Republic of Kenya Ministry of Roads and Publicworks Feasibility Study, Detailed Engineering Design, Tender Administration and C

ORIGINAL REPUBLIC OF KENYA COPY

A I P O MINISTRY OF ROADS AND PUBLICWORKS I H T E

O T

T HI KA R IV ER CHANIA THIKA FEASIBILITY STUDY, DETAILED ENGINEERING DESIGN, TENDER ADMINISTRATION AND THIKA CONSTRUCTION SUPERVISION OF NAIROBI – THIKA ROAD (A2)

PHASE 1 AND 2

JUJ A FEASIBILITY AND DETAILED ENGINEERING DESIGN

RUIRU

ENVIRONMENTAL AND SOCIAL IMPACT GITHURAIASSESSMENT STUDY REPORT

KASSAR ANI FINAL REPORT

RUARKA `

MUTHAI JULY 2007 GA PANGA MUSE NI UM NAIROBI GLOBE CINEMA R/A

CONSULTING ENGINEERING SERVICES (INDIA) PRIVATE LIMITED 57, NEHRU PLACE, (5TH FLOOR), NEW DELHI - 110 019

in association with APEC LIMITED, NAIROBI Nairobi – Thika Road Upgrading project Sheet 1 of 88 2007025/Report 2/Environmental and Social Impact Assessment Study Report

Proponent: Ministry of Roads and Public Works.

Activity: Environmental and Social Impact Assessment Study on the proposed Rehabilitation and Upgrading of Nairobi – Thika road, A2.

Report Title: Environmental Project Report (Scoping): Proposed Rehabilitation and Upgrading of Nairobi – Thika Road, A2.

Consulting Engineers

Consulting Engineers Services (India) Private Limited

In association with

APEC Consortium Limited P. O. Box 3786 – 00100, NAIROBI, KENYA, Tel. 254 020 606283

NEMA Registration No. 0836 of Firm of Experts:

Signed: ______Date: ______Mr. Harrison W. Ngirigacha (MSc. WERM, BSc. Chem. Reg. Expert (NEMA)) LEAD EIA EXPERT NEMA Reg. No. 0027 For: Consulting Engineers

Name and Address of Proponent:

The Permanent Secretary, Ministry of Roads and Public Works, P. O. Box 30260 - 00100 NAIROBI.

Tel. 254 020 723101

Signed: ______Date: ______

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TABLE OF CONTENTS TABLE OF CONTENTS...... 2 EXECUTIVE SUMMARY...... 5 CHAPTER 1: INTRODUCTION ...... 18 1.1 BACKGROUND ...... 18 1.2 OBJECTIVES ...... 18 1.3 JUSTIFICATION ...... 19 1.4 METHODOLOGY ...... 19 CHAPTER 2: PROJECT DESCRIPTION...... 21 2.1 ROUTE DESCRIPTION ...... 21 2.2 DESIGN CONCEPTS...... 21 2.2.1 Existing Status...... 21 2.2.2 Basic Design Principles ...... 21 2.2.3 Design Components...... 22 2.2.4 Proposed Road Features...... 22 2.3 PROJECT COST ESTIMATE ...... 23 2.4 PROPOSED PROJECT IMPLEMENTATION PLAN ...... 23 2.5 MONITORING PLAN...... 23 2.6 OUTPUTS AND CONSTRAINTS ENCOUNTERED...... 23 2.6.1 Outputs...... 23 2.6.2 Study Constraints ...... 23 2.7 PROJECT ACTIVITIES...... 24 CHAPTER 3: BASELINE INFORMATION ...... 25 3.1 NATURAL ENVIRONMENT ...... 25 3.1.1 General Physiology...... 25 3.1.2 Drainage and Hydrology ...... 25 3.1.3 Geology and Soils...... 26 3.1.4 Water Resources...... 27 3.1.5 Climatic Conditions...... 29 3.1.6 Biological Diversity...... 30 3.1.7 Noise Levels ...... 32 3.1.8 Air Quality...... 33 3.2 SOCIAL ENVIRONMENT...... 34 3.2.1 Population Trends...... 34 3.2.2 Land Use Patterns...... 35 Other notable land use features include;...... 36 3.2.3 Economic Issues...... 37 3.2.4 Health...... 38 3.2.5 Road Safety Issues...... 39 3.2.6 HIV/AIDS Aspects ...... 40 3.2.7 Education Profile ...... 41 3.2.8 Gender Issues...... 41 3.3 CONSTRUCTION MATERIALS...... 41 3.3.1 Material Sites ...... 41 3.3.2 Construction Water Sources...... 42 3.4 TRAFFIC TRENDS ...... 43 3.5 OTHER GENERAL ISSUES ...... 44 CHAPTER 4: CONSULTATIVE PUBLIC PARTICIPATION FORUM...... 46 4.1 OVERVIEW...... 46 4.2 PUBLIC MEETINGS AND PARTICIPATION ...... 46 4.3 EMERGING ISSUES ...... 48 4.3.1 Potential Benefits ...... 48 4.3.2 Negative Aspects ...... 48 4.3.4 Traffic Law Enforcement...... 49 4.3.5 Spread of HIV/AIDS and other Social Diseases...... 50 CHAPTER 5: ALTERNATIVE ANALYSIS...... 51 CHAPTER 6: POLICY, LEGAL, INSTITUTIONAL AND ADMINISTRATIVE FRAMEWORK...... 52 6.1 POLICY GUIDELINES ...... 52 Environmental and Social Impact Assessment Study in association with

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6.2 LEGAL STATUTES ...... 52 6.2.1 The Environmental Management and Coordination Act, 1999...... 52 6.2.2 The Public Health Act (Cap. 242)...... 53 6.2.3 Way Leaves Act (Cap. 292) ...... 53 6.2.4 Land Acquisition Act (Cap. 295)...... 53 6.2.5 Public Roads and Roads of Access Act (Cap. 399) ...... 53 6.2.6 The Limitations of Actions Act Cap 22...... 54 6.2.7 The Land Planning Act (Cap. 303) ...... 54 6.2.8 The Water Act (Cap. 372)...... 54 6.2.9 The Factories Act (Cap 514)...... 54 6.3 COMPLIANCE ASPECTS ...... 55 CHAPTER 7: ANTICIPATED IMPACTS...... 56 7.1 GENERAL ...... 56 7.2 ENVIRONMENTAL ASPECTS ...... 56 7.2.1 Positive Impacts ...... 56 7.2.2 Negative Impacts and Mitigation Measures...... 56 7.3 SOCIAL ASPECTS...... 58 7.3.1 Positive Impacts ...... 58 7.3.2 Negative Impacts and Mitigation Measures...... 58 7.4 IMPACT – MITIGATION MATRIX...... 60 CHAPTER 8: ENVIRONMENTAL AND SOCIAL MANAGEMENT AND MONITORING PLAN ...... 64 8.1 EMP OVERVIEW...... 64 8.2 EMP GUIDING PRINCIPLES ...... 64 8.3 SPECIFIC MANAGEMENT ISSUES ...... 65 8.3.1 Drainage and Hydrology Management...... 65 8.3.2 Health and Safety ...... 65 8.3.3 Socio-economic Implications ...... 66 8.3.4 Displacements and Resettlements...... 66 8.3.4 Use of the Road ...... 67 8.3.5 Management Responsibilities...... 67 8.3.6 Study Constraints ...... 68 8.3.7 Mitigation Costs ...... 68 8.4 ENVIRONMENT AND SOCIAL MANAGEMENT PLAN MATRIX ...... 69 8.4.1 Construction Phase ...... 69 8.4.2 Road Maintenance and Use ...... 74 8.5 CONCLUSIONS...... 77 8.6 RECOMMENDATIONS...... 77 REFERENCES 79 ANNEXES 81 ANNEX I: PROJECT LOCATION AND LAYOUT PLAN ...... 82 ANNEX II: TERMS OF REFERENCE...... 83 ANNEX III: ROAD DESIGN CONCEPT OUTLINE...... 84 ANNEX IV: SAMPLE COMMUNICATIONS ON THE ESIA EXERCISE ...... 85 ANNEX V: LIST OF PUBLIC PARTICIPATION ...... 86 ANNEX VI: SAMPLE PUBLIC SUBMISSIONS ...... 87 ANNEX VII: LAND PLANNING AND USE SUMMARY...... 88

