 Technical assistant month 600,000 5 Assistant month 500,000 6 Interpreter month 500,000 Source: Study Team
8.1.5 Establishment of a Road Maintenance Plan (1) General The sustainability of any road project depends on the road receiving adequate maintenance after it has been constructed or rehabilitated. Without adequate and timely maintenance, roads deteriorate leading to higher vehicle operating costs, increased number of accidents, and reduced reliability of road services. As a result, road transport costs become high and suppress socio-economic development.
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Table 8-4 Rates for Leasing Equipment
No. Construction Equipment Unit Rate (FCFA) Rate (EUR) 1 Bulldozer 15 tonne day 140,000 213 2 Bulldozer 25 tonne day 160,000 244 3 Power shovel 0.7 m3 day 240,000 366 4 Power shovel 2.1 m3 day 200,000 305 5 Wheel loader 2 m3 day 100,000 152 6 Dump truck 20 m3 day 150,000 229 7 Dump truck 12 tonne day 78,000 119 8 Tanker truck 15 m3 day 100,000 152 9 Crane 20 tonne day 174,000 265 10 Motor grader 3.7 m day 245,000 374 11 Macadam roller 15-20 tonne day 200,000 305 12 Tandem roller 10 tonne day 310,000 475 13 Vibration roller 10 tonne day 93,200 142 14 Tyre roller day 245,000 374 15 Pot mixer day 80,000 122 16 Asphalt finisher day 500,000 762 17 Generator 50 kVA day 30,000 46 3 18 Compressor 50 m /min day 65,000 99 Source: Study Team Table 8-5 Material Costs
No. Item Unit Condition Price (FCFA) 1 Gasoline litre Store front 539 2 Diesel oil litre Store front 629 3 Lubricant oil Litre Store front 2,400 4 Portland cement 50 kg Store front 4,100 5 Sand m3 Site 25 km 920 6 Aggregates m3 Site 25 km 20,000 8 Asphalt Tonne Store front 535,720 9 Reinforcement bars Tonne Store front 685,000 10 Base course m3 Site 25 km 11800 11 Stone m3 Site 25 km 67,000 12 Transportation m3/km 170 Source: Study Team Table 8-6 Custom Duties and Road Fund Tax
No. Items Unit Custom Duty (%) Road Fund Tax 1 Portland cement 1 5 - 2 Reinforced bar 1 5 - 3 Asphalt 1 5 - 4 Construction equipment 1 5 - 5 Fuel litre 10 USD 0.07 18% VAT is imposed in Togo Source: Study Team Road infrastructure is the most expensive asset of any country and must be preserved through routine and periodic maintenance to keep it in a stable, long-term condition to enable it to serve as a catalyst for socio-economic development. Each dollar saved on required maintenance increases vehicle operating costs by up to USD 10 over the life of the road. The cost of rehabilitation or reconstruction can also be up to 20 times more expensive than the cost of sustained maintenance over the life of the road. It is important therefore that any road administrator plans for the maintenance of its network. This is especially important since all the
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funds required for maintenance may not be available. A good maintenance plan ensures the proper prioritisation and timely execution of maintenance interventions. Such prioritisation is done through the establishment of a Maintenance Management System. Maintenance operations are classified as routine or periodic. Routine maintenance involves routine activities such as grass cutting, cleaning of drainage structures and minor surface work such as patching and pothole repairs. Periodic maintenance involves periodic operations such as re-gravelling, resealing and resurfacing or overlays, and bridge deck repairs. Table 8-7 Construction Cost of the Malfakassa Bypass
Unit Price Cost No. Work Items Unit Quantity (FCFA) (FCFA) 100 Mobilization Lump sum 224,166,000 1 224,166,000 200 Preparatory Works 201 Site clearance m2 150 168,000 25,200,000 202 Tree trimming m2 500 252,000 126,000,000 203 Land levelling m2 200 126,000 25,200,000 300 Earth works 301 Cleaning and Grubbing m2 750 126,000 94,500,000 304 Road excavation (Soil) m3 2,000 764,210 1,528,420,000 305 Road Excavation (Rock) m3 20,000 76,421 152,800,000 306 Excavation of side ditch m2 2,500 8,400 21,000,000 400 Pavement 401 Excavation of existing road m3 8,000 1,000 8,000,000 402 Subgrade preparation m2 200 100,800 20,160,000 403 Sub-grade 403-1 Sub-grade gravel T = 300 m3 10,000 25,800 258,000,000 403-2 Sub-grade recycle T = 300 m3 8,200 1,000 8,200,000 404 Sub -base course gravel T = 200 m3 24,000 17,200 412,800,000 406 Prime coat m2 1,000 86,000 86,000,000 407 Bituminous treated base course T = 100 m3 180,000 8,600 1,548,000,000 408 Tack coat m2 800 86,000 68,800,000 409 Asphalt concrete surface course T = 50 m3 200,000 3,010 602,000,000 410 Shoulder ballasting m2 3,000 25,200 75,600,000 500 Drainage 501 Concrete 150 kg m3 130,000 16 2,080,000 502 Concrete 250 kg RC m3 140,000 183 25,620,000 503 U-shaped drainage way 0.4×0.6 m 52,000 6,720 349,440,000 508 Box-culvert 1×1 m 271,245 80 21,699,600 509 Box-culvert 2×2 m 600,000 230 138,000,000 511 Gabion m3 35,000 200 7,000,000 512 Masonry m2 15,000 480 7,200,000 513 Riprap m3 30,000 200 6,000,000 700 Traffic Management 701 Centre line m 600 8,600 5,160,000 702 Border line m 800 17,200 13,760,000 706 Guardrail m 75,000 4,200 315,000,000 800 Environment 806 Recovery of land set 25,000,000 1 25,000,000 Total Construction Cost 6,271,329,300 Source: Study Team
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(2) Road Maintenance Plan A maintenance plan with the associated costs has been prepared for the road section under the Study, as shown in Table 8-8. Table 8-8 Summary of Road Maintenance Plan and Necessary Cost No. Description Cost/km (FCFA) Frequency Financial Economic I Routine maintenance I-1 Grass cutting Once a year 127,000 87,000 I-2 Patrol and cleaning Daily 230,000 165,000 1-3 Traffic sign repair Once every 10years 447,000 368,000 II Periodic maintenance II-1 Resurfacing Once every 13 years 172,997,000 141,782,000 II-2 Pavement marking Once every 8 years 2,924,000 2,447,000 Source: Study Team
8.1.6 Economic Analysis of Construction of the Malfakassa Bypass on RN17 The Study Team used the “Highway Development and Management model (HDM-4)” developed by the WB, which is commonly used in Togo for economic analyses of road projects, to evaluate the projects economic viability of the projects. The HDM-4 model is designed to handle a broad range of situations and preconditions of projects. This section describes the economic evaluation of the project to construct the Malfakassa Bypass on RN17. (1) Methodologies a) Methodology of Economic Analyses in the F/S Economic analyses are carried out by comparing the economic benefits and costs of the target project (cost benefit analysis). Economic benefits are the differences in total vehicle operating cost and total travel time cost between executing the project or not executing it during the analysis period. Different from the TLC Development Plan, in which it is assumed that all projects are executed and the benefit is the loss in case only the target project is not executed, the benefits in the F/S are calculated by comparing the case of executing only the target project with the case that nothing is done.
Cost Do nothing
Do project
Benefit
Under TLC Development Plan
2019 2038 Year Source: Study Team Figure 8-4 Concept of Economic Benefit in the F/S
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Costs and benefits cannot be compared directly because they occur at different times. Both are required to be converted into the values at the present year (2013) by the discount rate before the comparison can be performed. The will be done. The EIRR is used as the evaluation index, and the economic net present value (ENPV) and benefit-cost ratio (B/C) will also be described for reference (see Table 8-9). Details are explained in Section 7.8.1. Table 8-9 Indexes Used in the Economic Analysis of the F/S
Index Outline EIRR The discount rate by which the aggregate present values of economic benefits and costs are discounted to be equal ENPV Aggregate present values of the yearly differences between economic benefits and costs B/C The aggregate present values of economic benefits divided by the aggregate present values of economic costs. Source: Study Team b) Case Setting for Analyses In the F/S, the Study Team must decide the provisional cases in consideration of the conditions of the road links because future traffic demands on RN17 will vary depending on completion of two major projects. There are two target projects in this F/S, the Malfakassa Bypass project and improvement of the Katchamba–Sadori road, including construction of two bridges. Each project should be evaluated under two assumptions: with or without the other project. As for the Malfakassa Bypass project, two cases (with or without improvement of the Katchamba–Sadori road project) were used for the evaluation. c) Cases for the Analyses The assumptions of “the Malfakassa Bypass project will not be carried out (Do nothing)” and “the bypass project will be carried out (Do project)” were simulated for each of the following two cases. • Case I-1: Without improvement of the Katchamba–Sadori road • Case I-2: With improvement of the Katchamba–Sadori road, These two cases are shown in the Figures 8-5 and 8-6. (2) Input Data for HDM-4 This section explains the input data for HDM-4. h) to o) are related to VOC. In HDM-4, basic data have been entered as default values, so only the adjusted items based on the surveys in Togo are listed below. a) Period of the Analysis In the F/S, the operation term of the newly constructed road is set from 2019 to 2038. The four years before operation are assumed to be the preliminary period: 2015 is for land acquisition, and 2016–2018 is for construction. b) Discount Rate In this region 12.0% is commonly used as the discount rate in studies and researches by international organisations and the Study Team too used 12.0% in the F/S. All project costs and benefits were discounted by the annual rate of 12.0% back to the present values as of 2013.
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c) Exchange Rate The exchange rates used are: EUR 1.00 = FCFA 655.957 = USD 1.30 = JPY 130.00. All costs in the economic evaluation are given in FCFA.
Do Nothing Do Project
Sansané Sansané Mango Mango
Sadori Sadori Sagbiabou Sagbiabou
Kandé Kandé Katchamba Katchamba
Kabou Kara Kabou Kara
Bassar Bassar
Sokodé Bypass Sokodé
Case: I-1
Source: Study Team Figure 8-5 Case I-1: Without the Katchamba–Sadori Road Improvement Project
Do Nothing Do Project
Sansané Sansané Mango Mango
Sadori Sagbiabou Sadori Sagbiabou
Two bridges Two bridges Kandé Kandé Kachamba Kachamba Kabou Kara Kabou Kara
Bassar Bassar
Sokodé Bypass Sokodé
Case: I-2
Source: Study Team Figure 8-6 Case I-2: With the the Katchamba–Sadori Road Improvement Project d) Project Cost The construction cost is defined as the project cost in this HDM-4 analysis. Since the project cost prepared by a cost estimator is expressed in financial prices, it should be converted into the economic price to conduct the economic analysis. The construction cost consists of four main
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categories: civil work cost, land acquisition cost, taxes and other costs such as consultancy and engineering fees and physical contingency. The project cost of constructing the Malfakassa Bypass is shown in Table 8-10. Table 8-10 Project Cost of the Malfakassa Bypass (Unit: FCFA million) Item Financial Price Economic Price Construction cost 6,271 6,088 Consultancy and engineering fees (18%) 1,190 1,190 Physical contingency (15%) 1,082 1,054 Tax (VAT) (18%) 1,493 - Land acquisition and compensation 3,024 836 Project Cost 13,060 9,169 Source: Study Team e) Maintenance Cost The economic maintenance cost is presented in Table 8-8. f) Transportation Costs Transportation costs were estimated by traffic assignment to road links (by road links, by vehicle types and by traffic flow patterns), and VOC (by vehicle types and by road links). g) Future Traffic Volume The Study Team revised the future traffic volume at the Malfakassa Bypass section in 2030 by considering the road conditions of related road networks in more detail. The future traffic volume was estimated for both Case I-1 (without improvement of the Katchamba–Sadori road) and Case I-2 (with improvement of the Katchamba–Sadori road), because the expected diverted traffic from RN1 to RN17 is completely different for each case. Table 8-11 shows the future traffic volume by vehicle type at the Malfakassa Bypass section in 2030 and this traffic volume is used for the economic analysis. In this case, future traffic demands were estimated only until 2030, because the target year of the Master Plan is 2030, as described in Chapter 5. Since the analysis period of the economic evaluation is until 2038, the traffic volumes from 2031 to 2038 are assumed to remain at the same level as year 2030, because traffic demand is unlikely to increase without limit. Table 8-11 Future Traffic Volume at the Malfakassa Bypass Section in 2018 and 2030
Present Future (2018) Future (2030) Vehicle Type (2012) Case I-1 Case I-2 Case I-1 Case I-2 Passenger car and taxi 96 198 575 479 1,399 Bus 20 30 153 76 389 Light truck 0 0 43 3 106 Truck 18 41 212 196 633 Trailer 22 47 220 213 656 Container trailer 0 0 84 2 181 Sub-total 156 316 1,287 969 3,363 Motorcycle 20 73 133 273 500 Total 176 389 1,421 1,242 3,863 Source: Study Team
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h) Gross Weights of Vehicles The gross weights of vehicles were set as shown in Table 8-12. Loading rates of trucks are considered in the urban area. Table 8-12 Gross Weight of Vehicles
HDM-4 VOC Gross Vehicle Weight (tonne) Motorcycle 0.2* Passenger car 1.0* Light truck 4.2* Heavy truck Trailer 22.0 Container trailer Light bus 3.0* Note: * Default values Source: Study Team i) Fuel Cost The values stated in Table 8-5 were used for the evaluation. j) Maintenance Labour Cost Maintenance labour costs were set as shown in Table 8-13. Table 8-13 Maintenance Labour Cost
Vehicle Type Maintenance Labour Cost (FCFA/hour) Motorcycle 300 Other Vehicles 350 Source: Study Team k) Number of Passengers Numbers of passengers per vehicle were the values used in Section 5.1.3, the same as the TLC Development Plan. l) Time Costs Time costs are the same as the TLC Development Plan. m) Economic Unit Cost of Vehicles The market prices of items related to vehicle fleets have been collected through interviews with automobile dealers, fuel stations and workshops. These prices, considered as financial prices, were converted into economic prices, by subtracting transfer items such as taxes and import duties from the financial prices. The economic unit costs of vehicles are summarised in Table 8-14. n) Road Condition and Road Geometry The results of the road inventory survey were used for the road condition and road geometry. o) Overhead Cost The overhead costs include insurance fee, fee for vehicle inspection certificate, road tax, etc. The annual overhead costs were assumed to be 2.5% of the vehicle values.
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Table 8-14 Summary of Vehicle Fleet Unit Costs (Economic)
No. Vehicle Representative New Vehicle Replacement Fuel Lubricants Maintenance Crew Wages Category Vehicle Tyres Labour (FCFA) (FCFA/ltr) (FCFA/ltr) (FCFA/hr) (FCFA/hr) 1 Cars/Taxis 65,000,000 12,500 463 1,590 350 1,000 2 Bus/Mini Mercedes Benz 35,000,000 115,000 463 1,952 350 900 bus 3 Light. Nissan Pickup 10,000,000 65,000 463 1,952 350 500 Truck 4 Truck Mercedes Benz 35,000,000 160,000 463 1,952 350 700 5 Trailer Mercedes Benz 40,000,000 175,000 463 1,590 350 900 6 Container Mercedes Benz 55,000,000 175,000 463 1,952 350 700 Trailer. 7 Motorcycle Sanya 300,000 10,000 463 1,952 350 500 No. Vehicle Representative Annual Annual Passenger Working Passenger Non- Cargo Holding Category Vehicle Overhead Interest Time Working Time Value (FCFA) (%) (FCFA/hr) (FCFA/hr) (FCFA/hr) 1 Cars/Taxis 162,500 12 1,960 1,960 0 2 Bus/Mini Mercedes Benz 875,000 12 3,480 3,480 0 bus 3 Light. Nissan Pickup 250,000 12 1,000 1,000 0 Truck 4 Truck Mercedes Benz 900,000 12 700 700 72 5 Trailer Mercedes Benz 1,000,000 12 1,352 1,352 72 6 Container Mercedes Benz 1,375,000 12 772 772 72 Trailer. 7 Motorcycle Sanya 7,500 12 375 375 0 Source: Study Team based on data collected through interviews. (3) Results of Economic Evaluation a) Results of Economic Evaluation Table 8-15 shows the results of the economic evaluation for the construction of the Malfakassa Bypass. Table 8-15 Results of Economic Evaluation
Case EIRR ENPV (FCFA million) Case I-1 7.1% -1,790 Case I-2 30.1% 27,711 Source: Study Team b) Sensitivity Analysis To simulate variations of preconditions, sensitivity analysis was carried out for the Case I-2 using the following assumptions. (A) 20% reduction in traffic volume (B) 20% increase in construction cost (C) 20% reduction in traffic volume + 20% increase in construction cost Based from the above analysis, Case I-1, only construction of the Malfakassa Bypass without improvement of the missing link (Katchamba–Sadori road), is economically not viable, since the number of diversion cargo vehicles from RN1 is expected to be limited.
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Table 8-16 Results of Sensitivity Analysis: Case I-2
Traffic Volume 0% -20% Decrease Construction Cost Increase 0% 30.1% 20.6% +20% 21.0% 14.8% Source: Study Team Case I-2, construction of the Malfakassa Bypass with improvement of the Katchamba–Sadori road, including the construction of two bridges, is technically and economically viable, with an EIRR of 30.1%, because implementation of both projects will attract many more cargo vehicles to divert from RN1, since the distance between Sokodé and Sadori by RN17 is about 15 km shorter.
8.1.7 Implementation Programme for Construction of Malfakassa Bypass The implementation of the Malfakassa Bypass would entail a number of processes: preparation, procurement of a competent consultant for the detailed design, detailed design and preparation of tender documents, procurement of a contractor for the works, and construction of the works. The preparation phase would be used by the GoT for securing funds for the project which is expected to take up to the end of 2014. The procurement of a consultant for the detailed design, preparation of tender documents and supervision would be expected to begin after agreements for the project financing have been reached in principle, pending the effectiveness of the credit/grant or loan. This phase is therefore expected to begin in the last month of 2014 and should have been completed by the end of the first quarter of 2015. The detailed design and preparation of tender documents would be expected to take eight months, followed by tendering for the works. The procurement of a contractor for the works would be expected to take four months, with construction expected to start in April 2016 for a construction period of 30months to the end of the third quarter of 2018. It is envisaged that to ensure unhindered construction, the GoT, through its agencies, would carry out the necessary land acquisition and deal with the related compensation issues in parallel with the detailed design and works procurement phases. The implementation plan for the project is shown in Table 8-17. Table 8-17 Construction Schedule of the Malfakassa Bypass
Work Item 2013 2014 2015 2016 2017 2018
Preparation
Detailed design
Procurement of consultant
Land acquisition
Procurement of contractor
Construction
Source: Study Team
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8.2 Feasibility Study of Construction of Two Bridges of the Katchamba – Sadori Road
8.2.1 Justification for Construction of Two Bridges The Katchamba–Saadori road, which has a length of 58.204 km, is a section of RN17 which links Sokodé through Bassar, Kabou, Guérin-Kouka, Katchamba to Sadori on RN1. It is currently virtually a track and passable only by 4x4 vehicles and only during part of the year due to its very poor condition and the lack of drainage structures across the waterways. The road becomes totally impassable during the rainy season due to the flooding of the Kara River (KP 2 + 060) and the Koumongou River (KP 47 + 875); approximately 22 km (37%) of the road becomes inundated. Travel over the road therefore is mainly by two wheelers - bicycles and motorcycles, and canoes across the Kara and Koumongou Rivers. The road connects 13 settlements. Development of the road including the bridges across the Kara and Koumongou Rivers would facilitate access to socio-economic centres beyond the road catchment area, and improve distribution between Oti Prefecture in the Savanné Region and Bassar Prefecture in the Kara Region, and southern Togo. Its development would also facilitate the movement of imported and transit goods from Lomé Port to the Savanne Region and neigbouring landlocked countries, respectively. The net effect would be a reduction in freight rates and the cost of passenger travel, leading to reductions in the prices of goods to and from the Savanne Region and landlocked countries, thus improving the economy of the road catchment area and helping to alleviate poverty. The road would not only improve the economic conditions of its catchment area but would also act as an alternative route to RN1 between Sadori and Sokodé in the event of a road blockage over this section of RN1 from a risk management point of view. Development of the Katchamba–Sadori road together with the Malfakassa Bypass, as described in Section 8.1.1, could have the synergistic effect of reducing the distance between Lomé and Cincassé by approximately 15 km, thus improving the efficiency of the TLC with a remarkable effect on national and regional trade, socio-economic development and poverty alleviation in Togo.
Photo 8-3 Koumongou River Photo 8-4 Katchamba–Sadori Road Photos taken by the Study Team in April 2013
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8.2.2 Review of Preliminary Design of Road Sections Prepared by MPW The Study Team has revised the preliminary design of the road section between Katchamba and Sadori, which was prepared under the F/S (Etudes technico-économique, d’impact environnemental et social et d’élaboration du dossier d’appel d’offres pour les travaux des tronçons KATCHAMBA-SADORI + MANGO-KOKOUMBO-FRE GHANA+ RN1-GANDO NAMONI-FRE BENIN: hereinafter referred to as “RN17 F/S – 2”) of this section. Major findings and recommendations for the revision of the preliminary design are as follows. As part of the F/S for the DGPW, a preliminary design has been carried out. This section reviews the design. (1) Geometric Design The design standards used for the new road followed the recommendations of the General Technical Guidelines for Design of Roads for the Construction of Major Roads published by the Road and Motorway Division of Service (d'Etudes Techniques des Routes et Autoroutes: SETRA) in France. The horizontal alignment and vertical alignments for the road were designed to provide as uniform a road as possible. A design speed of 80 km/h was adopted for design. The area is, in general, relatively flat and the alignment was designed to stay as close to the existing road alignment as possible. Over nearly 85% of the new route, the alignment of the new road follows that of the existing road. However, some re-alignments were necessary to improve some sub-standard curves. In addition to compliance with the recommended standards the alignment design was carried out to avoid the expropriation of property and the cutting down of tress. Cross slopes of 3% and 4% were adopted for the carriageway and shoulders. The minimum length of curve adopted was 200 m and a minimum radius of 200 m. Most of the curves however have radii larger than 300 m. The actual minimum radius would be 240 m at Kp 22 + 300. Vertical slopes were kept low to avoid difficulties in climbing for trucks. The slopes were between 0.2 and 2.6%. The vertical curves have been designed to allow smooth changes in slopes with the minimum radius for convex and concave curves has been set at 4,000 m. The cross sections adopted for the road were as follows:- a) In Normal Sections • Width of the roadway: 7.4 m • Width of the shoulders: 2 x 1.5 m • Cross slope (double): 3% • Shoulder slope : 4% • Side slopes: cut - 1/1; fill – 1/1.5 b) In Horizontal Curves • Width of the carriageway: 7.4 m • Width of the shoulders: 2 x 1.5 m
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• Super-elevation: (calculated according to the slope) • Side slopes: cut - 1/1; fill – 1/1.5 c) In Settlements • Carriageway width: 9 m • Shoulders (to be used as sidewalks): 2 x 2 m • Cross slopes (double): 3% In general, the road will receive some improvements where it passes through settlements. The improvements will involve road widening, the construction of sidewalks, and construction of culverts; the paving of short lengths of abutting roads and the development of intersections to improve safety. Bypasses would also be constructed at Takpanba and Nali, mainly to improve safety and to save a row of Kapok trees at Nali. The lengths of the bypasses would be approximately 1.3 km and 1.7km long at Takpanba and Nali respectively. The existing road through these two towns would nevertheless be improved as part of the project to provide access to the town centres. The geometric design features are summarized in Table 8-17. Table 8-18 Design Features for Katchamba – Sadori Road
Design Feature Value Carriageway width 7.4 m Width of shoulders 1.5 m (x2); 2 m x 2 within settlements Design speed 80 km/h Maximum vertical gradient 2.63% Min horizontal radius 150 m (design); 240 m(actual) Min length of curve 200 m Minimum radius of vertical convex curve 4,000 Minimum radius of sag curve 4,000 Sides slope of embankments 1:1.5 Slope in cuttings 1:1 Maximum height of embankments 8.93 m Maximum height of cuttings 0.58 m Source : Rapport d’Avant Projet Detaille (APD), RN17 F/S -2, December 2012 The side slopes for embankments appear reasonable since the embankments are unlikely to exceed 3 m in height for most of the road because of the relatively flat terrain traversed. However for embankments with heights greater than 4 m, side slopes of 1:2 may be more appropriate in view of safety. (2) Pavement Design Two pavement structures were recommended. These are: a) Structure 1 • Formation: 30 cm of natural laterite • Sub-base: 20 cm of natural laterite • Base: 20 cm laterite stabilized with 88 kg/m3 of cement • Wearing course: Double surface dressing
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b) Structure 2 • Formation: 30 cm of natural laterite • Sub-base: 20 cm of natural laterite • Base: 20 cm laterite stabilized with 88 kg/m3 of cement • Wearing course: 5 cm of bituminous concrete Whereas cement stabilized natural materials provide a readily available alternative for modifying these natural materials for meeting specifications and providing adequate strength for pavement layers, the long term performance of cement stabilized layers can create problems, especially with reflective cracking, if maintenance is not kept at optimum levels. In a country like Togo, it is unlikely that road maintenance can be kept at desired levels. Maintenance also becomes very difficult as the pavement ages. The Study Team would therefore recommend a structure comprising: • Formation: 30 cm of natural gravel • Sub-base: 20 cm of natural gravel • Base: 20 cm crushed rock • Wearing course: 5 cm of asphalt concrete Alternatively, the pavement structure used for the Malfakassa Bypass could be used for the Katchamba–Sadori road. This is because most of the heavy freight traffic using the bypass is likely to continue on the Katchamba–Sadori road since these freight vehicles would be travelling to the neighbouring landlocked countries. The alternative structure could therefore be: • Formation: 30cm of natural laterite • Sub-base: 20 cm of cement stabilized natural gravel • Base: 10 cm of asphalt concrete • Wearing course: 5 cm of asphalt concrete (3) Conclusion It can be concluded that the geometric design is adequate. The pavement structure would however need to be modified to ensure an optimised life cycle cost and for the ease of maintenance.
8.2.3 Present Condition of Planned Bridge Sites (1) Kara River The Kara River is a bedrock type river, both sides of which are naturally formed embankments. A drift was constructed at the planned bridge site and is used by local residents. Since the height of the drift is about 1.5 m above the river bed, it becomes submerged when the water level of the river rises during the rainy season. There are continuous natural embankments at both upstream and downstream of the drift, and their height is relatively high. Thus, the high water level during the rainy season is considered to remain within the flow area of the river. Weathered bedrocks can be found on the river bed (see Photos 8-5 to 8-8).
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Downstream
Existing drift
Uptream
Photos 8-5 Aerial View of Planned Bridge Site across the Kara River with a Drift
Photos 8-6 River Condition at Planned Bridge Site across the Kara River
Photos 8-7 Drift Installed at Planned Bridge Location across the Kara River
Photos 8-8 Natural Embankment and River Bed Condition at the Kara River Photos taken by the Study Team, April 2013
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(2) Koumongou River The Koumongou River is also a bedrock type river, both sides of which are naturally formed embankments. There is no structure to cross the river near the planned bridge site, hence local residents have to cross the river either by walking on the river bed or by boat during the dry season or only by boat during the rainy season. Since there are some small embankments far from the right bank of the river, the water flow of the river may overflow when the water level rises during the rainy season (see Photos 8-9 to 8-12).
8.2.4 Results of Natural Condition Survey (1) Topographical Survey Since the topographical survey at the proposed bridge sites for the Kara River and Koumongou River was conducted by the RN17 F/S -2, the Study Team used the topographical maps prepared by the F/S for the preliminary design of two bridges. (2) Geotechnical Investigation The Study Team conducted boring works at five locations (two boreholes at Kara River and three boreholes at Koumongou River). The insitu Standard Penetration Test (SPT) was also carried out as part of the drilling works. In addition, rock layers, which could be bearing layers for bridge foundations, were found within a depth of 10 m from the surface. Representative disturbed samples were recovered from the various strata during the test drillings. Undisturbed samples were not taken because of the predominantly sandy nature of the surface of soils. Some of the samples were later selected for laboratory testing. a) Kara River The Study Team conducted boring works at two locations, one on each side of the Kara River, where the proposed road alignment passes. Since there is a drift to enable local residents to cross the river, boring works were conducted at locations that would not obstruct local pedestrians. Figure 8-7 shows the locations of the boreholes.
Source: Study Team Figure 8-7 Locations of Boreholes at the Kara River
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Upstream
Downstream Proposed bridge site
Photos 8-9 Aerial View of Planned Bridge Site across the Koumongou River
Photos 8-10 River Condition at Planned River Site across the Koumongou River
Photos 8-11 River Crossing Situation by Local Residents during the Dry Season at Koumongou River
Photos 8-12 Small Embankment far from the Right Side River Bank of the Koumongou River Photos taken by the Study Team, April 2013 and Google earth
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Table 8-19 shows an outline of boring works at these two boreholes and boring logs at boreholes P1 and P2 are shown in Figure 8-8. Table 8-19 Outline of Boring Works at the Kara River
Altitude of Drilling Depth of Hard Altitude of Hard No. of SPT Borehole Borehole Depth Rock Layer Rock Layer No. (m) (m) (m) (m) (un) P1 131.627 8.30 -5.30 126.327 5 P2 136.090 12.20 -9.20 126.890 9 Source: Study Team 1) Borehole P1 (Left bank) A hard rock layer was found at a depth of -5.3 m from the ground surface. There are layers of silty clay and silty sand from the hard rock layer to the ground surface. These layers are relatively soft with SPT values of about 10. 2) Borehole P2 (Right bank) A hard rock layer was found at a depth of -9.2 m from the ground surface. There are layers of silty sand, silty clay, sand and clay from the hard rock layer to the ground surface. These layers are relatively compacted materials, with SPT values of 20 to 46.
Boring Log at Kara River P1
Boring Log at Kara River P2
Source: Study Team Figure 8-8 Boring Logs at Boreholes P1 and P2 at the Kara River Weathered rocks are found on the river bed of the Kara River at the proposed bridge site. Based on the results of boring works at two boreholes, topographical conditions and rocks found
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on the existing river bed, the hard rock layer (bearing layer) is thought to be distributed almost horizontally, as shown in Figure 8-9.
Source: Study Team Figure 8-9 Assumed Line of Bearing Layer at the Kara River b) Koumongou River The Study Team conducted boring works at three locations, one near the river bed and one on each side of the Koumongou River, where the proposed road alignment passes. Figure 8-10 shows the locations of the boreholes.
Source: Study Team Figure 8-10 Locations of Boreholes at the Koumongou River Table 8-20 shows an outline of boring works at the three boreholes and boring logs at boreholes P1 and P2 are shown in Figure 8-11.. Table 8-20 Outlines of Boring Works at the Koumongou River
Altitude of Drilling Depth of Hard Altitude of Hard No. of SPT Note Borehole Borehole Depth Rock Layer Rock Layer No. (m) (m) (m) (m) (un) P1 126.955 8.00 -8.00 118.955 8 P2 128.692 9.35 -9.35 119.342 9 P3 123.062 3.70 -3.70 119.362 - No SPT Source: Study Team 1) Borehole P1 (Right bank) A hard rock layer was found at a depth of -8.0 m from the ground surface. There are layers of silty clay and sand from the hard rock layer to the ground surface. These layers are relatively soft with SPT values of about 10.
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2) Borehole P2 (Left bank) A hard rock layer was found at a depth of -9.35 m from the ground surface. There are layers of silty sand, silty clay and sand from the hard rock layers to the ground surface. These layers are relatively soft layer, the same as at borehole P1, with SPT valued of less than 10. 3) Borehole P3 (River bed of right bank) Boring work at this position was carried out in order to identify the level of the hard rock layer at the river bed. Therefore, the SPT was not conducted for the layers piled on top of the hard rock layer.
Boring Log at Koumongou River P1 Boring Log at Koumongou River P2
Source: Study Team Figure 8-11 Boring Logs at Boreholes P1 and P2 at the Koumongou River Based on the results of boring works at three boreholes and topographical conditions around the proposed bridge site (flat terrain without undulation), the hard rock layer (bearing layer) is thought to be distributed almost horizontally, as shown in Figure 8-12.
Source: Study Team Figure 8-12 Assumed Line of Bearing Layer at the Koumongou River
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8.2.5 Condition of Rivers According to the Draft Detailed Report of the RN17 F/S – 2, the water discharge volume at the planned bridge sites was estimated as shown in Table 8-21. Table 8-21 Estimated Water Discharge Volume at Planned Bridge Sites
Item Kara River Koumongou River Note Water discharge volume of 10 850 575 Based on RN17 F/S Study report years return period Q10 (m3/sec) Water discharge volume of 50 1,105 748 Q50 = Q10 x 1.3 years return period Q50 (m3/sec) Water discharge volume of 100 1,150 1,700 Based on RN17 F/S Study report years return period Q100 (m3/sec) Source : Rapport d’Avant Projet Detaille (APD), RN17 F/S – 2, December 2012 In practice, the water discharge volume of 100 years return period is used for the design of bridges across large-scale rivers in Togo. Hence, the Study Team followed this practice for the bridge design. The water discharge volume for two bridge sites are shown below: • Kara River: Q = 1,700 m3/sec • Koumongou River: Q = 1,150 m3/sec Some conditions for the bridge planning related to the planned water discharge volume are calculated based on the “Revised Edition, Explanation of Technical Guideline for River Management Facilities (Japan River Association)” as shown below. Table 8-22 Clearance and Standard Span Length based on the Water Discharge Volume
Item Kara River Koumongou River Note Clearance (m) 1.0 1.0 Refer to Table 8-25 Standard span length: L (m) >28.50 >25.75 L’ = 20 + 0.005Q Q = Planned discharge water volume Source: Study Team Table 8-23 Relation between Planned Water Discharge Volume and Clearance
Planned Water Discharge <200 200–500 500–2,000 2,000–5,000 5,000–10,000 ≥10,000 Volume (m3/sec) Clearance (m) 0.6 0.8 1.0 1.2 1.5 2.0 Source: Revised Edition, Explanation of Technical Guideline for River Management Facilities, Japan River Association
Length of Span Length of Span
Clearance
Abutment Abutment Pier Pier
Source: Revised Edition, Explanation of Technical Guideline for River Management Facilities, Japan River Association Figure 8-13 Clearance and Span Length of a Bridge Generally, the obstruction ratio for the flow area should be 5.0% or less, and the number of spans is determined in order to minimise the obstruction ratio for the flow area to 5.0% or less.
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Width of River
Width of Pier
Obstruction ratio for the flow area (%) = Total width of pier(s)/Width of river × 100
Source: Study Area Figure 8-14 Obstruction Ratio for the Flow Area According to the Draft Report of the RN17 F/S – 2, high water levels at the planned bridge sites are estimated as below, based on the flow estimations shown in Table 8-24. The Study Team has used these high water levels for the subsequent analyses. • Kara River: High water level = 133.3 m • Koumongou River: High water level = 130.2 m Table 8-24 Estimation of Flow Quantity at Planned Bridge Locations
Koumongou River Kara River
Source : Rapport d’Avant Projet Detaille (APD), RN17 F/S – 2, December 2012
8.2.6 Bridge Planning (1) Determination of Bridge Width According to the Draft Report of the RN17 F/S – 2, the bridge width was planned as a carriageway width of 7.50 m and a sidewalk width (including felloe guard) 2 × 1.25 m, giving a total width of 10.0 m, as shown in Figure 8-15..
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Source : Rapport d’Avant Projet Detaille (APD), RN17 F/S – 2, December 2012 Figure 8-15 Bridge Width Planned by the RN17 F/S – 2 for Bridges on RN17 The Study Team adopted the same carriageway width as the RN17 F/S – 2, but revised the while sidewalk and felloe guard width. Even though there are no detailed measurements on the width of a sidewalk, the width is typically 1.0 m at other existing bridges. For the safe passage of pedestrians on a bridge, it is desirable to secure a sufficient width of sidewalk to allow pedestrians to pass each other. Generally, the width required for one pedestrian is 0.75 m, so it is desirable to secure a sidewalk width of at least 1.5 m to allow two pedestrians on the sidewalk at the same time. As a result, the Study Team plans to secure 1.5 m for the sidewalk and 0.4 m for the felloe guard (the minimum value of a felloe guard on a sidewalk), assuming the railing is installed on the outside of the sidewalk, as shown in Figure 8-16.
Source: Study Team Figure 8-16 Typical Cross Section of a Bridge Proposed in the Study (2) Selection of Bridge Sites a) Bridge across the Kara River In the RN17 F/S – 2, a new bridge was planned at the same location as the existing drift, as shown in Figure 8-17. This drift is used by local residents to cross during the dry season. If the new bridge is constructed at the same location as the existing drift, another temporary structure would be required to across the river during construction of the bridge. Hence, the Study Team decided to change the alignment of the road in order to utilise the existing drift during construction of the bridge.
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Source : Rapport d’Avant Projet Detaille (APD), RN17 F/S – 2, December 2012 Figure 8-17 Proposed Location of the Bridge in the RN17 F/S – 2 Two alternative road alignments, one on the upstream side and the other on the downstream side, from the centre line of the present road alignment plan (centre line of the existing drift) are studied. In addition, both alternative alignments are studied at locations 30 m away from the existing drift in order not to affect the existing drift during construction. 1) Alternative 1: Change the alignment on the upstream side Figure 8-18 shows an alternative alignment on the upstream side from the existing drift.
Source: Study Team Figure 8-18 Location of Road Centre Line by Changing the Alignment to the Upstream Side The Study Team calculated the flow quantity for the river cross section at the planning site based on the high water level (133.3 m) estimated from the river condition. As a result, the flow quantity is less than the water discharge volume of 100 years return period and the river cross section is considered insufficient. 3 3 Flow quantity: Q = 1,252 m /sec < Q100 = 1,700 m /sec (River cross section is insufficient) Since the river cross section on the upstream side is narrower than that on the downstream side (see Figure 8-19), large-scale river improvement works will be necessary to secure the necessary river cross section (see the equation below). Particularly, the topography at this
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location is such that the natural embankment on the left bank juts into the river, so large-scale excavation works will be required if the left bank is improved, as shown in Figure 8-20. 3 3 Flow quantity: Q = 1,743 m /sec > Q100 = 1,700 m /sec
Source: Study Team Figure 8-19 River Cross Section at Location 30 m Upstream from the Drift
Source: Study Team Figure 8-20 River Cross Section at Same Location as Excavation of Left Bank 2) Alternative 2: Change the alignment on the downstream side Figure 8-21 shows an alternative alignment on the downstream side of the existing drift.
Source: Study Team Figure 8-21 Location of Road Centre Line by Changing Alignment to Downstream Side The Study Team calculated the flow quantity for the river cross section at the planning site based on the high water level (133.3 m) estimated from the river condition. As a result, the flow quantity is more than the water discharge volume with 100 years return period and the river cross section is considered as sufficient. 3 3 Flow quantity: Q = 1,806 m /sec < Q100 = 1,700 m /sec
Source: Study Team Figure 8-22 River Cross Section at Location 30 m Downstream from the Drift
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As a result, the Study Team decided to select the location 30 m downstream from the existing drift (see Figure 8-23), to minimise the effects for the river during construction and after construction of the bridge.
Source: Study Team Figure 8-23 Location of Road Centre Line for the Bridge across the Kara River b) Bridge across the Koumongou River As there is no existing structure, that would cause an obstruction during construction, the Study Team decided to select the road alignment proposed by the RN17 F/S – 2 as the centre line for the bridge planning, as shown in Figure 8-24.
Source: Study Team Figure 8-24 Location of Road Centre Line for the Bridge across the Koumongou River (3) Determination of Bridge Length With reference to the “Revised Edition, Explanation of Technical Guideline for River Management Facilities (Japan River Association)”, the locations of bridge abutments are defined as shown in Figure 8-25.
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Control Control: Point where the high water level line crosses the embankment. Abutment should not be placed further forward on the river flow side.
Source: Revised Edition, Explanation of Technical Guideline for River Management Facilities, Japan River Association Figure 8-25 Position of Abutment for a River of more than 50 m Width a) Bridge across the Kara River Since this river is not likely to overflow at the planning site, the positions of abutmentss are determined at control points where the planned high water level crosses the abutments, as shown in Figure 8-26.
Source: Study Team Figure 8-26 Position of Control Points at the Proposed Location of the Bridge across the Kara River As a result, the necessary length of river is calculated as 117 m or more, hence, the length of this bridge for the bridge planning is 120 m, as shown in Figure 8-27.
Source: Study Team Figure 8-27 Length of Bridge across the Kara River b) Bridge across the Koumongou River The planned high water level of this bridge is 130.2 m based on the calculated flow. Since the planned high water level is likely to overflow from the river cross section (see Figure 8-28), it is impossible to determine the positions of abutments by the above method.
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Source: Study Team Figure 8-28 Relation between the River Cross Section and Planned High Water Level at the Proposed Location of the Bridge across the Koumongou River In order to determine the bridge length, it is necessary to assume the width of the river. Hence, the Study Team adopted the following equation presented in the “Practical River Planning (Riko Tosho, Japan)” to estimate the width. 3/4 B = 0.50 < > 0.80Q where, B: Width of river Q: Planned flow quantity Source: Practical River Planning (Riko Tosho, Japan) As a result, the width of the river was estimated as 99 m to 158 m. Hence, the Study Team verified the appropriateness of the bridge length by estimating the water discharge volume at this location with a bridge length of 160 m. In addition, the topography of the natural embankment on the right bank is jutting into the river side compared with the cross sections of the upstream and downstream sides. Therefore, the Study Team planned to excavate this portion during construction, in order to adjust the river cross section with upstream and downstream of the river, as shown in Figure 8-29.
Source: Study Team Figure 8-29 River Improvement Works at the Proposed Location of the Bridge across the Koumongou River The Study Team estimated the water discharge volume using the planned high water level (130.2 m),
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which was calculated with a river cross section after the river improvement works. As a result, it was possible to discharge flow quantity exceeding the water discharge volume with 100 years return period, and it was confirmed that the necessary river cross section was secured. 3 3 Flow quantity: Q = 1,240 m /sec < Q100 = 1,150 m /sec Therefore, the bridge planning was conducted for a bridge length of 160 m, as shown in Figure 8-30.
Source: Study Team Figure 8-30 Length of Bridge across the Koumongou River (4) Comparison of Bridge Types To select the most suitable bridge type, the number of spans based on the standard span length determined by the planned highest flow quantity was selected at first, and then standard bridge types and their applicable span lengths, structural features, workability, cost performance and ease of maintenance were compared. Also, the Study Team selected a prestressed concrete (PC) bridge, in consideration of ease of procuring of materials. In addition, since both rivers, where the planned bridges are to be constructed, are natural rivers without any river improvement works, bridge types that minimise structures (piers) in the rivers were preferred. a) Bridge across the Kara River The planned bridge length is 120 m and the standard span length is calculated as 28.50 m from the water discharge volume, while the obstruction ratio for the river should be 5.0% or less. Under these conditions, the number of applicable spans is compared as shown in Table 8-25. Table 8-25 Comparison of Number of Spans for the Bridge across the Kara River
Verification of Standard Verification of Obstruction Ratio for the River No. of Span Length Total Spans Span Length No. of Width of Obstruction Judgement Verification Verification (m) Pier(s) Pier(s) Ratio (%) 3.00 2-spans plan 60.00 Applicable 1 2.58 Applicable Applicable (1×3.00) 4.00 3-spans plan 40.00 Applicable 2 3.44 Applicable Applicable (2×2.00) 6.00 4-spans plan 30.00 Applicable 3 5.16 Possible* Possible* (3×2.00) Not 8.00 Not Not 5-spans plan 24.00 4 6.89 applicable (4×2.00) applicable applicable Note: * The obstruction ratio of the 4-spans plan is slightly over 5.0%, however, it may possible to reduce the width of the pier(s). Hence, the 4-spans plan is also compared. Source: Study Team
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Based on Table 8-24, the number of spans for the comparison is selected as 2 to 4, then the superstructure type is selected based on the applicable span length of each superstructure type, as shown in Table 8-26. Table 8-26 Comparison of Applicable Superstructures for the Bridge across the Kara River
Applicable Span Length Curve Girder height/ Superstructure Type 50 m 100 m 150 m Bridge Span Ratio Hollow slab No 1/24 (Pre-tension type) Simple T girder
Simple Type No 1/18 (Pre-tension type) Simple T girder No 1/18 (Post-tension type) Hollow slab
(Support erection) Yes 1/22 (Post-tension type) Simple box girder Yes 1/20 (Support erection) Connected T girder
Connected type No 1/18 (Pre-tension type) Continuous/ Continuous/ Connected T girder No 1/18 (Post-tension type) Continuous box girder Yes 1/20 (Support erection) Continuous box girder Yes 1/18 (Cantilever method) Source: Study Team Regarding selection of the superstructure type, simple superstructures have disadvantages in terms of anti-seismic performance and ease of maintenance. Also, since this planned bridge will be constructed across the river, it is not desirable to select a bridge type that requires supports in the river to erect girders for a long construction period. Therefore, the post tension type connected T girder bridge (provisional beam erection) and continuous box girder bridge (cantilever girder erection), which do not require supports for erection within the continuous and connected bridge type, are selected for the final comparison. At this time, an extradosed precast bridge is also included for comparison, because it is similar in type to the continuous box girder bridge. For the comparison, the following four types of bridges are compared: • 2-spans plan: PC 2-spans continuous rigid-frame box girder bridge (cantilever erection) • 3-spans plan: PC 3-spans connected post tension T girder bridge (provisional beam erection) • 4-spans plan: PC 4-spans connected post tension T girder bridge (provisional beam erection) • 2-spans plan: PC 2-spans precast extradosed bridge (cantilever erection) Table 8-27 compares bridge types. From the comparison, the Study Team selected the PC 3- spans connected post tension T girder type, because of its high cost performance and workability, and ease of maintenance. b) Bridge across the Koumongou River The planned bridge length is 160 m and the standard span length is calculated as 25.75 m from the water discharge volume, while the obstruction ratio for the river should be 5.0% or less. Under these conditions, the number of applicable spans is compared in Table 8-28.
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Table 8-27 Comparison of Bridge Types for the Bridge across the Kara River (1) Chapter 8 Results of Feasibility Studies Studies Feasibility of Results 8 Chapter The Project for the Study on Togo Logistics Corridor DevelopmentFinal Report Bridge Type Characteristics Alternative 1: PC 2-Spans Continuous Rigid-frame Box Girder Bridge PC continuous rigid-frame box girder bridge by cantilever erection Structural Due to the continuous rigid-frame structure, anti-seismic performance is superior (Cantilever erection) features The minimum span length of 60 m fully satisfies the standard span length (≥28.75 m) As the number of pier is fewest, works in the river are minimised Workability The main girder is erected by the cantilever method by using moving platforms: provisional jetties are necessary Maintenance No maintenance is required for the bridge structure because the bridge is concrete As the number of piers is fewest, the influences of construction works in the river on the water River environment is the smallest among the 4 alternatives characteristics The obstruction ratio for river flow is 2.6% (within the standard value of 5.0%), the best among the alternatives for the river. Cost As superstructure is the box girder type, construction cost is the second highest among the 4 alternatives performance The ratio of the preliminary cost is 1.27 compared with the other alternatives
The cost performance is lower than that of the T girder type bridge Judgement Workability in the river is superior because the number of piers is the fewest C This alternative has the least influences on the river
Alternative 2: PC 3-Spans Connected Post Tension T Girder Bridge PC connected T girder bridge by provisional girder erection
8 - 36 - 8 Structural Due to the connected structure, anti-seismic performance is superior (Provisional beam erection) feature The minimum span length of 40 m fully satisfies the standard span length (≥28.75 m) As the number of piers is more than that of Alternatives 1 and 4, workability for works in the river and the influence for water environment are inferior compare with Alternative 1 Workability Main girders are erected by provisional beams, no influence is expected due to changes of water level, and construction during the rainy season is possible. It is possible to produce the main girders in parallel with the construction of substructures Maintenance No maintenance is required for the bridge structure because the bridge is concrete The obstruction ratio for river flow is 3.4% which is within the standard value River The influences of construction works of piers in the river on the water environment is bigger than that characteristics of Alternatives 1and 4 Cost The construction cost is the cheapest, but it is not significantly different from Alternative 3 performance The ratio of the preliminary cost is 1.00 compared with the other alternatives The cost performance is the best among the 4 alternatives Even though the workability in the river is inferior compared with Alternative 1 because Judgement there are more piers, there is no problems in terms of structural features, the same as the A other alternatives. This alternative has a moderate influence on the river
Table 8-27 Comparison of Bridge Types for the Bridge across the Kara River (2) Chapter 8 Results of Feasibility Studies Studies Feasibility of Results 8 Chapter The Project for the Study on Togo Logistics Corridor DevelopmentFinal Report Bridge Type Characteristics PC connected T girder bridge by provisional girder erection Alternative 3: PC 4-Spans Connected Post Tension T Girder Bridge Structural Due to the connected structure, anti-seismic performance is superior (Provisional beam erection) features The minimum span length of 30 m satisfies the standard span length (≥28.75 m) As the number of piers is greater than those of the other alternatives, workability for works in the river and influence on the water environment are inferior to those of the other alternatives Workability The main girders are erected by provisional beams, no influence is expected due to changes of water level, and construction during the rainy season is possible. It is possible to produce the main girders in parallel with the construction of substructures Maintenance No maintenance is required for the bridge structure because the bridge is concrete The influences of construction works of piers on the river and water environment is the biggest among the 4 alternatives because of the greatest number of piers River The obstruction ratio for river flow is 5.2% which is slightly more than the standard value characteristics The positions of piers in the river are close to the edge of embankment slopes, which is not desirable for bridge planning. The construction cost is the second cheapest, but it is not significantly different from with Alternative 2 Cost performance The ratio of the preliminary cost is 1.07 compared with the other alternatives Even though the workability in the river is inferior compared with the other alternatives because of the greatest number of piers, there is no problems in terms of structural features, the same as the Judgement B other alternatives.
8 - 37 - 8 This alternative has the greatest influence on the river Alternative 4: PC 2-spans Precast Extradosed Bridge Alternative plan for Alternative 1 (Cantilever erection) Structural Rational structural type of rigid-frame box girder bridge by cantilever erection features Due to the continuous rigid-frame structure, anti-seismic performance is superior The minimum span length of 60 m fully satisfies the standard span length (≥28.75 m) As the number of pier is fewest, works in the river are minimised Workability The main girder is erected by the cantilever method using moving platforms: provisional jetties are necessary Maintenance No maintenance is required for the bridge structure because the bridge is concrete As the number of piers is the fewest, the influence for construction works in the river on the water River environment is the smallest among the 4 alternatives characteristics The obstruction ratio for river flow is 3.0% (within the standard value of 5.0%), one of the best among the alternatives for the river. The construction cost is the highest among the 4 alternatives Cost performance The ratio of the preliminary cost is 1.33 compared with the other alternatives This bridge type is the most expensive Workability in the river is superior because the number of piers is the fewest This alternative has the least influences on the river Judgement Even though an extradosed bridge is a superior type of bridge for several reasons, the applicable C span length is generally longer than this bridge, so that structural feature must be studied in more detail. Source: Study Team
The Project for the Study on Togo Logistics Corridor Development Final Report Chapter 8 Results of Feasibility Studies
Table 8-28 Comparison of Number of Spans for the Bridge across the Koumongou River
Verification of Standard Verification of Obstruction Ratio for the River No. of Span Length Total Spans Span Length No. of Width of Obstruction Judgement Verification Verification (m) Pier(s) Pier(s) Ratio (%) 3.00 2-spans plan 80.00 Applicable 1 1.90 Applicable Applicable (1×3.00) 6.00 3-spans plan 53.33 Applicable 2 3.80 Applicable Applicable (2×3.00) 6.00 4-spans plan 40.00 Applicable 3 3.80 Applicable Applicable (3×2.00) 8.00 5-spans plan 32.00 Applicable 4 5.06 Possible* Possible* (4×2.00) 10.00 Not Not 6-spans plan 26,66 Applicable 5 6.33 (5×2.00) applicable applicable Note: * The obstruction ratio of the 4-spans plan is slightly over 5.0%, however, it may possible to reduce the width of the pier(s). Hence, the 4-spans plan is also compared. Source: Study Team Based on Table 8-28, the number of spans for the comparison is selected as 2 to 5, then the type of superstructure is selected based on the applicable span length for each superstructure type, as shown in Table 8-29. Table 8-29 Comparison of Applicable Superstructure for the Bridge across the Koumongou River Applicable Span Length Curve Girder height/ Superstructure Type 50 m 100 m 150 m Bridge Span Ratio Hollow slab No 1/24 (Pre-tension type) Simple T girder
Simple Type No 1/18 (Pre-tension type) Simple T girder No 1/18 (Post-tension type) Hollow slab
(Support erection) Yes 1/22 (Post-tension type) Simple box girder Yes 1/20 (Support erection) Connected T girder
Connected type No 1/18 (Pre-tension type) Continuous/ Continuous/ Connected T girder No 1/18 (Post-tension type) Continuous box girder Yes 1/20 (Support erection) Continuous box girder Yes 1/18 (Cantilever method) Source: Study Team Regarding selection of the superstructure type, simple superstructures have disadvantages in terms of anti-seismic performance and ease of maintenance. Also, since this planned bridge will be constructed to across the river, it is not desirable to select a bridge type that would require supports in the river in order to erect the girders during the long construction period. Therefore, the post tension type connected T girder bridge (provisional beam erection) and continuous box girder bridge (cantilever girder erection), which do not require supports for erection for the continuous and connected bridge types, are selected for the final comparison. The 2-spans plan, which would require a span length of 80 m, is excluded from the comparison because its cost performance is clearly lower than those of the other girder type bridges. Therefore, the 3, 4 and
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5-spans plans were compared. The following three types of bridges are compared: • 3-spans plan: PC 3-spans continuous rigid-frame box girder bridge (cantilever erection) • 4-spans plan: PC 4-spans connected post tension T girder bridge (provisional beam erection) • 5-spans plan: PC-5 spans connected post tension T girder bridge (provisional beam erection) In addition, if the PC 3-spans continuous rigid frame box girder bridge is planned with the piers uniformly distributed, two piers will be positioned on the slope of the embankments on both sides (see Figure 8-31), which is unfavourable for river management. Hence, nonuniform distribution of piers is planned for this 3-spans bridge.
Source: Study Team Figure 8-31 Position of Piers for Uniform Distribution of Spans Table 8-30 compare the bridge types. From the comparison, the Study Team selected the PC 4-spans connected post tension T girder type, because of its high cost performance, workability, and ease of maintenance. (5) Selection of Substructure a) Bridge across the Kara River The following types of pier can be considered: • Cantilever type (T-shape) pier • Column type (elliptical type) pier • Rigid frame type pier • Pile bent type pier Since the piers for this bridge are constructed in the river, column type elliptical piers are adopted, in order to minimise the obstruction of river flow. It is planned to embed the piers about 0.5 m from the planned river bed (until the levee crown of a footing), as the river bed is rock and no erosion of the piers is not expected in the future. In addition, foot protection is provided around the area excavated for the footing. Since there is a rock layer on the river bed, direct foundations are adopted, as shown in Figure 8-32.
Source: Study Team Figure 8-32 Embedment Depth for the Bridge across the Kara River
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Table 8-30 Comparison of Bridge Types for the Bridge across the Koumongou River (1) Studies Feasibility of Results 8 Chapter The Project for the Study on Togo Logistics Corridor DevelopmentFinal Report Bridge Type Characteristics Alternative 1: PC 3-Spans Continuous Rigid-frame Box Girder Bridge PC continuous rigid-frame box girder bridge by cantilever erection (Cantilever erection) As the main span should across the main part of the river cross section, the span Structural distribution is not uniform features Due to the continuous rigid-frame structure, anti-seismic performance is superior The minimum span length of 40 m fully satisfies the standard span length (≥25.75 m) As the number of piers is the fewest, works in the river are minimised Workability The main girder is erected by the cantilever method using moving platforms: provisional jetties are necessary Maintenance No maintenance is required for the bridge structure because the bridge is concrete As the number of piers is the fewest, the influence of construction works in the river on River the water environment is the smallest among the 3 alternatives characteristics The obstruction ratio for river flow is 3.8% (within the standard value of 5.0%), the best among the alternatives for the river. As the span distribution is not uniform and the superstructure is a box girder type, the Cost construction cost is the highest among the 3 alternatives performance The ratio of the preliminary cost is 1.40 compared with the other alternatives The cost performance is lower than that of the T girder type bridge Judgement Workability in the river is superior because number of piers is the fewest C This alternative has the least influences on the river 8 - 40 - 8 Alternative 2: PC 4-Spans Connected Post Tension T Girder Bridge PC connected T girder bridge by provisional girder erection Structural (Provisional girder erection) Due to the connected structure, anti-seismic performance is superior features The minimum span length of 40 m satisfies the standard span length (≥27.75 m) As the number of piers is greater than that of Alternative 1, workability for works in the river and influence on the water environment are the most inferior among the alternatives Workability Main girders are erected by provisional beams, no influence is expected due to change of water level and construction during the rainy season is possible. It is possible to produce the main girders in parallel with the construction of substructures Maintenance No maintenance is required for the bridge structure because the bridge is concrete The obstruction ratio for river flow is 3.8% which is similar to Alternative 1 River The obstruction ratio for the river cross section is 3.0%, which does not cause any problem characteristics The influences of construction works of piers in the river on the water environment is bigger than that of Alternative 1 Cost The construction cost is cheapest, but there is no significant difference with Alternative 3 performance The ratio of preliminary construction cost is 1.00, compared with the other alternatives
The cost performance is the most superior among the 3 alternatives Even though the workability in the river is inferior compared with Alternative 1 Judgement because there are more piers, there is no problems in terms of structural feature as A same as other alternatives. This alternative has a moderate influence on the river
Table 8-30 Comparison of Bridge Types for the Bridge across the Koumongou River (2) Studies Feasibility of Results 8 Chapter The Project for the Study on Togo Logistics Corridor DevelopmentFinal Report Bridge Type Characteristics PC connected T girder bridge by provisional girder erection Alternative 3: PC 5-Spans Connected Post Tension T Girder Bridge Structural (Provisional girder erection) Due to the connected structure, anti-seismic performance is superior features The minimum span length of 32 m satisfies the standard span length (≥27.75 m) As the number of piers is greater than those of the other alternatives, workability for works in the river and influence on the water environment are inferior to those of the other alternatives Workability The main girders are erected by provisional beams, no influence is expected due to changes of water level and construction during the rainy season is possible. It is possible to produce the main girders in parallel with the construction of substructures Maintenance No maintenance is required for the bridge structure because the bridge is concrete The obstruction ratio for river flow is 5.1% which slightly exceeds the standard value The obstruction ratio for the river cross section is 5.2%, which also slightly exceeds the River standard value characteristics The influences of construction works of piers in the river on the water environment is bigger than the other
The construction cost is the middle of the 3 alternatives, but there is no significant Cost difference with Alternative 2 performance The ratio of the preliminary construction cost is 1.02, compared with the other alternatives 8 - 41 - 8 Even though the workability in the river is inferior compared with Alternative 1 because there are more piers, there is no problem in terms structural features, Judgement B as same as the other alternatives. This alternative has a moderate influence on the river Source: Study Team
The Project for the Study on Togo Logistics Corridor Development Final Report Chapter 8 Results of Feasibility Studies
As the rock layer lies almost parallel with the planned river bed level, the height of abutments is planned to be 11.5 m. Based on the comparison of abutment types (see Table 8-31), the reverse T-style abutment is adopted. Also, direct foundations are adopted for the abutments. Table 8-31 Comparison of Abutment Types
Applicable height (m) Substructure type Characteristics 10 20 30 With shallow support ground, the gravity type is Gravity type suitable for direct foundations. Used in many bridges. Suitable for direct Reverse T-style foundations and pile foundations. Suitable for tall abutments. Buttressed type
Suitable for tall abutments and construction of a Rigid frame type road behind an abutment Suitable for tall abutments with soft bearing layer Box type in order to reduce vertical load Source: Study Team b) Bridge across the Koumongou River Similar to the concept of the bridge across the Kara River, column type elliptical piers are adopted. It is planned to embed the piers about 2.0 m from the planned river bed (until the levee crown of the footing) (see Figure 8-33), as the river bed material is sand and gravel, and erosion of piers is expected in the future.
Source: Study Team Figure 8-33 Embedment Depth for the Bridge across the Koumongou River Since the lower edge of the footing can reach the rock line as a bearing layer, direct foundations are adopted for the foundations, assuming an embedment depth of 2.0 m is secured. If direct foundations are adopted for the abutments, the height of the abutment becomes about 15 m. Hence, piling foundations are adopted with an abutment embedment depth of 1.0 m from the existing ground level. Under this plan with piling foundations, the height of abutments becomes 8.5 m and so reverse T-style abutments are adopted (see Figure 8-34), similar to the concept of the bridge across the Kara River. (6) Revetment and River Bed Protection a) Bridge across the Kara River Since it is necessary to excavate part of the natural embankment and the river flow velocity is more than 2.0 m/sec, it is planned to construct revetments to construct revetments. The revetments will be built 10 m from the planned bridge site on both the upstream and the downstream sides, using mat gabions (stacked mat gabions).
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Source: Study Team Figure 8-34 Comparison of Foundation of Abutments of the Bridge Across the Koumongou River Concrete foot protection is provided around the area excavated for the footing as river protection, and the foot protection is at the same level as the levee crown of the footing. b) Bridge across the Koumongou River The Study Team decided not to construct revetments at this stage for the following reasons: • According to the estimated flow quantity, the river cross section is insufficient and the river channel may be widened in the future. Hence, if revetments are installed for the present river channel based on the existing river cross section, the revetments might need to be demolished in the near future. • Based on experiences in Japan, 1) the maximum erosion of a river embankment is considered to be about 30 m, while a distance of 40 m from the planned abutments to the upper edge of the natural embankment is secured, 2) usually, abutments are not destroyed by flood water and it will be possible to install revetments if erosion of the river embankment occurs. • To secure the river cross section, it is desirable to allow widening of the river channel to be done by natural forces (erosion of natural embankment); revetments would prevent this natural widening. Regarding river bed protection, erosion prevention works are planned for pier P3, which is planned to be constructed in the middle of the river cross section. To prevent erosion, it is planned to install simple structures, such as mat gabions around the excavated area of the foundations.
Figures 8-35 and 8-36 show the general plan of the bridge across the Kara River and Koumongou River, while superstructure and substructure designs are attached in Appendix 9. .
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Chapter 8 Results of Feasibility Studies Studies Feasibility of Results 8 Chapter The Project for the Study on Togo Logistics Corridor DevelopmentFinal Report 8 - 44 - 8
Source: Study Team Figure 8-35 General Plan of the Bridge across the Kara River
Chapter 8 Results of Feasibility Studies Studies Feasibility of Results 8 Chapter The Project for the Study on Togo Logistics Corridor DevelopmentFinal Report 8 - 45 - 8
Source: Study Team Figure 8-36 General Plan of the Bridge across the Koumongou River
The Project for the Study on Togo Logistics Corridor Development Final Report Chapter 8 Results of Feasibility Studies
8.2.7 Construction Schedule In Togo, the rainy season usually last six months from May to October, and the dry season also lasts six months from November to April. Hence, construction works in rivers is planned to be carried out during the dry season when the water level is lower. The fabrication of girders for the superstructure and bridge surface works, which are not affected by a rise in the river level, is planned to be conducted during the rainy season. Therefore, an implementation programme has been prepared. In this programme, only bridge construction work is considered; construction of approach roads is excluded from the programme, because it is assumed that such construction will be conducted by other projects. (1) Preparation Works (Preparation of temporary yard and construction of provisional road) a) Bridge across the Kara River There is a drift for crossing the Kara River which is used by local residents and vehicles during the dry season. Since the planned bridge site is 30 m downstream of this drift, this drift can continue to be used during construction and so no provisional road will be necessary. A temporary yard is planned to be located on the left bank of the Kara River, as shown in Figure 8-38.
Preparatory Works (Preparation of Construction Yard)
Construction of Substructure Fabrication of Main Girders
Erection of Main Girders
Cross Beam Construction
Bridge Surface Works
Site Cleaning Works
Source: Study Team Figure 8-37 Flowchart of Construction Works
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Source: Study Team Figure 8-38 Proposed Location of Temporary Yard for the Bridge across the Kara River b) Bridge across the Koumongou River Since there is no structure for crossing the Koumongou River near the planned bridge location, construction of a provisional road will be necessary. Some vehicles can drive on the river bed during the dry season, when the flow is quite low. Hence, a provisional road with pipe culverts and temporary embankment is planned to be constructed near the planned bridge site. This provisional road, however, cannot be used during the rainy season. A temporary yard is planned to be located on the right bank of the Koumongou River, as shown in Figure 8-39.
Source: Study Team Figure 8-39 Proposed Location of Temporary Yard for the Bridge across the Koumongou River (2) Construction of Substructure The substructures of the bridge across the Kara River are planned to be direct foundations plus reverse T-style abutments, and direct foundations plus column type elliptical piers for all piers. Hence, all substructures are planned to be constructed by open excavation during the dry season. The substructures of the bridge across the Koumongou River are planned to be piling foundation plus reverse T-style abutments, and direct foundations plus column type elliptical
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piers for all piers. The abutments are planned to be constructed by open excavation after piling works, and all piers are planned to be constructed by open excavation during the dry season. (3) Fabrication of Main Girders The Study Team planned to adopt the post tension T girder type superstructure for both bridges. The main girders will be fabricated in production yards prepared behind the abutment. Two girder fabrication stands are to be installed at each production yard, and the fabricated girders will be moved and stored temporarily. The girders are planned to be fabricated in temporary yards behind the abutments for both bridges. (4) Erection of Main Girders There are two methods to erect main girders: crane erection and provisional beam erection. Since both bridges use relatively long girders and due to the topography of the planned bridge sites, the provisional beam erection method is considered to be the most suitable method. In the provisional beam erection method, girder erection during the rainy season is also possible, because erection works will not be affected by the rising water level of the river. Therefore, the Study Team selected the provisional beam erection method for erecting the main girders for both bridges, as shown in Figure 8-40.
Source: Study Team Figure 8-40 Main Girder Erection by Provisional Beam Erection Method (5) Cross Beam Construction After the main girders have been erected for all spans, concrete is placed in the spaces between the main girders, cross beams and connected parts. Stressing of the PC cables for the slabs, cross beams and connected parts will then be carried out. (6) Bridge Surface Works Concrete will be placed for the felloe guards and sidewalks, then installation of railings and pavement works on the bridge surface (including bridge surface waterproofing works) will be conducted. (7) Preliminary Construction Schedule Based on the conditions noted above, the total construction period is calculated as shown below and the preliminary construction schedule for each bridge is prepared as shown in Tables 8-32 and 8-33. • Bridge across the Kara River: 28.0 months • Bridge across the Koumongou River: 30.0 months
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Table 8-32 Construction Schedule for the Bridge across the Kara River Studies Feasibility of Results 8 Chapter The Project for the Study on Togo Logistics Corridor DevelopmentFinal Report Bridge across the Kara River (3@40m=120m PCT) 1 234567 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 Sep Oct Nov Dec Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Jan Feb Mar Apr Rainy season Dry season Rainy season Dry season Rainy season Dry season Preparatory works
A1 Earthworks Abutment Concrete works
P1 Earthworks Pier Sub- Concrete works structure P2 Earthworks Pier Concrete works
A2 Earthworks Abutment Concrete works
Main girder fabrication
Super- Girder Main girder erection structure Crossbeam works
Bridge surface works Site cleaning works Source: Study Team Table 8-33 Construction Schedule for the Bridge across the Koumongou River Bridge across the Koumongou River (4@40m=160m PCT) 12345678910 11 12 13 14 15 16 17 18 19 20 21 22 23 2425 26 27 28 29 30 31 32 8 - 49 - 8 Sep Oct Nov Dec Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Jan Feb Mar Apr Rainy season Dry season Rainy season Dry season Rainy season Dry season Preparatory works
Earthworks A1 Piling works Abutment Concrete works
P1 Earthworks Pier Concrete works
Sub- P2 Earthworks structure Pier Concrete works
P3 Earthworks Pier Concrete works
Earthworks A2 Pilling works Abutment Concrete work
Main girder fabrication
Super- Girder Main girder erection structure Crossbeam works
Bridge Surface Site cleaning works Source: Study Team
The Project for the Study on Togo Logistics Corridor Development Final Report Chapter 8 Results of Feasibility Studies
8.2.8 Preliminary Cost Estimation (1) Rough Quantities of Concrete and Steel Materials a) Bridge across the Kara River Table 8-34 List of Rough Quantities of Concrete and Steel Materials for the Bridge across the Kara River
Type Specification Unit Quantity Note Superstructure Main girder σck = 35 N/mm2 m3 793.98 Cross beam σck = 30 N/mm2 m3 214.85 Concrete σck = 24 N/mm2 m3 55.11 Bridge surface σck = 18 N/mm2 m3 124.59 Main girder SD345 or equivalent kg 142,916 Cross beam SD345 or equivalent kg 32,228 Iron bar Bridge surface SD345 or equivalent kg 8,266 Sub-total of iron bar for superstructure kg 183,410 Main girder 12S15.2(SWPR7BL) kg 39,699 PC bar Cross beam 1S21.8(SWPR19L) kg 15,040 Substructure σck = 24 N/mm2 m3 300.39 A1 Abutment σck = 18 N/mm2 m3 7.13 Levelling concrete σck = 24 N/mm2 m3 391.33 P1 Pier σck = 18 N/mm2 m3 8.49 Levelling concrete σck = 24 N/mm2 m3 391.33 P2 Pier Concrete σck = 18 N/mm2 m3 8.49 Levelling concrete σck = 24 N/mm2 m3 286.09 A2 Abutment σck = 18 N/mm2 m3 7.13 Levelling concrete Substructure: σck = 24 N/mm2 Sub-total m3 1,369.14 Substructure: σck = 18 N/mm2 Sub-total m3 31.25 River bed protection σck = 18N/mm2 m3 188.00 A1 Abutment SD345 or equivalent kg 29,398 P1 Pier SD345 or equivalent kg 47,360 P2 Pier SD345 or equivalent kg 47,360 Iron bar A2 Abutment SD345 or equivalent kg 28,149 River bed protection SD345 or equivalent kg 1,880 Sub-total of iron bar for substructure kg 154,146 Total of the Bridge across the Kara River σck = 35 N/mm2 m3 793.98 σck = 30 N/mm2 m3 214.85 Concrete σck = 24 N/mm2 m3 1,424.25 σck = 18 N/mm2 m3 343.84 Total of concrete m3 2,776.92 Iron bar SD345 or equivalent kg 337,556 12S15.2(SWPR7BL) kg 39,699 PC bar 1S21.8(SWPR19L) kg 15,040 Total of PC bar kg 54,739 Source: Study Team
8 - 50 The Project for the Study on Togo Logistics Corridor Development Final Report Chapter 8 Results of Feasibility Studies
a) Bridge across the Koumongou River Table 8-35 List of Rough Quantities of Concrete and Steel Materials for the Bridge across the Koumongou River
Type Specification Unit Quantity Note Superstructure Main girder σck = 35 N/mm2 m3 1,058.13 Cross beam σck = 30 N/mm2 m3 287.55 Concrete σck = 24 N/mm2 m3 73.51 Bridge surface σck = 18 N/mm2 m3 166.19 Main girder SD345 or equivalent kg 190,463 Cross beam SD345 or equivalent kg 43,133 Iron bar Bridge surface SD345 or equivalent kg 11,026 Sub-total of iron bar for superstructure kg 244,622 Main girder 12S15.2(SWPR7BL) kg 52,906 PC bar Cross beam 1S21.8(SWPR19L) kg 20,129 Substructure σck = 30 N/mm2 m3 67.82 Pile (φ1.2 m x 7.0 m) A1 Abutment σck = 24 N/mm2 m3 234.23 σck = 18 N/mm2 m3 6.44 Levelling concrete σck = 24 N/mm2 m3 415.47 P1 Pier σck = 18 N/mm2 m3 8.49 Levelling concrete σck = 24 N/mm2 m3 415.47 P2 Pier σck = 18 N/mm2 m3 8.49 Levelling concrete Concrete σck = 24 N/mm2 m3 415.47 P3 Pier σck = 18 N/mm2 m3 8.49 Levelling concrete σck = 30 N/mm2 m3 67.82 Pile (φ1.2 m x 7.0 m) A2 Abutment σck = 24 N/mm2 m3 234.23 σck = 18 N/mm2 m3 6.44 Levelling concrete Substructure: σck = 30 N/mm2 Sub-total m3 135.65 Pile (φ1.2 m x 7.0 m) Substructure: σck = 24 N/mm2 Sub-total m3 1,714.87 Substructure: σck = 18 N/mm2 Sub-total m3 38.36 A1 Abutment SD345 or equivalent kg 33,976 P1 Pier SD345 or equivalent kg 50,981 P2 Pier SD345 or equivalent kg 50,981 Iron bar P3 Pier SD345 or equivalent kg 50,981 A2 Abutment SD345 or equivalent kg 33,976 Sub-total of iron bar for substructure kg 220,893 Total of the Bridge across the Koumongou River σck = 35 N/mm2 m3 1,058.13 σck = 30 N/mm2 m3 287.55 σck = 30 N/mm2 m3 135.65 Pile (φ1.2 m x 7.0 m) Concrete σck = 24 N/mm2 m3 1,788.38 σck = 18 N/mm2 m3 204.55 Levelling concrete Total of concrete m3 3,474.26 Iron bar SD345 or equivalent kg 465,515 12S15.2(SWPR7BL) kg 52,906 PC bar 1S21.8(SWPR19L) kg 20,129 Total of PC bar kg 73,035 Source: Study Team (2) Preliminary Estimate of Construction Cost a) Method of Estimating Unit Costs The Study Team estimated the unit costs of both bridges with reference to the construction
8 - 51 The Project for the Study on Togo Logistics Corridor Development Final Report Chapter 8 Results of Feasibility Studies
cost of recently completed bridges in the African Region under the Japanese Grant Aid Scheme. The bridge used as a reference for setting the unit costs is a PC 2-spans post-tension T girder bridge, which is the same type as the two bridges in the Study, even though the number of spans is different. In addition, the construction cost of only the bridge part is considered in the Study, excluding the construction costs of the relatively long approach road and large scale revetment works. The following foreign exchange rate was used for estimating the unit costs: • EUR 1.00 = JPY 130.00 An outline of the bridge referred to in the Study is given below. 1) Outline of the bridge referred for estimating the unit costs • Superstructure type: PC 2-spans connected post-tension T girder bridge (Provisional beam erection) • Bridge length: 74.00 m (2 x 27.00 m) • Total bridge width: 10.5 m (Carriageway 2 x 3.65 m, sidewalk 2 x 1.20 m, felloe guards 2 x 0.40 m) • Abutment: Reverse T-style abutment, 2 sets (Direct foundation) • Pier: Cantilever type pier, 1 set (Direct foundation) 2) Basic data the bridge used for estimating the unit costs Table 8-36 Basic Data of Bridge Used for Estimating Unit Costs
Construction Cost Construction Cost Item (JPY thousand) (EUR thousand) Bridge works 547,409 4,211 Substructure works 287,614 2,213 A1 Abutment 105,439 811 P1 Pier 75,607 582 A2 Abutment 106,568 820 Superstructure works 259,795 1,998 Fabrication and erection of main girders 157,356 1,210 Cross beam works 34,223 263 Bridge surface works 68,216 525 Note: Construction cost includes skilled worker cost, transport and packing cost, cost of renting equipment, common temporary works cost, cost of administration at site, and general administration cost. Source: Study Team 3) Estimated unit costs of the reference bridge Table 8-37 Estimated Unit Costs of the Reference Bridge Unit Cost Construction Cost Work Item Quantity Unit (EUR thousand/m3) (EUR thousand) (EUR thousand/m2) A1 Abutment 811 267.2 m3 3.04 Substructure P1 Pier 582 297.5 m3 1.96 A2 Abutment 820 271.0 m3 3.03 Fabrication and erection of 1,210 359.0 m3 3.37 main girders Superstructure 3 Cross beam works 263 94.0 m 2.80 Bridge surface works 525 777.0 m2 0.68 Note: Construction cost includes skilled worker cost, transport and packing cost, cost of renting equipment, common temporary works cost, cost of administration at site, and general administration cost. Source: Study Team
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b) Determination of Unit Construction Costs of Bridges Since the unit cost of piling works is not included in the unit costs shown in Table 8-39, unit the cost of an abutment with piling foundation is assumed to be 15% more than that of an abutment with direct foundation. Based on these estimated unit costs, the Study Team determined the unit costs used in the Study as shown in Table 8-38. Table 8-38 Determination of Unit Costs Used in the Study
Unit Cost Item Unit Cost Note Abutment (Direct foundation) 3.10 EUR thousand/m3 Substructure Abutment (Piling foundation) 3.60 EUR thousand/m3 Including piling foundation Pier 2.00 EUR thousand/m3 Fabrication and erection of main girders 3.40 EUR thousand/m3 Provisional beam erection Superstructure Cross beam works 3.10 EUR thousand/m3 Bridge surface works 1.00 EUR thousand/m2 Source: Study Team c) Estimation of Preliminary Construction Costs of Bridges Based on the unit costs shown in Table 8-39, the preliminary construction costs of both bridges are estimated as follows: 1) Bridge across the Kara River Table 8-39 Estimation of Preliminary Construction Cost of the Bridge across the Kara River (Unit: EUR thousand) Construction Cost Item Unit Quantity Unit Cost Note Cost A1 Abutment m3 300.39 3.10 931 P1 Pier m3 485.33 2.00 971 Including river bed protection works Substructure P2 Pier m3 485.33 2.00 971 Including river bed protection works A2 Abutment m3 286.09 3.10 887 Sub-total of substructure 3,760 Fabrication and erection of m3 793.98 3.40 2,700 Provisional beam main girders erection 3 Superstructure Cross beam works m 214.85 3.10 666 Bridge surface works m2 1,356.00 1.00 1,356 Sub-total of superstructure 4,722 Preliminary Construction Cost 8,482 Source: Study Team As a result, the preliminary construction cost of the bridge across the Kara River is estimated to be about EUR 8.5 million.
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2) Bridge across the Koumongou River Table 8-40 Estimation of Preliminary Construction Cost of the Bridge across the Koumongou River (Unit: EUR thousand) Construction Cost Item Unit Quantity Unit Cost Note Cost A1 Abutment m3 234.23 3.60 843 Piling foundation P1 Pier m3 415.47 2.00 831 P2 Pier m3 415.47 2.00 831 Substructure P3 Pier m3 415.47 2.00 831 A2 Abutment m3 234.23 3.60 843 Piling foundation Sub-total of substructure 4,179 Fabrication and erection of m3 1,058.13 3.40 3,598 Provisional beam main girders erection 3 Superstructure Cross beam works m 287.55 3.10 891 Bridge surface works m2 1,808.00 1.00 1,808 Sub-total of superstructure 6,297 Preliminary Construction Cost 10,479 Source: Study Team As a result, the preliminary construction cost of the bridge across the Koumongou River is estimated to be about EUR 11.0 million.