List of Tables

Table 1: Average temperature Variations Table 2: Average monthly rainfall Table 3: Noise levels at selected locations Table 4: Air Quality at selected locations Table 5: Population pattern Nairobi section Table 6: Population pattern Thika section Table 7: Population outlying Districts Table 8: Accident records and hotspots

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Table 9: Traffic Data Summary Table 10: Compliance chart Table 11: Impacts Plan mitigation matrix Table 12: Action Plan Matrix (Construction) Table 13: Action Plan Matrix (Maintenance)

List of Plates:

Plate 1: Thika Water Supply intake on Chania River, Plate 2: Typical vegetation cover on the route, Plate 3: Young trees planted in the road reserve (Nairobi), Plate 4: Mature trees on road reserve (Thika), Plate 5: Wetland on Theta River, Plate 6: Vehicular emissions, Plate 7: Sections of small scale traders on the project road, Plate 8: Some sections of possible encroachments, Plate 9: Safety risks to school children at Mang’u area, Plate 10 : Safety risks at Githurai market, Plate 11: Safety risks at a crossing on Kiu river, Plate 12: Proposed gravel material sites at Ndarugu, Plate 13: Typical traffic situation – a case at Muthaiga Roundabout Plate 14: Low Safety sections, Plate 15: Public participation session at KIE Nairobi, Plate 16: Public participation session at Municipal Hall (Thika) Plate 17 : Safety risks of roadside trees to offside vehicles.

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EXECUTIVE SUMMARY

An Overview

The Government of the Republic of Kenya through the Development budget and support from her Development Partners intends to improve the Nairobi – Thika road by constructing extra lanes on each carriageway and rehabilitating the existing carriageways. Nairobi – Thika road is a 43 km section of the Mombasa – Addis Ababa highway running from Nairobi city through to Thika town spanning between Nairobi and Central provinces. The road, which is of economic interest of East African Countries and Ethiopia, is also part of the great trans-African highway running from Cape Town to Cairo. The project road starts at the Globe Roundabout in Nairobi and traverses in northeast direction through Murang’a Road up to Muthaiga roundabout and traverses further in the same direction connecting Kasarani, Githurai (on the Nairobi side) then Ruiru, Juja towns en route and ends at the Thika river bridge in Thika District.

To achieve this, the government commissioned feasibility study and engineering design, part of which is Environment and Social Impact Assessment (ESIA) study. The study has been designed in accordance with the terms of reference to address the following issues;

(i) Establish the environmental and social baseline conditions along the route, (ii) Identification of positive and negative effects of the project on the physical environment and social setting, (iii) Conduct inclusive public participation forums at selected locations along the route in collaboration with stakeholders, (iv) Recommendations on appropriate mitigation measures to minimise any undesirable effects from the project, (v) Environmental and social management plan covering the whole project cycle, (vi) Appropriate monitoring and evaluation schedule.

Study Objectives

The proposed expansion and rehabilitation of Nairobi – Thika road, has potential benefits to among others transporters, vehicle owners, dealers of goods and services, administration and security agencies and most important commuters, traders, consumers and producers in the region. In view of the above, specific objectives could be stated as follows;

(i) Improve the performance in the social and economic sectors in Kenya and the neigbouring partner states through enhanced transport and communications, (ii) Contribute to regional integration through improved transport and communications, (iii) Enhance road safety in the busy sections of the city, (iv) Improve efficiency in transport.

Design Concept

The concept plan for rehabilitation and upgrading of Nairobi – Thika road covers design standards, type of cross sections, type of pavement, improvement measures to existing road geometry, facilities such as provision for service roads, intersection design and identification of locations for grade separators and subways, widening or rehabilitation of existing structures and road furniture etc. Further the proposals for method of widening like concentric or eccentric to the existing road, which is dictated by site situations like available roads over bridges, existing utilities, terrain etc.

Safety, efficiency, economy and comfort in vehicle operation to a large extent are governed by adequacy of geometric standards used for a specific highway facility. Adoption of good design standards for various Environmental and Social Impact Assessment Study in association with Nairobi – Thika Road Upgrading project Sheet 6 of 88 2007025/Report 2/Environmental and Social Impact Assessment Study Report

geometric elements is very important for successful planning and design of high speed, high capacity highways. Basic geometric design standards are to be established at the conceptual stage that then graduates to the full development during detailed engineering and construction phases. The highway and bridge design standards adopted are in accordance with design standards stipulated by Ministry of Roads and Public Works.

Assessment Methodology

The environmental and social impact assessment (ESIA) process was designed such as to satisfy requirements of the local National Environmental Management Authority (NEMA) as well as guidelines from the African Development Bank. According to the EIA regulations (Kenya Gazette Notice No. 56 of 13th 2003), an environmental and social impact study report is prepared and submitted to NEMA providing an outline of the proposed project, anticipated impacts, mitigation actions and detailed environmental management plan. Likewise the African Development Bank (AfDB) guidelines require that the study report is acceptable to the local environmental authorities. It is therefore, clear that the two procedures are basically the same and a mix of the two approaches has been adopted in this report with the ultimate objectives being to;

(i) Describe the project and baseline status of the project area, (ii) Predict significant environmental and social impacts, (iii) Establish appropriate mitigation measures on significant impacts, (iv) Develop an environmental management plan (EMP).

Alternatives

The proposed rehabilitation and expansion of Nairobi – Thika will largely follow the existing alignment and is not expected to displace people or acquire significant land other that the existing road reserve. In this regard, this remains the most cost and socially effective option. Any other alternative may require realignments of the road and hence acquisition of land. A no-alternative option where the current size of the road is retained as is, is neither economically feasible nor socially acceptable.

Consultative Public Participation

There is an overwhelming consensus over a majority of the people living along the Nairobi – Thika road and beyond as well as the Nairobi population (business people, property owners and employees) that the road expansion and rehabilitation is long overdue. Landowners along the route corridor are more than willing to cooperate in facilitating the road construction, while compensations on acquisitions where expansions and/or realignments of the road are at market rates and existing regulations. Other concerns included environmental pollution, inconveniences, risks of HIV/AIDS cases and interference with the public amenities (water pipes, drains, access roads, cables, etc.) during an after the construction.

Key Negative Impacts Anticipated

Environmental Impacts Among the key negative effects to the natural environments and social setting including he following;

(i) Siltation and discharge of pollutants into water bodies, (ii) Removal of vegetation along the road reserve, (iii) Alteration of drainage patterns and general hydrological characteristics along the route (iv) Air pollution from emissions and dust, (v) Material sites management, (vi) Noise pollution and vibrations to the riparian residential areas, (vii) Demand for natural resources such as water from the same public sources. Environmental and Social Impact Assessment Study in association with

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Social Impacts Direct effects on people’s welfare are also expected. However, all the impacts can be mitigated. Among the impacts include;

(i) Pollution of water sources, (ii) Traffic flow disruption during construction period, (iii) Disruption of public amenities, (iv) Potential disruption of three major water supplies (Ruiru, Juja and Thika) (v) Potential health risks from aerial emissions (vi) Interference with social norms such as moral values,

Mitigation Measures

It is suggested that a policy guideline specific to this section of the road (Nairobi – Thika Road, A2) be developed that will allow integration of environmental management considerations in the construction, use and maintenance of the carriageways, the road reserve and public amenities within it. Among the factors that need to be considered in this project implementation policy would include;

(i) Preservation of the water bodies along the route through control of soil erosion, siltation, discharge of pollutants and necessary abstraction permits. Ensure minimal disruption to water supply operations along the route in liaison with the respective managements, (ii) The design to consider integrated drainage provisions along the route where social and economic activities upstream seem to have interfered with already. Incorporation of safety provisions in the road design and construction including accessibility of the road users, speed controls, signage, drainage systems, etc., (iii) Control emissions from construction equipment through maintenance while deviations are kept wet and dry materials stored moist at all times, (iv) Material sites shall be isolated from access by general public for safety. They will also be rehabilitated upon completion of works to the satisfaction of the landowners and the authorities, (v) Enhanced integration of environmental, social and economic functions in the project design and implementation plans. Involvement of residents in maintenance of the road to not only enhance ownership but also reduce the maintenance costs and social conflicts, (vi) Institute measures to avoid encroachments into the commissioned road reserve by the adjacent landowners after construction. Any acquired land and property will be compensated at the prevailing market rates and in accordance with the set regulations and guidelines. Such acquisitions will be identified after completion of the route survey.