8.2.9 Economic Analysis of the Construction of Two Bridges Currently, the sites of the planned bridges are passable only during the dry season; the vehicles cross the drift at the Kara River and shallow area (40–70 cm depth in the dry season) of the Koumongou River where there is no road infrastructure. In addition, there are two more locations where traffic needs to cross small rivers, and the unpaved road surfaces are very rough. Therefore, it is difficult for vehicles to use this road for the whole year, yet there is no alternative road nearby. (1) Methodologies This section describes the economic evaluation of the construction of bridges across the Kara and Koumongou Rivers. Since these two bridges are part of the Katchamba–Sadori road (56.2 km), it is not practical to conduct the economic analysis only for the two bridges, so the analysis is conducted for the whole section of the road, which is under the R17 F/S – 2 of the DGPW. As mentioned above, the Katchamba–Sadori road will become passable only after the related roads are also improved. Furthermore, VOC and time cost were estimated only for the period when vehicles are able to drive through the whole section of the Katchamba–Sadori road. Therefore, the EIRR was estimated for the road project which includes bridge construction. In the Study, all sections of the Katchamba–Sadori road, including the construction of two bridges across the Kara and Koumongou Rivers, are assumed to be completed. The methodology of the economic analyses for the improvement of the Kachamba–Sadori road and the construction of two bridges across the Kara and Koumongou Rivers is the same as for the Malfakassa Bypass construction project described in Section 8.1.5.
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(2) Cases for the analyses The assumptions of “the improvement of the Katchamba–Sadori road, including the construction of two bridges, will not be carried out (Do nothing)” and “the improvement of the Katchamba–Sadori road, including the construction of two bridges, will be carried out (Do project)” were simulated for each of the following two cases. • Case II-1: Without the Malfakassa Bypass construction project (See Figure 8-41) • Case II-2: With the Malfakassa Bypass construction project (See Figure 8-42)
Do Nothing Do Project
Sansané Sansané Mango Mango
Sadori Sadori Sagbiabou Sagbiabou
Tw o bridges Kandé Kandé Katchamba Katchamba
Kabou Kara Kabou Kara
Bassar Bassar
Sokodé Sokodé
Case: II-1
Source: Study Team Figure 8-41 Case II-1: Without the Malfakassa Bypass Construction Project
Do Nothing Do Project
Sansané Sansané Mango Mango
Sadori Sadori Sagbiabou Sagbiabou Two bridges
Kandé Kandé Katchamba Katchamba
Kabou Kabou Kara Kara
Bassar Bassar
Sokodé Sokodé
Case: II-2
Source: Study Team Figure 8-42 Case II-2: With the Malfakassa Bypass Construction Project
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(3) Input Data for HDM-4 Input data for HDM-4 are the same as described in Section 8.1.6, except the project cost and future traffic volume. a) Project Cost The project cost of improvement of the Katchamba–Sadori road and construction of two bridges across the Kara and Koumongou Rivers is shown in Table 8-41. At this stage, the project cost estimated for the Katchamba–Sadori road in the R17 F/S – 2 was used, except the construction of two bridges. Table 8-41 Project Cost of Improvement of the Katchamba–Sadori Road (Unit: FCFA million) Item Financial Price Economic Price Construction cost of road 37,210 32,234 Construction cost of the bridge across the 8,499 7,079 Kara River Construction cost of the bridge across the 10,458 8,705 Koumongou River Consultancy and engineering fees (18%) 10,110 8,643 Land acquisition and compensation 5,058 1,399 Project cost 71,335 58,060 Source: Study Team b) Future Traffic Volume In the same manner as for the Malfakassa Bypass section, the future traffic volume of the Katchamba–Sadori road was estimated for both Case II-1 (without construction of the Malfakassa Bypass) and Case II-2 (with construction of the Malfakassa Bypass), because the expected diverted traffic from RN1 to RN17 is completely different for each case. Table 8-11 shows the future traffic volume by vehicle type of the Katchamba–Sadori road in 2030 and this traffic volume is used for the economic analysis. Table 8-42 Future Traffic Volume of Katchamba–Sadori Road in 2030
Present Future (2018) Future (2030) Vehicle Type (2012) Case II-1 Case II-2 Case II-1 Case II-2 Passenger car and taxi - 364 415 946 1,109 Bus - 108 127 267 337 Light truck - 39 43 79 103 Truck - 142 171 327 437 Trailer - 143 173 334 443 Container trailer - 67 84 123 179 Sub-total - 863 1,013 2,076 2,608 Motorcycle - 187 187 707 740 Total - 1,049 1,200 2,782 3,348 Source: Study Team (4) Results of Economic Evaluation a) Results of Economic Evaluation Table 8-43 shows the results of the economic evaluation for the improvement of the Katchamba–Sadori road, including construction of bridges across the Kara and Koumongou Rives. Results of economic evaluations by the HDM-4 model for both the Marfakassa Bypass
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and construction of two bridges are attached in Appendix 10. Table 8-43 Results of Economic Evaluation Case EIRR ENPV (FCFA million) Case II-1 38.6% 35,277 Case II-2 30.1% 27,717 Source: Study Team b) Sensitivity Analysis To simulate variations of preconditions, sensitivity analysis was carried out for the Case II-1 using the following assumptions. (A) 20% reduction in traffic volume (B) 20% increase in construction cost (C) 20% reduction in traffic volume + 20% increase in construction cost Table 8-44 Results of Sensitivity Analysis: Case II-1 Traffic Volume 0% -20% Decrease Construction Cost Increase 0% 38.6% 26.8% +20% 32.4% 19.7% Source: Study Team Based on the above analysis, Case II-1, only improvement of the Katchamba–Sadori road including construction of the bridges across the Kara and Koumongou Rivers, is economically viable, with an EIRR of 38.6%, which is 8.5% higher than in Case II-2.
8.3 Overall Evaluation of Projects
8.3.1 Results of Economic Evaluation (1) Construction of the Malfakassa Bypass In light of the sensitivity analysis in Table 8-15, the construction of the Malfakassa Bypass is feasible for Case I-2, with an overall EIRR of 30.1% in the "Base Case" scenario and 14.8% in the worst-case scenario. However, this Case I-2 assumes improvement of the Katchamba– Sadori road; construction of the Malfakassa Bypass alone without such improvement is economically not viable, with an EIRR of less than 12%. In all cases including the improbable worse-case scenario, the project remains economically viable with EIRRs well above the cut-off mark of 12%, provided improvement of the Katchamba–Sadori road is implemented at the same time. Construction of the Malfakassa Bypass project is therefore recommended for implementation, together with improvement of the Katchamba–Sadori road. (2) Construction of Two Bridges across the Kara and Koumongou Rivers In light of the sensitivity analysis in Table 8-42, construction of two bridges across the Kara and Koumongou Rivers, together with the improvement of the Katchamba–Sadori road, is feasible for both Case II-1 and II-2, with an overall EIRR of 30.1% in the "Base Case" scenario
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and 19.7% in the worst-case scenario. In all cases including the improbable worse-case scenario, the project remains economically viable with EIRRs well above the cut-off mark of 12%. Construction of two bridges across the Kara and Koumongou Rivers is therefore recommended for implementation, together with upgrading of the Katchamba–Sadori road, regardless of construction of the Malfakassa Bypass.
8.3.2 Environmental and Social Considerations (1) Construction of the Malfakassa Bypass The new Malfakassa Bypass to be constructed between Bouzolo and Binako of RN17 will not pass through populated areas and will thus require no resettlement and cause few impacts in terms of noise, air quality and vibration for local residents. In addition, at the public consultation meeting, none of the stake holders raised any objections to the construction of this bypass. Thus, construction of the Malfakassa Bypass will not cause major negative impacts on the environment or those living along the road. (2) Construction of Two Bridges across the Kara and Koumongou Rivers Construction of two bridges across the Kara and Koumongou Rivers, will not require any resettlement and will cause few impacts in terms of noise, air quality and vibration for local residents. Also, construction of the bridges will generate positive impacts for people along the road by providing better access to farm lands and easy transportation of agricultural products. Thus, construction of two bridges across the Kara and Koumongou Rivers will not cause major negative impacts, provided those affected are appropriately compensated.
8.3.3 Overall Evaluation The Study Team has analysed the feasibility of two projects: 1) construction of the Malfakassa Bypass, and 2) construction of two bridges across the Kara and Koumongou Rivers, in terms of technical, economic, regional development, environmental and social considerations. As a result, both projects are considered feasible for implementation at an early stage.
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CHAPTER 9 ENVIRONMENTAL AND SOCIAL CONSIDERATIONS
The Project for the Study on Togo Logistics Corridor Development Final Report Chapter 9 Environmental and Social Considerations
Chapter 9 Environmental and Social Considerations
9.1 National Environmental Framework and Legal Requirements
9.1.1 Legal Framework (1) National Legal Framework The national legal framework comprises the set of national laws and regulations for the protection and management of the environment and natural resources. (2) National Legislative Framework In an attempt to establish its socioeconomic development on an ecologically viable basis and contribute to the global dynamic of sustainable development, Togo has engaged in a process of planning and environmental management. The corridor development project is also subject to Togolese laws and regulations, which govern areas including the environment and hydrocarbons. The national texts concerning environmental and social protection are based on: • Constitution of the Republic of Togo. • Law No. 2008-005 of 30 May, 2008 establishing a framework law on the environment. • Law No. 2008-009 of 19 June, 2008 to enact the Forestry Code. • Mining code provided by Law 96-004/PR of 26 February, 1996. • The code of hydrocarbons provided by Law 99-003 of 24 February, 1999. • Law No. 2007-011 of 13 March, 2007 concerning decentralisation and local freedoms. • Land law (Law No. 60-26 of 5 August, 1960 concerning protection of land ownership of Togolese citizens supplemented by Law No. 61-2 of 11 January 1961). • Water code. • Order No. 12 of 6 February 1974 setting out the structures for financing and public land tenure in Togo. a) Constitution of the Republic of Togo, 14 October, 1992 In the national legal corpus, the Constitution of the Republic of Togo, 14 October, 1992 is the first piece of legislation to enshrine the protection of the environment. The acknowledged rights of Togolese people in the Constitution can be divided into civil and political, economic, social and cultural and solidarity rights. Some of these rights are more or less directly linked to the environment. These include the right of development (Article 12), the right of ownership (Article 27), the right of health (Article 34), and the right of education (Article 35). Article 41 explicitly enshrines the right of citizens to a healthy environment. It contains the line “Everyone has the right to a healthy environment”. This right, which acknowledges all individuals and peoples, stipulates obligations incumbent on the State, pursuant to Article 41, “the State shall ensure the protection of the environment”. The Constitution states in Article 84 that “the law stipulates rules concerning the protection and promotion of the environment and conservation of natural resources”. Regarding to the land plan, Article 27 states that the right of ownership is guaranteed by the law. This can be interfered the rights with exception of the public interest, legislative facts and prior compensation.
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These constitutional requirements are incorporated with international conventions, treaties and agreements to the relevant organization as well as the applicable national regulations. Several pieces of legislation are also targeted in the context of the implementation of the project. b) Legal Framework of Environment (Law No. 2008-005 of 30 May, 2008) With the constitutional basis, the importance of the environment is ensured by Law No. 2008-005 of 30 May, 2008 constituting the framework law on the environment, which states in Article 3 “Everyone has the right to a healthy environment. The State shall ensure the protection of the environment”. According to Article 31, the various parties involved in development are obliged, while taking action, to sensitise, educate and inform the people about environmental issues. This ensures optimal information for citizens to encourage them to help managing the environment. Article 38 states that the activities, projects, programmes and development plans such as transport infrastructures are likely to harm the environment with integrated considerations of both fulfilments of scopes of development and impacts on natural and social environment. And these are subject to prior authorisation of the Minister of Environment and Forest Resources (MEFR) based on the intensive issues of EIA followed as the items below. • Establish a better project (it is evidence underlining the need to take full account of environmental concerns). • Clarify the administrative authority on the decisions to be taken. • Inform the public and involve them in the decision making.. Any authorization, approval or authorization to conduct public projects, private or community of major importance is determined by a certification of first environmental compliance issued by the MEFR after a favourable evaluation study report of environmental impact submitted by the proponent. Compliance with these legal requirements would be assured through implementing SEA, which took public involvement into consideration with all stakeholders related to the development project. c) Forestry Code (Law No. 2008-09, of 19 June, 2008) The objective of the code is to define and harmonise rules for the management of forestry resources for the purpose of achieving equilibrium of ecosystems and sustainability of the forest heritage. Forest resources include forests from all sources and the land that bear the forest land, land under protective, timber and non-timber forest products, wild foods, wildlife and its habitats, natural sites of scientific, ecological, cultural or entertainment located in the above areas and land under special protection policy. According to Article 3, these forestry resources are the property national interest. To this end, they must undergo protective measures to ensure their sustainable management. Meanwhile, Article 6 states that “The national forestry development plan must fit with regional master plan of land use and be integrated with the national environmental policy”. Articles 151 to 153 set out the provisions to be taken when implementing projects are likely to affect forestry areas and resources. Descriptions of the article are referred to below.
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• Article 151: Any construction buildings or infrastructure, such as tracks, roads, barrages, airport or factories, which are likely to impair forest areas, are subject to an environmental impact assessment. • Article 152: Passenger rail lines, power or phone transmission lines, roads and major conduits are authorised within the forest area if the conclusions of the environmental impact assessment are favourable. • Article 153: The expropriation of forests, required by the Administration of Forest Resource for any activity development project, needs to follow a fair and equitable compensation. The damage is firstly evaluated under conditions defined by the MEFR. The agreement and mitigation action for the damage are established before commencing the development work and involving the various planned equipment. Compliance with the Forestry Code is the realisation of the SEA thorough the inventory of property and regional economic activities likely to be affected by the project during the execution of other crucial projects. The Forestry Code defines a National Park as a natural area, land or sea to support conservation of the ecosystem and biodiversity based on spiritual, scientific, educational, recreational, and tourism aspects while respecting the natural environment and culture of local communities. With this definition, the Code regulates items whose protection is to be managed for National Parks, parallel to those for Wildlife Reserves. Protection management of National Parks and Wildlife Reserves involves the following articles: • Any disturbance or activity that harms wildlife, including releasing exotic species or residing, is prohibited. (Article 73) • Any unauthorised exploitation of the forest area shall be punished. (Article 110) • The removal of signs or marks related to wildlife protection management shall be punished. (Article 115) • Extraction or unauthorised removal of stones, sand, peat, grass, gravel, leaves, bark, roots, vines, flowers and any other materials in the protected area shall be punished. (Article 118) • Hunting by hunting weapons without a licence is prohibited. (Article 120) • Deposition of rubbish, plastic bags, greasy materials, detergents and any kinds of trash shall be punished. (Article 121) • Any violation of rules of the bush and forest fires shall be punished. (Article 123) • Grazing of animals in wildlife reserves shall be punished. (Article 125) • Capturing, importing and exporting wild animals without authorisation shall be punished. (Article 127) Although the Forestry Code manages the protection of wildlife in reserves, it states that the government is responsible for the protecting safety of local residents against wild animals and also regulates the granting of permission for pursuing or slaughtering wild animals that could be harmful to local people. (Article 90, 91, 92) The registered protected natural reserves in Togo are summarised in Table 9-1 and the locations of protected areas are illustrated in Figure 9-1.
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Table 9-1 Profiles of Protected Natural Reserves (1)
No. Name Region Prefecture Area (ha) Remarks National Park 1 Fazao-Malfakassa Centrale Tchaoudjo, 192,000 Designated as Ramsar Wetlands of Sotouboua, Blitta International Importance 2 Kéran Kara Kéran, Oti 163,640 Designated as Ramsar Wetlands of International Importance and Biosphere Reserve 3 Fosse aux Lions Des Savanes Tône, Tandjouaré 1,650 Wildlife Reserve 1 Akaba Plateaux Ogou 23,600 2 Togodo-Sud Plateaux Yoto 18,000 Designated as Ramsar Wetlands of 3 Togodo-Nord Plateaux Haho 13,000 International Importance 4 Abdoulaye Centrale Tchamba 30,000 5 Kpéssi Centrale Blitta 23,400 6 Djamdé Kara Kozah 1,650 7 Alédjo Kara Assoli 765 8 Oti-Mandouri Savanes Kpendjal 147,840 Designated as Biosphere Reserve 9 Galangashie Savanes Oti 7,500 Forest Reserve 1 Bayémé Maritime Zio 198 N/A for location data 2 Godjinmé Maritime Yoto 100 3 Ouatchidomé Maritime Vo 211 N/A for location data 4 Togblékopé Maritime Golfe 53 Occupied by others 5 Haho inférieur Maritime Vo 2,500 6 Lili Maritime Zio 3,800 7 Eto Maritime Zio 10,920 8 Asseve Maritime Lacs 55 N/A for location data 9 Amou-Mono Plateaux Ogou 4,700 10 Wahala Plateaux Haho 1,000 N/A for location data 11 Assimé Plateaux Adéta, Danyi 900 Occupied by others 12 Asrama Plateaux Haho 1,954 13 Amakpapé Plateaux Haho 8,580 14 Deux Béna Plateaux Wawa 2,400 15 Bas Ogou Plateaux Est-Mono 11,000 Occupied by others 16 Missahoe Plateaux Kloto 1,400 17 Agou Plateaux Kloto 500 Occupied by others 18 Haïto Plateaux Haho-Kpalimé 14,000 19 Kpimé Plateaux Kloto 100 20 Damétui Plateaux Kloto 1,000 21 Nuadja Plateaux Haho 1,261 Occupied by others 22 Tohoun Plateaux Haho 17 N/A for location data 23 Savalou Plateaux Haho 64 Occupied by others 24 Agbatitoé Plateaux Haho 75 N/A for location data 25 Agodjrololo Plateaux Ogou 13 26 Agbonou-nord Plateaux Ogou 261 Occupied by others 27 Havé-nord Plateaux Haho 552 28 Djémégni Plateaux Ogou 146 29 Atakpamé Plateaux Ogou 581 30 Tététou-nord Plateaux Haho 1,916 31 Tététou-sud Plateaux Haho 1,283 32 Haho-Baloé Plateaux Haho 4,000 33 Tchila-Monota Plateaux Haho 13,700 34 Wouto Plateaux Kloto 1,850 35 Atilakoutsé Plateaux Kloto 6,800 36 Assoukoko Centrale Blitta 10,000
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Table 9-1 Profiles of Protected Natural Reserves (2)
No. Name Region Prefecture Area(ha) Remarks Forest Reserve 37 Foukpa Centrale Soutouboua 3,000 38 Tabalo Centrale Tchaoudjo 500 39 Balam Centrale Blitta 4,075 40 Anié Centrale Soutouboua 1,000 41 Kéméni Centrale Tchaoudjo 500 42 Sokodé Centrale Tchaoudjo 321 Occupied by others 43 Teamba Centrale Tchamba 138 N/A for location data Occupied by others 44 Aou-Mono Centrale Tchamba 6,000 45 Oyou Centrale Blitta 1,351 N/A for location data 46 Tchorogo Centrale Blitta 1,515 47 Dantjo Centrale Tchamba 200 48 Sadji Kara Dalpen 19,000 49 Kabou Kara Bassar 605 50 Sirika Kara Binah 1,000 51 Dunbua Kara Assoli 500 52 Barda-Bassar Kara Bassar 1,000 53 Kara Kara Kozah 780 Occupied by others 54 Siou Kara Binah 100 Occupied by others 55 Kindja Kara Kozah 1,000 56 Bassar Kara Bassar 1,308 57 Siriabé Kara Doufelgou 350 58 Koularo Kara Doufelgou 500 59 Monda Kara Doufelgou 2,000 60 Amalo Kara Doufelgou 650 61 Doumboua Kara Bassar 1,347 62 Kaboura Kara Bassar 500 63 Barkoissi Savanes Oti 2,000 64 Doungh Savanes Trandjouaré 5,866 N/A for location data 65 Mango Savanes Oti 950 66 Natiwah Savanes Oti 1,450 Occupied by others 67 Baoulé Savanes Oti 1,000 68 Gando Savanes Oti 100 N/A for location data Occupied by others Others 1 Coastal Wetland Maritime Golfe, Lacs 591,000 Designated as Ramsar Wetlands of Zone International Importance Source: Study Team, data compiled from materials of MFNR and USAID d) Water Code (Law No. 2010-004 of 14 June, 2010) Including 10 titles and 183 articles, the first article of the Water Code specifies, “The general judicial framework and basic principles for Integrated Water Resources Management (IWRM) in Togo. It determines the fundamental principles and rules applicable to the distribution, use, protection and management of water resources. The various basic principles of Integrated Water Resources Management to which the code applies are also defined in Article 3.” Title III is devoted to the “Water Protection Plan, facilities and hydraulic structures”. Accordingly, Article 54 declares that “Sampling systems in rivers, lakes, drilled holes or wells are required to maintain a minimum flow guaranteeing the aquatic life of ecosystems located in the corresponding hydrographical basin. When they are installed in waterways containing migratory fish, they must also be equipped with fish passes”.
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# Name Area(ha) National Park 1 Fazao-Malfakassa 192,000 2 Kéran 163,640 3 Fosse aux Lions 1,650 Wildlife Reserve 1 Akaba 23,600 2Togodo-Sud 18,000 3Togodo-Nord 13,000 4 Abdoulaye 30,000 5Kpéssi 23,400 6Djamdé 1,650 3 8 7Alédjo 765 8 Oti-Mandouri 147,840 63 9 Galangashie 7,500 Forest Reserve 9 65 1* Bayémé 198 2* Godjinmé 100 67 3* Ouatchidomé 211 4* Togblékopé 53 66 5 Haho inférieur 2,500 2 6 Lili 3,800 60 7 Eto 10,920 8* Asseve 55 51 57 9Amou-Mono 4,700 54 10* Wahala 1,000 11 Assimé 900 59 58 12 Asrama 1,954 13 Amakpapé 8,580 5 53 6 55 14 Deux Béna 2,400 15 Bas Ogou 11,000 62 50 16 Missahoe 1,400 49 61 17 Agou 500 18 Haïto 14,000 52 51 41 19 Kpimé 100 7 20 Damétui 1,000 56 38 21 Nuadja 1,261 22* Tohoun 17 23* Savalou 64 42 47 24* Agbatitoé 75 25* Agodjrololo 13 1 26 Agbonou-nord 261 27 Havé-nord 552 40 4 28 Djémégni 146 44 29 Atakpamé 581 30 Tététou-nord 1,916 37 31 Tététou-sud 1,283 32 Haho-Baloé 4,000 46 33 Tchila-Monota 13,700 34 Wouto 1,850 39 35 Atilakoutsé 6,800 5 36 Assoukoko 10,000 37 Foukpa 3,000 38 Tabalo 500 39 Balam 4,075 1 15 40 Anié 1,000 41 Kéméni 500 42 Sokodé 321 43* Teamba 138 27 44 Aou-Mono 6,000 29 26 45* Oyou 1,351 14 46 Tchorogo 1,515 47 Dantjo 200 35 48 Sadji 19,000 49 Kabou 605 9 50 Sirika 1,000 11 18 51 Dunbua 500 33 52 Barda-Bassar 1,000 53 Kara 780 19 12 30 32 20 31 54 Siou 100 55 Kindja 1,000 17 20 17 21 3 16 2 56 Bassar 1,308 13 57 Siriabé 350 58 Koularo 500 34 6 59 Monda 2,000 60 Amalo 650 7 61 Doumboua 1,347 Wildlife Reserve 62 Kaboura 500 63 Barkoissi 2,000 National Park 64* Doungh 5,866 5 65 Mango 950 Forest Reserve 66 Natiwah 1,450 1 67 Baoulé 1,000 Ramsar site 68* Gando 100 Others 1 Coastal Wetland Zone 591,000 * : Location data is not available
Source: Study Team
Figure 9-1 Locations of Protected Natural Reserves in Togo
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As part of the fight against pollution (Section 4), Article 56 stipulates that “The discharge, drainage and disposal of pollutants in the surface or underground water, directly or indirectly, are either prohibited or subject to prior authorisation conforming to laws and regulations applicable in Togo”. Accordingly, Article 57 cites eleven prohibitions for the protection of water. As part of the present project, it should be noted that hydraulic installations and drinking water supply networks could be affected, and accordingly, it makes sense to involve the national institutions responsible for water management for appropriate measures to be taken while works are carried out. e) Code of Public Health (Law No. 2009-007 of 15 May, 2010) The protection of the environment is taken into account by the Code of Public Health in Togo. In Article 17, this law sets out the obligations of the Ministry of Health (MH) and those of the MEFR as follows: “the ministers responsible for health and the environment shall take, by joint decree, the required measures to prevent and fight all pollutants to protect the natural habitat, the environment and public health.” Provided that the project will involve generating various kinds of wastes, coexistence of people from various backgrounds, the proponent shall take the required measures to effectively manage this waste as well as the awareness of workers and residents on condition particularly contagious to Sexually Transmitted Infections (STIs) and HIV/AIDS. f) Decentralisation and Local Rights (Law No. 2007-011 of 13 March, 2007) This law confers extensive powers to local authorities to manage the environment and natural resources. Article 40 defines the responsibilities of local authorities. Regarding the sanitation and hygiene of the habitat, Article 53 states that the scope of responsibility shall include: • Establishment and implementation of plans to eliminate garbage and household waste, industrial, vegetable and agricultural waste • Organisation of the collection, transport, processing and final disposal of waste • Collection and processing of sewage • Adoption of hygiene and safety measures in municipal areas, and efforts to fight with substandard sanitation g) Farm Land Reform (Order No. 12 of 6 February, 1974) Order No. 12 of 6 February, 1974 is an initiative article intended to achieve economic and social objectives related to land. This order is primarily intended to clarify the situation of the land property system. It starts with the classification of national land in the following three categories: • Land possessed by communities and individuals • Land constituting public and private land of the government and local authorities • Ultimately the National Land Agency This order also establishes the institution of complex land tenure governed simultaneously by customary rules and modern law and defines the structure of land which consists of public, private and customary, as well as various modes of appropriation and land use. The objectives of farmland reform are to: (a) render the land accessible to all those requiring the same without hindrance from the customary land property principles, (b) eliminate the fragmentation of holdings, increase their size and thus facilitate modernisation to increase the
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productivity of the land and work, (c) supplant the lack of financial capital with human capital by halting the rural exodus and allowing the community system to become the preferred means of exploiting the land, (d) provide the government effective tools to implement land resettlement, and (e) reorganise the agrarian structures. As a part of this project, reference will be made to this order during the procedure for those who will be involved. (3) National Regulatory Framework Several acts have been enacted to control the natural and social environments of Togo. The major regulatory frameworks related to the environmental assessment are described to improve the analytical study of the SEA for the TLC development plan. a) Scheme and Requirement of EIA study (Decree No. 2006-058/PR of 5 July, 2006) This decree pursuant to the provisions of Articles 22 to 32 of Law No. 88-14 of 3 November, 1988 introducing the Code of the Environment and Article 13 of Decree No. 2001-203/PR of 19 November, 2001 on the responsibilities and organisation of the MEFR, stipulates in its first article: a list of works, activities and planning documents which must, at the risk of otherwise being null and void, undergo an environmental impact assessment allowing the environmental consequences to be determined prior to any decision made by the authorities or approval of a public authority, the main rules for implementing and evaluating the environmental impact assessment and checking the environment management plan. Section 1 of this decree, including Articles 6 and 7, defines the projects subject to a detailed environmental impact assessment. Under the terms of Article 6: “The scope of projects subject to a detailed EIA, public, private or community projects of key importance and among others: • All implementation or modification of facilities, structures and works situated in the sensitive or at-risk areas, as defined in Article 2 of the present decree, or sites which will be specified by decree of the MEFR by agreement with the sectorial concerned ministers. • All types of investment plans included in the annex of the present decree. • All implementations or modifications of facilities, structures and works with their technical terms in the nature, contiguity, the importance of their size or sensitivity of the supporting environment, which may have harmful consequences to the environment and also not covered by this Article, and the annex of the decree. • Any project with the MEFR and the Ministry in charge of the activity decided by regulation which is the need for EIA. With regard to Article 7, it requires that "any authorization, approval or approval for the projects referred to in Article 6 of this Decree by a public authority is subject to obtaining a prior environmental compliance certificate issued by the MEFR after a favourable evaluation of the environmental impact study report submitted by the proponent. All of the development projects are categorised into three types: a regular EIA study is required, a simplified EIA study is required, or no EIA study is required. The Annex of the Act provides the basic criteria for whether an EIA is required or not. Regarding the TLC Development Plan, the major infrastructure development projects are listed in Table 9-2.
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Table 9-2 Criteria for whether EIA is required
Type of Project Simplified EIA Regular EIA Construction of road (paved or unpaved) Not applicable Obligatory Construction of bus station or parking space Not applicable Obligatory Periodical maintenance of paved road > 20 km Not applicable Periodical maintenance of unpaved road > 30 km Not applicable Construction of railway Not applicable Obligatory Rehabilitation of railway < 20 km ≥ 20 km Construction, management and rehabilitation of dry port Not applicable Obligatory Development of public facility > 5000 users ≥ 5000 users < 3.0 ha ≥ 3.0 ha Urban development Not applicable Obligatory Development of Master Plan Obligatory Not applicable Source: Decree No. 2006-58/PR of 5 July, 2006 In addition to clarifying the EIA requirements, the Act also defines the schemes of the EIA with a regulation which classifies development projects into three categories mentioned above. The full EIA requires a public inquiry and comments after being examined the EIA report by the MPW and the National Agency for Management of the Environment (ANGE: Agence Nationale de Gestion de l’Environnement), whereas the simplified EIA does not. The difference between the two types of EIA is shown in Figure 9-2 b) Methodology of EIA (Decree No. 013/MERF of 1 September, 2006) The Act No. 013/MERF includes 7 chapters. Article 1 of the bylaw “fixes the content, methodology and procedure of EIA, pursuant to the provisions of Decree No. 2006-058/PR of 5 July, 2006 setting out the list of works, activities and planning documents subject to environmental impact assessment and the main rules of this study”. Procedurally, Article 2 cites the process of impact study in various phases of environmental impact studies which are: • Realisation of the EIA. • Examination and evaluation of the environmental impact assessment report. • Issuance of the certificate of environmental conformity. • Checking of the implementation of the environment management plan. • Issuance of the environmental endorsement In addition, Article 7 of the Act states the following contents of an EIA study that a project proponent must provide in the report: • Name and address of development partner. • Title of the project. • Objectives of the project. • Challenges of the project evaluated and ranked in order of other studies. • Description of the sectorial policy, laws and regulations related to the project. • Location of the project, with descriptions of environmental characteristics. • Reasons for the site selection. • Project description with detailed specifications. • Description of proposed technical processes, including methods of waste treatment. • Main positive or negative impacts on the natural and social environments. • Cumulative effects of the project.
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Project proposal by proponents No assessment required Notification by proponents
Sending of guidance document by ANGE
Preparation of TOR by proponent
Site visit by ANGE
Validation of TOR by ANGE
Study of EIA by proponent
Notification of inadmissibility Development of EIA report and Implementation of project request for certification Additional study
Notification of assessment scope Simplified EIA
Public comment Modification of EIA report Public inquiry
Evaluation of EIA report by advisory committee
Technical advice from advisory Positive advice Negative advice committee
ntegration of committee Finalization of report by ANGE observation Opinion from ANGE to MEFR
Decision of MERF Certification refused
Certification of EIA
PGES: Development of Environmental and Social Management Plan Decision of authority responsible for project approval
Controlling implementation by Monitoring implementation by Implementation of project PGES PGES
Environmental verification
Source: Decree No. 2006-58/PR of 5 July, 2006 Figure 9-2 EIA Scheme of Togo
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• Proposed mitigation measures. • Estimated cost of the project. • Schedule of the project. • Subsequent phases and related projects c) Regulation of Public Involvement in EIA Process (Act No. 018/MERF of 9 October, 2006) This Act “fixes the modalities and procedures of information and public involvement in the environment impact assessment process, pursuant to the provisions of Decree No. 2006-058/PR of 5 July, 2006 setting out the list of works, activities and planning documents subject to environment impact assessment and the main rules of this study”. Article 2 of the law defines participation as “the involvement of the public in the environmental impact assessment process to provide the required elements for decision-making” and “It is intended to inform the relevant public of the existence of a project and obtain its opinion on the various aspects of conception and execution of the same.” As for Article 3, it defines the public covered by the consultations, and concerns about following items: • People who are interested in the elements affected by decisions taken in the environmental sphere relating to the project. • Public with interests to be defended or asserted in the context of the decision-making process leading to the issuance of the certificate of environmental conformity. • Non-governmental associations and organisations operating in the environmental sphere and sustainable development properly constituted and placed in the second category. The various phases and forms of public involvement include: • On-site consultation of documents. • Consultation with the public through the public enquiry or public hearing. • The participation of public representatives in ad hoc committee as members or resource persons. d) Other Environmental Regulations of Togo In terms of environment regulations in Togo, the Environment Framework Law 2008 describes the overall policy for protection management and protection items in Chapter II “Protection of the Environment”. However, the Law does not standardise specific values for protection items to maintain an appropriate environmental quality. It seems that standard environmental values are set each time when an environmental study is conducted by environmental experts who have to rely on their knowledge and experience. The protection items and general descriptions are given in Table 9-3. e) Regulation of Solid Waste or other Disposed Materials (Act No. 019/MERF of 1 June, 2005) The first article of this bylaw of the MEFR defines applicable rules for the transport of solid waste and substances or materials likely to be spread in the environment by wind during their transport. Article 2 of the bylaw defines the substances and materials targeted in the first article of the bylaw, including: all forms of solid waste, excluding dangerous, toxic or contaminated waste, all sorts of scrap, rubble, sand, laterites, clay and similar, gravel and similar, and all sorts of solid substances or materials likely to be carried by the wind and spread in the environment during their transport.
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Table 9-3 Protection of the Environment
Section Description Section 1: Soil, subsoil and containing substances are protected against forms of degradation. Protection of soil and subsoil Development projects must take necessary measures to prevent environmental pollution, treat waste and ensure forest conservation including wildlife, fisheries, and water resources. Section 2: Fauna and flora must be managed wisely and subject to sustainable conservation of Protection of fauna and flora biological diversity and maintenance of ecological balance. Endemic animals and plants, rare or endangered species and their natural habitats are under protection. Section 3: Inland water must be managed in an integrated manner including prevention of its Protection of inland waters quality and quantity, supply of drinking water, needs for agriculture, industry, transport and other human activities and maintenance of biological life in the aquatic environment. Section 4: No occupational activity, construction or establishment shall be made on the sea Protection of marine environment shore without permission from the relevant authority. Section 5: Fragile ecosystem areas are defined as wet areas, mountain slopes and partially Protection of fragile ecosystem forested spaces. Fragile ecosystems are subject to special measures to enhance their protection and environmental assessment. Section 6: Air shall be protected from the followings: Protection of air Any disturbance of air quality which may affect public health or preservation of property, emission of any air pollutant such as smoke, dust or toxic, corrosive or radioactive gases, and emission of odour. Section 7: The government shall ensure the protection of urban and rural areas and Protection of human settlements infrastructure and equipment for people’s living as well as the national cultural and architectural heritage. Landscape items to be considered when planning shall include green spaces, street trees, gardens, green belts, urban parks, squares, monuments and scenic roads. Section 8: Local authorities provide garbage disposal, sewage and other waste related to the Waste extent of their territory for public sanitation. Anyone who produces waste under conditions that have harmful effects on soil, flora and fauna, degrade the landscape, pollute the air or water by generating odours and generally affect the health of humans, pets and the environment is required to provide or make sure the disposal or recycling is conducted in accordance with the provisions of the code of public health and regulations of this Act. The discharge and dumping of industrial wastes in rivers, ponds and lakes are prohibited. Section 9: Harmful or hazardous chemicals are subject to supervision and monitoring by the Harmful or dangerous chemicals relevant technical service with the Ministry of Environment. Section 10: Pollution and nuisances to be prevented are defined as noise emission, odour, dust, Pollution and nuisances heavy smoke including soot, and gases, which can cause excessive discomfort for the neighbourhood or harm the environment. Section 11: Any discharge, spillage, deposit, and all dumping in landfill, soil, water and the Discharges environment in general are subject to regulation. Source: Loi N° 2008-005 Portant Loi-Cadre sur l’Environnement Article 3 provides for drivers of motorcycle or rear-wheel drive vehicles transporting substances and materials targeted in Article 2 “to avoid spreading them in the environment.” Article 4 requires in this context that “The transport by motor vehicle or human or animal traction” should be “compulsorily” performed “in fully enclosed containers, protected against the wind to avoid spreading the same”. Article 5, however, qualifies the latter, specifying that: “When impossible to ensure transport under the conditions defined in Article 4, the transport must compulsorily involve a device to
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prevent the spread of substances and materials between loading and unloading locations as follows: • The transport of sand, laterites, clay, gravel, rubble, and backfill shall be in a normal vehicle or other appropriate receptacle with the content covered by tarpaulin. • The transport of solid waste recovered to other materials shall be in a normal vehicle or in any other appropriate receptacle with the content covered with a net”. 9.1.2 Political Framework The GoT, with the help of various development partners, has prepared, validated and adopted a political framework for effective management of the environment and natural resources from the perspective of sustainable development. These policies and strategies provide a direction and catalyst for public or private proponents in the implementation of any development project. This framework includes significant recommendations for environmental management of the logistics corridor development project. The SEA and the EIA constitute the key tools for implementation of the government policy concerning management and protection of the environment and natural resources. To ensure compliance with the requirements of the national environmental policy when implementing their project, the MPW and the MT are the project proponents and decide to implement this study. The documents most frequently cited in this context are the following: • National Environment Policy. • National Environment Action Plan. • National Environmental Management Plan. • PRSP-C. • Second National Communication on Climate Changes. • National Strategy for Implementation of the Framework Agreement of the United Nations on Climate Changes. • National Strategy for Conservation and Sustainable Use of Biological Diversity. • National Action Programme to Combat Desertification. • Water Resource Management Policy. • Mining Policy. • Sectorial Policy for Road Transport in Togo. (1) National Environment Policy In an effort to be part of the global dynamic promoting the environment set out by the implementation of Agenda 21 and agreements to which it is party in the environmental field, Togo initiated the formulation and implementation of the National Environment Policy. This National Environment Policy in Togo was adopted on 23 December, 1998. The objective of the policy is to promote global and rational management of the environment to improve the framework and living conditions of residents with a view to sustainable development. Two of its specific goals are: • Promotion of the rational management of natural and environmental resources in all areas of activity. • Consolidation of economic rationalisation measures aiming to strengthen development on an ecologically viable basis. These objectives lead to multiple strategic orientations including those concerning sector of
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transport and infrastructure, which specify to prevent damage of the environment causing from development projects for transport and infrastructure. The government will ensure that the development strategies of this sector are accompanied by: • Overall control of the impacts on the environment of transport and infrastructure projects by implementing procedures to evaluate the environmental impact during the process of such projects. • Promotion of measures aiming to integrate strategies for the conservation of natural resources when planning and managing transport and infrastructure. • Prevention and combating of atmospheric and nuisance pollution generated by transport by revising the technical checking procedures for vehicles and adopting measures to halt the import and use of polluting vehicles. • Inclusion of projects to create infrastructure through progressive arrangement of the region and management of natural resources. The project addressed by the present EIA report thus comes within the scope of this policy, since it targets efforts to improve the mobility of individuals and property as well as integrating strategies to conserve and preserve natural resources in the planning and management of transport and infrastructure. The implementation of the National Environment Policy shall be done through the National Environment Action Plan (NEAP), which is reflected in the preparation and implementation of diverse, sector-based and decentralised action plans and programmes. (2) National Environment Action Plan Adopted by the government on 6th June, 2001, the NEAP defines and promotes a comprehensive policy framework intended to integrate environmental and developmental issues (with the active involvement of the various players), and also covers the preparation and execution of programmes and projects in the environmental field to manage environmental problems. The NEAP provides a strategic framework for the implementation of national environmental policy. It takes into consideration the environmental dimension in the planning and management of development programmes and projects. Its rationales and strategic orientations constitute “a remedy” and “safeguard” intended to facilitate the effective management of the environment, as a barometer of economic and social development. The NEAP ultimately provides a strategic framework designed to ensure: i) the right of any individual to a healthy environment as guaranteed by Article 41 of the constitution of 14 October, 1992 and Article 3 of the framework law on the environment; ii) the right of people to a generally satisfactory environment, favourable to development as guaranteed by Article 24 of the African Charter of the Human and People’s Rights adopted in June 1981 as well as economic, social and cultural rights concerning the environment and other natural resources guaranteed by the International Agreement of 1966 concerning economic, social and cultural rights. The main strategic orientations of the NEAP are: • Reinforcement of national capacities to manage the environment. • Promotion of national ecological awareness based on mastery of knowledge and the development of a positive attitude toward the environment. • Effective consideration of environmental concerns in development planning and management.
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• Promotion of sound and sustainable management of natural resources and the environment. • Reinforcement of sub-regional and international cooperation for concerted management of environmental problems. Objective 1 of strategic orientation 3 above, which aims to “implement environmental evaluation procedures”, states that the seriousness of environmental problems in economic activities in various sectors requires countries to conduct environmental impact studies as an effective way of preventing damage to the environment. Such studies must be a key component of sustainable development policies and involve governmental institutions, local communities, non governmental organisations (NGOs), other associations and community based organization, etc. Environmental impacts must be evaluated for multiple activities. Regarding orientation 4 of the NEAP, it requires the “promotion of the sound and sustainable management of natural resources and the environment”. Accordingly, its objective 1 is to “promote sectorial policies which respect the environment”. Therefore, the sectorial policies of development will be improved under the auspices of the National Environment Action Plan by taking into account environmental concerns targeting harmonious and sustainable socioeconomic development. On a case by case basis, each major sector of state intervention shall undergo an environmental evaluation. The followings are some policies envisaged for the transport and infrastructure sector: • The establishment of an environment unit at the centre of the DGPW for the monitoring of directives on environmental impact studies, both for the classified network as well as rural routes. • The integration of projects to establish infrastructure as part of an approach to develop the area progressively and manage natural resources. • The implementation of an environmental impact study on projects for transport, road construction, paths, airports, and railroads, and the effective implementation of related mitigation measures. The proponent of the present project has demonstrated its willingness to conform to these various strategic orientations by preparing an SEA report before the selection and commencement of activities of the project. (3) National Environmental Management Plan (NEMP) In its environmental policy, the GoT states willingness to promote the sound and sustainable management of natural resources and the environment. This policy is based on the principle of the sustainable use of natural resources and sound management of the environment through the dynamic of solidarity and equality for present and future generations. It primarily aims to promote sustainable development by ensuring that environmental concerns are taken into account in the strategies, programmes and projects of all development sectors. The strategic orientations of the NEMP are: • Reinforcement of national capacities to manage the environment. • Promotion of national ecological awareness based on mastery of knowledge and the development of a positive attitude toward the environment. • Effective consideration of environmental concerns in development planning and management. • Promotion of sound and sustainable management of natural resources and the environment.
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• Reinforcement of sub-regional and international cooperation for concerted management of environmental problems. The realisation of the SEA by the proponent matches the strategic orientations concerning the promotion of environmental awareness and environmental considerations in development planning and management. (4) National Strategy for Implementation of the Framework Agreement of the UN on Climate Changes Adopted on 4 March, 2004, this strategy was added to the works of the Initiated National Communication on Climate Changes. The Strategy for Implementation of the Framework Agreement of the UN on Climate Changes defined priority development initiatives, including the sustainable management of natural resources in the sector of land use and forestry, management of household and industrial waste, and communication and education to achieve a change in behaviour. In addition, it aims to mobilise the various categories of players around development strategies, taking into account climate change issues. It has identified the measures to be taken to minimise uncertainties linked equally to activity data as well as greenhouse gas emission figures. As part of the implementation of this project, the proponent must preserve forestry resources by conforming to the measures mentioned and helping implement this strategy by taking the required measures to reduce atmospheric greenhouse gas emissions during the implementation of works. It should also be noted that this road project is beneficial in terms of climate change because it
will increase the fluidity of transport and thus help reduce carbon dioxide (CO2) emissions from motor vehicles. Improving the state of roads will allow vehicles to operate in the most energy-efficient way, minimising emissions generated over a route in comparison to the pre-project situation where unavoidable traffic congestion caused concentrated emissions. Consequently, greenhouse gas emissions will be cut. (5) Strategy for Conservation and Sustainable Use of Biological Diversity Togo has signed or ratified multiple conventions, treaties and agreements concerning the protection of the environment including the “Convention on Biological Diversity” which it signed in 1992. In ratifying the Convention, Togo has engaged in a new vision for conservation of biological diversity. In fact, the convention recommends the acceding parties to devise national strategies, plans or programmes for the conservation and sustainable use of biological diversity. The overall objective of this strategy is to encourage the preservation and continuous improvement of ecological conditions in Togo, reduce the erosion of genetic heritage, and raise collective awareness of the causes and consequences of the loss of biological diversity. The strategic orientations for conservation of biological diversity are: • Reinforcement of the capacities of all players involved in the management of biological diversity. This capacity reinforcement will be achieved by adopting a framework law on the environment and formulating subsequent sector-based legislation and regulations. A framework law on the environment is needed in order to ensure various business sectors of the country have a legal basis, and thus to facilitate efforts to sustainably manage natural resources, including the biological diversity they exploit.
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• Preservation of areas that are representative of various ecosystems in a participatory manner to guarantee their sustainability and conserve their constituent elements. This shall be done by i) development of a participatory and concerted management policy for protected public areas, ii) conservation of fragile ecosystems housing rare species, either threatened, endemic or commercialised, and iii) ex-situ conservation of constituent genetic resources and features of the abundant ecosystems. • Ensuring the rational and sustainable use of resources and the equitable sharing of roles, responsibilities and benefits based on the management of biological diversity. This will be achieved by: • The development of practices aiming to ease the impact of production policies, programmes, projects and activities on biological diversity. • The promotion of incentive measures to improve the management of biological diversity. As part of the logistics corridor development project, the realisation of the EIA, which is also a regulatory requirement, will allow areas, ecosystems and fragile natural resources to be identified more accurately and facilitate their preservation or the implementation of measures designed to reduce the impacts of the project on such resources. (6) National Action Programme to Combat Desertification Togo ratified the United Nations Convention to Combat Desertification (UNCCD) on 4th October, 1995 and published its National Action Programme (NAP) to Combat Desertification in December 2001. The National Action Programme to Combat Desertification aims to reinforce national capacities for the management of natural resources to promote sustainable development. It is through the sub-programme 3 with the following objectives: • Ensuring the sustainable management of village land plots. • Ensuring management of wetlands. • Creating and developing green spaces in urban and rural settings. • Promoting the sustainable management of protected areas. • Protecting and restoring fragile ecosystem resources. • Prioritising traditional practices to combat desertification. The project is likely to cover natural resources, particularly forests, green spaces in urban areas and wetlands. To do so, it is paramount to perform an environmental and social impact assessment of any project which will be implemented as part of the development of the logistics corridor to respect said programme. (7) PRSP-C The PRSP-C, adopted on 21 April, 2009, revealed the correlation existing between poverty and the degradation of the environment and natural resources. In addition, the strategic orientation 2 of the PRSP-C entitled “Consolidation of the process of economic revitalisation and promotion of sustainable development” includes various orientations, and the fifth of the orientations is effective management of natural resources and the environment. This orientation underlines the importance of measures which the GoT intends to implement with the involvement of civil organisations and other players in the development process. These measures which reinforce the framework of environmental impact studies in Togo include reduction of the pressure on natural resources and prevention and combating pollution and nuisances.
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In strategy 2, “Consolidation of the basis of strong and sustainable growth”, the Government expresses its wish to go beyond the scope of economic revitalisation over the next three years by creating a new basis for progressively strong, sustainable and supported growth. To achieve this nine priority areas are designated to handle interventions with efforts to boost growth. This includes: • Promotion of the sources of growth. • Development of infrastructure to support growth. • Reinforcement of sub-regional integration. • Effective management of natural resources, the environment and the living environment. • Job creation. In the area of economic infrastructure to support growth, particularly in transport, the GoT is making a concerted effort to set aside significant investments to develop a network of high-quality economic infrastructure, providing competitive and high-quality services, facilitating efforts to boost adequate market supplies, and reducing the costs of production and develop economic activities while prioritising land transport. However GoT opted for strong but environmentally friendly growth, the need for effective management of natural resources, the environment and the living environment are simultaneously alongside the wish to consolidate the building blocks for strong and supported growth. To reinforce the national management framework for the environment and natural resources, the Government opted to: (i) integrate the environmental dimension in its policies, strategies, plans and development programmes by formulating and implementing a national strategy for sustainable development; (ii) improve the legal and institutional framework for management of the environment and forestry resources; (iii) reinforce institutional, legal, technical, and financial capacities of various business fields and players involved in development to manage the environment; and (iv) to boost eco-awareness among the population by formulating and implementing a communication strategy for the environment. a) Transport infrastructure as part of the poverty reduction strategy Togo has a severe lack of economic infrastructure to support growth, particularly in the areas of transport, energy and telecommunications. GoT is therefore making a concerted effort to set aside significant funds to develop a network of economic infrastructure in good condition, provide high-quality competitive services, encourage adequate market supplies, and reduce production costs and develop economic activities. In doing so, Togo could also exploit the advantages of its favourable geographic position at the heart of the common market of the WAEMU and its proximity to other leading markets of ECOWAS and thus offset the limited size of its market. As part of the national poverty reduction strategy, in the area of transport infrastructure, land transport will be prioritised. From this perspective, the objectives are: • To boost the competitiveness of Togolese products on internal and external markets by reducing transport costs. • To develop the agricultural potential of areas which are still cut off and open them up to allow the development and fulfilment of agricultural potential. • To guarantee the competitiveness of the Togolese road corridor, starting from the Port of Lomé, to supply the hinterland country.
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To achieve these, there is an urgent need to renovate the road network. Consequently, the GoT envisages doing the followings: • Construct, rehabilitate, reinforce and maintain urban routes, rural and agricultural routes, as well as national roads and national inter-state roads. • Expand or double up sections on major access roads to the capital. This logistics corridor development project is thus part of the implementation of orientation 2 of the DSRP-C strategy, and implementing the EIA allows the environmental requirements to be met. (8) Sectorial Policy for Road Transport in Togo Drawn up in October 2008, the sectorial policy of the road transport sector includes a certain number of objectives and strategic orientations. The main strategy objectives of the MPW include developing the land transport sub-sector: • To establish a network of national roads with a high service level, collectively linking all parts of the region, opening up areas of coffee, cocoa and food production, thus supporting the growth of the carrier sector, and ensuring links with neighbouring countries. • To establish denser and higher quality networks of rural routes, breathing new life into rural areas and linked to interurban road networks. • To develop the deployment of high-intensity works involving manpower, to develop and maintain the infrastructure and equipment of the sub-sector. • To establish access networks and road transport services, both internal and external, that has been developed, tried and tested and shown to provide acceptable transport at minimal cost, as well as to protect safety and preserve the environment. As for the strategic orientations, a series of wide-ranging measures showing below has been devised particularly. a) Ensuring National and International Transport by Urgently Improving the State of the National Road Network This new sectorial policy of the MPW will be based on three main strategies, and will be progressively implemented based on the following points: • Proceeding with the new classification of the road network in Togo, adapted to the economic constraints and traffic density with a rating on the national and international network, as well as on the main routes into these two network typologies. • Ensuring funding to reconstruct the road network based on three strategies, immediate 2009 to 2010, three-year programme from 2011 to 2013, and five-year programme from 2014 to 2018. • Initially focusing on the network of surfaced roads on which the national and international transport depend by urgently improving the state of the network, either by restoration and/or periodic and on-going maintenance, so that the percentage of the network in a poor state goes from 86 to 25% in less than 10 years. • Subsequently covering the network of unpaved roads, ensuring urgent restoration of the priority network (according to the traffic volume observed) and reactivating mechanical works to rehabilitate and periodically maintain the network. b) Facilitating the Mobility of Property and People via a Quality Network and Perspectives of Sustainable and Environmental Development Fully in line with the orientations of the PRSP-II and the 10th European Development Fund
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(EDF), the Ministry will opt for a policy centred on developing mobility and improving environmental aspects, according to the following criteria: • Study the mobility of households, economic players and road users on journeys between origin and destination. • Use evolutions of social, economic and demographic criteria to adapt the services of the road network, particularly in rural areas. • Finalise the PAL/RN1-RN5 files/Ghana Frontier, Abidjan Lagos Corridor and the Urban Development Project in Togo (UDPT) to encourage the fluidity of international and urban traffic of the Togolese capital. c) Creating a Genuine Safety Policy in the Transport Sector Since safety is a topic which goes to the heart of the problems of the MT and MPW, the MT and MPW will implement a new strategy to ensure the safety of infrastructure by making it the cornerstone of its new sectorial policy with the following defined topic areas: • Develop a national plan for the safety of roads, airports, railways and marine operations. • Establish a Vehicle Technical Control Centre (VTCC). • Finalise the statutory instruments of the transport sector. • Ensure the collection of inter-ministry data. • Establish an information system and databases. • Publish corresponding statistics. Implementation of these policies and strategies should improve transport conditions in Togo, particularly in the road sector through the development of a road network conforming to the standards (WAEMU and ECOWAS) and allowing efficient movement of people and products, which are catalysts for local development. 9.1.3 Institutional Framework The main institutions involved in the present project include: The MEFR and ANGE, which is the institution responsible for managing the processes of: • MT (Ministry of Transport) • MPW (Ministry of Public Works) • MPDTM (Ministry of Planning, Development and Territory Management) • MALF (Ministry of Agriculture, Livestock and Fisheries) • MH (Ministry of Health) (1) MEFR (Ministry of Environment and Forest Resources) Law No. 2008-005 of 30 May, 2008 is the framework law on the environment in Togo, and in particularly Article 10 it states that “implementation of national environmental policy is ensured by the ministry responsible for the environment in relation with the other ministries and institutions concerned”. Established on 12th March, 1987, the MEFR is tasked with coordinating the formulation and implementation of government policy in the areas of the forestry resources and fauna. Conforming to Decree No. 2005-095 /PR of 4 October, 2005, the MEFR prepared legislation concerning the preservation of the environment, to prevent and fight against pollution and nuisances. Its function is ensured, among others, by the Cabinet, Central Services, inspection, external services and related organisations and institutions. With the certain linked institutions and
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central services, including the ANGE, the Management of the Environment, Management of Waters and Forests, and Management of Wildlife and Hunting, the regional management of the Environment and Forestry Resources of the Kara, all of them are involved in the development project. (2) ANGE (National Agency for Management of the Environment) Article 15 of the framework law on the environment establishes the ANGE, an institution related to the MEFR, to ensure “the promotion and implementation of a national system of environmental evaluations, particularly impact studies, strategic environmental evaluations, and environmental audits”. Established by Decree No. 2009-090/PR of 22 April, 2009, ANGE is an incorporated public establishment with financial autonomy. It is supervised by the MEFR which is responsible for any kinds of environmental issues in the nation. Its general objective is to implement environmental policy defined by the Government. ANGE is a supporting institution which aims to ensure that environmental considerations which are incorporated into policies, plans, development programmes and projects. Accordingly, the scope of its mission includes: • Formulation and coordination of the implementation for management of the environment. • Promotion and implementation of a national system of environmental evaluations, particularly environmental impact studies, strategic environmental evaluations and environmental audits. • Support for incorporating the environmental dimension in policies, strategies, programmes, and national and local development projects. • Formulation and promotion of technical tools to analyse plan and incorporate environmental aspects in development policies, plans, programmes, projects and activities. • Technical support for local authorities to the community based organisations, private entities and NGOs to manage the environment. • Establishment and management of a national system of environmental information. • Coordination of the formulation of an annual report on the state of the environment. • Development and implementation of initiatives to inform, educate, communicate, and raise awareness concerning the protection and management of natural resources and the environment. • Research and mobilisation of the financial and technical resources required for the execution of its specific missions and other duties with which it may be tasked. The Agency provides a technical opinion to the MEFR, before: • Restoration of exploited sites. • Initiation and execution of an external environmental audit. • Agreeing urgent plans for environmental matters. As part of this project, it is responsible for managing the process of performing environmental impact studies, evaluating the reports, as well as issuing technical opinions for the certificate of environmental conformity. (3) MPW (Ministry of Public Works) Conforming to Decree No. 2012-004/PR of 29 February, 2012 concerning the responsibilities of Ministers of State and Ministries and Decree No. 2012-006 of 7 March, 2012 on the organisation of ministerial departments, the MPW applies the public works bylaw policy by the Government. It
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defines and coordinates the interventions of the government and various parties involved in constructing public structures. It aims to ensure the effective checking, maintenance, restoration and promotion of road, airport, and railway and port infrastructure. It is responsible for engineering and public architectural activities or beneficiaries as well as the construction and development of public structures. The MPW is a proponent of the present road project. It comprises a cabinet, services related to the MPW external services related institutions and organisations and the central administration. Its tasks include the general management of public works, management of studies, planning and follow-up evaluation, and the management of road construction and renovation. The DGPW comes under the umbrella of the MPW, which is responsible for road projects and delegating contracting authority. Its task is to formulate and implement ministry policy concerning roads and specific civil engineering work conforming to the strategy for the sector. Its main tasks are planning management, studies and follow-up evaluation. Regarding environmental protection, its tasks include formulating and implementing environmental and social management plans. It is responsible for: • Ensuring coordination and follow-up of environmental management. • Centralising information concerning environmental and social issues related to road projects. • Bringing together maintenance and various services for providing technical solutions to mitigate environmental impacts. (4) MT (Ministry of Transport) The MT implements government policy in the areas of road, air, rail and marine transport. It also prepares and implements the development plans of the transport sector. It defines the conditions of use for vehicles, protection of users and transport of hazardous goods. Alongside the ministry responsible for safety, it also strives to comply with the route No. and is involved, together the MPW and MALF, in managing construction, maintenance, restoration and promotion of road, airport, rail and port infrastructure, as well as developing rural routes. (5) MPDTM (Ministry of Planning, Development and Territory Management) The MPDTM responsible for the planning, development and construction of the region ensures the preparation, implementation, follow-up and evaluation of government policy on planning, development and regional construction, together with other government ministries and institutions. In this role, it coordinates prospective studies and strategic planning. It designs, coordinates, monitors and evaluates the implementation of the national development strategy, together with the ministry responsible for the economy and finances. In this role, it evaluates the coherence and relevance of development projects with the development priorities. It contributes to the follow-up evaluation of the development programmes and projects, working with the ministries responsible for the execution of projects and development partners. It also helps to formulate sector-based policies and plans and aims to integrate them with the national development strategy. It coordinates and checks the actions of non-governmental organisations, conforming to the government’s development policy. The ministry also aims to reduce regional and local disparities and seeks to encourage centres of growth, favouring harmonious and rational development of the natural habitat and implements the policy of the WAEMU’s regional community development.
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(6) MALF (Ministry of Agriculture, Livestock and Fisheries) Conforming to Decree No. 2012-04/PR of 29 February 2012, the MALF implements government policy in the areas of agriculture, livestock and fishing. It defines and implements policies concerning the health of animals and promotion of the quality of agricultural and food products. It is involved in defining and bolstering the policy for agronomic, biotechnology and veterinary research. The MALF prepares agricultural programmes and defines the agricultural development initiatives as part of the national plan and on a regional level. It strives to improve productivity and boost food production and production for export. It aims to improve the legal and institutional framework of agricultural and rural development and the professionalization of channels with a view to encouraging the emergence of agricultural contract and new channels of production. It checks and evaluates agricultural services and seeks to improve the quality of services provided to producers concerning outreach advice, training, research and development and agricultural entrants, as well as to promote professional agricultural organisations and their structure on local, regional and national levels. The MALF also proposes measures to ensure food safety. These efforts include not only achieving the production objectives but also the ability to distribute products to consumers. Road construction which is a significant key for opening up the policy is thus crucial for implementing an effective agricultural policy. (7) MH (Ministry of Health) The MH implements government policy concerning public health (Decree No. 2012-004/PR of 29 February, 2012 on the responsibilities of the Ministers of State and Ministries). It prepares programmes to improve health coverage as well as strategies to prevent and fight against the main endemics by establishing appropriate mechanisms to reinforce public hygiene and check health establishments and their abolition. It aims to ensure the permanence and continuous function of health services, as well as easy and equitable access to healthcare. The MH coordinates all programmes and actions intended to protect the health of young women, mothers and children, and to reduce the death rate and mortality related to sexually transmitted infections and HIV/AIDS.
9.2 Strategic Environment Assessment for the Master Plan
9.2.1 Basic Approach of the SEA Although there is no legal requirement for a SEA study in Togo unlike the EIA study mentioned previously. The Study Team will conduct the SEA at the stage of the Master Plan in accordance with the “JICA Guidelines for Environmental and Social Considerations, April 2010” (“JICA Environmental Guidelines”). The SEA is defined as an assessment study with “an analytical and participatory approach that aims to integrate environmental considerations into policies, plans and programmes and evaluate inter linkages with economic and social considerations” (OECD/DAC (2006)). The objective of the SEA in the Study is to identify and evaluate the potential environmental impacts on the development of proposed projects at the planning stage, which affects the decision-making process. The SEA study thoroughly examines the environmental, social and
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economic aspects of national policies of respective administrative sectors of the GoT and to ensure continuous sustainable development in the nation. 9.2.2 Methodology of the SEA (1) Study Level An IEE level of study will be conducted for the SEA which is normally an analytical activity with no on-site environment or social survey. Therefore, most of the studies will be done using information gained from existing documents, drawings and questionnaires, unless otherwise required. (2) Screening of Proposed Project Screening studies in Togo are carried out by relevant authorities without specific criteria for screening. However, proposed projects are customarily categorised according to the Operational Policy (OP) 4.01 of WB. Considering the policy of SEA in Togo, the Study applies the screening study based on the policy of the WB and the results of questionnaire surveys of the authority in charge of evaluating environmental impact assessments in Togo. (3) Scoping of Proposed Project Scoping analysis in Togo is normally carried out after identifying issues in the development plan and impacts on the natural and social environments which directly lead to scoping items to be evaluated. Since it is important for the analysis to narrow down the scoping items to identify non-affected items through the scoping process, instead of selecting predicted scoping items the Study applies the scoping methodology in accordance with the “JICA Environmental Guidelines”. Scoping items are comprehensively selected with descriptions of issues in the development plan and are evaluated based on environmental, social and economic considerations by referring to the political and legal frameworks of the relevant authorities and the baseline conditions of the natural and social environments described in the previous section of the report. Furthermore, the evaluation criteria apply to two development phases, the construction phase and the operation phase. In this study, the proposed eight alternative projects are to be evaluated in addition to the zero option in accordance with the “JICA Environmental Guidelines”. After the evaluation, the evaluated scoping items will be narrowed down for the next step of detailed scoping after selecting priority projects for the Master Plan. 9.2.3 Description of Proposed Projects In the previous chapter, proposed projects were selected to establish a detailed development programme for the Master Plan. Some of these proposed projects some of the proposed projects that could qualify as priority projects through the evaluation process for the TLC Development Plan are determined for the SEA study. General information of the proposed projects for the SEA study is summarised in Table 9-4 and Figure 9-3.
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Table 9-4 Profiles of Proposed Projects
Infrastructure Section Description Length Width ROW Type (m) (m) Road Whole RN1 Dualisation of carriageway to 4 620 km 29 70 for rural For bypass routes at lanes including construction of (For bypass) 50 for town Tsévié, Notsé and bypass routes for towns Tsévié: 14 km Sokodé Notsé: 11,6 km Sokodé: 18,2 km Whole RN1 Widening of shoulder 620km 1.5m - RN4 Rehabilitation of existing road 85 km 10 - Aného – Tsévié RN5 Rehabilitation of existing road 70 km 10 - Govié – Téméja RN17 Improvement with construction 8,9 km 10 70 Bouzalo – Binako of diversion road (2 lane) for climbing lane RN17 Improvement of existing earth 87 km 10 - Guérin-Kouka – road with construction of two Katchamba – Sadri bridges (Kara and Koumongou Rivers) Railway Blitta – Border Post of Construction of new line 390 km 10 50 Burkina Faso Lomé Port – Blitta Rehabilitation of existing line 262 km 10 50 Blitta Construction of dry port - - - Source: Study Team 9.2.4 Baseline Condition of Natural and Social Environment (1) Physical Environment in the Study Area Physical environment in the Study Area is described in Chapter 2 in this report. (2) The Biological Environment The climatic diversity of Togo is reflected in the north and south by the diversity of ecosystems with their characteristic species. These areas accommodating resources of flora and fauna include ground- and marine ecosystems. a) Ecosystems and Terrestrial Flora 1) The coastline The ecosystems of the coastline are in deep decline due to various human pressures. The ecosystems comprise low formations, some of which are interspersed with thickets known as coastal thickets. These green areas comprise herbaceous species at least 50 cm high with characteristic species such as Sporobolus maritimus, Ipomoea brasilensis, Cyperus maritimus, etc. The coastal thickets include bushes capable of growing to 4 m high, mainly populated by species such as Uvaria chamae, Chrysobalanus icaco, etc. Numerous islet forests comprising Milicia excelsa and Antiaris africana are also frequently found there. The landscape of the Togolese coast is also characterised by the significant degree of agro-forestry work (Cocos nucifera, Elaeis guineensis). 2) The plains covering the south and centre These include the Guinean savannahs with some islet forests and numerous flood risk areas. Vegetation of the Guinean savannahs are characterised principally by Poaceae, Andropogon gayanus, but also Panicum maximum, in which shrubs like Lonchocarpus sericeus, Acacia campylacantha, Parkia biglobosa, Adansonia digitata, etc. are found.
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Road Railway
Cinkassé RN1 Cinkassé Dualisation to 4 lanes Blitta - Burkina Faso Border Widening shoulder New railway construction
RN17 Climbing lane RN17 Road construction improvement
Sokodé Lomé Port - Blitta Rehabilitation
RN1 Sokodé Bypass Blitta construction
RN1 Notsé Bypass Blitta construction Dry port construction RN1 Tsévié Bypass construction Notsé
RN5 RN4 Rehabilitatio n Tsévié Rehabilitation
Lomé Lomé
Source: Study Team Figure 9-3 Locations of Proposed Projects The forest islets are dominated by Ceiba pentandra which is almost indigineous, occasionally in. There are many agroforest parks, dominated by Parkia biglobosa. The flood risk areas include savannah formations, characterised by a woody Mytragyna inermis, an endangered species in these areas over the entire Togolese region. The savannahs which extend from Notsè to the surroundings of Sokodé are dominated by various woody growths, in pure stands or otherwise, mainly containing species of Combretum spp., Terminalia spp., Daniellia oliveri, and Pterocarpus erinaceaus. The agroforest parks of Vitellaria paradoxa or Parkia biglobosa and mixed parks are widespread along the TLC. 3) The northern peaks in the Togo mountain range These correspond to the northern portion of the Atakora mountain range and include Sudanese savannahs, open forests of Isoberlinia doka, and I. tomentosa on the mountain flanks. Within the range lies a protected area, the Aledjo Wildlife Reserve, which is dominated by these forests of Isoberlinia but also semi-deciduous forests and lowland forests. Agroforest parks of Vitellaria paradoxa and Parkia biglobosa are well represented here. The more humid plains of Kara, Tchitchao, Niamtougou, etc. are distinguished by their visually appealing oil palm plantations.
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4) The northern plains These platforms include Sudanese spiny savannahs of Acacia spp., but also savannahs of Combretaceae and forest plantations dominated by teak. The platform, lowland and marsh forests: The platform and lowland forests consist of forest formations whose species, floral compositions and dynamics are all closely related to the presence of waterways. The platform forests are bands of vegetation along the waterways and crisscross savannahs with lowland forests having the same formations as full forest. These forests are characterised by Pterocarpus santalinoides, Cola gigantea, Cynometra megalophylla, etc. The marshy formations are dominated by Mitragyna inermis. b) Ecosystems and Aquatic Flora 1) The water meadows In various ecological areas, some formations which have a specific floral composition are routinely flooded. Cyperus articulatus, Paspalum distichum, Leptochloa caerulescens, Eleocharis mutata and Eleocharis dulcis constitute the main species of these flood-risk hollows. Areas subject to permanent flooding feature Typha australis, Echinochloa pyramidalis, etc. 2) The ecosystems, fluvial and lakeside flora These ecosystems comprise temporary or permanent waterways and rivers. The vegetable species of these ecosystems are primarily Pteridophytes found in banks along waterways, but also some rare algae and algal blooms. The floral composition of the temporary or permanent pools and lagoons is dominated by algae, but the abovementioned vegetables are also well represented. In the water body to the southeast of Togo, multiple species of algae were recorded, including Diatomophycea de Chlorophycea, Zygophycea, algal blooms, etc. Also noteworthy are the wetlands (listed under the Ramsar Convention) and mangrove formations, particularly in the southeast of Togo. c) Wildlife Resources The wildlife is very diverse due to the diversity of aquatic and land habitats. 1) The wildlife of aquatic areas These areas, which are formed by water courses, lagoons and marshes, shelter a significant number of species such as single-cell protozoan worms, molluscs, insects, crustaceans, fish, amphibians, reptiles, water birds and mammals (hippopotamuses, manatees). 2) The wildlife of terrestrial areas Terrestrial wildlife can be classified overall into the three main areas of Guinean savannahs, Sudanese savannahs and resident forests. The savannah wildlife includes numerous species of livestock and monkeys. The wildlife herpetology is also effectively characterised. This group includes lizards, geckos, chameleons, turtles, snakes, etc. The avifauna of the savannahs, in addition to the vertebra, also boasts the most diverse systematic group. Several raptor species, passerine and other groups have been recorded in the various types of savannah habitat. The insects include those of Sudanese and Guinean grasslands dominated by locusts (Orthopterans), Coleopters, Dictyopters and Lepidopters. Earthworms belonging to the Acanthodrilidae and Eudrilidae families abound in the moist soils, which are rich in humus. Like the tropical rainforests, the wide array of Togolese forest wildlife is very rich in species but poor in individuals.
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Cinkassé - River flow and flood plain - Rich in aquatic ecosystems
Dapaong
- Mountain range - Agricultural land for - Rich in semi-deciduous and farm and grazing land savannah vegetation - Rich in mountain diversity Sansanné Mango
- North savannah plain - Widespread woods and savannah shrub rich in biological diversity Kabou Kara -Central plain Bassar - Widespread woods and savannah shrub rich in biological diversity Sokodé
- Agricultural land for farm and grazing land
- Agricultural cultivated land - Existence of land for future agricultural development land - River flow and lake Blittar - Rich in aquatic ecosystems
- Southern lowland plain - Widespread woods and Atakpamé savannah shrub rich in both prairie and aquatic biological - Mountain range diversity - Covered with natural reserve area - Rich in mountainous biological diversity
Notsé - River flow and lake - Agricultural cultivated land - Rich in aquatic ecosystems - Existence of unused arable land arable land Tsévié
Lomé
Source: Study Team Figure 9-4 Biological Environment of Togo
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Among the most characteristic mammal species are the duikers, civets and nandinas and multiple species of primates. Insects are represented by the lavish range of Lepidopters and the Coleopters by the Scarabaeidae, etc. Several of these species are severely threatened. d) Protected Areas Several protected areas may be directly affected by the project. These protected areas shelter key ecosystems with very diverse flora and fauna, including woods such as Pterocarpus erinaceus, Daniellia oliveri, Terminalia laxiflora, Isoberlinia doka, Burkea africana, Pseudocedrela kotchii, Entada africana, Anogeissus leiocarpus, Combretum glutinosum, Combretum sericeum, Piliostigma thonningii, Pteleopsis suberosa, Raphia sudanica, Mitragyna inermis, Ficus congensis, Diospyros mespiliformis, Milicia excelsa, Voacanga, Funtumia, Pentadesma butyracea, Breonadia sp., Berilinia grandiflora, etc. In certain places, the ecosystems are interrupted by teak plantations. The wildlife of the protected areas of Togo is relatively rich and diverse, with the elephant, buffalo, hippopotamus, water buffalo, waterbuck, antelope, oribi, pangolin, orycteropes, jackal, civet, mongoose, baboon, warthog, buffon’s cob, cob buck, bushbuck, common duiker, grasscutter, Gambian rat, squirrel, African hare, green monkey, patas, etc. Also found are diverse reptiles, particularly the royal python, python sebae, Nile monitor, Savannah monitor, adder, cobra, and viper. The avifauna primarily consists of wild Guinea fowl, common grouse, bustards, turtle doves, turacos, hornbills and various mountain toucans. (3) Socioeconomic and Cultural Environment Please refer to the previous chapter of this report for the general descriptions of socioeconomic facts of Togo. Other characterised facts are mentioned as follows. a) Housing The housing situation is undermined by structural problems. The long absence of any development policy in the region, and likewise no housing policy, has encouraged a sense of anarchy, particularly in urban areas. This has led to, for instance, uncontrolled growth of cities which was not envisaged and for which infrastructure and services are lacking. Moreover, each new initiative to increase investment in infrastructure leads to the destruction of housing. In the main towns, particularly Lomé, demand for the available accommodation far outstrips supply. This leads to a concentration of individuals (multiple households) in plots, causing substandard sanitation and social tensions. Generally, the housing is traditional in rural areas and more modern in urban areas. In terms of rural housing, the structures may be either grouped or disseminated according to the mode of provision. In contrast, in urban areas, the structures are simply grouped, even if uncontrolled urban growth has led to somewhat anarchic use of space. The traditional dwelling in rural areas usually consists of a structure with earth walls and thatched roof or otherwise mud bricks covered with sheeting. The residences in urban areas tend to involve the use of sustainable materials, but there has been considerable progress in terms of modernity and comfort. However, access to basic social services (water, electricity, hygiene equipment) remains patchy, indicating the amount of investment needed in this area. Regarding sanitation, the system for managing household waste and sewage has proved to be a source of pollution. In many cases, regardless of an urban residence or a rural dwelling, the
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management of household waste has failed to eliminate habits such as using thoroughfares and public places for depositing garbage and sewage. b) Crafts Craftsmanship is related to multiple professions performed on an informal basis, often in the form of a sole proprietorship. After agriculture, this sector creates the largest number of independent jobs. In terms of the structural aspects of the sector, the craftsmen and women are organised in consular chambers, in a format which would allow the full institutionalisation of various professions. Although the craftsmanship is established natural and informal ways, the sector plays a key role in the growth of the country. Increasingly, small units are banding together to form manufacturing initiatives which are the cornerstones of industry. c) Social Services 1) Health The health sector has achieved significant progress within a decade but has also been subject to stagnation. Examples of progress include free caesarean sections and anti-viral treatment, efforts to combat malaria with a reduction in the proportional mortality rate from 49% in 2010 to 33.5% in 2011, care for the sick and destitute, and improved vaccine cover from 83% in 2008 to 92% in 2011. However, as health tables show, there are persistent difficulties in efforts to improve circumstances. In particular, the prevalence of HIV/AIDS among those aged 15 to 49 has been increasing at 3.2% since 2009, and infant mortality is estimated to have increased by 77% between 2006 and 2010. Furthermore, the proportion of assisted deliveries has not only made no progress, but has actually fallen, from 62.9% in 2006 to 59.4% in 2010. 2) Education and literacy Overall, the education sector regarding to literacy have shown improvement in terms of the objective of universal education. The percentage of full primary schooling rose from 74.6% in 2006 to 88.7% in 2010, and equality has been attained between men and women. In the primary sector, achievements have steadily risen with the literacy rising from 66.1% in 2006 to 83.8% in 2010. There are difficulties encountered in this sector, including gender equality in access to secondary and higher education, the low ratio of technical students (only 6% of the effective total number of students nationwide) and the failure to adapt technical education to the demands of the market due to the deterioration of system infrastructure and the lack of qualified teachers. Similarly, higher education and associated research suffer from inadequate institutions, obsolete equipment and weak planning for the number of students involved and their flow. Finally, although rate of the literacy in Togo is now reasonable condition (59.3% of women and 80% of men), further efforts are needed. d) Water and Sanitation The water sector is in the orientation of a recent policy adopted in 2010 set with a law to enact the Water Code. Overall, the proportion of houses without water in Togo rose from 30% in 2007 to 47.2% in 2011 for rural areas, and during the same period the rate rose from 29% to 43.2% in semi-urban areas, but fell from 41% to 33.9% in urban areas, due to a lack of investment in the sub-sector.
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e) Works and Poverty According to the PRSP-C, poverty is a significant problem in Togo and affects 61.7% of the population, predominantly in rural areas (74.3%) rather than in urban areas (36.7%). This problem is aggravated by the lack of social security, which is limited to just 4% of the population of generally salaried employees. However, initiatives were taken from 2009 to 2011 to promote the employment of young people in line with the goal of the PRSP-C to consolidate the basis of strong and sustainable growth by creating jobs as a priority. Therefore, in 2010 measures for the poverty issue saw a programme to assist the training of young jobseekers to acquire additional skills and hiring by private firms. During the same period, the project to support many young craftsmen was also launched, with the objective of creating 1,000 jobs per year for 5 years. In 2011, other similar programmes were set up, including the National Volunteering Programme, which aims to raise the employability of young people, and the Community Development Programme, which creates thousands of jobs. (4) Main Specific Characteristics of Region a) Agriculture, livestock and fishery Agricultural production on a national scale is generally foodstuffs and cash crops. However, these products vary in importance by region of production. 1) Maritime Region Agricultural production in this region includes food products and cash crops such as cotton. Foodstuffs include cereals (maize, rice), tubers (cassava, potato), and fruit (pineapple, papaya, mango, citrus fruit). There is still cultivable land available, although it is increasingly under pressure. 2) Plateaux Region The Plateau region produces various products of foodstuffs and cash crops. Foodstuffs include cereals (primarily maize, sorghum, rice, fonio), tubers (cassava, yam, potato, taro), pulses (peanut, bean), and fruit (pineapple, banana, mango, citrus fruit, avocado, papaya). Cash crops include cotton, coffee and cocoa. The region also has a substantial amount of cultivable land. 3) Centrale Region This region produces foodstuffs (cereals, tubers, pulses, fruits, vegetables) and cotton, which remains the key cash crop. The region has substantial land available for cultivation and is the main granary of Togo contributed to its production volumes. 4) Kara Region This region produces foodstuffs (cereals, tubers, vegetables and pulses) and cotton as the main cash crop. There is significant demographic pressure on the land, and the only response has been the formation of slums. 5) Savanes Region Agricultural production in this part of Togo includes foodstuffs and cotton as the sole cash crop. Foodstuffs include cereals (maize increasingly, sorghum, millet, rice), tubers (yam and potato), pulses (peanut, bean, soya), vegetables (tomato, onion, pepper, lettuce, carrot, cabbage, okra, gboma). The eastern and southern parts of the region are the only remaining areas where more intensive use of available land is possible.