Mitigation Costs

Costs of the mitigation costs have been reflected in the EMP matrix below. However, BoQs had not been finalized at the time of this report preparation and only estimations have been provided (see annex extract on environmental related items of the BoQs). Please note that an attempt to isolate environmental components from the BoQs as drawn in the design will provide extremely erroneous estimations as the costs are generally integrated in other construction non-environmental aspects. Detailed cost indications will be reported in the preliminary design report.

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Environmental Management Plan

Construction Phase Item Anticipated Impacts and Proposed Actions Responsibility Cost Estimates Targets to Achieve Monitoring No. Sources and Timeframe (KShs.) Parameters 1 Degradation of water sources: Over-abstraction of water, Observe regulations on water The contractor, Minimal silt Status of streams Water quality degradation, abstraction permits, slope discharging into and wetlands and Effects on downstream excavations, etc.), The Resident water bodies, water quality along dependants, Engineer and reserve, Stream bed siltation, Monitor standards of sanitation PPRO Approx. NO effects on at the construction camps, KShs.5,000,000 physical status General social Sources: DEO and DWO to for the whole of water quality, Concerns. Silt from earth moving, Establish a mechanism for solid keep surveillance. project period. Oil and grease, waste collection, storage, transfer Centralized Raw asphalt concrete, and disposal, Immediate action effective Specific attention at Workshops and machinery and maintained collection of all crossings and maintenance areas, Liaise with water authorities for throughout the solid wastes other water bodies. Construction camp sites, installation of RGSs at all river project period. Material preparation sites. crossings. 2. Air quality: Dust and particulate matter, Ensure earth surface roads, The Contractor 30% of traffic Low visible Dust level within Visual disruption, deviations and dry materials are and the Resident passage particulate matter in the project, Particulate matter, kept damp at all times, Engineer. expenses as per the air. Exhaust fumes from Surface depositions, allocations in construction Bronchial and eye problems. Establish information flow Surveillance by bill no. 9 of the Requirements of machineries. process to the communities on the DEO and standard BoQs’ Clause 19 of the Sources: dusty conditions, DPH items. standard Bid Docs Project wide Construction activities (earth situation. moving and machinery Keep inevitable dusty conditions Project period Approx. operations). and/or emissions as short as KShs.300,000 possible, for information materials

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Item Anticipated Impacts and Proposed Actions Responsibility Cost Estimates Targets to Achieve Monitoring No. Sources and Timeframe (KShs.) Parameters 3 Vegetation Cover Degradation: Collaborate with the Local The Contractor Rehabilitation as Vegetation trend Greenery along the Removal of vegetation from authorities in their beatification and Resident per items 4.02, that is also safe to route of the road. road reserve and deviation programmes, Engineer 5.05 and 12.01 the road users. routes, on top soiling Special attention at Loss of vegetation from Implement top-soiling and DWO and DEO to and grassing in Requirements of sloppy sections and material sites and access grassing programme for the road keep surveillance the standard Clause 19 of the river crossings will be routes, reserve and material sites, BoQs items. standard Bid Docs necessary.

Sources: Introduce soft shrubs in the Construction of deviations, median of the dual carriage, Material borrow pits and quarries, Introduce trees on canopies on reserves near built-up areas,

Ensure vegetation does not compromise road safety. 4 Environmental Pollution: Siltation of water bodies, Develop Standard Operating The Contractor Estimated cost Minimal disruption Water quality, Pollution of water (turbidity Procedures (SOPs), schedules SOPs to physical and Environmental and hydrocarbons residuals), and supervision guidelines for Resident Engineer development biological features, Visual pollution (from dust the project works, and the PPRO KShs. 200,000 environmental Risks to health and and emissions), quality throughout safety, Focus on sensitive features (e.g. NEMA offices, the route. Wastes Sources: stream crossings and slopes) for water offices and characteristics. Oil/grease storage, necessary precautions, District Works Cost of watering Solid waste disposal (filters, Office for as provided in Pollutants from camp greases, asphalt wastes, etc.), Establish a dust control surveillance. bill no. 9 of the sites, service yards Construction machinery and programme and machinery standard BoQs’ and material vehicles, performance and waste disposal items. preparation yards. Excavated earth, controls, Water abstraction points,

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Item Anticipated Impacts and Proposed Actions Responsibility Cost Estimates Targets to Achieve Monitoring No. Sources and Timeframe (KShs.) Parameters 5 Land degradation: Soil loss, Monitor land use trends along Land use trends. Soil quality degradation, the route in liaison with physical The Contractor No direct costs Conservation of Land use changes, planning departments, and the Resident are anticipated soils on each side of A project wide Material sites, Engineer on this item, it is the road. concern, specific Initiate a planned vegetation an locations of camp Source: programme on road reserve, administrative sites, sloppy zones Surface runoff channels from Surveillance by aspect. See item and crossings. camps and working areas, Rehabilitation plans of materials the DWO and 3 above. Temporary road diversion sites with landowners (lease DEO The Contractor to routes, agreements to reflect this carry out full ESIA Material extraction and aspect). for all material sites. transportation. 6 Health and Safety Personal injuries Provide safety programmes for The Contractor Information flow Complaints on health (construction employees), material sites and working areas, and Resident Approx. and dissemination safety aspects related Communicable diseases Engineer. KShs.5,000,000 on health and safety. to the road construction including HIV/AIDS), Provide safety provisions on HIV/AIDS activities. Potential accidents at material (signage and lighting) for The PPRO, OR as provided Specific response to quarries, deviations, for in the bid HIV/AIDS issues Trends in HIV/AIDS Environmental diseases Surveillance by documents cases along the (bronchial and eye problems), Awareness, prevention and the DWO, DPHO, whichever is Requirements of corridor, training on HIV/AIDS and other and the DEO in higher Clause 19 of the Sources: social diseases, Nairobi and standard Bid Docs Special focus on Construction dust and Thika, material sites and road emissions, Provide service roads and bus at Provisions of Requirements of diversions routes. Interaction of construction settlement areas to reduce road Entire project medical care as Clause 34 and 35 of workers with communities, accidents. period. per Contractors the standard Bid Focus on major towns Pollution of water from Insurance Cover Docs and population construction activities, Provide medical, insurance and as Bill No. concentration areas Material sites, cover and PPEs for all the 25 of the BoQs. in the project Traffic deviations, construction workers. corridor. Construction camp sites.

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Item Anticipated Impacts and Proposed Actions Responsibility Cost Estimates Targets to Achieve Monitoring No. Sources and Timeframe (KShs.) Parameters 7 Social and Economic: Temporary disruption of Enhance consultations with Approx. business activities, communities on activities The Resident KShs.5,000,000 An acceptable, Trends in socio- Access into and out of affecting them and collaborate Engineer, PPRO, on sustainable and economic dynamics highway by special social on the impacts reduction, in conjunction communication, economically viable along the project road groups, with the information road with long term and its catchments , Benefits to the society, Establish modalities of Contractor, dissemination. benefits to the Safety issues (deviations and recruiting manual labour from people without materials sites, etc.), within the project areas, Liaison with local adverse implications Noise to residents living authorities and the The Ministry to on the physical and along the route, Provide service roads and slips Provincial ensure social environment. accesses, Administration, availability of Sources: adequate road Special attention on Materials sites, Locals Authorities for Thika, reserve required realigned and Deviation routes, Ruiru and Juja may consider for the desired expanded sections of Construction machineries, physical planning along the design. the road. Crossings, highway for maximum benefits, Entire Construction camps. construction Integrate construction works period with other projects ongoing in the project route,

The contractor to establish and manage environmental and social committee to oversee mitigation measures,