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b) Mining operations The main mining areas are the Maritime Region where phosphate and limestone are extracted, the Centrale Region where marble and gold are under exploitation (still at the artisanal stage), and the Kara Region where Ferrocrome is mined. c) Processing industries The Maritime Region remains the industrial heartland of Togo. Almost all manufacturers are concentrated in the capital city of Lomé, where the existence of infrastructure to support industrial production attracts this type of investment. Regarding other regions, there are cotton ginning plants at Notsé and Atakpamé in the Plateaux Region, a factory at Blitta in the Centrale Region, a factory in Kara Region, and a factory in Dapaong, Savanes Region. d) Local commerce Local commerce goes between county capitals of the region and the prefectural markets. The basis remains with the buying and selling which only involves commercial equipment. In all regions of Togo, exchange products include manufactured products, agricultural foodstuffs, livestock and fish products, and artisanal products. The following local markets have regional importance: 1) Maritime Region Aného, Anfoin, Afagnan, Vogan, Tabligbo, Tsevié, Abgélouvé, Azanhoun 2) Plateaux Region Anié, Atakpame, Amlame, Agbonou, Adeta, Badou, Daye, Elavagnon, Kpalime, Notsè 3) Centrale Region Sokode, Tchamba, Kambole, Sotouboi, Adjéngre, Tsebébé, Blita, Niamassila, Langabou, Agbandi, Tindjassi 4) Kara Region Kara, Kétao, Bassar, Bafilo, Kabou, Guerinkouka, Natchamba, Katchamba, Kantè, Niamtougou, Nadoba 5) Savanes Region Cinkasse, Barkoissi, Dapaong, Warkambou, Naki-ouest, Borgou, Mandouri, Tambate, Naki-est, Nagbéni, Nano, Mango, Gando, Takpamba, Yembour, Manbabga, Pogno, Pansieri e) Transport Regional transport means the movement of people and property by overland means. However, in some localities, waterways are also an important means of transport, such as for local places near Lake Togo, the Mono River, the Oti River, and the Kara and Koumongou Rivers (Keran). Waterways are often travelled by a barge during periods of flooding. Other transport forms include private vehicles, public transport, and heavy goods vehicles. Togo has a network of roads and tracks. In the category of roads, a distinction is made between paved roads, unpaved roads and tracks, which are summarised by region as follows: 1) Maritime Region 647.1 km of roads (366.6 km paved and 280.5 km unpaved) and 189.2 km of tracks 2) Plateaux Region 1,010.8 km of roads (619.8 km paved and 391 km unpaved) and 444.7 km of tracks
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3) Centrale Region 450 km of roads (349 km paved and 101 km unpaved) and 337 km of tracks 4) Kara Region 630 km of roads (269 km paved and 361 km unpaved) and 188.3 km of tracks 5) Savanes Region 493 km of roads (165 km paved and 328 km unpaved) and 337.6 km of tracks 9.2.5 Public Consultation The Study conducted public consultations before establishing the proposed projects according to the EIA procedure in Togo. In the prefectures related to the TLC development plan, general information about the plan was shared with the public and opinions were collected on predicted negative and positive impacts on the natural and social environments in the regions. Meetings were announced by the administrative office of the designated prefectures and were held in the capital cities of the prefectures. The public consultations were attended by representatives of farmers associations, chiefs of tribes, representatives of NGOs, and residents interested in the announcements. The results of the public consultations are summarised in Table 9-5. Table 9-5 Results of Public Consultations
Number of Date Location Participants 20th Nov. 2013 Dapaong, Savanes Region 50 21st Nov. 2013 Kara, Kara Region 20 21st Nov. 2013 Sokodé, Centrale Region 30 22nd Nov. 2013 Atakpamé, Plateaux Region 30 23rd Nov. 2013 Notsé, Maritime Region 70 Major Opinion • • Many pot holes have remained for a long time on RN1 causing vehicles to slow down and thus chronic traffic congestion. • There are many wrecked trailers on RN1 and it is not safe for vendors or children to live there. • If the TLC progresses as expected, there will be many economic benefits for the region. • It is important to define what the TLC is and to distribute information reflecting regional collaboration for the future development of the corridor. • The amount of involuntary resettlement is a major concern for the relevant communities. • Railway could be one option for the TLC development because the mining sector in Togo has significant potential. • Transport vehicles travelling at high speed are a serious problem for town residents, especially school children. • Residents need adequate public transportation systems using a well-developed TLC. • TLC development will facilitate the movement of goods, including agricultural products. This will have positive economic impacts on the region. • Participants requested this type of opportunity after developing the Master Plan and selected priority projects for the TLC development plan. Source: Study Team
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Dapaong, Savanes Region Kara, Kara Region
Sokodé, Central Region Atakpame, Plateau Region
Notsé, Maritime Region Source: Study Team Photos 9-1 Photos of Public Consultation 9.2.6 Screening of Proposed Projects Screening of the proposed project is arranged by considering the policy between Togo and “JICA Environment Guidelines”. According to the EIA policy of Togo, all of the proposed projects require a full EIA study, whereas a simplified EIA study is required at the stage of the Master Plan. In terms of categorisation of the projects, a project in which an objective is to minimise the impact on protected natural reserves and involuntary resettlement is basically evaluated as category B according to the environmental impact assessment policy of Togo. On the other hand, “JICA Environmental Guidelines” state that a project to construct a new road with four or more lanes and 10 km or longer is evaluated as category A. The detailed economic, social and environmental impacts of the priority projects to be approved after the feasibility study will be analysed. The results of the screening study are summarised in Table 9-6.
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Table 9-6 Screening of Proposed Projects
Selected Proposed Project EIA Policy Remarks Togo JICA Improvement of RN1 by dualisation of A A Dualisation of the whole section of RN1 is road to 4-lanes including construction of (B for only evaluated as A, whereas only bypass construction bypass routes bypass) is evaluated as B in the EIA policy of Togo Improvement of RN1 by widening of B B shoulder Rehabilitation of existing road (RN4) B B Negative environmental and social impacts are Rehabilitation of existing road (RN5) B B not significant Improvement of RN17 with construction B B of diversion of steep gradient section (2- lanes) Improvement of existing earth road B B section of RN17 with construction of 2 bridges across the Kara and Koumongou Rivers Road Road Construction of new railway line A A A large number of involuntary resettlement is between Blitta and Border Post of considered unavoidable Burkina Faso Rehabilitation of existing railway B B Negative environmental and social impacts are between Lomé Port – Blitta not significant Construction of dry port at Blitta B B Railway Source: Study Team 9.2.7 Issues Related to Proposed Project The various issues related to the proposed projects are prescribed from the aspects of three categories, socio-economic, political and environmental. (1) Socio-economic and Cultural Issues This project is listed as part of the Priority Actions Programme in the area of transport infrastructure in Togo and its targets include improving the economic and social situation of the local population. Specifically, it involves: • Improving the transport conditions for people and products. • Promoting the development of the area. • Reinvigorating the agriculture, livestock and commerce in the area. • Contributing to efforts to combat poverty. • Improving hygiene, sanitation and safety conditions. The project is also intended to have a positive impact on the living environment and traffic between the areas involved in the report amid concerns by users of the roads. This development thus represents a major economic matter for the country and the local population who obtain the majority of their income from agriculture and commerce. (2) Political Issues The key political issues to be considered when executing this project are: • Reinforcement of government policy to develop rural routes. • Opening-up of local spots traversed by the roads. • Reinforcement of decentralisation by promoting the mobility of people and products. • Political will to keep to commitments and the relevant national and international texts concerning the achievement of infrastructure. (3) Environmental Issues The environmental issues are as follows:
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• Emission of dust. • Discharge of hydrocarbons and other products on the ground and in bodies of water. • Threat of landslides. • Destruction of some houses. • Opening of quarries for rock crushing and loading materials. • Destruction of vegetation and fauna. • Localised deterioration of the soil. • Noise nuisance. (4) Core policy of the Study The network of the bridge structure corridor in two directions, east-west and north-south, was developed by WAEMU and ECOWAS with a view to accelerating economic integration in the sub-region. The main corridors in the east-west direction are the trans-West African Coastal Highway and the trans-Sahelian Highway. The TLC is one of the corridors in the north-south direction. The West African Coastal Highway and the TLC currently traverse Ghana. The TLC also plays a significant role as one of the WAEMU corridors. The roles and functions of the TLC at the heart of the regional road networks, including neighbouring countries and the arteries of Togo as well as the need to develop the TLC, will be confirmed. Subsequently, the development plan for the TLC (RN1 in particular) will be prepared, then evaluated based on analyses of existing road networks throughout the country and the forecast transport demand. It is thus important to share appropriate information and obtain a consensus among the GoT on the Study process. 9.2.8 Scoping of Proposed Projects A scoping analysis of all selected proposed projects was carried out and the results for each project are shown in Tables 9-7 to 9-14. Regarding the road development project, rehabilitation of the existing RN4 and RN5 is evaluated in the same scoping matrix since both have the same criteria and should have the same result. 9.2.9 Results of the SEA Based on the scoping analysis of the selected proposed projects, the overall evaluation of each impact will be studied to ensure that the environmental impact assessment is comprehensively evaluated for the Master Plan of the TLC development plan. The evaluation study is done by considering all of the evaluations of scoping items and taking into consideration the quantity and quality of negative and positive values in order to reach a final evaluation for each sector of impacts. These selected proposed projects will be packaged in several combination patterns as alternative projects for the Master Plan to identify final priority projects and thus a final evaluation of the SEA will be obtained. The results of SEA analysis for the selected proposed projects are summarised in Table 9-15.
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Table 9-7 Dualisation including Construction of Bypass Route, RN1
Stages Category Environmental Items PC O Z Anti-pollution 1Air quality DC- C+ D measures 2 Water quality DC- D D 3 Waste D B- D D 4 Soil contamination DB- D D 5 Noise and vibration DC- C- D 6 Ground subsidence D D D D 7 Odour DB- D D 8 Sedimentation DC- C- D Natural 9 Protected areas D B- D D Environment 10 Ecosystem D C- C- D 11 Hydrology DD D D 12 Topography and geology DD D D 13 Climate change D D D D Social Environment 14 Resettlement C- C- D D 15 Living and livelihood C- C- B+ B- 16 Heritage D C- C+ D 17 Landscape D B- D D 18 Ethnic minorities and indigenous peoples D D D D 19 Working conditions C- B+ A+ A- 20 Water use/rights C- D D D 21 Poverty group C- C+ B+ A- 22 Existing social infrastructures and services D B+ A+ B- 23 Misdistribution of benefits and damageC-C- C- D 24 Local confliction of interests C- C- C- D 25 Land use and unification of local resources C- C- C- D 26 Sanitation DC- D B- 27 Infectious diseases, HIV/AIDS D B- B- D Other 28 Accidents prevention measure D B- B- A- Notes: P: Planning stage, C: Construction stage, O: Operation stage, Z: Zero option A+/-: Significant positive/negative impact is expected. B+/-: Some positive/negative impact is expected. C+/-: Extent of positive/negative impact is unknown. (Further examination is needed, and the impact could be clarified as the study progresses.), D: No impact is expected. Source: Study Team Table 9-8 Widening of Shoulder, RN1 Stages Category Environmental Items PC O Z Anti-pollution 1Air quality DC- C+ D measures 2 Water quality DC- D D 3 Waste D B- D D 4 Soil contamination DB- D D 5 Noise and vibration DC- C- D 6 Ground subsidence D D D D 7 Odour DB- D D 8 Sedimentation DC- C- D Natural 9 Protected areas D B- D D Environment 10 Ecosystem D C- C- D 11 Hydrology DD D D 12 Topography and geology DD D D 13 Climate change D D D D Social Environment 14 Resettlement C- C- D D 15 Living and livelihood C- C- A+ A- 16 Heritage D C- C+ D 17 Landscape D B- D D 18 Ethnic minorities and indigenous peoples D D D D 19 Working conditions C- B+ A+ A- 20 Water use/rights C- D D D 21 Poverty group C- C+ B+ A- 22 Existing social infrastructures and services D B+ A+ B- Social Environment 23 Misdistribution of benefits and damage D C- C- D 24 Local confliction of interests C- C- C- D 25 Land use and unification of local resources D C- C- D 26 Sanitation DC- D B- 27 Infectious diseases, HIV/AIDS D B- B- D Other 28 Accidents prevention measure D B- C+ A- Notes: P: Planning stage, C: Construction stage, O: Operation stage, Z: Zero option A+/-: Significant positive/negative impact is expected. B+/-: Some positive/negative impact is expected. C+/-: Extent of positive/negative impact is unknown. (Further examination is needed, and the impact could be clarified as the study progresses.), D: No impact is expected. Source: Study Team
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Table 9-9 Rehabilitation of Existing RN4 and RN5
Stages Category Environmental Items PC O Z Anti-pollution 1Air quality DC- C+ D measures 2 Water quality DC- D D 3 Waste D B- D D 4 Soil contamination DB- D D 5 Noise and vibration DC- C- D 6 Ground subsidence D D D D 7 Odour DB- D D 8 Sedimentation DC- C- D Natural 9 Protected areas D D D D Environment 10 Ecosystem D C- D D 11 Hydrology DD D D 12 Topography and geology DD D D 13 Climate change D D D D Social Environment 14 Resettlement C- C- D D 15 Living and livelihood C- C- B+ B- 16 Heritage D C- C+ D 17 Landscape D B- D D 18 Ethnic minorities and indigenous peoples D D D D 19 Working conditions C- B+ A+ A- 20 Water use/rights C- D D D 21 Poverty group C- C+ B+ A- 22 Existing social infrastructures and services D B+ A+ B- 23 Misdistribution of benefits and damage D D D D 24 Local confliction of interests C- C- C- D 25 Land use and unification of local resources C- C- C- D 26 Sanitation DC- D B- 27 Infectious diseases, HIV/AIDS D B- B- D Other 28 Accidents prevention measure D B- B- A- Notes: P: Planning stage, C: Construction stage, O: Operation stage, Z: Zero option A+/-: Significant positive/negative impact is expected. B+/-: Some positive/negative impact is expected. C+/-: Extent of positive/negative impact is unknown. (Further examination is needed, and the impact could be clarified as the study progresses.), D: No impact is expected. Source: Study Team Table 9-10 Construction of Diversion Road for Steep Gradient Section, RN17 Stages Category Environmental Items PC O Z Anti-pollution 1Air quality DC- C+ D measures 2 Water quality DC- D D 3 Waste D B- D D 4 Soil contamination DB- D D 5 Noise and vibration DC- C- D 6 Ground subsidence D D D D Natural 7 Odour DB- D D Environment 8 Sedimentation DC- C- D 9 Protected areas D D D D 10 Ecosystem D C- C- D 11 Hydrology DD D D 12 Topography and geology DD D D 13 Climate change D D D D Social Environment 14 Resettlement C- C- D D 15 Living and livelihood B- C- A+ B- 16 Heritage D C- C+ D 17 Landscape D B- D D 18 Ethnic minorities and indigenous peoples D D D D 19 Working conditions C- B+ A+ A- 20 Water use/rights C- D D D 21 Poverty group C- C+ B+ A- 22 Existing social infrastructures and services D B+ A+ B- 23 Misdistribution of benefits and damageDD C- D 24 Local confliction of interests C- C- C- D 25 Land use and unification of local resources C- C- C- D 26 Sanitation DC- D B- 27 Infectious diseases, HIV/AIDS D B- B- D Other 28 Accidents prevention measure D B- B- A- Notes: P: Planning stage, C: Construction stage, O: Operation stage, Z: Zero option A+/-: Significant positive/negative impact is expected. B+/-: Some positive/negative impact is expected. C+/-: Extent of positive/negative impact is unknown. (Further examination is needed, and the impact could be clarified as the study progresses.), D: No impact is expected. Source: Study Team
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Table 9-11 Improvement of Road and Construction of Bridges, RN17
Stages Category Environmental Items PC O Z Anti-pollution 1Air quality DC- C+ D measures 2 Water quality DC- D D 3 Waste D B- D D 4 Soil contamination DB- D D 5 Noise and vibration DC- C- D 6 Ground subsidence D D D D 7 Odour DB- D D 8 Sedimentation DC- C- D Natural 9 Protected areas D D D D Environment 10 Ecosystem D C- C- D 11 Hydrology DD D D 12 Topography and geology DD D D 13 Climate change D D D D Social Environment 14 Resettlement C- C- D D 15 Living and livelihood B- C- A+ B- 16 Heritage D C- C+ D 17 Landscape D B- D D 18 Ethnic minorities and indigenous peoples D D D D 19 Working conditions C- B+ A+ A- 20 Water use/rights C- D D D 21 Poverty group C- C+ B+ A- 22 Existing social infrastructures and services D B+ A+ B- 23 Misdistribution of benefits and damage D D D D 24 Local confliction of interests D D D D 25 Land use and unification of local resources D D D D 26 Sanitation DC- D D 27 Infectious diseases, HIV/AIDS D B- B- D Other 28 Accidents prevention measure D B- B- A- Notes: P: Planning stage, C: Construction stage, O: Operation stage, Z: Zero option A+/-: Significant positive/negative impact is expected. B+/-: Some positive/negative impact is expected. C+/-: Extent of positive/negative impact is unknown. (Further examination is needed, and the impact could be clarified as the study progresses.), D: No impact is expected. Source: Study Team Table 9-12 Construction of Railway, Blitta – Border of Burkina Faso Stages Category Environmental Items PC O Z Anti-pollution 1Air quality DC- D D measures 2 Water quality DC- D D 3 Waste D B- D D 4 Soil contamination DB- D D 5 Noise and vibration DC- C- D 6 Ground subsidence D D D D 7 Odour DB- D D 8 Sedimentation DC- C- D Natural 9 Protected areas D B- D D Environment 10 Ecosystem D C- C- D 11 Hydrology DD D D 12 Topography and geology DD D D 13 Climate change D D D D Social Environment 14 Resettlement B- B- D D 15 Living and livelihood D C- D B- 16 Heritage D C- D D 17 Landscape D B- D D 18 Ethnic minorities and indigenous peoples D D D D 19 Working conditions C- B+ A+ A- 20 Water use/rights D D D D 21 Poverty group C- C+ B+ A- 22 Existing social infrastructures and services D B+ B+ B- 23 Misdistribution of benefits and damageC-C- C- D 24 Local confliction of interests C- C- C- D 25 Land use and unification of local resources C- C- C- C- 26 Sanitation D C- C- B- 27 Infectious diseases, HIV/AIDS D B- B- D Other 28 Accidents prevention measure D B- C- A- Notes: P: Planning stage, C: Construction stage, O: Operation stage, Z: Zero option A+/-: Significant positive/negative impact is expected. B+/-: Some positive/negative impact is expected. C+/-: Extent of positive/negative impact is unknown. (Further examination is needed, and the impact could be clarified as the study progresses.), D: No impact is expected. Source: Study Team
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Table 9-13 Rehabilitation of Railway, Lomé Port – Blitta
Stages Category Environmental Items PC O Z Anti-pollution 1Air quality DC- D D measures 2 Water quality DC- D D 3 Waste D B- D D 4 Soil contamination DB- D D 5 Noise and vibration DC- C- D 6 Ground subsidence D D D D 7 Odour DB- D D 8 Sedimentation DC- C- D Natural 9 Protected areas D D D D Environment 10 Ecosystem D C- D D 11 Hydrology DD D D 12 Topography and geology DD D D 13 Climate change D D D D Social Environment 14 Resettlement C- C- D D 15 Living and livelihood C- C- B+ B- 16 Heritage D D D D 17 Landscape D B- D D 18 Ethnic minorities and indigenous peoples D D D D Social Environment 19 Working conditions C- B+ A+ A- 20 Water use/rights D D D D 21 Poverty group C- C+ B+ A- 22 Existing social infrastructures and services D B+ B+ B- 23 Misdistribution of benefits and damage D C- C- D 24 Local confliction of interests C- C- C- D 25 Land use and unification of local resources C- D D D 26 Sanitation DC- D B- 27 Infectious diseases, HIV/AIDS D B- B- D Other 28 Accidents prevention measure D B- C- A- Notes: P: Planning stage, C: Construction stage, O: Operation stage, Z: Zero option A+/-: Significant positive/negative impact is expected. B+/-: Some positive/negative impact is expected. C+/-: Extent of positive/negative impact is unknown. (Further examination is needed, and the impact could be clarified as the study progresses.), D: No impact is expected. Source: Study Team Table 9-14 Construction of Dry Port at Blitta Stages Category Environmental Items PC O Z Anti-pollution 1Air quality DC- D D measures 2 Water quality DC- C- D 3 Waste D B- C- D 4 Soil contamination DB- D D 5 Noise and vibration DC- B- D 6 Ground subsidence D D D D 7 Odour DB- D D 8 Sedimentation DC- C- D Natural 9 Protected areas D D D D Environment 10 Ecosystem D D D D 11 Hydrology DD D D 12 Topography and geology DD D D 13 Climate change D D D D Social Environment 14 Resettlement C- C- D D 15 Living and livelihood D C- D B- 16 Heritage D C- D D 17 Landscape D B- D D 18 Ethnic minorities and indigenous peoples D D D D 19 Working conditions C- B+ A+ A- 20 Water use/rights D D D D 21 Poverty group C- C+ B+ A- 22 Existing social infrastructures and services D D D B- 23 Misdistribution of benefits and damage D C- C- C- 24 Local confliction of interests C- C- C- D 25 Land use and unification of local resources D C- C- D 26 Sanitation DC- D B- 27 Infectious diseases, HIV/AIDS D B- B- D Other 28 Accidents prevention measure D B- C- A- Notes: P: Planning stage, C: Construction stage, O: Operation stage, Z: Zero option A+/-: Significant positive/negative impact is expected. B+/-: Some positive/negative impact is expected. C+/-: Extent of positive/negative impact is unknown. (Further examination is needed, and the impact could be clarified as the study progresses.), D: No impact is expected. Source: Study Team
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Table 9-15 Results of the SEA for Selected Proposed Projects hpe Environmental andSocial Considerations Chapter 9 The Project for the Study on Togo Logistics Corridor DevelopmentFinal Report No. Project Economic Impact Social Impact Environmental Impact 0 Zero option A- Currently there are many constraints on local B- The zero option has moderate negative impacts on D The zero option is not expected to have any impact economic growth due to the current transport communities due to the lack of access to public on the natural environment. conditions of the TLC. facilities. 1 Dualisation of road to 4 lanes B+ Various commodities including agricultural B- Limited involuntary resettlement is expected due to B- The existing route passes through a protected including construction of products are expected to spread throughout the widening of the current road, although the living natural reserve area on the north and widening of bypass routes on RN1 region, which can provide alternative employment conditions of most people are expected to improve. the road will reduce the area. in the region. 2. Widening of shoulder on RN1 B+ It ensures safe accessibility of walking space, C- Improvement of human scaled accessibility C- No significant negative environmental impact is which can contribute to enhancing local market positively affects local living condition and road expected for the development of widening activity one district to another. safety. shoulder. 3 Rehabilitation of existing road B+ Gaining alternatives for transporting commodities, C- Rehabilitation work of the existing road is not C- Rehabilitation work of the existing road is not (RN4) especially mining products from Tagligbo, has a expected to have any significant negative social expected to have any significant negative positive economic impact on the industrial sector. impact. environmental impact. 4 Rehabilitation of existing road B+ Gaining alternatives for transporting agricultural C- Rehabilitation work of the existing road is not C- Development work for rehabilitation is not (RN5) products has a positive economic impact on local expected to have any significant negative social expected to have any significant negative communities. impact. environmental impact.
9 - 41 - 9 5 Improvement of RN17 with B+ An alternative route for the current TLC improves C- Since the project area is located in woods, the B- Construction of the new road requires logging of construction of diversion of road security for the logistics sector as well as the existence of involuntary resettlement is unknown. existing woods and changes the existing terrain. climbing route (2-lanes ) national economy. A further detailed survey of the social impact is needed. 6 Improvement of RN17 with B+ Improving impassable conditions in the rainy C- The bridge construction is not expected to have C- The bridge construction is not expected to have construction of bridge across season provides alternative business opportunities any significant negative social impact because any significant negative environmental impact. Koumongou River for the local economy. there is no community existing at the project site. 7 Construction of new railway B+ A new alternative route to the current TLC can B- Limited involuntary resettlement is expected due to B- Construction of the new railway requires logging line between Blitta and Border generate economic growth through the export of the new railway construction. of existing woods and changes the existing terrain. Post of Burkina Faso mining products. 8 Rehabilitation of existing B+ The business environment for the industrial sector C- Rehabilitation work of the existing road is not C- Development work for rehabilitation is not railway between Lomé Port and such as the cotton industry, which will benefit expected to have any significant negative social expected to have any significant negative Blitta from using the railway, will be improved. impact. A further detailed survey of the social environmental impact. impact is needed. 9 Construction of dry port at B+ Employment of local people at the new dry port as C- No significant negative social impact is expected. C- The size of development is not expected to have Blitta well as other businesses is expected to grow. A further detailed survey of the social impact is any significant negative environmental impact. needed. Notes: A+/-: Significant positive/negative impact is expected, B+/-: Some positive/negative impact is expected. C+/-: Extent of positive/negative impact is unknown. (Further examination is needed, and the impact could be clarified as the study progresses.) D: No impact is expected. Source: Study Team
The Project for the Study on Togo Logistics Corridor Development in the Republic of Togo Final Report Chapter 9 Environmental and Social Considerations
9.3 Pre-EIA of the Feasibility Study Projects
9.3.1 Methodology of the Study According to the relevant legislative acts for environmental regulation in Togo, an environmental impact assessment including public consultation is required for the F/S projects, which can follow “JICA Environmental Guidelines”. Based on the results of environmental and social surveys at the project sites, the Study Team conducted Pre-EIA for the projects of major environmental concern and compare the results with the SEA results. This study primarily involves analysis of environmental and social impacts, evaluation of the impacts, establishment of mitigation measures, and estimation of the cost. Additionally, public consultation for the stakeholders of the projects was held to share general information about the projects and Pre-EIAs, and to improve the Pre-EIA based on the opinions obtained from the public consultations.
9.3.2 Feasibility Study Projects The previous F/S identified projects which could result in a well-functioning TLC that would benefit the future growth of Togo’s economy. These projects are defined as F/S projects to examine the TLC further. The three priority projects selected through the feasibility study are outlined in Table 9-16. Table 9-16 Outline of F/S Projects for the Pre-EIA Project Profiles Construction of the Surface type Asphalt concrete Malfakassa Bypass Total length 8. 3 km (RN17) Width Total width: 10.0 m Carriageway width: 3.5 m x 2 = 7.0 m Shoulder width: 1.5 m x 2 = 3.0 m Maximum 9.96% longitudinal gradient Drainage facilities Concrete drain on both sides, Box culvert at stream section Others Guardrail, stop area, traffic signs Construction of bridge Type of structure PC T girder bridge across the Kara River Bridge length 120 m Length of span 3 spans@40 m Width Total width: 11.3 m Carriageway width: 3.75 m x 2 = 7.5 m Sidewalk: 1.5 m x 2 = 3.0 m Others Handrail Construction of bridge Type of structure PC T girder bridge across the Koumongou Bridge length 160 m River Length of span 4 spans@40 m Width Total width: 11.3 m Carriageway width: 3.75 m x 2 = 7.5 m Sidewalk: 1.5 m x 2 = 3.0 m Others Handrail Source: Study Team (1) Construction of the Malfakassa Bypass (RN17) The diversion route is designed to ensure road safety as well as accessibility of RN17 in the
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Malfakassa village. Currently many vehicles, especially large trucks, in the selected section of RN17 have difficulties in passing because of steep longitudinal gradients of 10% at some points, which could cause traffic accidents involving pedestrians and have a significant negative impact on the environment and quality of life of local residents due to gas emissions from the traffic. Since the project site is located approximately 30 km from the urban area of Sokodé city, the landscape is undulating with dense forests. Based on aerial photos of the area, no houses or buildings are expected to be affected.
Accotement Chaussée Chaussée Accotement
Source: Study Team Figure 9-5 Outline of the Project (Malfakassa Bypass) The study does not establish viable design alternatives due to its limited scope which includes topographic, social and environmental conditions. However, according to the previous analysis of environment and social impact under the condition of zero option for the bypass construction, that there will be significant negative impact on the region site is unquestionable, due the current controversial issues, such as traffic accidents and excess noise and pollution, raised by
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the traffic environment of RN17 adjacent to the Malfacassa village (2) Construction of Bridge across the Kara River (RN17) RN17 at the Kara River can be used by small vehicles more easily than at the Koumongou River due to the existing drift. However, like the site at Koumongou, not even small vehicles can cross when the river level rises above the existing drift during the rainy season. In view of the expected functions required of RN17 in future, there is a strong need for access by various vehicles throughout the year, and so the construction of a bridge over the Kara River is essential. The landscape around the site is similar to that at Koumongou. The project site is outlined in Figure 9-6. The proposed bridge is located at the existing RN17 road section with a drift across the Kara River and no new design to align the existing road with the bridge construction has been drawn up. The study does not establish viable design alternatives due to its limited design conditions. However, considering the zero option for the project, pedestrian or vehicle accidents at the point of planned bridge would be expected to increase in rainy weather because the drift currently at the site is treacherous to cross in heavy rain. (3) Construction of bridge across the Koumongou River (RN17) RN17 is designated as a national route of Togo. However, the road at the Koumongou River is passable only during the dry season when the river level is low enough for people and vehicles to cross without a bridge. Improvement of the accessibility of RN17 has been a controversial issue for both the national and regional economies, partly due to the establishment of an alternative route to RN1 for the TLC. Since the project site is located in a rural area, there are no communities near the site. Most of the area has no specific land use, although some areas along the existing roadside are cultivated as maize farms. During the rainy season, the route becomes impassable as the river water rises, so a small ferry boat business is operated with private local funding. However, it is still impossible for large trucks to use the route throughout the year. The project site is also outlined in Figure 9-6. The proposed bridge is located at existing road RN17 at the section with a gap across the Koumongou River and no new design for alignment with the existing road has been conducted for the bridge construction plan. Therefore, the study has not established viable design alternatives due to its limited design conditions. However, considering the zero option for the project, pedestrian or vehicle accidents related to heavy rain at the point of planned bridge would be expected due to small boats currently used commercially by the locals to ferry motorcycles and bicycles.
9.3.3 Environment and Social Survey After identifying the projects for the F/S, it is necessary to analyse the environmental impacts at the project site or surroundings. Environmental and social surveys are a part of the analysis for the EIA, and start by identifying the natural and social environment around the project sites. Areas possibly affected by the construction projects are illustrated in Figure 9-7, 9-8 and 9-9.
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Kara River Koumongou River
Construction of Bridge across the Kara River Construction of Bridge across the Koumongou River
Source: Study Team Figure 9-6 Outline of the Project (Construction of Bridges)
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(Land use) • A possible affected area is covered by woodland. • Residential area, Makfacassa Village, is Woodland area as the definite located adjacent to the planned alignment definitely affected area by the of Malfakassa Bypass
Source: Study Team Figure 9-7 Possible Affected Area (Malfakassa Bypass)
(Land use) • A possible affected area is basically covered by farm land. Approach road (out of scope of the • No residential area is located adjacent to the bridge construction project) projected site.
Village Community Location of bridge construction across the Kara Kara River River
Farm land Existing drift by the planned bridge
Farm land
Temporal construction yard
Farm land
Source: Study Team Figure 9-8 Possible Affected Area (Bridge across the Kara River)
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(Land use) • A possible affected area is basically covered by farm land. • No residential area is located adjacent to the projected site.
Farm land Temporal construction yard
Farm land
Location of the bridge across the Koumongou River
Approach road (out of scope of the construction project)
Source: Study Team Figure 9-9 Possible Affected Area (Bridge across the Koumongou River) (1) Construction of the Malfakassa Bypass a) Natural Environment The area where the diversion road is to be constructed is located in a middle sub-mountain and transition zone between forest and savannah ecosystems. Since the area is located adjacent to the Fazao-Malfakassa national park, the vegetation of the construction site is similar to that of the national park, which includes African birch (Anogeissus leiocarpus), African mahogany (Khaya grandiflora), African ebony (Diospyros mespiliformis), Afzalia trees (Afzelia africana), Ekpogoi trees (Berlinia grandiflora) and so on. Valuable hardwood trees along the existing road are usually logged for business by the locals or other private companies. Topographically, the landform of the site is gently undulating without steep mountain slopes. There are several streams or evidence of streams which could become full after heavy rain especially during the rainy season, and these streams form a dense hydrological network in this region. In terms of fauna, since the site is located next to the national park, there would likely be some wildlife activity such as migration of mammals and avifauna, especially at night. b) Social Environment Since the vegetation around the project site includes valuable timber, hardwoods along RN17 are continuously logged by local residents or other private companies without permission. The community of Malfakassa village is located approximately 500 m from the project site. The village consists of more than 100 residential houses, a few small-scale processing huts such as for fermentation and powdering cassava, a mosque and schools, with a population of more than 300. The main economic activity of the village is agriculture including maize and cassava.
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The residents commute to larger towns such as Sokodé and Bassar to sell their products and buy daily necessities. There are two major obstacles for their normal life in terms of economic activity: the difficulty of using the existing road, and the road safety of RN17. Both problems have the same cause: the current condition of the road. Large differences in altitude constitute a heavy burden on vehicle engines, causing vehicles to slow down and also vehicles broken down on the road. This situation clearly endangers road safety for users of this section of RN17 as well as local residents.
Photo 9-2 Malfakassa Villate Photo 9-3 Logging along Existing RN17 Photos by the Study Team, March 2013 (2) Construction of Bridge across the Kara River (RN17) a) Natural Environment The Kara River is one of the main rivers in the Kara Region. It flows through the centre of the region from east to west, and the project site for bridge construction is located approximately 10 km from the southern border of Kéran National Park. The characteristics of the natural environment are the same as those at the Koumongou River. b) Social Environment Photos by the Study Team, March 2013 RN17 across the Kara River offers better Photo 9-4 Typical Landscape around the projected site at Kara River passability than at Koumongou because of the existing concrete bridge. However, passability of the bridge is limited and depends on the weather, because the bridge is too low to be used when the water level rises during the rainy season. Other social conditions of the project site are the same as those at the Koumongou River. (3) Construction of Bridge across the Koumongou River (RN17) a) Natural Environment The project site for the bridge over the Koumongou River is located to the north of RN17 near the west border of Kéran National Park. In spite of this location, there are small to medium scale cultivated areas owned by local residents along RN17, which seem to be expanding into
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the national park due to insufficient management protection and unclear borders. Topographically, the area is characterised as a plateau with savannah climate. In contrast with the various species of vegetation in the national park, trees of similar species are scattered along the RN17 especially at the project site. The following trees were identified in the region: Mytragyna tree (Mytragyna inermis), Mukwa (Pterocarpus erinaceus), Hackberries (Celtis integrifolia), Cola tree (Cola laurifolia), Jackalsberry (Diospyros mespiliformis), Parinari tree (Parinari congensis), Mututi tree (Pterocarpus santalinoides), Tamarind tree Photos by the Study Team, March 2013 (Tamarindus indica), and Hausa chiriri Photo 9-5 Typical Landscape around the (Combretum nigricans). Due to uncontrolled Project Site at the Koumongou River human settlement in and adjacent to the park, wildlife including predators and iconic species has disappeared. The Koumongou River has a vast flood plain including Kéran National Park, with its tributary the Kéran Oti River flowing in the park. b) Social Environment Economic activities around the project site include agriculture, cultivation of cotton, and cattle grazing. During the rainy season, since the river is impassable, a small private ferry operates to transport small quantities of commodities. Residential communities are located far from the project site, so there is a strong need to improve RN17 to provide good access to the villages and farmland. Several functions of the river can be easily identified. The locals come to the river bank to do their laundry and gather water to take back to their houses.
9.3.4 Stakeholder Meeting In order to analyse the expected impacts of the F/S projects on the natural and social environment, the Study Team held a stakeholder meeting to share information and gather opinions or suggestions on the positive and negative impacts of the projects. The meeting was announced by the administrative office of Bassar Prefecture and was held in the capital city of the prefecture. Since the feasibility study projects are located on RN17, even though the bridge construction and diversion route lie approximately 180 km apart north to south, the positive economic impacts on the stakeholders in each region would be similar, so the meeting could equally generate interest in the projects and encourage communication among the relevant communities. Therefore, a joint stakeholder meeting for the two different development projects was held. The participants of the meeting were provisionally designated as representatives of farmers associations, chiefs of tribes, representatives of NGOs, and residents announced by the prefecture. The key points of the stakeholder meeting are summarised in Table 9-17.
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Table 9-17 Key Points of Stakeholder Meeting at Bassar Date Location Language Participants French / Local Language 15th June 2013 Bassar Prefecture Approx. 30 (Basssr and Kotokoli) Major Opinions 1. Positive impacts • Passability of RN17 will have a significant positive impact on the regional agricultural economy for local farmers. The road will enable yams to be exported from the north in any season, thus reducing the cost and contributing to consumers living in urban districts such as Sokodé. • Accessibility of RN17 with the construction of the bridges will provide a safer environment for communities, enabling people to easily access public facilities such as health care centres and schools. Communities would become stronger against chronic poverty which exists in most communities in the north region. 2. Negative impacts • In terms of cultural aspects of the project areas, it is important to analyse the existence of sacred items that have been historically worshipped by the local people, such as trees, rocks and other natural or man-made objects. However, the historical or cultural significance of these items must be proved with evidence, otherwise some people could “invent’ sacred items. • The diversion route of RN17 at Malfakassa would require much logging since the project site is covered with forests. Environmental and social surveys need to be done carefully to identify degraded property for the project. In addition, the surveyor must confirm that the site is not in Malfakassa National Park, which is a protected area. • Since many people from outside the region will be involved during construction and the number of users of RN17 will increase when the road enters operation, the crime rate is expected to increase. Therefore, mitigation measures to ensure the security of regional communities will be needed. • All of the mitigation measures for negative impacts of the development projects analysed in the study need to be guaranteed and followed by a particular authority during the construction phase as well as the operational phase. • In terms of bridge construction, currently the section of RN17 in the northern area including around the bridge is an unpaved earth road with almost no maintenance. To ensure the future function of the RN17, the road between Kabou and Sansanné Mango should be developed in association with the bridge construction. Source: Study Team
Photos 9-6 Stakeholder meeting at Bassar, Kara Region Photos by the Study Team, June 2013 9.3.5 Environmental and Social Impact Analysis of the F/S Projects The expected environmental and social impacts of all the projects selected by the F/S were analysed, taking the opinions of stakeholders raised at each public consultation into consideration. The impacts will be evaluated to establish appropriate mitigation measures. The major potential environmental and social impacts for all the F/S projects are summarised in Table 9-18.