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Item Anticipated Impacts and Proposed Actions Responsibility Cost Estimates Targets to Achieve Monitoring No. Sources and Timeframe (KShs.) Parameters 8 Provision of Road Reserve The Ministry of Roads and The Chief Actual costs to Clear project route The design of the Encroachments, Public Works to undertake Engineer Roads, be estimated and get back the road is confined Acquisitions, availability of the road reserve, Ministry for Local after the survey road reserve. within the 60m that is Small scale traders Government, works. available throughout Serve adequate quit notices to Ministry of the route. (Main areas to include Globe the encroaching developments, Lands, City Estimated total Cinema Roundabout, Muranga Council of is KShs. 350M Survey will provide road, Pangani, Muthaiga, Ensure as minimum acquisition Nairobi actual encroachments Ruaraka, Kasarani, Githurai and as possible. and necessary Juja) Upon acquisitions. commencement of the project 9 Material Sites (hard stone, gravel and water) Full ESIA studies should be Contractor and Rehabilitation as Sustainable It is likely that all Land degradation, undertaken on all materials sites Resident per items 4.02, abstraction of material sites will be Loss of land vegetation upon final identification, Engineer. 5.05 and 12.01 materials. on private land. cover, on top soiling Surface hydrology changes, Rehabilitate the material sites Chief Engineer and grassing in Sources of construction Access roads’ damages, after construction. Lease (Roads), DEO and the standard water have other uses Water sources’ degradation, responsibilities with landowners DRE to supervise BoQs items. by the communities Water quality. necessary, that need Throughout the considerations. Obtain appropriate permits for construction construction water abstractions phase. 10 Decommissioning Removal of construction Carry out decommissioning The Contractor No cost Rehabilitated Usability of the camps, audits for the camp sites, under supervision estimate, but material sites and affected camps’ and Materials sites and Rehabilitate all material sites and of the Resident will be cleared material material sites. preparation yards, preparation yards, Engineer, PPRO dependent of the preparation yards. Equipment removals. Remove all construction and the DEOs standard BoQs. equipments and excess materials from the site.

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Road Maintenance and Use Item Anticipated Impacts and Proposed Actions Responsibility Cost Estimate Targets to Monitorable No. Sources and Timeframe (KShs.) Achieve Indicators 1 Environmental Pollution: Water quality degradation, Establish a policy and Air pollution, implementation guidelines in Solid waste dumping (road close collaboration with experts litter), and NEMA, Material spills (pollutants), Complaints on the Vehicular scraps, Develop monitoring utilization of the Residuals from material sites compliance with vehicular Chief Engineer No direct costs roads, and preparation yards, emission standards along the (Roads) and the are anticipated. road, District Works Objective to be Environmental quality Offices met under the trends (status of water Sources: Introduce clean-up road A road that is sources, water quality Surface runoff drains from the responsibilities for the road Consultation with maintenance compatible with the and aquatic road, users (e.g. spills from accident the DEO and initiatives social conditions vegetation), Oils spills on road surface, vehicle owners), Water Offices for (drainage, and features. Road litter (from road users surveillance, vegetation and roadside clearing), Provide public waste clearing, Poorly maintained vehicles – receptacles at strategic Administration, roadside spill Compliance with road higher related emissions, locations along the route (bus Traffic Police control, etc.) transport regulations. Spills from accident sits, stops and crossing areas), Department and Emerging social and economic the Local centers, Drainage channels be kept clear Authorities. Road repairs and maintenance at all times to prevent activities. overloading with polluting materials,

Collaboration with the traffic police on enforcement of road regulations.

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Item Anticipated Impacts and Proposed Actions Responsibility Cost Estimate Targets to Monitorable No. Sources and Timeframe (KShs.) Achieve Indicators 2 Health, Safety and Security Contamination of water and Draw strategies for road safety water sources, measures and sensitize Noise and vibrations, residents within risk areas, , Increased road accidents, Chief Engineer No direct costs Enhanced safety Complaints from the Security aspects, Integrate safety measures in the (Roads) and the are anticipated throughout the road riparian residents, Spread of infectious diseases overall maintenance of the District Works (Initial part of and construction of (HIV/AIDS and other social road, Offices the road the road to enforce Recorded cases and diseases) administration) security. categories of road Develop liaison with health Traffic Police accidents, Sources: provision arms for emergence department, Contaminated runoff from the response on the road, road surface, Administration HIV/AIDS trends Roadside litter and solid Liaise with appropriate Leadership, within towns along the wastes, department to ensure Health department route. Increased traffic and driving compliance with road and rescue style variances along the route, regulations and traffic rules groups. Social interactions, along the stretch, Inadequate road safety signage Continuous and facilities. Ensure maintenance of signage and other facilities at all times. 3 Social and Economic Aspects Land use changes due to Collaboration with Physical No direct costs Compatibility of the efficient transport, Planning Depts. to enhance Chief Engineer are anticipated road with social and Land use trends in Increased settlements and roadside planning. (Roads) and the economic interests time and along the population, District Works of the local route, Higher traffic volumes, Collaborations for sustainable Offices residents and road Mixed economic activities social and economic users. Population trends (general trading, industrial, development, institutional, etc.), Road safety issues, Include environmental aspects Continuous Road ownership by all. in scheduled road audits. process

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Item Anticipated Impacts and Proposed Actions Responsibility Cost Estimate Targets to Monitorable No. Sources and Timeframe (KShs.) Achieve Indicators 4 Maintenance Drainage clearance for free Establish modalities for the storm water flow, involvement of the riparian KShs. 3m for the Vegetation clearing for landowners in the maintenance initial enhance visibility, of the road, maintenance Roadside litter collection, period Complaints received Road safety facilities and Install and maintain Costs within the Maintained high from the local signage maintenance, appropriate road signs. Liaise Chief Engineer maintenance level quality of road communities and the Re-encroachment into the road with other authorities in the (Roads) and the budgetary surface, installations road users in general. reserve, control of roadside District Works allocations for and components. Roadside land development advertisement billboards that Offices the district practices, masks the safety signs, DEO, water Maintain trash bins at strategic authorities the locations along the route (bus Administration stops and major crossing for surveillance points), Continuous Prepare a maintenance process procedure in line with existing guidelines. 5 Decommissioning phase: Undertake a decommissioning Chief Engineer audit of part, sections or entire (Roads) and the None or minimum _ road reconstruction and establish District Works No cost impacts to the appropriate measures to prevention Offices estimates at this environment and environmental pollution and public stage. social well being safety. After the design road life span (15 – 25 years)

Any major repairs along the route.

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Conclusions

There is an overall consensus that improvement of the Nairobi – Thika highway is long overdue, a situation that has contributed to significant social and economic losses for the city of Nairobi, immediate districts as well as the entire north and eastern Kenya and to a large extent the neighbouring Ethiopia, Sudan and Somalia. To this extent and in agreement to the justification presented by the Government of Kenya, all stakeholders consulted during the initial stages and detailed public participation forums appreciate the project. It is also noted that the design concept has been developed to address the desired upgrading the road to 8 lanes and the related facilities, aspects of safety, accessibility by all, traffic management components.

The interests of the roadside land owners and other parties are also being considered in the design. Members of public encroaching on the road reserve either for small scale trading or other activities appreciated the road rehabilitation and are willing to give way for the road works. However, cases exists where need for displacements will be necessary such as the masai market (Globe Cinema), flower beds (Murang’a road, Muthaiga, Ruaraka, Kasarani, Githurai) and the open air market at Githurai. The government through the Ministry for Local Government and the City Council of Nairobi are in the process of developing hawking and small scale trading markets including Muthurwa, Westlands and Ngara among others after which no trading will be done along any street or road. In this regard, while the Ministry of Roads and Public Works will require the traders to vacate, a provision for alternatives will be available.

HIV/AIDS cases could increase during the construction phase where the interaction and socialization between the workers and the public will provide a “fertile” ground for the spread of this and other communicable diseases. It is also appreciated that the road serves long distance travelers and transporters who may find convenient stopovers in Thika, Juja or Ruiru increasing social interaction activities. In this regard again, potential for HIV/AIDS transmission also increases from the current average of 3.9% prevalence. This also applies for other communicable diseases including STIs.

Finally, the concept was generally acceptable to the Ministry of Roads and Public Works and also to a majority of the people who participated in the consultative forums. Negative environmental and social impacts are a minimum while the few will easily be mitigated as outlined in this report. The project should, therefore, be implemented.