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Table 9-18 Summary of Environmental and Social Impacts of All Projects (1) No. Category Negative Impacts Planning Phase 1 Air pollution • During construction of the base camp and installation of equipment and machinery, there will be an increase in air dust and gas emissions such as NOx.. 2 Deterioration of soil, • Before construction, construction of the base camp and installation of equipment and surface water and machinery will inevitably cause deterioration of soil, surface and groundwater quality by ground water quality contamination of possible discharged materials such as engine oil. 3 Noise nuisance • During preparation for construction, the arrival of machinery and construction vehicles will generate more noise than usual, which may disturb the surrounding residents or wildlife. 4 Destruction of • Activities such as clearing and deforestation by geotechnical works or excavation will vegetation involve the destruction of vegetation on the construction site. 5 Wildlife disturbance • The construction of base camps and the installation of equipment and machinery may disrupt habitats for fauna. However, there is no rare spice in areas affected by the projects. 6 Increase of local • The selection of the detailed alignment of project facilities related to economic impacts on conflicts of interest the local residents may lead to conflicts between stakeholders and the relevant authorities. 7 Risk of damage to • During preparation for construction, equipment and vehicles on the existing road will health and safety reduce traffic safety defined as a disturbance of the current transportation modes including hand-carts, bicycles and motorcycles. 8 Increase of prevalence • The arrival of various people during preparation for construction constitutes a risk factor of STDs, HIV, AIDS for STDs/HIV/AIDS infections. Construction Phase 1 Air pollution • The construction works will have environmental impacts on air quality due to the dust and exhaust gas emissions generated at the construction sites. • Activities of road construction including grading of land will generate dust, and activities involving heavy machinery and equipment will generate toxic emissions from the engines. • Dust emissions may intensify pollution levels during the dry Harmattan season which is particularly acute in the Savannah region. 2 Deterioration of soil, • Construction activities such as excavation, sandblasting, removal or loading of surface water and construction materials, debris or backfill and demolition of structures will change the ground water quality existing structure and texture of soil. • Discharges of hydrocarbons and engine oil will cause soil contamination as well as waterway pollution. • Land grading works will disrupt the flows of waterways, thus degrading the self-purifying capacity of the land and causing increased pollution and turbidity of water. • Utilisation of water from the construction sites for works, and the disposal and abandonment of solid waste will be accompanied by the risks of lowering of the water table and eutrophication and chemical pollution of the existing rivers and streams, which could destroy biodiversity. 3 Noise nuisance • Increased noise due to the use of heavy machinery and the horns of vehicles on the construction site will have a significant negative impact on the local residents. 4 Vibration nuisance • Construction works using heavy machinery such as gravel crushing machines may generate unpleasant vibration, which could interfere with the economic activities of the local residents. 5 Odour nuisance • Toxic gases such as CO2, carbon monoxide (CO), nitrogen dioxide (NO2), sulphur dioxide (SO2), and methane (CH4), as well as lead (Pb), etc. may be emitted by machines, trucks and construction machinery or other combustion. • The heating of asphalt will generate nauseous odours, which may create a suffocating or irritating environment. 6 Waste • The demolition of existing concrete structures and their removal will generate solid waste if it is not controlled, posing a risk to regional safety. • Solid wastes from construction workers at the base camp are expected to increase, which may disrupt the regional landscape and local sanitation. 7 Destruction of • Road and bridge construction will require felling of trees, which could disrupt local vegetation biodiversity. • Clearing and deforestation necessary for construction may exacerbate desertification. • Due to increased demand for charcoal for the lives of construction workers, additional logging of trees may be unavoidable. 8 Wildlife disturbance • In terms of wildlife, particularly avifauna, the works during the construction phase may destroy habitats due to the noise of heavy machinery. However, there is no rare spices in areas affected by the projects. 9 Hydrologic disturbance • Various land excavation operations during construction at the project sites will disrupt the flow of waterways during the rainy season, which will affect the hydrologic environment at the site as well as hydrologically related areas.
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Table 9-18 Summary of Environmental and Social Impacts of All Projects (2) No Category Negative Impacts 10 Soil erosion • Destruction of existing vegetation will result in soil erosion and accelerated erosion by wind and rain unless measures are taken. • Modification of the existing topography for the development due to rubble and backfill activities will increase the risk of erosion, particularly on slopes and hillsides. 11 Acquisition of valuable • Residents’ valuable cultivated areas situated in the right of way of the road will be land expropriated during the clearance and deforestation operations. • Construction works may affect the agricultural activities of the locals in areas adjacent to expropriated cultivated areas. 12 Decrease of water • The construction work will require water supply for irrigation and stonework, which will quantity reduce the quantity of water available from the regional water resource. 13 Landscape disturbance • Construction activities including logging many valuable trees may damage the local landscape because trees are a significant beautiful aspect of the regional landscape. 14 Increase of local • The coexistence of people with differing cultures may cause problems between the conflicts of interest residents and construction workers, such as a decline in morals. 15 Risk of damage to • The many construction machines amid existing traffic during the construction phase may health and safety cause accidents in the area. • Transport of construction materials during the construction phase of the project and the quarry-related traffic may also increase the number of accidents. • Arrival of new people in the project districts during road restoration works may cause an increase in banditry and crime. 16 Disruption of existing • Supplying equipment and work materials for the construction work will disturb pedestrian traffic access and transport of vehicles including bicycles. 17 Increase of prevalence • The arrival of various different people for the construction constitutes a risk factor for of STDs, HIV, AIDS STDs/HIV/AIDS infections. Operational Phase 1 Air pollution • The increase of various traffic on RN17 in future may impair air quality due to higher exhaust gas emissions at the project site as well as other urbanised areas on RN17. 2 Deterioration of soil, • The maintenance of vehicles and equipment plus vehicle traffic in a poor state of repair surface water and will involve leakage of hydrocarbons and used oils, which will pollute the water and soil. ground water quality 3 Noise nuisance • The use of bitumen roads and increase of traffic will generate noise and cause a nuisance for the residents in residential areas located along RN17. 4 Destruction of • The cutting of plants and trees along the roads without permission from relevant vegetation authorities will be a main cause of the destruction of vegetation along RN17. 5 Wildlife disturbance • Fast traffic speeds may disturb wildlife activity on the project road and around the sites, especially at night. • Bush fires started by residents may negatively affect the wildlife. • However, there is no rare spices in areas affected by the projects. 6 Landscape disturbance • The increase of various traffic and number of users of RN17 may cause litter problems along the side of RN17. • Low maintenance of bushes along the road side decreases the landscape value of the region. 7 Increase of local • After receiving compensation money or other forms of compensation for land acquired for conflicts of interest the development projects, inappropriate speculation related to compensation could cause conflicts between the residents. 8 Risk of damage to • The increase of various forms of traffic will cause an increase in accidents. health and safety • The increase of new users of RN17 may cause an increase in banditry and crime. 9 Increase of prevalence • In addition to the workmen on the construction site, the presence of bitumen roads will of STDs, HIV, AIDS attract a larger foreign population, leading to a higher risk of exposure to infectious diseases such as respiratory infections and STDs/HIV/AIDS. Source: Study Team 9.3.6 Scoping of the F/S Projects Evaluation of the impacts identified by previous studies can clarify the environmental issues to be mitigated and the scope of environmental and social considerations can be determined and each item weighted in respective categories. Through this scoping process for the projects, the environmental study can identify the proper direction of mitigation measures and clarify those areas that need particular attention. Categories of scoping items are referred to the results of SEA previously studied on the Study accordance with the environment check list attached in Appendix 11, and the results of the
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scoping for the construction of bridge at both the Koumongou and Kara Rivers can be identified as same evaluation. Tables 9-19 and 9-20 show the results of the scoping analysis for each project. Table 9-19 Results of Scoping for Construction of the Malfakassa Bypass (1) Category P CO Outline Anti-pollution 1 Air quality C- C- B- P: Heavy machinery or equipment for preparation for development may measures generate toxic emissions from the engines. C: Temporary impacts are expected from construction activities by construction equipment and heavy machinery. O: Continuous higher levels of exhaust gas emissions are expected. 2 Water quality C- C- D P: Establishment of the base camp may cause of deterioration of surface and ground water. C: Operation of the base camp and construction roads may cause water pollution by undesirable management of runoff. O: No impacts are expected. 3 Waste D B- C- P: No impacts are expected. C: Temporary impacts are expected from construction sites and camps. O: Increase of traffic may lead to littering of the forest area from vehicles. 4 Soil contamination D B- D P: No impacts are expected. C: Temporary impacts are expected from construction sites and camps. O: No impacts are expected. 5 Noise and vibration C- B- C- P: Heavy machinery or equipment for preparation for development will produce noise and vibration. C: Temporary impacts are expected from the construction sites. O: Continuous impacts are expected from passing vehicles. 6 Ground subsidence D D D P: No impacts are expected. C: No impacts are expected. O: No impacts are expected. 7 Odour D B- D P: No impacts are expected. C: Temporary impacts are expected from construction sites and camps. O: No impacts are expected. 8 Sedimentation D C- C- P: No impacts are expected. C: Temporary impacts are expected from the construction site related to undesirable runoff. O: Modification of the form of runoff may cause unexpected sedimentation and erosion. Natural 9 Protected areas D D D P: No relevant negative impacts are expected. Environment C: No relevant negative impacts are expected. O: No relevant negative impacts are expected. 10 Ecosystem C- C- C- P: Possible negative impacts are expected from preparation activities. C: Temporary impacts are expected from the construction and surroundings. O: Continuous risk of disruption of the ecosystem is expected due to traffic increase. 11 Hydrology D C- D P: No relevant negative impacts are expected. C: Temporary impacts are expected from the construction and surroundings by modification of runoff. O: No relevant negative impacts are expected with appropriate management during the construction phase. 12 Topography and D C- D P: No relevant negative impacts are expected. geology C: Temporary impacts are expected from the construction site related to undesirable land degradation. O: No relevant negative impacts are expected with appropriate management during the construction phase. 13 Climate change D D D P: No relevant negative impacts are expected. C: No relevant negative impacts are expected. O: No relevant negative impacts are expected. Social 14 Resettlement C- C- C- P: Possible negative impacts are expected due to misunderstandings Environment among stakeholders regarding the acquisition of private property. C: Temporary impacts are expected between proponents and stakeholders. O: Continuous risk of conflict is expected with undesirable management of compensation. 15 Living and D D A+ P: No relevant negative impacts are expected. livelihood C: No negative impact is expected due to construction of the diversion route in terms of access of the existing road. O: Improved access will lead to better quality of life for relevant communities.
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Table 9-19 Results of Scoping for Construction of the Malfakassa Bypass (2) Category P CO Outline Social 16 Heritage D D D P: No relevant negative impacts are expected. Environment C: No relevant negative impacts are expected. O: No relevant negative impacts are expected. 17 Landscape D C- C- P: No relevant negative impacts are expected. C: Temporary impacts are expected from the construction site related to undesirable land degradation and logging. O: Continuous negative impacts are expected due to moral corruption. 18 Ethnic minorities D D D P: No relevant negative impacts are expected. and indigenous C: No relevant negative impacts are expected. peoples O: No relevant negative impacts are expected. 19 Working conditions D B+ A+ P: No relevant negative impacts are expected. C: Temporary construction work and additional commodity sales are expected during construction. O: New job opportunities are expected from new agricultural development in the region. 20 Water use/rights D C- D P: No relevant negative impacts are expected. C: Temporary impacts are expected from construction sites and camps. O: No relevant negative impacts are expected. 21 Poverty group D C+ B+ P: No PAPs are found on the project site. C: Temporary construction work and additional commodity sales are expected during construction. O: New job opportunities are expected from new agricultural development in the region. 22 Existing social D B+ A+ P: No impacts are expected. infrastructures and C: Additional social services during construction may temporarily services improve access to local social services. O: Access to necessary social infrastructures and services will be improved. 23 Misdistribution of D D C- P: No impacts are expected. benefits and damage C: No impacts are expected. O: Imbalance of the distribution of benefits may occur due to future regional economic movement. 24 Local confliction of C- C- C- P: Possible negative impacts are expected due to misunderstandings interests among stakeholders. C: Temporary impacts are expected between proponents and stakeholders. O: Continuous risk of conflict is expected with undesirable management. 25 Land use and D C- C+ P: No impacts are expected. unification of local C: Some farmlands are expected to relocate due to the construction. resources O: Better access will stimulate economic activity between local markets. 26 Sanitation C- C- C- P: Possible negative impacts are expected due to establishment of the base camp. C: Temporary impacts are expected due to the involvement of construction workers. O: Population growth along RN17 in the region may increase the crime rate in the future. 27 Infectious diseases, D B- B- P: No relevant activities are expected. HIV/AIDS C: Spread of infectious diseases brought by immigrant workers is expected without a proper safety management system. O: Spread of infectious diseases through relevant services, freight vehicle drivers and visitors is expected without a proper safety management system. Other 28 Accidents D D C+ P: No negative impacts are expected. prevention measure C: No negative impacts are expected because the existing route will provide access during the construction. O: Improvement of access is expected to reduce the current car accident rate. Notes: P: Planning stage, C: Construction stage, O: Operation stage, Z: Zero option A+/-: Significant positive/negative impact is expected. B+/-: Some positive/negative impact is expected. C+/-: Extent of positive/negative impact is unknown. (Further examination is needed, and the impact could be clarified as the study progresses.), D: No impact is expected. Source: Study Team
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Table 9-20 Result of Scoping for Construction of Bridges across the Kara and Koumongou Rivers (1) Category P CO Outline Pollution 1 Air quality C- C- C- P: Heavy machinery or equipment for preparation for development Control may generate toxic emissions from the engines. C: Temporary impacts are expected from construction activities by construction equipment and heavy machinery. O: Continuous higher levels of exhaust gas emissions are expected, whereas paved roads will reduce dust pollution. 2 Water quality C- C- D P: Establishment of the base camp may cause of deterioration of surface and ground water. C: Operation of the base camp and construction roads may cause water pollution by undesirable management of runoff. O: No impacts are expected. 3 Waste D B- C- P: No impacts are expected. C: Temporary impacts are expected from construction sites and camps. O: Increase of traffic may lead to littering of the forest area from vehicles. 4 Soil D B- D P: No impacts are expected. contamination C: Temporary impacts are expected from construction sites and camps. O: No impacts are expected. 5 Noise and C- B- D P: Heavy machinery or equipment for preparation for development vibration will produce noise and vibration. C: Temporary impacts are expected from the construction sites. O: No residential community affected by the development around the project site is identified. 6 Ground D D D P: No impacts are expected. subsidence C: No impacts are expected. O: No impacts are expected. 7 Odour D B- D P: No impacts are expected. C: Temporary impacts are expected from construction sites and camps. O: No impacts are expected. 8 Sedimentation D C- C- P: No impacts are expected. C: Temporary impacts are expected from the construction site related to undesirable runoff. O: Modification water flow may cause unexpected sedimentation and erosion. Natural 9 Protected areas D D D P: No relevant negative impacts are expected. Environment C: No relevant negative impacts are expected. O: No relevant negative impacts are expected. 10 Ecosystem C- C- D P: Possible negative impacts are expected from preparation activities. C: Temporary impacts are expected from the construction and surroundings. O: No relevant negative impacts are expected. 11 Hydrology D C- D P: No relevant negative impacts are expected. C: Temporary impacts are expected due to the construction of piers. O: No relevant negative impacts are expected with appropriate management during the construction phase. 12 Topography and D C- D P: No relevant negative impacts are expected. geology C: Temporary impacts are expected from the construction site related to undesirable land degradation at the river banks. O: No relevant negative impacts are expected with appropriate management during the construction phase. 13 Climate change D D D P: No relevant negative impacts are expected. C: No relevant negative impacts are expected. O: No relevant negative impacts are expected. Social 14 Resettlement C- C- C- P: Possible negative impacts are expected due to misunderstandings Environment among stakeholders regarding the acquisition of farmland. C: Temporary impacts are expected between proponents and stakeholders. O: Continuous risk of conflict is expected with undesirable management of compensation. 15 Living and D D A+ P: No relevant negative impacts are expected. livelihood C: No negative impact is expected due to construction of the diversion route in terms of access by the existing road. O: Improvement of access is expected to provide a better economic environment for farmers around the project site.
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Table 9-20 Result of Scoping for Construction of Bridges across the Kara and Koumongou Rivers (2) Category P CO Outline Social 16 Heritage D D D P: No relevant negative impacts are expected. Environment C: No relevant negative impacts are expected. O: No relevant negative impacts are expected. 17 Landscape D C- C- P: No relevant negative impacts are expected. C: Temporary impacts are expected from the construction site related to undesirable land degradation and logging. O: Continuous negative impacts are expected due to moral corruption. 18 Ethnic minorities D D D P: No relevant negative impacts are expected. and indigenous C: No relevant negative impacts are expected. peoples O: No relevant negative impacts are expected. 19 Working D B+ A+ P: No relevant negative impacts are expected. conditions C: Temporary construction work and additional commodity sales are expected during construction. O: New job opportunities are expected from new agricultural development in the region. 20 Water use/rights D C- D P: No relevant negative impacts are expected. C: Temporary impacts are expected from construction sites and camps. O: No relevant negative impacts are expected. 21 Poverty group D C+ B+ P: No PAPs are found on the project site. C: Temporary construction work and additional commodity sales are expected during construction. O: New job opportunities are expected from new agricultural development in the region, but the ferry business will be terminated during the rainy season. 22 Existing social D B+ A+ P: No impacts are expected. infrastructures and C: Additional social services during construction may temporarily services improve access to local social services. O: Access to necessary social infrastructures and services will be improved. 23 Misdistribution of D D C- P: No impacts are expected. benefits and C: No impacts are expected. damage O: Imbalance of the distribution of benefits may occur due to future regional economic movement. 24 Local confliction C- C- C- P: Possible negative impacts are expected due to misunderstandings of interests among stakeholders. C: Temporary impacts are expected between proponents and stakeholders. O: Continuous risk of conflict is expected with undesirable management. 25 Land use and D C- C+ P: No impacts are expected. unification of C: Some farmlands are expected to relocate due to the construction. local resources O: Better access will stimulate economic activity between local markets. 26 Sanitation C- C- C- P: Possible negative impacts are expected due to establishment of the base camp. C: Temporary impacts are expected due to the involvement of construction workers. O: Population growth along RN17 in the region may increase the crime rate in the future. 27 Infectious D B- B- P: No relevant activities are expected. diseases, C: Spread of infectious diseases brought by immigrant workers is HIV/AIDS expected without a proper safety management system. O: Spread of infectious diseases through relevant services, freight vehicle drivers and visitors is expected without a proper safety management system. Other 28 Accidents D D C- P: No negative impacts are expected. prevention C: No negative impacts are expected. measure O: Occasional traffic accidents are expected due to high-speed traffic on the bridge, particularly at night. Notes: P: Planning stage, C: Construction stage, O: Operation stage A+/-: Significant positive/negative impact is expected. B+/-: Some positive/negative impact is expected. C+/-: Extent of positive/negative impact is unknown. (Further examination is needed, and the impact could be clarified as the study progresses.), D: No impact is expected. Source: Study Team
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9.3.7 Environment Assessment Based on the environmental and social environmental survey above, the assessment of the proposed projects is summarised in Tables 9-21 and 9-22. Table 9-21 Environment Assessment (Construction of the Malfakassa Bypass) (1) Category Environmental Scoping Impact Remarks Items Assessment P C O P C O Anti-pollution 1 Air quality C- C- B- C- C- B- C: Due to the limited economic activities, the baseline of the proposed measures project area is confirmed as being very clean. Temporary impacts are expected from the construction activities. O: Compared to the few existing impacts, continuous impacts are expected from passing vehicles. 2 Water quality C- C- D C- C- C- C: The turbidity of the existing small river is very low. Construction of the road is likely to generate high turbidity runoff. O: Increased littering leading to lowering river water quality can be expected based on the evidence of the riverside environment 3 Waste D B- C- D B- C- C: Limited impact is expected from construction waste. With the supervision by relevant authorities, the impact on soil will be limited to the road construction area. 4 Soil D B- D D B- D C: Temporary impact from construction activities and construction camps contamination is expected. 5 Noise and C- B- C- C- B- B- C: Temporary impact from construction activities is expected. vibration O: Compared to no traffic at present, the baseline will change to the environmental conditions of RN1. 6 Ground D D D D D D N/A subsidence 7 Odours D B- D D C- D C: Based on the situation at other construction sites, no odour is expected either at the construction site or camps. 8 Sedimentation D C- C- D B- C- C: Depending on weather condition severe erosion at the road bank has been found at other similar construction site in Togo. Therefore, erosion of the road bank will be carefully monitored during the construction. Natural 9 Protected areas D D D D D D N/A Environment 10 Ecosystem C- C- C- C- C- C- C: No significant eco system will be impacted.
11 Hydrology D C- D D C- D C: The effect of the drainage facility will be negligible. Effects from the construction equipment during the bridge construction will be monitored. 12 Topography D C- D D C- D C: New road construction through and along the hills and minor and geology topographical modifications will be required. The impact is expected to be minimal. 13 Climate D D D D D D N/A Change Social 14 Resettlement C- C- C- C- C- D P: Housing requiring resettlement was not found through the base line, Environment however acquisition of woodland needs to be clarified. C: Cash compensation should be prepared through communication with the PAPs. 15 Living and D D A+ C: Limited but additional social services for construction work may Livelihood improve access to such services. O: The new road would greatly improve access to better services within the communities as well as some central facilities in Tema or Accra. 16 Heritage D D D D D D N/A 17 Landscape D C- C- D C- C- C: Temporary/permanent changes are expected from construction work 18 Ethnic D D D D D D N/A minorities and indigenous people 19 Working D B+ A+ P: Some wood lands are affected, but none of the farmers are required to conditions relocate for farming. The impact of land acquisition could also be compensated by higher yield farming practices. C: Temporary construction work are expected for construction workers during the construction period. O: Capacity development/skill training in such opportunities for locals would greatly increase their chances. 20 Water D C- D C: Since there is no related activity by the residents at the small stream, use/rights the impact of the road construction will be limited. O: Due to the abundant water flow in both rivers, runoff is unlikely to impact the water quality of the river.
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Table 9-21 Environment Assessment (Construction of the Malfakassa Bypass) (2) Category Environmental Scoping Impact Remarks Items Assessment P C O P C O Social 21 Poverty group D C+ B+ D C+ B+ P: It is confirmed that the project affected communities are generally Environment low-income communities, but this is a common situation in rural communities in Ghana. Unless there is a special request from the PAPs, special attention may not be required regarding the income restoration plan. C: Resettlement assistance for low-income groups is a fairly common practice in Togo, therefore compensation and follow-up will not be an issue. Job opportunities related to construction are likely to provide temporary income as well as on-the-job training for skilled labourers. O: Improvement of access to social services, markets and new job opportunities resulting from the new road construction is expected. 22 Existing social D B+ A+ C: Limited but additional social services for construction work may infrastructures improve the access to such services. and services O: The new road would greatly improve access to better services within the communities as well as some city along the RN17. 23 Misdistribution D D C- D D C- O: Due to improvement of accessibility to the RN17, agribusiness at of benefits and other area possible loses benefit of their locational characteristics, damage however drastic change is not expected. 24 Local C- C- C- D D D P: Regarding the actual condition of EIA policy in terms of confliction of communication management with the public, no significant conflict is interests expected. 25 Land use and D C- C+ D C- C+ C: The impacts of rock and sand sources will be carefully assessed during unification of the detailed design stage. local resources O: Commercial farming would greatly improve the productivity of land use in the region. 26 Sanitation C- C- C- C- C- C- C: Continuous attention is necessary throughout the construction work. 27 Infectious D B- B- D B- B- C: The spread of transmitted diseases brought by immigrant workers is diseases, expected without a proper safety management programme. HIV/AIDS O: Even after the construction work, many visitors and freight vehicle drivers are expected to pass along the constructed new road. A continuous awareness programme for local communities would be effective. Other 28 Accidents D D C+ D D C- C: Accidents related to construction work and traffic are expected. prevention O: Due to the bad condition of the roads, motorcycles are quite common measure at the project site. However, some of the drivers do not hold a licence and have poor driving awareness. It is highly recommendable to improve the ability of such drivers to avoid accidents. Notes: P: Planning stage, C: Construction stage, O: Operation stage A+/-: Significant positive/negative impact is expected. B+/-: Some positive/negative impact is expected. C+/-: Extent of positive/negative impact is unknown. (Further examination is needed, and the impact could be clarified as the study progresses.), D: No impact is expected. Source: Study Team
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Table 9-22 Environment Assessment (Construction of Bridges across the Kara and Koumongou Rivers) (1) Category Environmental Scoping Impact Remarks Items Assessment P C O P C O Anti-pollution 1 Air quality C- C- C- C- C- C- C: Due to the limited economic activities, it is confirmed that the baseline measures of the proposed project area is very clean. Temporary impacts are expected from the construction activities. O: No change is adopted due to the location of the projected site. 2 Water quality C- C- D C- B- C- C: The turbidity level of the Kara and Koumongou river is very low. Bridge construction is likely to generate high turbidity runoff. O: Increased littering leading to reduced river water quality can be expected based on the evidence of the riverside environment 3 Waste D B- C- D B- C- C: Limited impact is expected from construction waste. With the supervision by relevant authorities, impacts on soil will be limited to the road construction area. 4 Soil D B- D D B- D C: The impact from construction activities and construction camps is contamination expected to be temporary. 5 Noise and C- B- D C- B- D C: The impact from construction activities is expected to be temporary. vibration O: The construction site is located far from residential villages, the expected impact is very limited. 6 Ground D D D DDDN/A subsidence 7 Odours D B- D D B- C- C: Based on the situation at other construction sites, odour is not expected either at the construction site or camps. 8 Sedimentation D C- C- D B- C- C: Due to the slow river flow, sedimentation is expected. However, erosion of the river bank will be carefully monitored during the construction. Natural 9 Protected areas D D D DDDN/A Environment 10 Ecosystem C- C- D C- C- D C: No significant eco system will be impacted.
11 Hydrology D C- D D C- C- C: The effect of the bridge bases will be negligible. Effects of the construction equipment during the bridge construction will be monitored. 12 Topography D C- D D C- D C: Temporary access road construction and minor topographical and geology modification will be required. The impact is expected to be minimal. 13 Climate D D D DDDN/A Change Social 14 Resettlement C- C- C- C- C- D P: Housing requiring resettlement was not found through the base line, Environment however acquisition of farm land needs to be clarified. C: Cash compensation should be prepared through communication with the PAPs. 15 Living and D D A+ C: Limited but additional social services for construction work may Livelihood improve the access to such services. O: The new road would greatly improve access to better services within the communities as well as some central facilities in Tema or Accra. 16 Heritage D D D DDDN/A 17 Landscape D C- C- D C- C- C: Temporary/permanent changes are expected from construction work 18 Ethnic D D D DDDN/A minorities and indigenous people 19 Working D B+ A+ D B+ A+ P: Some woodland is affected, but none of the farmers are required to conditions relocate for farming. The impact from the land acquisition could also be compensated by higher yield farming practices. C: Temporary construction work is expected for construction workers during the construction period. O: Capacity development/skill training for such opportunities for locals would greatly increase their chances. 20 Water D C- D D C- D C: The impact of the bridge construction is expected for the regional use/rights residents for their laundry activity. A practical monitoring plan will be considered during the detailed design stage. O: Due to the abundant water flow in both rivers, runoff is unlikely to impact the water quality of the river.
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Table 9-22 Environment Assessment (Construction of Bridges across the Kara and Koumongou Rivers) (2) Category Environmental Scoping Impact Remarks Items Assessment P C O P C O 21 Poverty group D C+ B+ D C+ B+ P: It is confirmed that the project affected communities are generally low-income communities, but this is a common situation in ruralTogo. Unless there is a special request from the PAPs, special attention for the income restoration plan might not be required. C: Resettlement assistance for low-income groups is fairly common practice in Togo, therefore compensation and follow-up will not be an issue. Job opportunities related to construction are likely to provide temporary income as well as on-the-job training for skilled labourers. O: Improvement of access to social services, markets and new job opportunities resulting from new road construction is expected. 22 Existing social D B+ A+ C: Limited but additional social services for construction work may infrastructures improve access to such services. and services O: The new road would greatly improve access to better services within the communities as well as some city along the RN17. 23 Misdistribution D D C- D D C- O: Due to improvement of accessibility of the RN17, agribusiness at of benefits and other area possible loses benefit of their locational characteristics, damage however drastic change is not expected. 24 Local C- C- C- D D D P: Regarding the actual condition of EIA policy in terms of confliction of communication management with the public, no significant conflict is interests expected. 25 Land use and D C- C+ D C- C+ C: The impacts of rock and sand sources will be carefully assessed during unification of the detailed design stage. local resources O: Commercial farming would greatly improve the productivity of land use in the region. 26 Sanitation C- C- C- C- C- C- C: Continuous attention is necessary throughout the construction work. 27 Infectious D B- B- D B- B- C: The spread of transmitted diseases brought by immigrant workers is diseases, expected without a proper safety management programme. HIV/AIDS O: Even after the construction work, many visitors and freight vehicle drivers are expected to pass along the new constructed road. A continuous awareness programme for local communities would be effective. Other 28 Accidents D D C- D D C- C: Accidents related to construction work and traffic are expected. prevention O: Due to the bad condition of the roads, motorcycles are quite common measure at the project site. However, some of the drivers do not hold a licence and have driving awareness. It is highly recommended to improve the ability of such drivers to avoid accidents. Notes: P: Planning stage, C: Construction stage, O: Operation stage A+/-: Significant positive/negative impact is expected. B+/-: Some positive/negative impact is expected. C+/-: Extent of positive/negative impact is unknown. (Further examination is needed, and the impact could be clarified as the study progresses.), D: No impact is expected. Source: Study Team 9.3.8 Mitigation Measures and Cost Estimation The development of mitigation measures for the negative impacts identified above is one of the most important perspectives for the EIA study after the impact and scoping analyses clarify the environmental impacts to be mitigated for each project. The mitigation measures for each development project give same direction to alleviate the negative environment or social impacts analysed previously. These mitigation measures for the F/S projects are summarised in Table 9-23.
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Table 9-23 Mitigation Measures for the F/S Projects (1) Responsible No. Negative Impact Cause Proposed Mitigation Measure Authority for Management Planning Phase 1 Air pollution • Procurement of • Encourage appropriate maintenance of vehicles and equipment. ANGE machinery and equipment • Ensure consultation and supervision of exhaust emission control. Proponent such as for geological and topographic surveys. 2 Deterioration of soil, • Relevant survey activity • Create a land degradation manual to prevent soil, surface and ANGE surface water and ground with possible excavation ground water from deterioration with through knowledge of Proponent water quality of existing landform. disruption mechanisms such as setting up a system for collecting waste oil. 3 Noise nuisance • Procurement of heavy • Make public announcements on possible noise nuisance before ANGE machinery. operation. Proponent • Avoid operation during hours from early morning to late evening. 4 Destruction of • Geological or • Conserve culturally valued trees and minimise damage to local ANGE vegetation topographic works vegetation by identifying trees to be cleared in the area. Proponent requiring tree cutting or bush burning. 5 Wildlife disturbance • Geological or • Strictly prohibit hunting of wildlife and consumption of bush ANGE topographic works meat for workers. Proponent requiring tree cutting or bush burning. 6 Increase of local • Parcellary survey • Share information on the legislative land acquisition scheme and ANGE conflicts of interest activities and focus group report to stakeholders with appropriate amount of compensation. Proponent (impartiality of land meetings concerning land • Confirm the acquisition and schedule of the payment or other Local Social acquisition) acquisition. treatment with stakeholders. Authority 7 Risk of damage to health • Relevant procurement • Make public announcements on the procurement work. ANGE and safety works. • Comply with the Labour Code for workers. Proponent • Install temporary fences and signs for local safety.
8 Increase of prevalence of • Relevant procurement • Reinforce the organisations for preventing STIs, HIV, and AIDS ANGE STDs, HIV, AIDS works. in the project region. Proponent • Distribute condoms. NGO • Organise a committee to increase awareness. Construction Phase 1 Air pollution • Construction work with • Control vehicle speed on unpaved roads during the construction ANGE heavy machinery and period. Proponent equipment. • Make vehicle maintenance mandatory to avoid unnecessary exhaust emissions. • Encourage water-sprinkling to reduce dust diffusion. 2 Deterioration of soil, • Construction work with • Create a land degradation manual to prevent soil, surface and ANGE surface water and ground degradation of existing ground water from deterioration with through knowledge of Proponent water quality landform. disruption mechanisms such as setting up a system for collecting waste oil. • Introduce a regulation on waste disposal such as felled trees on the ground. • Establish systems for collecting waste oil and a filtration facility for purifying groundwater. 3 Noise nuisance • Construction work with • Make public announcements on possible noise nuisance before ANGE heavy machinery. operation. Proponent • Avoid operation during hours from early morning to late evening. • Set up monitoring systems to sporadically supervise noise nuisance with particular devices.
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Table 9-23 Mitigation Measures for the F/S Projects (2) Responsible No. Negative Impact Cause Proposed Mitigation Measure Authority for Management 4 Vibration nuisance • Construction work with • Require health check-ups of heavy machinery operators subjected ANGE heavy machinery or to vibration during the construction period. Proponent equipment. 5 Odour nuisance • Handling of construction • Specify the materials with unpleasant odour and designate a ANGE materials with unpleasant person to supervise its usage. Proponent odour. • Share information on the materials with relevant workers. 6 Waste • General construction • Create a waste disposal manual for the construction site with ANGE works. regular monitoring. Proponent • Introduce solid waste management supervised by a particular manager who authorises requests for improvement if required 7 Destruction of • Clearing of forests by • Set up regulations for logging to avoid over-deforestation. ANGE vegetation cutting trees for road • Identify and conserve valued trees including transplanting. Proponent construction. • Plant trees in areas close to villages if required. 8 Wildlife disturbance • General construction • Strictly prohibit hunting of wildlife and consumption of bush ANGE works. meat for workers. Proponent • Identify possible areas and times for encountering wildlife and share information with workers. • Set up appropriate time schedules for construction operation to avoid encountering wildlife in the project site. • Avoid preventing the passage of fish by construction materials for the bridge including rocks and concrete debris . 9 Hydrologic disturbance • Construction of drains • Clear debris in the runoff path to avoid blocking or changing the ANGE (disturbance of existing and culverts. existing flow. Proponent water flow system) • Install a temporary runoff path for the construction of culverts if required in case of heavy rain. 10 Soil erosion • Construction work with • Stabilise degraded soil mechanically to reduce the risk of erosion. ANGE degradation of existing • Reinforce degraded slopes whenever damage is found during the Proponent landform. construction. 11 Acquisition of valued • General construction • Land acquisition should be executed after the harvest season. ANGE land (disturbance of works on the area where • Confirm expropriated land or logged trees with stakeholders to Proponent cultivated fields) land acquisition will prevent misunderstandings and unnecessary disturbance of occur. cultivated fields adjacent to expropriated land. 12 Decrease of drinking • General construction • Supply adequate water for construction activities and workers to ANGE water quantity works. avoid conflicts with the locals. Proponent • Set up regulations for water supply for construction and workers to avoid disturbing water resources in the region. 13 Landscape disturbance • Construction works with • Restrict the logging of culturally valued trees especially trees ANGE degradation of existing along the existing RN17. Proponent landform and logging • Establish landscape regulations to avoid installing exaggerated or trees. flamboyant facilities such as signs which are not suitable for the regional landscape. 14 Increase of local • Contact between workers • Provide moral education for construction workers to create Proponent conflicts of interest and local residents during harmonised communication with the locals. or after construction. 15 Risk of damage to health • General construction • Make public announcements on the construction work. Proponent and safety: works. • Comply with the Labour Code for the workers. Local Police • health of workers • Install and maintain temporary fences and signs for local safety. • road safety • Develop local security management with regular patrols by police • security from crime to prevent crime. 16 Disruption of existing • General construction • Install temporary road signs to avoid disruption of traffic. Proponent traffic works. • Provide traffic controllers and education on road safety and to Local Police avoid traffic congestion. 17 Increase of prevalence of • General construction • Reinforce the organisations for preventing STIs, HIV, and AIDS ANGE STDs, HIV, AIDS works. in the project region. Proponent • Distribute condoms. • Organise a committee to increase awareness. Operation Phase 1 Air pollution • Increase of various traffic • Identify areas of air pollution and analyse nitrogen oxides if ANGE, on RN17. required. Relevant • Implement restrictions on speeding and overloading. Authority • Supervise exhaust emission controls.