Recommendations

Following are recommendations filed upon the preliminary observations,

(i) Provide adequate notice where applicable to encroaching developments. Collaborations with the Local Authorities (Nairobi City Council, Ruiru Municipal council and Thika County Council) would be recommended in clearing he reserve for the road construction, (ii) Compensate acquired land (if any) at the market rates and in accordance with the laid down guidelines, (iii) Displacements and relocations of project affected people (mainly hawkers and encroaching developments) will require to be addressed collectively by the Ministries for Local Government, Ministry of Roads and Public Works, Ministry of Lands as well as the City Council of Nairobi. Existing regulations and policies in this regard will be applied appropriately, (iv) Parallel programmes being undertaken in other sectors, to deal with displacement of small traders within Nairobi and its environs need to be accelerated to absolve those who will be affected in any displacement by the road improvements,

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(v) The Contractor is encouraged to engage the locals for casual employment opportunities for temporary income, enhanced acceptability of the project and also building local human capacity in this regard capacity, (vi) Harmonize and integrate plans from the key stakeholders (Ministry of Roads and Public Works, Nairobi City Council and Community Groups) to continue with the beautification programme upon completion of the road project. However, the programme should be sustainable and in harmony with the road management requirements, (vii) Involve representatives of the communities within the project corridor at the initial stages of the construction to address public amenities’ routing and roadside services to minimize needs for cutting the road once it is completed. Provision of ducts for amenities’ crossings (power, telephone lines, water pipes, etc.) could be appropriate provisions in the road design, (viii) Establishment of VCT centres, provision of condoms and ARVs may be a necessity for the workers, their families and the general public. Awareness, training and preventive measures are recommended,

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CHAPTER 1: INTRODUCTION

1.1 Background

As part of the solution towards this problem, the Government of Kenya has proposed to expand the road by constructing additional two lanes on each carriage as well as rehabilitating the existing carriageways. Other improvements will include improved interchanges, safety provisions, drainage systems and general traffic management strategies. In addition to improving the dispersal at Globe Cinema roundabout, connection to Uhuru Highway (A104) is also being considered.

To achieve this, the government commissioned feasibility study has been carried out, part of which is environment and social impact assessment (ESIA) study. The study has been designed in accordance with the terms of reference (in Annex III) to address the following issues;

(i) Identification of positive and negative effects of the project on the environment and social setting, (ii) Recommendations on appropriate mitigation measures to minimise any undesirable effects from the project, (iii) Environmental and social management plan covering the whole project cycle, (iv) Appropriate monitoring and evaluation schedule.

1.2 Objectives

Improve the performance in the social and economic sectors in Kenya and the neigbouring partner states through enhanced transport and communications,

(i) Contribute to regional integration through improved transport and communications, (ii) Enhance road safety in the busy sections of the city, (iii) Improve efficiency in transport.

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1.3 Justification

Due to the importance of Nairobi – Thika road to the country and the region in general, it is characterized with heavy traffic that is increasing with time as a result of rising urban population along the route. The poor physical condition of the road, its limited capacity and inadequate exits are associated with significant loss of economic time, high fuel expenses as well as significant social inconveniences along the route. In addition to the heavy fuel consumption and “on-the-spot” vehicular emissions on this road and others in Nairobi (others being Waiyaki way, Mombasa road, Lang’ata and Ngong roads) could be associated with the heavy air pollution in the city, not to mention potential health implications to the residents. Finally, road safety and security are a concern to the road users, immediate residents and the authorities, but this is being effectively addressed through the design.

1.4 Methodology

The environmental and social impact assessment (ESIA) process was designed such as to satisfy requirements of the local National Environmental Management Authority (NEMA) as well as guidelines from the African Development Bank. According to the EIA regulations (Kenya Gazette Notice No. 56 of 13th June 2003), a project report is prepared for review providing an outline of the proposed project, anticipated impacts, mitigation actions and detailed terms of reference for the full ESIA study. Likewise the African Development Bank (AfDB) guidelines require screening report submitted. It is therefore, clear that the two procedures are basically the same and a mix of the two approaches has been adopted in this report with the ultimate objectives being to;

(i) Predict significant environmental and social impacts, (ii) Establish appropriate mitigation measures on significant impacts, (iii) Develop an Environmental Management Plan (EMP) that also define suitable monitoring plans including auditing.

Screening process involved an initial evaluation of the project in terms of the need for ESIA study and the level of assessment required. The evaluation included a checklist of requirements as outlined under the EIA Regulations (Kenya Gazette Notice No. 56 of 13th June 2003) as well as the guidelines from the African Development Bank. After the screening, scoping process was undertaken to determine the most significant environmental and social issues to be focused on during the full assessment stage. Elements of the terms of reference as drawn by the Ministry of Roads and Public Works were reviewed, discussed and understood.

Specific environmental and social issues were investigated as follows;

Hydrology and Drainage This was a combination of documented information and literature of the project area as well as physical assessment of the entire route. Detailed topographic and landforms of the project route with respect to the adjoining areas upstream and downstream will be evaluated in relation to drainage patterns. Analysis of maps, documented data on stream flows and other climatic data (mainly temperature and precipitation) was obtained from the Ministry of Water and Irrigation. Direct observations on various streams at the road crossings including channel characteristics, erosion/deposition and the shape of the valley were also undertaken.

Physiological Features Environmental features evaluated included rivers/streams, wetlands, other sources of water, sloppy areas, vegetation cover and characteristics and sources of environmental pollution. Previous reports, survey reports and other related documents related to the physiography of the area were also reviewed. Geology and soils baselines were obtained from analysis of geological and soil maps, review of documented as

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well as study of geological and soil reports of the area. Direct field observation along the road especially at the quarry next to Clay Works revealed layers of red soil underlain by laterite and volcanic rocks.

Air Quality It is noted that most of the project route traverses through built up areas with residential structures or are characterized with commercial activities, some that involve use of fuels generating emissions and particulate matter not related to road transport. The measurement points identified are located such that effects from sources other than vehicular emissions are minimal. Among the emissions closely related to traffic include carbon dioxide, carbon monoxide, nitrogen oxides (measured as NO2) and sulphur oxides (measured as SO2). Five sites have been identified for air quality measurement close to the carriageway and measurements are to be undertaken once due to the time constraints though future comprehensive monitoring plans will follow the same schedule.

Noise Levels Stations for measurement of noise and vibrations associated with the road use have been identified such as to avoid to the extent possible background effects from other activities. In this regard, built-up areas and heavy commercial zones have been avoided, BUT where noise levels established could be translated into the populated areas during the post-project monitoring activities.

The predictive method is in accordance with British Standard (BS 5228 Part 1, 1997) procedures for the assessment of noise at open construction sites. Among the assumptions made include that noise propagation is assumed to be hemispherical and in free air, no attenuation from atmospheric or ground absorption, the intervening space between the development and the receptor points is acoustically reflecting hard ground, the predicted noise levels are those under neutral weather conditions and no barrier attenuation. The equipment applied was CIRRUS Integrating Average Sound Level Meter Model CE 2264.

Social Aspects Major activities include interviews of business people, transporters, residents, institutions, women, children, elderly and disabled to establish how the road construction and infrastructure system affects their lives in terms of employment, education, health, movements, safety and community services and recreation. Structured public meetings were held in conjunction with the local administration offices.

Impacts and Mitigation Measures Environmental and social impacts identification was carried out such as to cover the entire project cycle (construction, commissioning and maintenance) and establishment of related mitigation measures. Design alternatives, their impacts and mitigation measures were also discussed. The measures are presented in a matrix comprising of the impact aspects, proposed actions, responsibilities, timeframe and expected output. This impact prevention action plan is a result of partial participation of the stakeholders and the comprehensive consultative public participation (CPP) forums. Developing of an Environmental Management Plan (EMP) also focus on the road policy, environmental principles, impact summaries, action plans, timeframes, responsibilities, cost estimates and monitoring schedules.

Reporting The overall feasibility and design study inception report has a section on environmental and social aspects that will be developed from the preliminary assessment. At the same time, the scope of the study was discussed with the Ministry including the terms of reference for this study. The scope formed a basis for the full ESIA to be submitted along with the feasibility study and preliminary design report.