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Table 9-23 Mitigation Measures for the F/S Projects (3) Responsible No. Negative Impact Cause Proposed Mitigation Measure Authority for Management 2 Deterioration of soil, • Increase of various traffic • Implement restrictions on discharge with regular monitoring of ANGE, surface water and ground on RN17. soil and water quality. Relevant Local water quality • Educate drivers and road users on the risk of pollution of soil and Authority water by using brochures or holding free seminars to increase awareness. 3 Noise nuisance • Increase of various traffic • Make public announcements on possible noise nuisance in the ANGE, on RN17 adjacent to area adjacent to communities. Police communities. • Identify areas of noise nuisance with sound level meters. • Implement restrictions on speeding and overloading. 4 Destruction of • Increase of number of • Conserve culturally valued trees and regional forests in areas ANGE vegetation users of RN17. close to registered protected areas. • Disseminate conservation issues to the regions. 5 Wildlife disturbance • Increase of various traffic • Implement reduced speed control at night to avoid disturbing ANGE, and number of users of wildlife. Police RN17. • Implement restrictions to prevent bush fires. 6 Landscape disturbance • Increase of various traffic • Implement restrictions on littering and introduce activities for Relevant Local and number of users of road beautification by the relevant community. Authority, RN17. Local Community 7 Increase of local • Receiving compensation • Introduce requirements on acquisition with monitoring to avoid Relevant Local conflicts of interest or other treatment. injustices concerning compensation or other treatment. Authority (inappropriate speculation of compensation) 8 Risk of damage to health • Increase of various traffic • Develop road and bridge maintenance systems initiated with the Relevant Local and safety: and number of users of local community to avoid insufficient road maintenance. Authority, • road safety RN17. • Educate drivers and communities on the risk of accidents. Local Community • security from crime • Provide road facilities for night safety on the bridges. • Introduce local security management with regular patrols by police to prevent crime. 9 Increase of prevalence of • Increase of various traffic • Reinforce the organisations for preventing STIs, HIV, and AIDS Relevant Local STDs, HIV, AIDS and number of users of in the project region. Authority, RN17. • Distribute condoms. NGO • Organise a committee to increase awareness. Source: Study Team 9.3.9 Environment and Social Management and Monitoring Plan According to the environmental law, Decree No. 2006-58PR, an Environment and Social Management Plan is required to ensure the effectiveness of the measures recommended in the environmental impact assessment and to confirm the expected impacts. The Decree defines the responsibility, direction and methodology of implementing mitigation measures and also explains that monitoring is the main means of securing the mitigation measures in the EIA. Coordination and supervision of the management plan should be done by the MEFR thorough the ANGE. The monitoring plan is designed to observe the environmental changes caused by development activities and to mitigate the impacts through various measures. Most monitoring activities such as sampling of water and soil and checking the health of workers shall be conducted by the developer of the development project during the construction, who shall also submit a monitoring report to the ad hoc committee to be evaluated and reviewed. The report will be addressed with periodical monitoring activities. Mitigation measures involving protection, regulation, and control to reduce the environmental impacts will be carried out by the relevant authority at the instruction of the MEFR. Proposed monitoring activities are summarised in Tables 9-24 and 9-25
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Table 9-24 Proposed Management Activities for the F/S Projects Environmental Mitigation Measures Responsible Time-framework and Social Impact Institutions Involuntary • Land acquisition. Execution agency Before construction work resettlement • Provision of similar type/size of land plots. Soil erosion • Installation of appropriate protection measures by ANGE, Contractor During construction contractors for construction activities by equipment. work Water pollution • Installation of appropriate protection measures by ANGE, Contractor During construction contractors for construction activities by equipment. work Waste • Dumping of waste at appropriate places instructed Execution agency During construction by related authority. work • Environmental management plan of contractor to protect the environment. Noise • Installation of appropriate protection measures by ANGE, Contractor During construction contractors for construction activities by heavy work machinery. Accident • Installation of warning signs and assignment of ANGE, Contractor During construction security staff in populated areas during construction. work Source: Study Team Table 9-25 Proposed Monitoring Activities for the F/S Projects Project Monitoring Parameters Location Frequency Notes Phases Items Construction Surface water Potential Hydrogen (pH), In surface waters Once during Sampling Phase quality Biochemical oxygen downstream of construction locations to be demand (BOD), construction activities defined Suspended solids (SS), Hydrocarbons Liquid discharge pH, BOD, SS At the exit of Once during from Chemical oxygen demand construction sites, construction construction site (COD) downward Solid waste Food waste, plastic, In the temporary yard Once during To control the cardboard, metal products, for construction work construction implementation etc. and road construction sites Hazardous waste Fuel, oils, solvents, paints, In the temporary yard Once during To control the used tyres, batteries, etc. for construction work construction implementation and road construction sites Biodiversity Pollution from work sites The entire project area Once during To control the in and near water flows construction implementation Operation Air pollution Nitrogen oxide (NOx), On the RN17 near 2 times a Phase SO2, CO, CO2 residential areas year Biodiversity General flora conditions In and near inhabited 2 times a areas, near water flows, year on slopes and forested areas along the coast Source: Study Team
9.4 Abbreviated Resettlement Action Plan for the F/S Projects
According to the land acquisition and involuntary resettlement policy in Togo and the “JICA Environmental Guidelines”, all of the F/S projects categorised as “B” in the previous analysis should be studied for potential issues. Therefore, land acquisition and involuntary resettlement for the projects were examined and the results were combined with those of other environmental assessments to draw up the abbreviated resettlement action plan as follows. 9.4.1 Necessity of Resettlement and Land Acquisition The F/S comprises with two project component: road construction and bridge construction. Regardless of the component, resettlement programs will be necessary due to some of the land
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to be acquired being within the social base line survey. However, the number of the Project Affected Persons (PAPs) is very limited because of the size of the projects and no affected houses have been identified in the basic design stage. The necessity of resettlement or land acquisition will be determined by the 70m right of way in a rural area, and 50m in urban areas as regulated by EIA policy in Togo, followed by the WAEMU policy. Alternative designs for both construction projects are not essential to ensure minimum resettlement and land acquisition due to their location. 9.4.2 Legal Framework for Resettlement and Land Acquisition (1) National Legal Framework in Togo To ensure legislative rights and the definition of land in Togo, the national legal framework for resettlement and land acquisition addresses three aspects: land texts, land status and land acquisition for public use. These legislative acts or decrees define the procedures for involuntary resettlement and the system of compensation for resettlement. a) Constitution of the Togolese Republic The Togolese Constitution guarantees property rights to citizens and establishes restrictions on public interest. b) Land Texts The management of land in Togo is based on two key laws. One is Decree No. 45-20 of 1st September 1945, which regulates the acquisition of land for public use. The other is Ordinance No. 12 of 6th February 1974, which defines property status categorised in different stages. c) Land Status The status of land in Togo is defined by Ordinance No. 12 of 6th February 1974. This classifies land in Togo into four categories: i) Land owned by customary community and individuals, ii) Land constituting public and private areas, iii) Private area consisting of buildings and other property rights owned by the government, and iv) National land. National land includes all land that is not classified in any of the other three categories. These lands are managed by the relevant government authority, which is responsible for redistribution in any form. d) Land Acquisition for Public Use Decree No. 45 of 1st September 1945 defines land acquisition for public use. It specifies the conditions and procedures of acquisition to ensure appropriate transactions for public facilities such as roads, water management and sanitation facilities. Regarding compensation for the acquisition, the law states that the relevant authority is in charge of determining the required properties, organising mutual agreement and compiling reports. The amount of compensation is based on the value of the property before the date of declaration. (2) International Legal Framework in Togo a) Operational Policy 4.12 of the WB In terms of drawing up resettlement action plans in Togo, it is required to follow OP/BP 4.12 “Involuntary Resettlement” of the WB for a project that is likely to cause involuntary resettlement, negative impacts on the community, land acquisition or restriction of access. The overall objectives introduced by the policy are: i) Involuntary resettlement should be avoided where feasible, or minimised, by exploring all viable alternative project designs, ii) Where it is
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not feasible to avoid resettlement, resettlement activities should be conceived and executed as sustainable development programmes, providing sufficient investment resources to enable the persons displaced by the project to share in project benefits. Displaced persons should be meaningfully consulted and should have opportunities to participate in the planning and implementation of resettlement programmes, and iii) Displaced persons should be assisted in their efforts to improve their livelihoods and standards of living or at least to restore them, in real terms, to pre-displacement levels or to levels prevailing prior to the beginning of project implementation, whichever is higher. (3) JICA’s Policy on Involuntary Resettlement JICA’s policy on involuntary resettlement shown in Table 9-26 is compatible with the WB’s involuntary resettlement policy (WB OP 4.12) and must be correlated and complemented with Togo’s policy. Table 9-26 JICA’s Involuntary Resettlement Policy (1) I. Involuntary resettlement and loss of means of livelihood are to be avoided when feasible by exploring all viable alternatives. II. When population displacement is unavoidable, effective measures to minimise the impact and to compensate for losses should be taken. III. People who must be resettled involuntarily and people whose means of livelihood will be hindered or lost must be sufficiently compensated and supported, so that they can improve or at least restore their standard of living, income opportunities and production levels to pre-project levels. IV. Compensation must be based on the full replacement cost9 as much as possible. V. Compensation and other kinds of assistance must be provided prior to displacement. VI. For projects that entail large-scale involuntary resettlement, resettlement action plans must be prepared and made available to the public. It is desirable that the resettlement action plan include elements laid out in the World Bank Safeguard Policy, OP 4.12, Annex A. VII. In preparing a resettlement action plan, consultations must be held with the affected people and their communities based on sufficient information made available to them in advance. When consultations are held, explanations must be given in a form, manner, and language that are understandable to the affected people. VIII. Appropriate participation of affected people must be promoted in planning, implementation, and monitoring of resettlement action plans. IX. Appropriate and accessible grievance mechanisms must be established for the affected people and their communities. The above principles are complemented by World Bank OP 4.12, since it is stated in the JICA Guidelines that “JICA confirms that projects do not deviate significantly from the World Bank’s Safeguard Policies”. Additional key principles based on World Bank OP 4.12 are as follows. X. Affected people are to be identified and recorded as early as possible in order to establish their eligibility through an initial baseline survey (including population census that serves as an eligibility cut-off date, asset inventory, and socioeconomic survey), preferably at the project identification stage, to prevent a subsequent influx of encroachers or others who wish to take advantage of such benefits.
Table 9-26 JICA’s Involuntary Resettlement Policy (2)
9 The meaning of “replacement cost” is as follows. Land Agricultural The pre-project or pre-displacement, whichever is higher, market value of land of equal productive Land potential or use located in the vicinity of the affected land, plus the cost of preparing the land to levels similar to those of the affected land, plus the cost of any registration and transfer taxes. Land in The pre-displacement market value of land of equal size and use, with similar or improved public Urban infrastructure facilities and services and located in the vicinity of the affected land, plus the cost of any Areas registration and transfer taxes. Structure Houses and The market cost of the materials to build a replacement structure with an area and quality similar to or Other better than those of the affected structure, or to repair a partially affected structure, plus the cost of Structures transporting building materials to the construction site, plus the cost of any labour and contractors’ fees, plus the cost of any registration and transfer taxes.
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XI. Eligibility of benefits include the PAPs who have formal legal rights to land (including customary and traditional land rights recognised under law), the PAPS who do not have formal legal rights to land at the time of census but have a claim to such land or assets and the PAPs who have no recognisable legal right to the land they are occupying. XII. Preference should be given to land-based resettlement strategies for displaced persons whose livelihoods are land-based. XIII. Provide support for the transition period (between displacement and livelihood restoration. XIV. Particular attention must be paid to the needs of the vulnerable groups among those displaced, especially those below the poverty line, landless, elderly, women and children, ethnic minorities, etc. XV. For projects that entail land acquisition or involuntary resettlement of fewer than 200 people, an abbreviated resettlement plan is to be prepared. Source: Appendix 1: Environmental and Social Consideration Required for Intended Projects (JICA Guideline) (4) Comparison between “JICA Environmental Guidelines” and Togo’s Resettlement Policy Comparison between the “JICA Environmental Guidelines” and resettlement policy of Togo is summarized on Table 9-27 Table 9-27 Comparison between JICA’s Guideline and Togo’s Policy of Resettlement (1) Laws of Togo/ Actual Basic Policy for the JICA Environmental Guidelines Comparison Condition Project Involuntary resettlement and loss of means of • No specific description of Depending on the conditions Apply Togo’s customs livelihood are to be avoided where possible by requirement of alternatives is for the construction programs due to limited viable exploring all viable alternatives. defined in the relevant law. and projected site, viable alternatives • WB’s policy is respected. alternatives should be analysed. When population displacement is unavoidable, • No specific description under No gap is found between No circumstances effective measures to minimize impact and to the relevant law or guideline. both policies as long as WB would occur on the compensate for losses should be taken. • WB’s policy is respected. policy is applied in project customary way.. People who must be resettled involuntarily • It is defined under the Decree No gap is found between Apply policy of both and people whose means of livelihood will be No.45-2016 of 1 September both policies. “JICA Environmental hindered or lost must be sufficiently 1945 including regulation and Guidelines” and Togo compensated and supported, so that they can judicial mechanism for land improve or at least restore their standard of expropriation. living, income opportunities and production levels to pre-project levels. Compensation must be based on the full as above as above as above replacement cost as much as possible. Compensation and other kinds of assistance • No specific measures of The PAPs should receive Apply “JICA must be provided prior to displacement. compensation assistance is assistance during Environmental defined. resettlement and monitoring Guidelines” after compensation. For projects that entail large-scale involuntary • No specific description No gap is found between No circumstances resettlement, resettlement action plans must be under the relevant law or both policies as long as WB would occur on the prepared and made available to the public. guideline. policy is applied in project (JICA GL) • WB’s policy is respected. customary way. In preparing a resettlement action plan, • It is defined under Decree No gap is found between Apply both “JICA consultations must be held with the affected No.45-2016 of 1 September both policies. Environmental people and their communities based on 1945 to include regulation and Guidelines” and Togo sufficient information made available to them judicial mechanism for land policies in advance. (JICA GL) expropriation. When consultations are held, explanations as above as above as above must be given in a form, manner, and language that are understandable to the affected people. Appropriate participation of affected people • No specific description as above as above must be promoted in planning, under the relevant law or implementation, and monitoring of guideline. resettlement action plans. • WB’s policy is respected.
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Table 9-27 Comparison between JICA’s Guideline and Togo’s Policy of Resettlement (2) Laws of Togo/ Actual Basic Policy for the JICA Environmental Guidelines Comparison Condition Project Appropriate and accessible grievance • Regular judicial procedures The PAPs must have easy Apply both “JICA mechanisms must be established for the will be held in case of failure access to a treatment system Environmental affected people and their communities. of negotiation. for handling any complaints. Guidelines” and Togo policies Affected people are to be identified and • It is defined under the Decree No gap is found between the Apply policy of both recorded as early as possible in order to No.78-646 of 17 May 1978 both policy. WB and Togo establish their eligibility through an initial including mechanism for baseline survey (including population census acquisition procedure. that serves as an eligibility cut-off date, asset inventory, and socioeconomic survey), preferably at the project identification stage, to prevent a subsequent influx of encroachers of others who wish to take advance of such benefits. (WB OP4.12 Para.6) Eligibility for benefits includes; PAPs who as above as above as above have formal legal rights to land (including customary and traditional land rights recognized under law); PAPs who don't have formal legal rights to land at the time of census but have a claim to such land or assets; and PAPs who have no recognizable legal right to the land they are occupying. (WB OP4.12 Para.15) Preference should be given to land-based • No specific description No gap is found between Apply the WB OP resettlement strategies for displaced persons under the relevant law or both policies as long as WB 4.12 whose livelihoods are land-based. (WB guideline. policy is applied in OP4.12 Para.11) • WB’s policy is respected. customary way. Provide support for the transition period • It is defined under Decree No gap is found between Apply both WB and (between displacement and livelihood No.78-646 of 17 May 1978 both policies. Togo policies restoration). (WB OP4.12 Para.6) including mechanism for acquisition procedure. Particular attention must be paid to the needs • No specific description No gap is found between Apply the WB OP of the vulnerable groups among those under the relevant law or both policies as long as WB 4.12 displaced, especially those below the poverty guideline. policy is applied in line, landless, elderly, women and children, • WB’s policy is respected customary way. ethnic minorities etc. (WB OP4.12 Para.8) For projects that entail land acquisition or • No specific description of WB policy for the Apply the WB OP involuntary resettlement of fewer than 200 abbreviated resettlement plan abbreviated resettlement plan 4.12 people, an abbreviated resettlement plan is to is defined. is followed in customary be prepared. (WB OP4.12 Para.25) way. Source:” JICA Environmental Guidelines” and MPW arranged by the Study Team 9.4.3 Institutional Framework for Resettlement Plan The institutional framework consists of several authorities which are in charge of relevant activities for involuntary resettlement and land acquisition. The following ministries listed in Table 9-28 will be involved in the procedures of the Resettlement Action Plan (RAP). In addition to the relevant ministries above, the Inter-Ministerial Compensation Committee (Comité Interministériel d’Indemnisation) verifies the fairness of compensation programmes through the communication plan to outreach to the PAPs of the construction project under Decree No. 297/MEF/SG amending Decree No. 168/MEF/SG of 10th August 2009. The Committee comprises representatives of the relevant ministries and is under the direct responsibility of the Ministry of Economics and Finance.
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Table 9-28 Relevant Ministries for RAP Ministry Responsibilities Ministry of Economics and Finance Assuring the security of land property of acquisition lands and (Ministère de l’Economie et des Finances) managing the Inter-Ministerial Compensation Committee. Ministry of Public Works Organising resettlement activities, communicating with PAPs and (Ministère des Travaux Publics) developing the abbreviated RAP as one of the proponents of the Ministry of Transport development project. (Ministère des Transport) Ministry of Territorial Administration, Decentralisation Inventory and identification of the acquisition land with and Local Government statistical analysis as well as monitoring the land after the (Ministère de l’Administration Territoriale, de la resettlement. Décentralisation et des Collectivités Locales) Ministry of Urban Development and Housing Management of urban development and planning including (Ministère de l’Urbanisme et de l’Habitat) allocation of housing and subdivisions for the modernisation of towns. Ministry of Environment and Forest Resources Overall management of the environment in Togo including (Ministère de l’Environnement et des Ressources conservation of protected areas. Forestières) Ministry of Social Action and National Solidarity Securing social welfare if it will be affected by construction (Ministère de l’Action Sociale et de la Solidarité activities. Nationale) Ministry of Planning, Development and Territory Ensuring development of national territory. Management (Ministère de la planification, du Développement et de l’Aménagement du Territoire) Source: Study Team 9.4.4 Scope of Resettlement Impact (1) Construction of the Malfakassa Bypass a) Social Aspect (census, demographic and economic environment) Since alignment of the bypass design is conducted with the condition to avoid affecting residential housing, no one has to directly bear any social impact due to the construction project. On the other hand, it is a fact that Malfacassa village is the only community established adjacent to the projected site for the bypass construction. It would be the only village possibly affected, either negatively or positively, by the project. The village consists of about 150 houses, one mosque, and one elementary school. All of the houses are made of adobe reinforced by straw and a few houses are used as small processing factories, such as for threshing maize, which provide the village with food or trading resources. The rest of the houses are residential with 3 to 5 family members per house and the population of the village is estimated at about 600 from the current structure of the community. According to statistical data of Togo the poverty rate at the projected region, a rural area of the Centrale region, about 84.0 % of residents are under the poverty line. (QIBB 2006) However, obviously vulnerable people or communities such as indigenous tribes, orphanages, handicapped persons etc. are not included in the survey and collected data. b) Topographical Aspect Since the construction site of the Malfakassa Bypass is located on a rural hillside covered with natural and planted woods, there is expected to be a large amount of logging for the planned road and area for land grading on the sides of the road, with a total length of approximately 8.3 km. The trees are a mixture of hardwoods such as teak, white and red woods with a density of approximately 8 to 12 trees/100 m2. According to the environmental survey, the average size of the trees is 7.0 m in height and 15 cm in diameter, each of which would
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produce approximately 0.07 m3 of logging materials. The expected affected area and number of trees are provisionally calculated as shown in Table 9-29. About 50% of the land is owned by the community without legal rights and the rest of the land is national land. Table 9-29 Affected Land and Number of Trees along Malfakassa Bypass Affected Item Expected Area and Number Forest areas Acquisition Land: 8.3 km x 35 m x 50% = 145,250 m2 *width of the acquisition area is calculated based on the minimum right of way of the planned road 35 m Forest trees Logging Area: 8.3 km x 20 m = 166,000 m2 Amount of Trees: 166,000 m2 / 10 trees (ave.)/ 100 m2 = 16,600 trees Volume of hard wood: 16,600 x 0.07 m3 =1,162 m3 *width of the required logging area is calculated based on actual construction working space to minimise the loggings Source: Study Team (2) Construction of bridges across the Kara and Koumongou Rivers (RN17) a) Social Aspect (census, demographic and economic environment) No establishment of residential community around the projected sites were found in the environmental survey, however farmers are engaged in agricultural activity on farms along the existing road, RN17, connecting to the new bridges. An environmental survey found that basic economic activity in this region is agriculture and animal husbandry and this style of economic activity has not changed due to the closest village settlement being more than 30km away. Generally speaking, the community in rural regions of Togo, such as at the project site, is organized by an inherited chief with no administrative rules as a leader of the region and the chief provides customary rules to regulate the community. Statistical data of Togo the poverty rate at the projected region, a rural area of the Kara region, shows that about 80.0 % of the residency is under the poverty line. (QIBB 2006) However, obviously vulnerable people or communities such as indigenous tribes, orphanages, handicapped person etc. are not included in the survey and collected data. b) Topographical Aspect The construction of bridges was first mentioned in the RN17 F/S – 2 mentioned in Section 8.2.1. The project consists of three sections in the Savanes Region including the rehabilitation programme of RN17 between Katchamba and Sadori. The construction of bridges across the Kara and Koumongou Rivers is part of the programme. In terms of involuntary resettlement and land acquisition for the bridge construction, this study is based on a report on the environmental assessment conducted in the previous study for the development programme of RN17. According to that report, the construction of bridges across the Kara and Koumongou Rivers will not cause involuntary resettlement. However, some land acquisition will be necessary at both project sites, which would appear to be possible based on the results of the site investigation by the Study Team. All of the land to be acquired is cultivated land owned by local farmers on the front and rear sides of the planned bridges where the linking roads to the main RN17 will be constructed. The expected inventory of land acquisition is summarised in Table 9-30.
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Table 9-30 Inventory of Land Acquisition for the Construction of Bridges Project Site Length Width Total Area Remarks (m) (m)*1 (m2) 150.0 31.0 4,650 Linking road on northeast 150.0 35.0 5,250 Linking road on northwest Bridge across the Kara 150.0 31.0 4,650 Linking road on southeast River 150.0 35.0 5,250 Linking road on southwest 100.0 15.0 1,500 Construction base camp Sub Total 21,300 100.0 33.0 3,300 Approach road on northeast 100.0 33.0 3,300 Approach road on northeast 100.0 33.0 3,300 Approach road on southeast Bridge across the 100.0 33.0 3,300 Approach road on southeast Koumongou River 150.0 4.0 600 Provisional access road 100.0 17.0 1,700 Construction base camp Sub Total 15,500 Total 36,800 Note: *1: Width means the ROW in rural areas = 70.0 m Source: Rapport D’avant Projet Detaille (APD) Volume 4, Etude D’Impact Environnemental et Social (EIES), P49, re-calculated by the Study Team 9.4.5 Specific Measures of Compensation and Support for the Project (1) Basic concept of the resettlement The resettlement programme should be carried out based on the national legislative resettlement policies specified in the relevant acts or decrees as well as the OP of the WB. At the detailed design stage of the bridges and roads, it is required to consider minimum resettlement or land acquisition, including culturally valuable materials or trees. Regarding the resettlement programme for the bridge and road construction projects, it is required to finalise and improve the RAP based on a detailed socio-economic survey, establish a resettlement inventory, and hold public consultations with direct PAPs at the detailed design stage. (2) Eligibility for Compensation a) Eligibility for Compensation for Land The criteria for eligibility for compensation basically follow OP 4.12, which defines the following categories: i) Owner of the land with legal rights including customary and traditional rights recognised by the national legislation, ii) Those who do not have legal rights to lands when the census begins but have property or securities recognised by law, who can be defined as land managers, and iii) Those who do not have legal rights or securities to the land they are occupying. PAPs meeting the first two criteria are eligible to receive compensation for their assessed loss, whereas the third category of PAPs can receive resettlement assistance instead of full compensation. It is important to note that the relevant authority will set a cut-off date to control the inventory of required resettlement; anyone who moves into the project sites after the cut-off date will not be eligible for compensation or other resettlement assistance. In terms of occupational and property position of PAPs, the date of eligibility is at the end of the last census taken on 6th July, 2011. Beyond that date occupation and/or exploitation of assets affected by the project are not eligible for compensation. However, the issue of cut-off date can be communicated with the PAPs and posted to the prefecture through additional consultation.
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b) Eligibility for Compensation for Others All three categories of PAPs are eligible to receive compensation for loss of assets other than land such as shops, huts and agricultural crops. The overall concept of eligibility for compensation in Togo is summarised in Table 9-31 as an entitlement matrix for the feasibility project. Table 9-31 Entitlement Matrix for the Feasibility Project Type of Loss Entitle Persons Compensation Implementation Responsible (Beneficiaries) Issues Organization Loss of Legal owner(s) of (Complete loss) Decree No. 78-646 of Ministry of structure or structures or • Replacement value of structures 17 May 1978 fixing Territorial building buildings (Cash Compensation under the the procedure for Administration, relevant law) or replacement of recognition and Decentralisation structures. measurement of land and Local • Evaluation of the structure or building in development Government will be based on the present market schemes value. Ministry of (Partial loss) Mechanism off Economy and • Partial payment of compensation only procedure of the Finance if the remaining structure is decree of September functioning, otherwise complete 1, 1945 compensation will be paid. Loss of rights Owner or operator • Resettlement assistance will be as above as above (tenant of the business provided, including identifying new operation) locations for settlement. Loss of land Legal owner(s) of (Land owner) as above as above land • Replacement value of land (cash compensation under the relevant law) or resettlement of new plots with reimbursement for total economic losses. (Land manager) • Replacement value of land (cash compensation under the relevant law) or resettlement of new plots (Land occupancy). • Compensation for lost assets. Loss of trees Legal owner(s) of Compensation for lost assets evaluated as above as above wooded land based on present market values. Loss of Legal owner(s) of Compensation for lost assets evaluated as above as above agricultural agricultural land based on present market values as well crops as cost of labour and equipment already invested. Source: Cadre De Politique De Reinstallation (CPR) Des Populations Du Projet Warcip-Togo In addition to the compensation described above, PAPs are also eligible for compensation for income loss, which includes the following: i) Temporary suspension of business due to construction activities for the project, ii) Direct or indirect loss of locational benefits for the business, causing a decrease in income, and iii) Permanent loss of income as the economic activity of the PAPs is compromised by the resettlement. (3) Restoration Programme for the PAPs To avoid the situation of loss of assets leading to poverty, involuntary resettlement should include a restoration programme for the PAPs. One practical programme is capacity building. The provision of capacity building for the affected community will be an additional mitigation
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measure to encourage not only changing intensity of community development but also building firm community networks with a stronger organisation. Enhancement of financial opportunities to urge the local residents to extend their business environment is another restoration programme to support the PAPs. Development of small irrigation facilities, application of a variety of crops, and methods to produce better crop yeilds would be examples and are correlated with risk management against a shortage of agricultural products due to bad weather. The programs mentioned above should be continued for three to five years while monitoring their applicability. 9.4.6 Complaint Management System To ensure mutual agreement without any conflicts among the parties related to the construction project, the system for managing complaints should be recognised by the relevant parties, especially by the PAPs. Basically, disputes about resettlement due to construction activities are governed by the provision of Law No. 034, 16th 2009 followed by OP 4.12 of the WB. The local authority is in charge of arranging conciliation regarding resettlement, therefore, if the PAPs have a complaint or problems about any activities related to the resettlement, they must contact the local authority which has been involved in the resettlement programme since the RAPs were carried out. The local authority may organise an extemporary committee, called a Local Conciliation Committee (Comité Local de Conciliation), consisting of the president of the Village Development Committee (CVD: Comité Villageois de Développement), a representative of the authorised authority of the RAP, and a representative of the prefecture. The committee acts as problem-solver for resettlement issues and directs both parties to reach an agreement and complete the conciliation. If the conciliation fails, the first party may legally take the issue to the High Court, which will make a legislative judgement on the resettlement conflict. 9.4.7 Monitoring Programme for the RAP The monitoring plan for the RAP is basically managed by and is correlated with the monitoring plan for the EIA of which the relevant authorised organisation will be in charge. However, the activities of monitoring and surveillance, and evaluation of the results of monitoring and surveillance of the resettlement activities may be done in collaboration with local staff from various relevant authorities such as the prefectural office of ANGE, Environment Directorates, or Forest Resource depending on the type of monitoring. It is important to define monitoring indicators before implementing the activity. These include PAPs’ satisfaction with the compensation and number of compensated people, including vulnerable groups such as handicapped people or orphans, to ensure access to compensation. Regarding the bridge and road construction projects, since the scope of the resettlement impact does not include direct resettlement of buildings or structures, it is important to pay attention to the monitoring of land acquisition and compensation for the resettlement as indicators during implementation of the RAP. Samples of monitoring forms are attached in Appendix 12.
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9.4.8 Schedule for Resettlement A schedule for resettlement activities must be completed by the construction activity for the project and correlated with approval of financing such as compensation. Table 9-32 shows a typical schedule for resettlement. Table 9-32 Schedule of Resettlement Activities Duration Remarks 1. Information campaign 2 weeks •Dissemination of information about the project 2. Land acquisition 6 months •Inventory of resettlement •Declaration to the public •Evaluation of resettlement •Estimation of resettlement •Negotiation of compensation 3. Payment of compensation to PAPs 10 months •Mobilisation of finance •Compensation to PAPs 4. Relocation of facilities and people 2 months •Assistance for the relocation •Expropriation of land for the project 5. Monitoring and evaluation of implementation of RAP 12 months The activities continue till the end •Monitoring of RAP of payment and relocation. •Management of complaints •Evaluation of operation of RAP 6. Start of construction activities - Procedures will take 1 to 1.5 years at maximum till the start of construction. 7. Monitoring of resettlement process 1 year
Source: Study Team 9.4.9 Cost Estimation and Finance (1) Estimation of Compensation Cost Based on the scope of resettlement impacts, the Study estimated the amount of compensation for the bridge and road construction projects as follows. a) Construction of the Malfakassa Bypass The unit cost of the forested land is based on the RN17 F/S – 1, and the costs of cultivable land and wood are based on recent resources of RAP in Togo. Table 9-33 summarises the estimated compensation amounts for the bypass construction. Table 9-33 Compensation Amount for Malfakassa Bypass Construction Projected Site Compensation Amount Malfakassa Bypass Area of acquisition property: 147,000 m2 Volume of hardwood: 1,187 m3 Unit cost of forested land: FCFA 12,000/m2 Unit cost of hardwood: FCFA 5,250/m3 Total (147,000 x 12,000) + (1,187 x 5,250) = FCFA 1,770,231,330 = EUR 2,698,700 Note: Calculation of hardwood is based on the average cost of teak, red and white hardwoods. Exchange Rate: EUR 1 = FCFA 655.957 Source: Rapport D’avant Projet Detaille (APD) Volume 4, Etude D’Impact Environnemental et Social (EIES), P62, and Projet D’Appui Au Developpement Du Secteur Prive, Programme D’Assistance A La Zone Franche, P35, re-calculated by the Study Team b) Construction of Bridges across the Kara and Koumongou Rivers The unit cost of agricultural land is based on the RN17 F/S – 2 and the cost of agricultural crops is based on recent resources of RAP in Togo. Table 9-30 summarises the estimated
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compensation amount for the bridge construction. Table 9-34 Compensation for Bridge Construction Projected site Compensation Amount Bridge across the Kara River Area of acquisition property: 21,300 m2 Unit cost of agricultural land: FCFA 12,000/m2 Unit cost of agricultural crops: FCFA 3 /m2 Total (21,300 x 12,000) + (21,300 x 3) = FCFA 255,663,900 = EUR 389,757 Bridge across Area of acquisition property: 15,500 m2 the Koumongou River Unit cost of agricultural land: FCFA 12,000 /m2 Unit cost of agricultural crop: FCFA 3 /m2 Total (15,500 x 12,000) + (15,500 x 3) = FCFA 186,046,500 = EUR 283,626 Note: Calculation of agricultural crop is based on the unit cost of maize, with no additional investment in labour or equipment cost. Exchange Rate: EUR 1 = FCFA 655.957 Source: Rapport D’avant Projet Detaille (APD) Volume 4, Etude D’Impact Environnemental et Social (EIES), P62, and Projet D’Appui Au Developpement Du Secteur Prive, Programme D’Assistance A La Zone Franche, P35, re-calculated by the Study Team (2) Finance In addition to the construction cost for the bridge and road construction projects, the Ministry of Economy and Finance assumes formal responsibility for the financial obligations related to the implementation of the RAP. Therefore, the inventory of the resettlement impacts and the estimations of the compensation amounts should be reviewed by the relevant authorities involved in the project, including local authorities, to clarify the exact number of affected people and the value of resettled assets owned by the PAPs.
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CHAPTER 10 INSTITUTIONAL ARRANGEMENTS FOR THE TLC DEVELOPMENT PROGRAMME
The Project for the Study on Togo Logistics Corridor Development Final Report Chapter 10 Institutional Arrangement for TLC Development Programme
Chapter 10 Institutional Arrangements for TLC Development Programme
10.1 Institutional Arrangements for the Road Sub-sector
10.1.1 Proposed Reform of DGPW As described in Section 3.3.10, the following issues were identified in the road sub-sector: • Inadequate financing • Lack of a road management system • Inadequate attention to road safety • Issues related to the organisation of road sub-sector management • Insufficient capacity in the road sub-sector The DGPW under the newly established Ministry of Public Works and Transports (MPWT)10 is currently responsible for the planning, design, construction and, operation and maintenance (O&M) of national and local roads as well as public buildings, which means that the majority of public works related to roads and public buildings are concentrated under only one directorate (DGPW). This type of organisation in charge of not only road administration but also public building and repair works does not facilitate effective management since it is not subject to rigorous managerial discipline. Such a system of road management does not allow the clear definition of responsibilities, and hence management structures tend to be weak and ineffective. There also tends to be a lack of managerial accountability. Moreover, the DGPW has implemented projects with general government budget, financial assistance from foreign development partners, and allocation from the Road Fund, which is funded by a levy on fuel sales and tolls. In order to carry out efficient policy planning, design, construction and O&M of the road sub-sector, it is desirable to separate the organisation into three major functions, i.e., policy planning of the road sub-sector, construction and O&M of roads, and construction and O&M of public buildings. In this sense, Togo may have to consider restructuring the DGPW into two Directorates General, i.e., the Directorate General of Roads, which would concentrate on policy formulation, evaluation and monitoring of the road sub-sector, and DGPW, which would concentrate on policy formulation, construction and O&M of public buildings. It should also consider setting up an autonomous Road Authority (RA) to focus on engineering and O&M of the road sub-sector. 10.1.2 Operation and Maintenance of Road Improvement of most of the trunk roads in the Study Area is expected to be completed in the long term (2030), and so O&M works to maintain the functions of road assets will become more important in the near future. Therefore, the following programmes are desirable to maintain the existing and newly improved road assets to secure their functions.
10 Even though the Ministry of Public Works and Transports was established on 18th September, 2013 and the Study Team has no information regarding the organisation of the new ministry, the Study Team refer to the new ministry name in Chapters 10 and 12, since contents of these chapters are proposed future institutional arrangements and recommendations.
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• Routine maintenance work such as cleaning the ROW and small-scale repairs of pavement surface should be carried out according to the O&M programmes. • Periodic maintenance works such as pavement repair or overlay works should be carried out according to the O&M programmes. The road database with the HDM-4 is a suitable tool for identifying the priority of road sections for periodic maintenance, as the DGPW is going to introduce this model with the assistance of the EU. Such a system should contain the following: An information system containing data about the road network. A decision-support system for strategic planning to develop long-term plans for the road network as a whole; planning time horizons typically of five years or more; undertaken to determine the implications resulting from meeting objectives in terms of future budget needs, resulting pavement conditions, and user costs. A decision-support system for tactical planning or programming concerned with determining needs in the budget year; planning time horizons of one to three years; including identification of links or sections from the network which require treatment and the timing of treatments, possibly in conjunction with a rolling programme; cost estimating, prioritisation, budgeting and monitoring. A decision-support system for project preparation, including project formation and design, costing, works order or contract preparation and issuance. A decision-support system for the management of operations on a daily or weekly basis, including defining work to be carried out, developing appropriate costs for this in terms of labour, equipment and materials, and making arrangements for carrying out the work; recording of work accomplishment, and the use of this information for monitoring and control. Inspection and maintenance of drainage structures and bridges should be carried out annually to identify and repair/clean the disorderly parts of structures. 10.1.3 Road Fund The Road Fund is the most appropriate resource for these periodic and routine maintenance works, as the annual revenues of the Road Fund are reasonably stable. However, the Road Fund should not be allocated to development projects, in order to leave sufficient funding for O&M. Considerable resources are required both for investment and for maintenance. Strategies need to be developed for bridging existing investment gaps, such as the use of PPP. With CAPER11 revenues only accounting for about a third of the network maintenance needs, new and innovative ways need to be found to increase CAPER’s revenues. 10.1.4 Effective Use of Containers for Transit Transport Currently, the majority of containers for transit transport to landlocked countries are devanned in Lomé Port, mainly because of the high deposit for containers charged by shipping companies (this situation was complained by shippers of landlocked countries). Intermodal
11 Even though the comments from the GoT mentioned the new establishment of SAFER on 18th September, 2013 to be responsible for the Road Fund, no information is available for the Study Team ragarding SAFER. Hence, no modification is made in this chapter regarding CAPER.
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transportation using containers has become very common worldwide because of its efficiency and reliability for logistics, so it is therefore desirable for Togo and its neighbouring landlocked countries to encourage shippers to use containers for the entire transportation segments, from origin to destination. In this sense, the GoT and governments of landlocked countries, together with WAEMU or other international organisations, should assist the shippers’ council to negotiate with shipping companies to reduce the deposit charge for containers. If the majority of containers could be transported to destinations in landlocked countries without devanning in Lomé Port, the operational efficiency of Lomé Port would be drastically improved. 10.1.5 Legal Initiative for the Axle Load and Oversized Vehicle Control (1) General In parallel with the axle control measures proposed in the TLC Development Plan described in Section 7.3.1, it is necessary to provide a legal frame-work within which axle loads can be effectively controlled. To comply with the WAEMU regulation (Reglement No. 14/2005/ CM/UEMOA (attached in Appendix 13)), which was ratified by member countries, and actually apply it in Togo prior to other member countries, it is necessary to set up a legal initiative for axle load and oversized vehicle control in Togo. This may involve a review of the legislation on road transportation which would clearly state the maximum weight and dimensions of vehicles allowed to use public roads. The Act should clearly define the vehicles that are allowed to use the public roads to ensure a uniform interpretation by all parties. It should also define what is overloading and how overloaded vehicles should be handled in simple terms that can be understood by operators and transporters. Careful considerations should be made for vehicles which carry indivisible cargo and those with dangerous cargo such as hazardous materials. Other issues which require clear rules in the Act include: • Smallest vehicle in the fleet which must be weighed • Extent of records for weighed vehicles i.e. whether only overloaded vehicles or all weighed vehicles should have their records kept for future reference. Good practice requires that records be kept for all weighed vehicles. • Overloading charges on single axles, groups of axles as well as on gross vehicle mass. The highest charges should be used for determining overload charges. Furthermore, charges should be set to compensate for the road damage caused by overloaded vehicles. • The payment method of charging overload fees. These should be transparent and understandable for all stakeholders. • The handling management of overloaded vehicles which have been unable to pay the charges. • The treatment of absconding vehicles. Some drivers might attempt to avoid the weighbridge, so deterrent charges are required to discourage such practices. • The authority that could provide a waiver on the rules and the extent to which the issued permits could go. Overload charges should be intended to compensate the road damage cost caused by overloaded vehicle and should also act as a deterrent against overloading. It is recommended that the management of axle load control in Togo be transferred to the RA
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once established. It is further recommended that the control of weighbridges be carried out at the regional level. The RA headquarters will be involved in monitoring through mobile scales and providing technical support, when required. It is also recommended that the operations of the weighbridges should be outsourced even at the regional level. (2) Proposed Regulations The Act should be supported by Regulations which would spell out the detailed conduct of axle load control operations. 1) The Regulations should define terms such as: • Axle Load, abnormal load, authorized officer, gross vehicle mass, group of axles, articulated vehicle, single axle, tandem axle, triple axle, multi-axle combination, overload, super load, and super single tire - which are inherent in axle load control operations. • The Regulations should also specify the competent body permitted to certify the correctness of weighing scales as an agent of the State, as well as authority of the RA charged with carrying out axle load control operations. 2) Permissible axle load and dimensions of vehicles The permissible weights of single and various axle combinations; and the dimensions for various vehicle types should also be clearly specified. In Togo these may be as prescribed by WAEMU/ECOWAS for harmonisation in the sub-region. 3) Special permit The Regulations should also specify the conditions under which special permits may be issued and the conditions that would be attached to the movement of vehicles issued such special permits. The penalties associated with altering such a permit or failing to comply with the conditions attached to the permit should be specified. There should also have be a grievance procedure to be followed by transporters who believe they have been unfairly treated. If a special permit is issued for a vehicle, the overload is to be calculated accordingly and the corresponding fee(s) imposed. A person is disqualified from being issued a permit if he has an outstanding debt in respect of any monies payable in terms of these Regulations 4) Maximum permissible weight of vehicle The maximum permissible weight of vehicle above which the Regulations apply should also be stated – usually 3,500 kg. The tolerances for permissible axle loads, if any, should be specified. 5) Schedule for fees to be charge The Regulations should also have schedules for fees to be charged for various levels of overloading and for various permits. 6) Signs and special notification A vehicle is said to be overloaded when used on a public road in contravention of weight regulations. In this context, a vehicle is said to be overloaded when contravening the permissible axle(s) weight and gross vehicle mass specified for that vehicle and allowed for the roads, or weight regulations specified by prohibition signs for a specified part of a road, or special notifications or other means.