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CHAPTER 2: PROJECT DESCRIPTION

2.1 Route Description

Nairobi – Thika Road (A2) cuts through Nairobi and central Provinces running from Globe Cinema within Nairobi City and next to Blue post Hotel at Thika River crossing. Its total distance is approximately 43 km traversing Nairobi, a section of Kiambu District and much of Thika District. Among major commercial centers to be found along the road include Kasarani, Githurai, Ruiru and Juja. There are also intentions to extend a link road from Globe Cinema roundabout to the trunk road A104 (Uhuru Highway). The route layout is presented in the next page.

The proposed project site is part of the northern corridor linking Kenya and Ethiopia. The road splits up one leading to Nyeri, Nanyuki, Embu, Meru, Isiolo, Marsabit, Mandera and to Ethiopia while the other goes to Mwingi and Garissa. Traffic along this road is heavy since it is the artery of the entire northern Kenya into Nairobi city, implying a very wide traffic catchment, both motorized and non motorized mode of transport system. However there are no lanes for pedestrians, animal driven carts, pushcarts and cyclists, which are most common non-motorized transport types in the area.

The project road section is currently in a very poor physical state and also appears to be under severe stress in addition to being below capacity in light of rapid population growth, economic expansions and increasing traffic flow. As a result, significant economic losses, inconveniences, traffic congestion, traffic chaos, safety issues and road accidents are a common feature along the route. As part of the solution towards this problem, the Government of Kenya has proposed to expand the road by constructing additional two lanes on each carriage as well as rehabilitating the existing carriageways. Other improvements will include improvement of roundabouts through interchanges, safety provisions, drainage systems and general traffic management strategies. In addition to improving the dispersal at Globe Cinema roundabout, connection to Uhuru Highway (A104) is also being considered.

2.2 Design Concepts

2.2.1 Existing Status

The scope of project is from Globe Cinema Roundabout in Nairobi City to Thika near Thika River just after the Overpass. Total length of project road is about 43 km. It has 4 lane bituminous dual carriageways with 1.5 – 2.5m footpath and 1.0 – 2.0m unpaved shoulders. There are some important roundabouts, road over rail bridges, vehicular overpasses, interchanges and pedestrian overpasses along the road. Among the roundabouts include Globe Cinema roundabout, Pangani roundabout, Muthaiga roundabout, GSU roundabout, Kasarani Roundabout and Githurai roundabout. Vehicular overpasses are available across the project corridor at Ruiru (KM 22+600), Juja (KM 30+500) and Thika (KM 41+600). There are also interchanges among them at Thika (KM 39+700), four rail crossings and two foot bridges through the route. Finally there are 18 major/minor bridges along this corridor.

The existing pavement is bituminous and seems distressed or damaged due to lack of proper maintenance. Necessary investigations to assess the strength of existing pavement and the bearing strength of sub-grade are in progress. The results will decide either strengthening or replacement of existing pavement structure and other appropriate road fittings.

2.2.2 Basic Design Principles

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provision for service roads, intersection design and identification of locations for grade separators and subways, widening or rehabilitation of existing structures and road furniture etc. Further the proposals for method of widening like concentric or eccentric to the existing road, which is dictated by site situations like existing utilities, terrain etc.

Safety, efficiency, economy and comfort in vehicle operation to a large extent are governed by adequacy of geometric standards used for a specific highway facility. Adoption of good design standards for various geometric elements is very important for successful planning and design of high speed, high capacity highways. Basic geometric design standards are to be established at the conceptual stage that then graduates to the full development during detailed engineering and construction phases. The highway and bridge design standards adopted are in accordance with design standards stipulated by Ministry of Roads and Public Works.

2.2.3 Design Components

Considering the Road reserve (60m), traffic intensity the existing main carriageway of 4/6 lanes will require widening to minimum 8 lanes with a Central Reserve. Accordingly, concepts are prepared for normal stretches and flyover stretches which will cover provisions for Central Reserve, edge strips, space for landscaping, storm water drains, service roads, bus bays and footpaths. Among the provisions will include normal stretches, elevated stretches, flyover stretches and bus bay locations.

Available traffic figures on the project road, detailed reconnaissance surveys of the corridor; past studies and discussions with various government and non-government officials’ grade separated structures have been proposed at various locations along the project road. However the location, type and size of the facilities, cross sections configuration and type and shape of the structure are subject to change according to the results of various surveys and investigations which are still going on.

2.2.4 Proposed Road Features

Traffic projections show that the project road requires 8 lanes to effectively carry the present and projected traffic. An elevated road is proposed between Globe Cinema and Muthaiga roundabouts in view of the land constraint and to cover the numerous junctions that join the road in between these two points. The available land width in this section is only 30m. Therefore, a 4 lane elevated road is proposed above the existing road between Globe Cinema and Muthaiga to carry through traffic while the existing road will be improved to standard 4 lane with a central reserve and a footpath and a segregated facility for non- motorized transport including the pedestrians will also be provided along side the road section.

Other proposed features include interchanges (Globe Cinema and GSU roundabout), flyovers (Kasarani, Githurai and at the Eastern Bypass at Ruiru) and vehicular/pedestrian subways (Kahawa, Kenyatta University, Kimbo Village and Mang’u High School). The conceptualization of widening scheme will involve an interaction between several parameters including traffic demand, terrain, land use, roadside developments, requirement of service roads for urban/built-up areas, widening of major and minor bridges and bus stage construction among others. The widening proposals have been based on their practicability and hence careful prior field investigations need to be made before formulating such proposals.

Expected major features upon completion of the road will include;

(i) Crash bars and safety barriers at crossings, steep sides, public crossings, etc., (ii) Road furniture (signage, guard rails, mileage stones, road markings, etc.), (iii) Street lighting (visibility of roads and its details such as entry of side roads, traffic signs etc., visual guidance on the alignment of the road, clear visibility of the objects in time and continuity and uniformity of lighting),

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(iv) Landscaping designed for undisturbed and joyous pedestrian movement, reduction in head light glare, footpath and the public bus stops, litterbins, food plaza, etc.

2.3 Project Cost Estimate

The project cost of the road construction is being worked out in BoQs under the detailed design.

2.4 Proposed Project Components

The proposed road project will comprise of the following key components;

Feasibility Study, Environmental and social impact assessment (ESIA), Preliminary design, Tendering Stages, Construction and Supervision, Commissioning stage

2.5 Monitoring Plan

Monitoring activities commences with construction as part of the supervision to ensure that recommended environmental conservation, safety aspects and social welfare issues are addressed throughout the construction. Part of the monitoring and maintenance activities of roads is the periodical auditing carried out by the Ministry of Roads and Public Works. Environmental considerations will require to be integrated in the exercise. Among the parameters for environmental monitoring will include air sampling and measurements (particulate matter, CO, CO2, NOx, SOx, hydrocarbons), water sampling at stream crossings (for analysis of suspended matter, hydrocarbon residuals and heavy metals as pollution indicators), noise measurements (taking profiles from the edge of the road to the nearest building) and safety trends (accident records). It is advisable that the points and parameters selected during this ESIA study be used in future monitoring sessions.

2.6 Outputs and Constraints Encountered

2.6.1 Outputs

Environmental and social impact assessment study report was part of the outputs expected from the feasibility and design activity of this road project. The ESIA study was anticipated to provide the following reports;

(i) Scoping report that was reviewed and discussed internally by the Ministry, (ii) Draft final EIA report reviewed by the Ministry, (iii) Final ESIA report for submission to NEMA for approval and to ADB for necessary administration action,

2.6.2 Study Constraints

Among the constraints encountered in accomplishing this report included;

(i) There is limited or no data on air quality, noise and aerial emissions in the area, (ii) The available time for the study was limited to about 2 months and only dry measurements were done. In this regard, it was not possible to undertake environmental sampling covering

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the dry and wet seasons. This, however, is recommended to be undertaken during the scheduled monitoring of the road, (iii) Report reviews prior to production of the final ESIA study report are likely to be point of delay in the accomplishment of the study on schedule, (iv) ESIA conclusions and reporting is partly dependent on other feasibility and design components such as to include route surveys, materials sites’ identification, design concepts, route deviations, etc. Delays in this regard are also likely to delay the ESIA reporting.

2.7 Project Activities

Upon commissioning of the contractor, the following activities are anticipated to take place through to commissioning phases. Details on the activities along with the implications to the environment and social welfare will be discussed in the detailed study report.