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7) Surcharge fee for excess weight within 5% of legal limit For each axle an additional five per cent (5%) of the allowed weight may be carried. However, if such overload is not off-loaded, the surcharge fee for carrying it further will be four times the corresponding fee for the overload. All overloads beyond five per cent (5%) shall be off-loaded into another vehicle unless a special permit is produced. 8) Off-loading/redistribution excess weight If it is established that a vehicle is carrying a load in excess of the legal load limit while a journey is being undertaken, the vehicle in question will not continue with its journey unless the excess load is off-loaded or redistributed and the vehicle upon being re-weighed shall conform to the legal load limit. If the destination is further away than the starting point, the driver shall take his vehicle to the starting point for off-loading to legal limits after having paid the overload fee; if the destination is near, the vehicle may proceed after having paid the regular over-load fee and the surcharge shall be paid in accordance with the fee schedule which will be provided as part of the Regulations. 9) Prescribed fees and on the spot payment for overload The RA shall impose the prescribed fees for vehicle overload offences to recover the cost of damages to the roads and bridges caused by the overloaded vehicles; these fees shall be paid on the spot to the RA. Fees prescribed in these Regulations shall be imposed on the owner of the overloaded vehicle in question. Any person who overloads his vehicle shall be guilty of an overload offence. 10) Abnormal load permit Any motor vehicle or trailer which carries a load that is inherently and unavoidably indivisible and that exceeds the legal dimensions but not axle load limits, shall not use the public road unless a special permit fee (to be specified) has been paid and a permit has been issued by the RA; the cost for the safe movement of the cargo shall be borne by the registered owner. Where there is an abnormal load the width of which exceeds that specified, the registered owner shall provide escort vehicles(s) at his own expense, and the RA will issue a permit to the registered owner who has provided the escort vehicle(s) and paid fees for the special permit. 11) Compensation for damage of road infrastructure Where a vehicle carries a super-load that could cause damage to the road infrastructure, the registered owner must comply with the conditions set down in the permit by the RA to prevent any part of the roads or bridges from being damaged. If any visible damage is done to any bridge, road structure or road facilities, the registered owner shall be required to compensate the RA for such damage and shall be liable for any costs, charges or expenses in respect thereof including any axle or gross vehicle mass overload fee payable in accordance with these Regulations. 12) Awkward load If a vehicle is overloaded and the load is considered to be awkward, it shall not be off-loaded at the weighbridge station unless special and legal safety precautions are taken; in this case the registered owner of the vehicle shall be required to pay a fee for each overloaded axle or for the
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excess gross mass weight. 13) Fees for overload and non-exclusion of sanctions for other traffic offences If a vehicle is found to have contravened a provision of the Regulations, the registered owner shall be liable to pay fees to the RA in accordance with the schedules provided as part of the Regulations. Subject to the provisions of these Regulations the liability for an overload fee according to these Regulations shall not exclude penal sanctions for other traffic offences associated with the vehicle. Subject to the provisions of these Regulations the fee shall be calculated separately for each axle or group of axles according to the Schedules set out in these Regulations. 14) Fees to be paid The fee to be paid for an overloaded axle or group of axles shall be as specified in the relevant Schedule of these Regulations; The fee to be paid for gross vehicle mass overloading, shall be as specified in the appropriate Schedule to these Regulations. When a vehicle is overloaded, both with respect to axle load and gross vehicle mass limits, only the Schedule imposing the highest fee will be applied. 15) Weigh bridge report form The authorised officer shall fill in a weigh bridge report form, which must be signed by the driver, who by signing the form, indicates that he has agreed on behalf of the owner that the vehicle particulars and weighing scale readings at the particular time of weighing are correctly reported on the form; failure of a driver to sign the weighbridge report form does not prevent the RA from imposing a fee. Notification in the weigh bridge report form should give the basis for imposing fees where the vehicle is found to be overloaded according to these Regulations; it shall be the duty of the Road Authority to impose fees. It shall be the duty of the driver to notify the registered owner of an overload as shown on the weighbridge report form regarding the overload and the fee shall be paid after the issuance of the weighbridge report form. 16) Overloading by a trailer If a trailer was used in violating the overloading regulations, the registered owner of the motor vehicle pulling the trailer shall be liable for the overloading offence and shall be required to pay the overloading fees. It shall be the duty of the owner or of any person registered as the owner of the motor vehicle pulling the overloading trailer to pay fees for an overloaded trailer or motor vehicle. 17) Detained overloaded vehicle In order to secure proper payment of fees, an overloaded vehicle will be detained free of charge by the RA for the first three consecutive days; thereafter, a fee (to be specified) will be charged for each extra day until proof of payment has been produced. Subject to the provisions of this regulation detained vehicles will be held under the owner’s responsibility and payment of fees shall be made either by cash or irrevocable bank instrument.
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18) Contravention of the Road Transport Act If a vehicle is overloaded or is in contravention of the Road Transport Act, the RA together with the police shall perform overload control and enforce these Regulations. It shall be the responsibility of the driver to follow all the instructions given by the RA or the police so that road safety and overload control procedures can be performed in a proper way. 19) Bypassing a weigh bridge Where a vehicle is found to have bypassed or absconded from a weigh bridge station, whether overloaded or not, the registered owner shall be liable to pay a bypassing or absconding fee (to be specified), and subject to the provisions of these Regulations if the vehicle is found to be overloaded, the overloading fee and charging procedures described under these Regulations shall be instituted in addition to the absconding fee. 20) Refuse to comply with instructions of RA or Police It shall be an offence not to follow the instructions of the RA or the Police; in case of such violation, vehicle and cargo shall be detained as long as it is necessary at the expense and risk of the registered owner. 21) Non-payment of fee If the fee described in these Regulations is not paid within ninety days from the date of imposition, the RA may issue a notice of sale by auction for the vehicle in question and its goods. Before the goods are disposed of by auction the RA shall by notice published in the Gazette and in two national newspapers within fourteen days after the vehicle in question has been compounded require the owner of the motor vehicle or trailer to claim the goods; in case of failure to do so, the goods will be disposed of by auction. The proceeds of any such sale shall first be used to cover the charges occasioned by the sale, including the cost of the advertisement and removal of the vehicle or trailer; the remaining proceeds, if any, shall be payable to the registered owner, or, where the owner fails to claim within six months of the sale, the proceeds shall go to the RA. 22) Notification to the police For security reasons the RA shall notify the nearest police station within 24 hours regarding any vehicle is that is being detained at a weighbridge station. 23) Authority of authorised officer An authorised office may require the driver of a vehicle to stop the vehicle for the purposes of weighing and inspecting the vehicle; Enter the vehicle; Inspect any load being carried in or on the vehicle, and any records relating to any load carried in or on the vehicle; Weigh the vehicle and any load being carried in or on the vehicle; Weigh any axle or any axle group of the vehicle; Inspect any records relating to, issued or required under any relevant transport legislation; Inspect any records, object or thing that relates to the vehicle, its operation or any load carried in or on the vehicle; Make inquiries of any person operating the vehicle inspected under this section; and Perform or cause to be performed tests or examinations of or in respect of the vehicle or any load carried in or on the vehicle; Impose a charge in respect of overloading as prescribed in the relevant schedules. It shall be the duty of the authorised officer to make sure that a scale is always set to zero before weighing starts.
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24) Calculation of axle and vehicle weights An overload fee related to axles or gross vehicle mass shall be calculated by weighing the individual axle or group of axles; alternatively, the gross vehicle mass may be calculated by weighing a vehicle in one operation. When using single axle weighbridges, the gross vehicle mass of a vehicle shall be calculated as the sum of the weights of the different axles. 25) Authorised scale Only scales authorised by the statutory body named in these Regulations shall be used. 26) Compliance permit In the case where the load complies with legal axle weights and gross vehicle mass, a weigh bridge report form shall be deemed to be a compliance permit in accordance with the Road Transport Act, the driver shall carry the permit throughout the journey and if there is reason to believe that the vehicle subsequent to the control has been reloaded or tampered with in any way, a new weigh bridge report form must be issued. The registered owner shall keep the weigh bridge report form and a permit for a period of one year from the date of issue; if demanded by the RA, the registered owner must present the weigh bridge report forms. 27) Special circumstances In special circumstances the RA in consultation with the MPWT may refrain from imposing a fee or waive or reduce an imposed fee. Such waiver or reduction of fees shall be considered if: • The matters are of national security • It is for bilateral agreements between governments • The motor vehicles are used as a result of natural disaster relief or for emergency infrastructure restoration A special permit stating the circumstances of the waiver or reduction shall be issued by the RA prior to the journey. 28) Grievance procedure Any person aggrieved by the decision of an authorised officer or the RA refusing to grant a weighbridge report or any permit required to be granted under these Regulations may appeal against that decision to the MPWT. Where a person is not satisfied by the decision of the Minister he may appeal to the High Court and the provisions of the Criminal Procedure Act shall apply. 10.1.6 Renewal of Aged Freight Vehicles One of the major issues on the TLC is the number of broken-down freight vehicles, which occupy the carriageway on RN1. According to the broken-down freight vehicle survey carried out by the Study Team described in Section 5.1.4, 63.6% of such vehicles were aged vehicles manufactured before 1990, and 70.5% and 20.5% of them were registered in Togo and Burkina Faso, respectively. In order to secure efficient freight transport as well as safety of road transportation, it is desirable to reduce the number of broken-down freight vehicles. One measure is strict vehicle inspections for freight vehicles, and another is to require transport operators to renew their aged freight vehicles more that are over 20 years old, for example. In addition, in order to control aged freight vehicles entering Togo from landlocked countries, it is necessary to discuss with counterparts an agreement to control the operation of
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aged freight vehicles entering each other’s countries. As a reference, the WAEMU provided incentives for renewing freight vehicles (oil tankers) in Burkina Faso in compliance with the WAEMU standard by providing benefits (fuel discounts) as an experiment.
10.2 Institutional Arrangements for the Railway Sub-sector
10.2.1 Outline The institutional arrangements for the railway sub-sector have various functions and structures. The functions range from information-sharing and consensus-building to the planning and implementation of rehabilitation and line extension projects. Each function of an arrangement can be used to establish institutional arrangements as follows: (1) Objectives The main objectives of the institutional arrangements are: • To utilise the railway line as an efficient, reliable and cost-effective logistics corridor • To establish an infrastructure rehabilitation plan to increase the transport capacity of the line • To promote sustainable maintenance of the infrastructure of the line • To extend the line from Blitta to Cinkassée at the Burkina Faso border while constructing an ICD for railway container transportation • To cooperate with WAEMU countries with similar intentions to establish regional railway networks • To establish the legal framework for the construction, operation, maintenance and concession (2) Legal Instruments The legal instruments for the institutional arrangements should define the objectives of the implementing authorities and the roles and responsibilities of the various parties. The legal instruments for international railway transport should be established including the following characteristics of the relevant legal instruments: • They shall be international or written agreements between two or more nations or independent public law entities such as states or international organisations, intended to create rights and obligations between parties. • They shall be governed by international law. • They shall be designated as treaties, conventions, agreements, protocols, covenants, compacts, exchanges of notes, memoranda of understanding, agreed minutes, letters, etc. • They could consider two ways, either bilateral or multilateral: bilateral treaties are contracts in which two parties balance their claims on a specific matter, whereas multilateral treaties set rules of law to be observed by all parties to the treaty, in their joint or individual interest. • A treaty shall be a contract and must be interpreted as such. Enforcement of its terms and conditions by a government agency shall involve more than merely implementing domestic law provisions. In addition, the legal framework for the construction, operation, maintenance and concession
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of the domestic railway should be established. As to the concession, there are no concession laws or regulations; instead, Government Decree No.2008-145/PR and Decree No. 2008-146/PR define the contents of the concessions. The Government should establish the legal framework for the railway sub-sector as shown below: • Railway business law • Construction standards • Maintenance standards • Railway safety regulation • PPP/concession law (3) Management of Arrangements To maintain the arrangements, the following are required: • Monitoring the performance of train operation on the line • Supporting the development and implementation of standard procedures and regulations • Supporting capacity development initiatives of key institutions engaged in transport operations (customs clearance, forwarding agents, insurance companies, transport infrastructure management agencies, transport operators, etc.) • Networking with affiliated international, regional, and local partners introducing the transport corridor management system (4) Railway Freight Performance Indicators The performance indicators should be monitored to improve and maintain freight train operations. The main indicators should be based on transport time and cost, which can help in identifying those components on the corridor. The performance of rail freight transport can be improved by reducing the transport time and cost on the line. In addition to these indicators, the turn-around time of locomotives and wagons will be important to improve the profitability. The performance indicators should include: • Transport time • Transport cost • Transport volume • Turn-around time of locomotives and wagons including station stopping times at the interchange station and transit times at Cinkassé (5) Operation on the Common Line At present, Togo Rail, M.M. Ming and other operators can operate their freight trains on the common line under concession agreements with the MPWT; these agreements are somewhat vague regarding the rehabilitation of facilities and each operation schedule on the common line. The GoT should act as a coordinator for the rehabilitation and operation schedule. (6) Examination of Implementing Organisation The MPWT should act as an implementing organisation of the rehabilitation and line extension projects. To rehabilitate the existing line and operate container freight trains, it is necessary to revise the concession agreements with current and new concessionaires. The MPWT also should be responsible for the implementation of financing, engineering, purchase, and construction (EPC), and O&M of the line. The equity participation ratio from private
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transporters, forwarders and banks should be raised. An indicative project implementation structure for the rehabilitation and line extension is shown in Figure 10-1.
Government of Togo Ministry of Economy and Finance Representation Letter of Guarantee Grant MPWT Aid or ODA from development partners
Rehabilitation Debt Contract EPC Private Banks contractor DGT/DTRF (Management Authority for Railway) O&M - Right of Administrative Management on Train Concession Operation & - Land Provision Maintenance - Partial Investment Equity - Subsidies Private Company Concessionaires
Source: Study Team Figure 10-1 Indicative Project Implementation Structure 10.2.2 Revision of Concession Scheme This clause describes general matters regarding concessions to assist the revision of the concession scheme. (1) Characteristics of Railway Concessions From a macroeconomic perspective, Togo faces important structural changes to maintain sustained economic growth and poverty reduction. It requires more transport services for its own imports/exports and international transit freight for Burkina Faso, Mali and Niger. To provide stable transport services, the operation and maintenance of the railway were shifted from public to private operation by Togo Rail, M.M. Mining under concessions. However, these concessions are dedicated for transportation of ore and clinker and have not worked well. Revision of the concessions should consider the following items, which were analysed in the study on the “Review of Selected Railway Concessions in Sub-Saharan Africa” by the WB. • There is no evidence of a clear link between tariffs and rail market share. Instead, a strong correlation exists between tariff levels and commodity value. • The threat of the transport mode shifting from rail to road limits railway operators’ ability to charge excessive tariffs to their customers. • Increasing the competitiveness of rail appears to benefit transport users first through lower road rather than rail transport costs.
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• The profitability results achieved by private rail operators in terms of net income, net cash flow and return on equity do not suggest excessive profiteering. • Concession contracts generally contain an array of clauses designed to protect rail users against excessive market/pricing power of rail operators. However, their enforceability remains questionable due to information asymmetry between concessionaires and regulators. Weak technical and financial capacity will limit the regulator’s enforcement ability. (2) Forms of Private-Sector Participation There are many forms of private-sector participation (PSP), as summarised in Table 10-1. The potential risks and responsibility of each contract are summarised in Table 10-2. The current contracts with Togo Rail and M.M. Mining are classified as concessions. The form of the current concessions is suitable for the GoT. Table 10-1 Forms of Private-Sector Participation Form Advantages and Disadvantages Technical - Promotes competition during bidding for service contracts Assistance - Government’s risk is relatively low - Contracts of short or long duration with easy retendering if contractor fails - Well tested easy-to-implement contractual terms - Potential starting point for PSP - Can increase focus on core business - Potential for efficiency gains in the area covered by the contract Management - Can improve service quality Contracts - Reduced risk for the Government - Potential first step to concession contract - Potential for setting performance standards with incentives and penalties - Allows introduction of private-sector management skills - Limited commercial risk - Can revert to in-house management or contract may be retendered if problems arise Lease - Can increase efficiency of asset management and utilisation - Reduced commercial risk for the Government - Guaranteed collection of lease revenue - Management responsibility and commercial risk transferred to private sector - Incentives for contractor to minimise costs, provide reliable services and maximise revenue collection - Increased Government revenue Concession - Private-sector management of operations - Relieves government of need to invest funds - Full responsibility for operations, capital raising and investment assumed by private sector - Encourages potentially large improvements in operating efficiency - Full private-sector incentives - Attractive to private financial institutions BOT/BOOT/BTO - Full responsibility for operations, fund raising and investment assumed by private sector - Potentially large improvements in operating efficiency of bulk assets - Attractive to private financial institutions - Mobilises private finance for new investments - Addresses future funding shortfalls Privatisation - Full responsibility for operations, capital raising and investment assumed by private sector - Attractive to private financial institutions - Addresses any funding shortfall - Could be successful where there is a good track record of private-sector ownership - Mobilises private finance for key investments Source: Best Practices for Private Sector Investment in Railway, AfDB and WB (3) Problems and Issues of Current Concessions The problems and issues in the current concessions between the MPWT and Togo Rail and M.M. Mining are summarised in Table 10-3. Among these, the most urgent matter is who will be responsible for the container transport to Burkina Faso in future. This matter should be
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considered when establishing policy for developing the railway with the revision work for the current concessionaires. Table 10-2 Risks and Responsibility by Type of Contract Technical Management Concession Item Lease Privatisation Assistance Contract (BOT/BOOT/BTO) Operation Public Private Private Private Private management
Commercial risk Public Public/Private Private Private Private
Operation risk Public Public/Private Private Private Private
Investment risk Public Public Public Private Private
Rolling stock Public Public Public Private Private ownership Infrastructure Public Public Public Public Private ownership Source: A Railway Concessioning Toolkit, World Bank 2003 Table 10-3 Problems and Issues in the Current Concessions
Problems and Issues of Problems and Issues Description Current Concessions Legal framework There is no legal framework for the railway The Government has not established the legal sub-sector. framework for the railway construction, operation, maintenance and concession. Container transport There is no operator for container transport. Togo Rail and M.M. Mining should be commissioned to transport containers for others who do not have their own rolling stock in future. Insufficient rolling stock Concessionaires are using old assets Togo Rail and M.M. Mining do not have enough transferred from the Government. funds to procure new rolling stock. Staff capability The private company should hire capable Togo Rail and M.M. Mining lack staff with staff from the public entity when it begins the insufficient skill. A staff training system should concession. be established. Investment cost The Government should assist with financing The deteriorated infrastructure affects the for rehabilitation and maintenance. efficiency of freight operation. The rehabilitation cost should be borne partially by the Government. Separation of regulator Regulation and oversight must be kept as a The Government’s regulatory functions do not from the operator public function, with operations transferred work well. to the private sector. Separation of For small railways with light traffic density, The large-scale repair of infrastructure is infrastructure from the preoccupation with infrastructure and ambiguous in the concession agreement. The operations operating units appears to be misplaced. agreement should be reviewed and the responsibility for large-scale repairs should be defined. Railway reform The GoT needs to establish mechanisms to The GoT is not managing the concessionaires. supervise, review and approve business plans, and monitor achievements. Government policy The GoT should establish a railway The Government does not have any concrete development policy in future. policy for railway development. Abandoned passenger The Government should provide unprofitable Currently, Togo Rail and M.M. Mining do not services passenger services, particularly long-distance provide any passenger trains, but they should service, through the public service obligation consider operating passenger trains by PSO. (PSO). Source: Study Team 10.2.3 Outline of the Railway Business Act The purpose of this Act is to secure the safety of railway transportation and protect the benefit of railway users as well as to ensure the sound development of the railway business.
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When MPWT establishes the Railway Business Act, the following typical articles should be considered: Article 1: Definition of Railway Business MT shall define the Railway Business. Generally, the business is classified into the following three categories: • Railway Business Type I: the business of freight/passenger train operation on own railway tracks • Railway Business Type II: the business of freight/passenger train operation on railway tracks owned by another railway operator • Railway Business Type III: the business of constructing railway tracks to transfer them to a Type I operator or providing them for train operation by a Type II operator Article 2: Permits and Licenses on Railway Business The operator who intends to conduct Railway Business shall obtain a permit and license for the railway business from MPWT by submitting their basic business plan including category of business, operation routes, major facilities, etc. MPWT shall establish standards for licensing beforehand. Article 3: Approval of Construction The operator shall establish plans for the construction of railway tracks, stations and other railway facilities used for their railway business and shall apply for approval of execution of construction by the due date designated by MPWT. Article 4: Completion Inspection of Construction The operator shall complete the railway facilities by the due date of construction designated by MT at the time of the approval of construction, and shall apply for an inspection by MPWT. Article 5: Inspection of Railway Facilities The operator shall apply for an inspection by MPWT on those railway facilities that do not require new construction, by the due date designated by MPWT; however, this shall not apply to railway facilities that are being used for the railway business at present. Article 6: Change of Railway Facilities When the operator intends to change railway facilities after passing the inspection, they shall prepare a construction plan for the change to MPWT and obtain approval from MPWT; however, this shall not apply to minor changes of facilities. Article 7: Validation of Rolling Stock When the operator intends to use any of their rolling stock, they shall obtain validation by MT that they conform to the regulations prescribed by MPWT. Article 8: Approval of Usage of Railway Tracks An operator who has obtained a license as Railway Business Type I or Type III shall obtain approval from MPWT on the royalty and other conditions of usage prescribed by MPWT when they intend to let a Railway Business Type II operator use the railway tracks. Article 9: Freight/Passenger Tariffs The operator shall establish upper limits of the freight/passenger tariffs. When they intend to change the tariffs, they shall obtain approval from MPWT.
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Article 10: Train Operation Plan The operator shall establish their operation plan according to the conditions defined by MPWT, and submit it to MPWT in advance. Article 11: Improvement of Safety of Transportation The operator shall recognize that securing the safety of transportation is the most critical issue and shall always make efforts to improve the safety of transportation. Article 12: Safety Management Regulations The operator shall establish Safety Management Regulations for their train operation and submit them to MPWT. The same shall apply if they intend to change the contents of the regulations. Article 13: Reports on Accidents In case of a train collision, fire, accident or disturbance during train operation, the operator shall notify it with the type of accident, cause and relevant matters to MPWT without delay. Article 14: Official Announcement on Information concerning Safety of Transportation MPWT shall organize the matters and other information concerning the safety of transportation and publicly announce them every year. Article 15: Release of Safety Report by Operator The operator shall prepare a safety report on their train operation and publicly announce it every year. Article 16: Accounting The operator shall keep accounts and prepare a balance sheet, profit and loss statement, and other financial statements. Article 17: Order to Improve Business Activities MT may order the operator to improve its business activities, if MPWT finds that a business activity is impairing the convenience of users or other public interests. Article 18: Outsourcing of Train Operation When the operator plans to outsource a part of the railway business such as operation of trains, maintenance of rolling stock, etc., they shall be allowed to do so with permission from MPWT. Article 19: Suspension of Business and Rescission of License MPWT may order the operator to suspend the business by setting a period or may rescind the license if the operator seriously violates the articles of the license. Article 20: On-Site Inspection MPWT has the right to conduct an on-site inspection of the status of business activities or financial conditions, or the facilities, account books, documents and other material, or make inquiries to the persons concerned for the enforcement of this Act. Article 21: Basic Policy on Safety Management Regulations MPWT shall establish the basic policy to supervise the matters concerning the Safety Management Regulations of the operator. Article 22: Penal Provisions MPWT may stipulate penalties for a severe violation of the articles of the license by the operator.
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For the development of the TLC, strengthening the competitiveness of Lomé Port will be the major issue in the near future, so the GoT needs to encourage improving operational efficiency and strengthening the competitiveness of Lomé Port. 10.3.1 Single Window System The Directorate General of the PAL is conducting the Single Window Project. This system unifies into a single window all the various complicated procedures at the port, import and export procedures, and customs clearance procedures, to speed up the cargo flow. The project involves both the port and also the GoT. The Study Team asked for an outline of the Single Window System. According to the IT project Advisory Director of the port, they have finished all studies about the single window, and are now selecting a consultant to draw up a business plan for the Single Window System. The system will be managed by the management consultant company instead of the GoT. The Single Window System of Togo was not clear to us due to a lack of information. An outline of the Japanese Single Window System is given below as a reference.
Source: Study Team Figure 10-2 Example of Single Window System in Japan
10.4 Institutional Frameworks for the Environmental Management
Terms of environmental and social management will be implemented by the developer through the company responsible for the execution of works. Monitoring and supervision will
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be the responsibility of the promoter through its consultant study of environmental and social impact. As for control, it will be provided by the National Agency of Environmental Management. For the implementation of measures other than those relating to compensation of property and persons affected by the project, an institutional framework with the following four activities is recommended: Office control, enforcement measures, control and mediation. • The control office under the supervision of the sponsor, ensure compliance with environmental measures provided for in this study as part of the project management of the project • The implementation of the measures will be ensured by an environmental manager appointed by the company and will be responsible for ensuring the application of environmental measures during the construction phase of the road. It will be the single point of control administrations and authorities of riverside communities likely to make representations; • The control, in accordance with applicable Togolese Republic, will be conducted by the ANGE of the MEFR, which is empowered to conduct the public inquiry and check field application of the provisions of the EIA documents; • The mediation of any disputes that may occur before, during and after the completion of the paved road will be managed by the Monitoring Committee. (1) Preparatory Phase and Installation This is to provide a person who is responsible for ensuring compliance with environmental measures during the installation of the core business and to intervene to resolve the unexpected. The main environmental provisions to take into account during the preparation and installation of the base of the company include: • Mitigation of negative impacts on the natural environment. • Mitigation of negative impacts on water resources. • Mitigation of negative impacts on the human environment (security measures, economic activities, etc.). (2) Construction phase It is about empowering a person who will be responsible for ensuring the implementation of environmental measures recommended in the report during the construction phase and to intervene to resolve unforeseen impacts. The main provisions of environmental considerations during the project are: • Mitigation of negative impacts on the natural environment. • Mitigation measures for negative impacts on surface water and groundwater. • Measures relating to road safety. • Mitigation measures for negative impacts on the human environment (measures of health and safety, buildings, economic activities, etc.) The choice of a person responsible for implementing the measures will correct and possibly update the measures proposed in the study. Indeed, during the implementation of the project, unforeseen impacts may occur. Monitoring during the construction phase can react quickly in this case and the protection of the environment.
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(3) Phase of Operation and Maintenance The operation and maintenance roads shall be subject to the same provisions as those recommended for the previous phases of the project, subject, however, their relevance and their relevance to future legal provisions. The main provisions of environmental and social considerations during operation and maintenance correspond mainly to the measures prescribed in the Study.
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CHAPTER 11 CAPACITY DEVELOPMENT IN THE STUDY
The Project for the Study on Togo Logistics Corridor Development Final Report Chapter 11 Capacity Development in the Study
Chapter 11 Capacity Development in the Study 11.1 Capacity Development in the Study
Under the agreement with the GoT and JICA, one of the objectives of the Study is to develop the capacity of officials of the GoT, who are in charge of transportation and road infrastructure. (1) Counterpart Training in Japan. JICA invited nine members from the MT, MPW, the Office of the President, MPDTM, and the PAL and held the training courses in Tokyo and Kobe. Table 10-1 shows the contents of the training programme. The trainees learned how logistics networks rerated to a port have been developed and maintained, under the concept of risk management. During the training course, JICA, counterparts and the Study Team discussed the concept of the transport master plan prepared in the Study. (2) Working with the Counterpart In addition to the counterpart training, the Study Team has been working closely with counterpart personnel from relevant agencies in order to develop their capabilities. (3) Capacity Development of Environmental Partners and Beneficiary Populations Capacity development of environmental partners and beneficiary populations is necessary for sustainability. The term “capacity” has two components: (i) institutional capacity development, and (ii) capacity development of stakeholders, namely, the Environment Directorate and the project beneficiaries. 11.2 Capacity Development Necessary for the Road Sub-sector
To ensure the efficient and effective management of the sub-sector, capacity needs to be developed within the DGPW especially in planning and project management; and in other complementary areas including organisational management. On-site training of groups of staff in these identified areas has been found to be cost-effective for capacity development. This could be supplemented with study trips and short-term attachments. A skilled and motivated workforce is essential for achieving organisational goals. Appropriate capacity development measures would ensure that sufficient, suitably skilled staffs are available to meet the organisation’s needs. The acquisition of relevant skills can ensure that staff are empowered to take decisions at the most practical level, take responsibility for their actions and be accountable for these decisions and actions for efficiency in managing the organisation. Capacity development within the public road institutions should be complemented with capacity development in the private sector of the road sub-sector. This refers to consultants and contractors whose services are required by the Road Administration in order to realise its goals.
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Table 11-1 Counterpart Training Programme in the Study
Date Itinerary Programme Lodging 22/11/2012 (Thu) Lomé to Abidjan PM: Briefing at JICA Côte d’Ivoire Office Hotel Abidjan 23/11/2012 (Fri) Depart Abidjan (16:15) 24/11/2012 (Sat) Arrive Dubai (06:20) Transit Hotel at Dubai 25/11/2012 (Sun) Depart Dubai (02:55) Hotel Green Palace, Arrive Narita (17:20) Tokyo 26/11/2012 (Mon) AM: Briefing at JICA Hotel Green Palace, PM: Courtesy call to JICA Tokyo Reception at Embassy of Togo in Japan by Chargé
d’affaire M. Steve BODJONA 27/11/2012 (Tues) AM: Tokyo Institute of Technology (Importance of Ports and Border Posts in Sur-regional Freight Hotel Green Palace, Transportation: Dr. Hanaoka) Tokyo PM: Central Consultant Inc.（Method of Road and
Bridge Planning）
Visite Tokyo Gate Bridge Reception by Central Consultant Inc. 28/11/2012 (Wed) AM: Visit Port of Yokohama PM: From Tokyo to Kobe PM: Travel from Yokohama to Kobe by Shinkansen JICA Kansai (High speed train 270 km/h) 29/11/2012 (Thur) AM: Kinki Regional Development Bureau, Ministry of Land, Infrastructure, Transport and Tourism, Japan (Presentation about Port of Kobe and site visit Port of Kobe) PM：University of Kobe JICA Kansai （Policy of Port Planning and Regional Logistics Planning in Japan: Prof. Takebayasi） (Problems of Domestic Container Transportation: Dr,Akita) 30/11/2012 (Fri) AM: Visit the Great Hanshin-Awaji Earthquake Memorial (Disaster Reduction and Human Renovation Institution) PM: Kobe→Uji→Kobe PM: Disaster Prevention Research Institute of Kyoto University (Risk Management of JICA Kansai Logistics related to Ports: Prof. Ono) Observation of River Disaster Prevention Experimental Works (Ujigawa open Laboratory) 01/12/2012 (Sat) Preparation of Report JICA Kansai 02/12/2012 (Sun) Tourist vist to Kyoto JICA Kansai 03/12/2012 (Mon) AM: Discussion about the Master Plan based on the Results of Training JICA Kansai PM: Evaluation of Training and Closing Ceremony 04/12/2012 (Tues) Depart Kansai Airport to
Dubai 05/12/2012 (Wed) Dubai→Abidjan→Lomé Return to Togo Source: Study Team
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CHAPTER 12 CONCLUSIONS AND RECOMMENDATIONS
The Project for the Study on Togo Logistics Corridor Development Final Report Chapter 12 Conclusions and Recommendations
Chapter 12 Conclusions and Recommendations
12.1 Major Findings in the Study Area
During the course of the Study, the Study Team carried out data collection, site investigations, surveys of traffic, natural conditions, and environmental and social conditions, and discussions with Steering Committee members, development partners, as well as stakeholders at the first and second Seminar on the TLC development programme and the results of the F/S prepared by the Study Team. The major findings and problems in the Study Area as well as the area affected by the TLC related to its development are as follows. (1) Social Conditions in Togo • About 42% of the population is concentrated in the Maritime Region where the capital city Lomé and major industrial and mining activities are located. The population concentration in Lomé is about 13.5%. The average annual population growth rate in the whole country between 1981 and 2010 was 2.9%. • Land use in Togo is mainly agricultural, consisting of 44.2% arable land (2005). Mainly food crops are cultivated throughout the country. • Even though the poverty headcount ratio for the whole country fell 3% from 2006 to 2011, the ratios increased in the Plateux, Centrale and Savanes Regions; in the Savanes Region in particular the rate was very high at 90.8% in 2011. (2) Major Findings and Problems of the Road Sub-sector A number of observations have been made on the road sub-sector. Despite some progress made in recent years a number of challenges confront the sub-sector. These include: 1) inadequate funds for investment and maintenance, 2) the lack of a Road Management System, 3) the lack of control of axle loads and oversized vehicles, 4) inadequate attention given to road safety, and 5) the lack of viable alternative routes to the main north-south corridor, RN1. (3) Major Findings and Problems of the Railway Sub-sector There are many problems concerning the railway development policy, regulations, facilities, train operation and maintenance, including: 1) lack of a railway development policy, 2) lack of railway acts and regulations, 3) lack of supervision of the railway concessionaires by the MT, 4) improper maintenance of railway facilities and tracks, 5) no signalling or telecommunication systems, 6) many level crossings, and 7) deteriorated rolling stock. The private concessionaires for railway operations are MM Mining and Togo Rail at present. They have a concession agreement with the GoT for the operation of trains and maintenance of track, but they have not carried out proper maintenance work due to financial difficulties. (4) Major Findings and Problems of the Port and Maritime Sub-sector The major problems of the port and maritime sub-sector are: 1) shortage of quay capacity due to the increasing volume of trade, particularly the mineral quay, even after the expansion plan under the Lomé Port master plan is implemented, 2) insufficient capacity of on-land facilities in the port, and 3) traffic congestion in and around Sahel Terminal.
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(5) Environmental and Social Considerations • According to the results of the baseline survey for environmental and social considerations, development of the TLC will not cause significant negative environmental and social impacts, unless a new road passes through the centre of a city. • Construction of the Malfakassa Bypass and two bridges across the Kara and Koumongou Rivers under the F/S will not require resettlement, while these projects will generate many positive impacts in terms of improving access for local communities.
12.2 Seminars
(1) The First Seminar The first seminar was held on 24th August, 2012, inviting various development partners and stakeholders to discuss the outlines of the Study to be conducted. (2) The Second Seminar The second seminar was held on 25th January, 2013, as a joint seminar between JICA and WAEMU for the development of the TLC, inviting various development partners and stakeholders to discuss the progress of the Study, including the TLC development programme and higher priority projects for the F/S. Then, the two projects with the highest priority for the F/S were selected at the Steering Committee meeting held on 28th February, 2013. (3) The Third Seminar The third seminar was held on 6th August, 2013, as a joint seminar between JICA and WAEMU for the development of the TLC, inviting various development partners and stakeholders to discuss the results of the Study, including the TLC development programme and results of the F/S. Also, a representative of the WAEMU presented and discussed the present status and issues related to the Regulation (Reglement No. 14/2005/CM/UEMOA) which aims to harmonise norms and procedures for controlling the size, weight, and axle load of heavy goods vehicles.
12.3 Conclusions and Recommendations in the Master Plan 12.3.1 Conclusions in the Master Plan
• The proposed projects for the development of the TLC in the Study, which consist of 12 road projects (RN1, RN4 and RN17), one packages (railway line rehabilitation and reconstruction, procurement of rolling stock, and installation signalling and telecommunication systems) of railway projects, and construction of a dry port at Blitta, were selected as the most desirable transport network in terms of economic evaluation, SEA and risk management. In addition, axle load control measures involving installing weighbridges at six locations as a first stage are also judged necessary. • The corridor choice model was developed by the Study Team in order to compare the import transit cargo volume in four different corridors (Abidjan, Tema, TLC and Cotonou) between their ports and Burkina Faso in the Study. The analysis results clarified the change in corridor choice by the shippers according to the difference in the value of time, in other
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words, the value of the item that is being transported, and it was pointed out that the policy differs depending upon the item being imported/exported by Burkina Faso and the demand level. In addition, it was suggested that the share of corridor cargo volume could change dramatically due to a reduction in transport time and cost to acceptable levels. • Among the proposed projects in the TLC development programme, two projects, both on RN17, were selected as the highest priority projects for the F/S. 12.3.2 Recommendations in the Master Plan Recommendations for the TLC Development Programme are as follows: (1) Recommendations for Project Implementation • The MPWT can inform outcomes of the Study, particularly the 12 road projects, one package of the railway project, and one construction project of a dry port, to development partners for possible assistance with project implementation. Also, it is important for the GoT to coordinate with development partners, who have been actively involved in various cooperation programmes for Togo, for effective and efficient cooperation on the projects proposed in the TLC development programme. • The GoT should start implementing axle load and oversized vehicle controls, by setting up weighbridges as recommended in the TLC development programme. At the same time, legal initiatives for controlling axle load and oversized vehicles should be enacted in order to legally control vehicle weight and dimensions. • The GoT should review the contents of the master plan in 2018 by when the medium-term projects will have been implemented based on the latest economic situation in the West African sub-region, trends of transit cargoes through landlocked countries to/from competing ports, and development plans to strengthen the competitive power of competing ports. • The GoT should, at an early stage, prepare a F/S for the construction of a new railway line between Lomé Port and the border of Burkina Faso by standard gauge as a long-term plan. • The GoT should prepare a F/S for the expansion of the mineral berth in Lomé Port to meet the future demand for mineral cargo with a new generation dry bulk carrier, such as the 100,000 DWT class vessel, as the capacity of the planned mineral berth will be insufficient after 2015. (2) Recommendations for Institutional Arrangements • The MPWT needs to secure sufficient budget for the operation and maintenance of the roads to maximise the use of existing road assets, including RN1 between Lomé and Cinkassé, and other national road networks. • As national road improvements have been carried out by the DGPW of the MPWT, they are the most appropriate agency to execute the Project. Since the DGPW is a government agency, any intervention related to the Project will be done by the MPWT. Togo may have to consider setting up an autonomous RA to improve road management. If this is done, it should be accompanied by a restructuring of the MPWT to enable it to concentrate on policy formulation, evaluation and monitoring.
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• It is necessary to strengthen its function and manpower of DGT of the MPWT for executing railway projects. It is also recommended to strengthen the authority of the DGT to supervise the operation and maintenance of the concessionaires. • The GoT should legislate the railway business act to secure the safety of railway transportation and protect railway users as well as to ensure the sound development of the railway business • In order to attract transit cargo, it is essential to shorten the transport time in the TLC and reduce the cost. Reducing the transport time including the procedure as port and border is an effective policy to attract general cargo for which the cargo volume is expected to increase in the future. In particular, the efficiency of procedures at Lomé Port is necessary. • A comprehensive approach should be taken for the efficient operation of OSBP, reducing check points, improving roads, and enhancing port security. • It is important to strengthen the competitiveness of the TLC by improving the custom clearance procedures at Lomé Port. • As other corridors are also making efforts to attract transit cargo, it is important that the TLC be made more competitive than other corridors. (3) Recommendations for Operation and Maintenance of the Projects • In order to carry out effective and adequate maintenance of the Project roads, the Study Team recommends that the MPWT outsource maintenance works to private enterprises using resources from the Road Fund. The priorities of periodic maintenance should be identified by using the road maintenance management system, which is being constructed by the DGPW. • Under the present concession agreement, MM Mining and Togo Rail are supposed to carry out appropriate maintenance of railway track, but this is inadequate in practice because no government body has supervised their performance. Therefore, it is strongly recommended to strengthen the authority of the DGT of the MPWT to supervise the operation and maintenance of the concessionaires. It is also necessary to outsource maintenance of railway track to ensure the work is done properly
12.4 Conclusions and Recommendations in the F/S 12.4.1 Conclusions in the F/S
• Based on the projects selected for the F/S, the Study Team carried out detailed surveys of the natural condition, and carried out the preliminary design and cost estimation for construction of the Malfakassa Bypass and two bridges across the Kara and Koumongou Rivers, both on RN17. • The Study Team then carried out an economic analysis of the above two projects, using the HDM-4 model. The results of this analysis indicated that construction of both projects is technically and economically feasible. However, construction of the Malfakassa Bypass is economically feasible only if the Katchamba–Sadori road is improved at the same time. These projects, however, will generate the greatest benefits, if both projects, including
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improvement of the Katchamba–Sadori road, are implemented at the same time, in order to attract more diverted freight vehicles from RN1. • The Study Team also supported the DGPW in holding one public consultation meeting at Bassar, and no objections to the project plan were raised. • These two projects will greatly contribute to sustainable economic growth, poverty alleviation and improvement of living conditions in the influence area by improving access to rural growth centres from local communities. 12.4.2 Recommendations in the F/S Recommendations for the construction of the Malfakassa Bypass, and two bridges across the Kara and Koumongou Rivers, are as follow: • When the financial source is determined, the DGPW should carry out an EIA to obtain an environmental permit and start land acquisition to secure ROW.
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