(i) Contractor mobilization that will include setting up construction site offices, the Resident Engineers offices as well as other necessary facilities. Among the project sites to be established are workshops, equipment and material stores, staff camps/houses, machinery yards and materials holding yards, (ii) Route clearing where expansion enters the vegetated zones and top soil stripping. Part of this exercise will also cover stripping of the existing carriageway for reconstruction, (iii) Relocation of public amenities and services along the route such as to include drains, water pipes, sewer lines, power lines and telephone lies. At least three water supply intakes are among public utilities that may require attention, (iv) Identification and construction of deviations and rerouting traffic among other traffic management strategies. (v) Earthworks involving cuts and fills, crapping. Drainage works and related structures will also commence, (vi) Pavement works including the base, sub-base and bituminous works, (vii) Installation road furniture and other health and safety facilities, (viii) Commissioning of the road involving handing over process, (ix) Defects liability period (to cover 24 months) from completion date.

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CHAPTER 3: BASELINE INFORMATION

3.1 Natural Environment

The approximately 42 km length of the Nairobi – Thika road traverses through a semi-homogenous route in terms of climatic conditions, geology and soil characteristics, biodiversity (flora and fauna) and water resources. However, due to significant variations in social and economic set-up (settlement, commercial, agricultural, rural-urban etc.), there are notable interference of physical and biological environment by human activities. This factor will also be a leading determinant on the implication of the road project to the environmental setting through enhanced social and economic activities in the area and beyond. In view of this homogeneity (environmental and social) the area of influence was considered as 2 – 3 km from the road on each side throughout the corridor.

3.1.1 General Physiology

The project area lies generally within Central Kenya that is part of the foreland plateau. The greater area consists of upland plateaus that are clearly dominated by the great volcanic piles of Mount Kenya and the Aberdare Range (Nyandarua Range), with the western edge forming part of the Great Rift Valley. A part from the above features, the rest of the area is a terrain dominated by a plateau like landscape.

Higher areas to the west of the route are characterized by deeply dissected topography with numerous slopes giving rise to ridge and valley patterns, while the eastern parts are lowlands that cover Ruiru area and Thika Municipality. The significant effect of the parallel pattern on the dipslope area (Kikuyu highland) is the development of the ridged topography (ridge and valley pattern), which makes road development difficult due to the need of many bridges fillings or possible diversions. The elevation of the area ranges from 1700m above sea at level around Nairobi to about 1,460m at Thika passing through Kasarani (1,580m), Kahawa – Kenyatta University – Ruiru (1,520m) and Ndaragu – Komu – Thika (1,490m) ending at 1,460m above sea level in Thika area (Chania and Thika Rivers). The general slope of the project area, however, is to the southeast and east.

3.1.2 Drainage and Hydrology

The drainage system in the area reflects considerable adjustment to structure and interruptions especially by earth movements and volcanic lava flows. As a result the above activities interrupted the normal drainage development. Because of the available relief and appropriate slope to the sea, the headwaters of Kenya’s two main rivers (Tana and Athi) start from the upland plateau. The highlands to the west form the water catchments and watershed of most of the rivers, which flow towards the lowlands of the southern parts. All the rivers flow from the Aberdare Ranges and Kikuyu dip-slopes to the west and towards southeast forming the headwaters for the Tana and Athi Rivers, eventually into the Indian Ocean. The major sub-catchment areas are described as follows;

Nairobi River Sub-Catchment This sub-catchment comprise of Nairobi, Mathare, Gitathuru, Karura, Ruaraka and Gathara-ini Rivers. These rivers have their waters in Kikuyu highlands (Kikuyu dipslopes), with Nairobi River rising from Ondiri swamp being supplied by Kikuyu springs. Most of the rivers and streams in this sub-catchment are either canalized or have their channels lined with concrete as they pass through developed areas within Nairobi City. Nairobi River crosses the road at Globe Cinema while Mathare River crosses at Muthaiga area before the round about and joins Gitathuru River downstream. Gitathuru river crossing is at Utalii area. Ruaka River crossing is near Kenya Breweries is joined by Karura river upstream of the road, then joined by Gathaira-ini (crossing at Clay works) further downstream of the road. Water quality in this catchment has been significantly degraded from urban activities on either side of the project route.

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Kamiti River Sub-Catchment This catchment area is to the north of Nairobi River sub-catchment. It has three permanent streams, Riara, Kiu and Kamiti, which combine to form the main Kamiti River which eventually joins Nairobi River. Kiu River crosses the road around Githurai area after joining Riara River upstream of the road. Kamiti River crossing is after Kenyatta University before joining Kiu River farther downstream.

Ruiru River Sub-Catchment It lies to the north of the Kamiti River sub-catchment with five permanent streams upstream namely; Mukuyu, Ruiru, Bathi, Gatamaiyu and Komothai. In their upper reaches, these streams flow through tea zone while in the middle and lower reaches, they flow through coffee zone with a heavy demand for irrigation water supply is exerted on them. Ruiru River crossing is at Ruiru town and collects all its tributaries upstream of the road. Ruiru Water Supply (intake and treatment plant) is located about 50m downstream of the existing road carriageway.

Theta and Thiririka River Sub-Catchment The headwaters of the streams feeding the main Thiririka River are located on the Aberdare plateau comprises of three streams namely; Mugutha, Theta, and Thiririka. Mugutha and Theta are used for coffee irrigation significantly reducing their flows in their middle and lower basins. Theta basin valley is covered by an expansive wetland (upstream and downstream of the road). Wetland vegetation consists of mainly Cyperus papyrus. Thiririka River crossing is next to Juja town before it is joined by Theta River in the downstream. The river valley is a wide U-shaped valley surrounded by a gently rolling topography. The two streams are widely used both upstream and downstream for farming and domestic water.

Ndaragu River Sub-Catchment This catchment consists of Ruabora, Ndaragu and Komu streams with its headwaters in the Aberdare plateau and is used mainly for irrigation. Ndaragu river crossing is about 2km from Juja town while Komu River crosses the road near Thika before it joins Ndaragu farther downstream. Ndarugu River is the source for Juja water supply and also supports significant farming activities and domestic needs.

Chania/Thika River Sub-Catchment Chania River and its tributaries include Thika and Kariminu Rivers rise from the slopes of Mount Kinangop in the Aberdare Range and lies within Tana River catchment area. Youthful dissection of the plain is a general feature with rivers cutting deep into their valleys. Chania river crosses the road about 100m upstream Chania falls next to Blue Post Hotel and joins Thika River a short distance downstream constituting part of the greater Tana Catchment.

3.1.3 Geology and Soils

Geology The project area comprise of the following geological regimes:

Nairobi Trachytes extend from Dagoretti – Karen up to the east of Nairobi, and towards north of Kiambu and Githunguri. They are formed of subsequent superimposed trachytic lava flows occasionally porphritic, with phenocrysts of feldspar in a fine grained matrix. Thickness of the series decreases from west to east with ranging from 90m in Nairobi city centre to 60m at Ruaraka area. Nairobi Phonolites covers the area between the Nairobi National Park and Kiambu and rests directly on the Athi Series. It includes a number of dark grey lava flows with sanidine and biotite, with thickness of the series varying between 30m and 80m. in the vicinity of Nairobi the thickness is about 60m and decreases northwest and south east.

Upper Athi Series formations mainly consist of sandy sediments, gravel, or pebble beds, tuffs and pyroclastic sediments. Clayey material is sub-ordinate. This is characterized by course, gritty volcanic sand usually in a fine matrix as identified in boreholes of the Kiambu – Kamiti –Ruaraka area. Thin Environmental and Social Impact Assessment Study in association with

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gravel beds are common as the one in Kamiti area at or near the base of the series is an important aquifer. The upper Athi series outcrops in most of the eastern half, and particularly the north and northeastern parts of Nairobi. Elsewhere it is overlain by younger formations. The series dips gently in a general easterly direction. Welded tuffs are conspicuous in and along the streams around Thika. The one that virtually caps the plain southeast of Thika can be used as a key horizon. It represents a thin, indurate, course lithic tuff with abundant thin sub horizontal lenses of obsidian, the ends of which shows fringes that intrude into the matrix. This welded tuff gives rise to the fall in Nairobi River 18 km east south east of Ruiru

Kapiti Phonolites are the oldest of the succeeding lavas that immediately cover the ancient crystalline basement and are overlain by the Athi Series. The series includes a superimposition of multiple subsequent flows, separated by sediments, generally of clay, locally sandy of basaltic nature. This formation when outcropping shows vesicular faces and is affected by fractures, easily seen from waterfalls, e.g. Thika Falls.

Soils The soils in the project area are products of weathering of mainly volcanic rocks, climatic factors (rainfall and temperature variations), and drainage conditions. In the stretch between Thika – Ruiru – Kahawa, the soils are shallow, yellow-brown to yellow-red friable clays overlying a laterite horizon. They usually show a low humus layer overlying friable clay passing downwards into massive laterite (ferricate) and represents soils with slightly impeded drainage.

Black to dark grey clays mainly occurs within Nairobi City. They comprise black cotton soils with calcareous and non-calcareous variants. It is important to note that these soils mainly overly the Nairobi and Kapiti Phonolites, both lavas forming impermeable strata over which ill drained soils can be expected to develop. Dark grey brown mottled clays the project area, swamp and Vlei soils and alluvium are recognized as patches of dark soils, overlying the generally flat surface of Nairobi Trachyte classified as dark-grey-brown mottled clays. Vlei soils occur in small patches along the entire route while swamp and alluvium occur in a small portion around Kahawa area.

3.1.4 Water Resources

Surface Sources There are 15 main streams and rivers crossing the project route between Globe round about and Thika at Blue post hotel. The rivers originate from the aberdare ranges, mostly constituting the Athi and Tana drainage systems downstream. The crossings in order of approximate chainages are;

(i) Nairobi river (KM 0+00) (ii) Mathare river (KM 2+800) (iii) Gitathuru stream (KM (4+500) (iv) Ruaka river (KM 7+600) (v) Kigwa river (KM 9+500) (vi) Gathara-ini stream (KM 12+700) (vii) Kiu River (KM 15+000) (viii) Kamiti River (KM 18+500) (ix) Ruiru river (KM 22+900) (x) Theta River (KM 27+000) (xi) Thiririka river wetland (KM 29+600)) (xii) Ndarugu river (KM 33+500) (xiii) Komu stream (KM 36+900) (xiv) Chania River (41+700) (xv) Thika river (KM 42+500)

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While Thika and Chania rivers fall within the Tana Catchment, all other streams are in the Athi River Catchment. Most of the pollution originating from settlements and urban centres along the project route is drained through the Athi river system while Chania and Thika rivers largely carries agricultural based pollutants into the Tana Basin, at least upto the crossings of the project road.

Water sources including Rivers and wetlands along the route support significant populations downstream of the road. Siltation, water quality and problems with water intakes, water storage tanks (e.g. one at Juja) and pipelines from the water treatment plant towards the town centers. At the time of this assessment, none of the crossings had a river gauging staff. Approximately 75% of water consumers in the project area get their water from public supply systems due to inadequate and/or unsuitable surface water sources. Nairobi Water and Sewerage Company serve the Nairobi area and selected sections along the pipeline route (running along the project road) delivering water from Thika Dam in Thika District. Other intakes are as follows;

(i) Ruiru town and surrounding areas have its water intake and treatment plant on Ruiru river within the road reserve of the project road at (KM 22+900), (ii) Ndarugu water intake and treatment plant is on Ndarugu river about 50m downstream of the project road at KM 33+500 to supply Juja town and its surroundings, (iii) Thika water supply intake and treatment plant about 50m and 100m respectively on Chania river downstream of the project road at KM 41+500 and supplies the town and its surroundings.

Plate 1: Thika Water Supply intake on Chania river (about 50m from the road reserve)

Five of the rivers (namely Ruaka, Ruiru, Theta, Thiririka, Ndarugu, Komu, Chania and Thika rivers) support rural communities for domestic water requirements, general irrigation and agro-industrial activities. Others have low economic value due to either inadequate flows or are highly polluted (the latter being the main problem for streams close to the city of Nairobi). Other sources of water in the area include boreholes (mainly in private premises and institutions) while rainwater harvesting is also preferred at household levels.

Water quality data on the water sources along the route were not available, particularly in regard to transport related parameters. Due to study time constraints water samples could not be taken for analysis, though parameters for analysis had been identified to include pH, Electrical Conductivity, Alkalinity, Suspended Solids, Oil/Grease and Lead as the main indicators of road transport related parameters. It is these parameters that will be suitable for monitoring during construction and post-commissioning phases of the project.

Groundwater Sources Based on the geological conditions, ground water in the project area may be placed into the following classes:

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(i) Ground water from the major faults i.e. shattered rocks of the Ondiri, Lari, Tigoni and other main faults running roughly north and south and in the areas to the west of these faults. They provide large quantities of water and are important ground water recharge areas for aquifers in the project area, (ii) Springs derived from major faults including springs such as Tusoga and Karura discharging from Tigoni fault, Kikuyu, Gitathuru and Mweteta from the Ondiri fault. These springs also form the headwaters of the major rivers and streams crossing the project route corridor, (iii) Ground water on old land surfaces, and (iv) Ground water in the rock beds (Ruaraka area) where boreholes penetrating the beds have varying yields.

It is notable that several boreholes have been drilled in the project area for various purposes such as industrial, domestic community use and irrigation. The road construction however is not expected to affect the boreholes.

3.1.5 Climatic Conditions

Temperature In the project area temperatures are influenced by altitude. In general temperatures are fairly uniform with coolest months occurring from June to August while hottest temperatures typically occur from December to March. The table below presents a 13 year-average temperatures reported for Mang’u St. Francis School, the nearest station to the road and lying in the middle of the route. Due to the homogeneity of the climatic conditions throughout the route, this is a fairly good indication of the status through the project road. Temperatures to the west of the route are much lower (being highlands) while to the east and south the temperatures are higher as semi-arid conditions set in. Lowest temperatures recorded at the station ranges between 4.5oC – 10oC over the period of 13 years.

Table 2: Average Temperature Variations over one year Station J F M A M J J A S O N D Annual Average Mang’u St. Mean 20.9 22.3 21.1 21.6 20.9 20.3 20.5 21.5 21.6 20.3 20.3 21.2 Francis max. School Mean 18.0 18.1 18.3 18.4 17.2 16.7 17.0 17.4 18.1 17.2 17.8 17.8 (Mid-point) Mean 15.2 14.0 15.5 15.2 13.6 13.1 13.6 13.4 14.7 5.6 14.6 14.4 Min.

Table 3: Average Monthly Rainfall (mm) for Selected Stations Station J F M A M J J A S O N D Annual Total Sukari Fact. Ruiru 38 40 80 161 127 30 12 16 16 48 123 70 761 Kamundu Est. Kiambu 54 55 120 226 227 60 28 35 40 83 173 99 1,240 Karamani Thika 35 39 102 218 143 40 20 28 24 39 141 71 930 Doondu Est. Kiambu 43 43 102 233 172 46 38 29 28 73 144 90 1,041 Iganjo Farm Ruiru 37 40 95 194 132 33 15 21 21 64 131 75 858 Juja Sisal Farm Ruiru 25 37 89 152 83 19 9 8 10 47 141 66 686 Source: Ministry of Water Areas within the road corridor most wet months

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Rainfall The yearly rainfall distribution in the project area is bimodal with long rains occurring from March to June while the short rainy period occurs from October to December. In relation to the elevation and the main wind direction, rainfall depth increases from east to west. This area is characterized five to six dry months. The average annual rainfall in Thika and its environs ranges between 900 mm and 1,250 mm per annum. The mean annual rainfall in Nairobi ranges between 800 mm and 1,300 mm per annum. The table below shows the monthly average rainfall for selected sites on observations running for 20 years. Bimodal rainfall trend can be noted in the table (long rains from March to May and short rains from October to December see table above).

3.1.6 Biological Diversity

Wildlife There is no significant wildlife in the project, a situation associated with intensive human activities and no migratory routes exist across the road. There are, however, lesser species such as to include snakes, rodents, birds and insects. Some grazers are found mainly within forested areas such as Karura. The main rivers along the route also harbours certain species of fish and aquatic insects, among the domestic animals mainly cows, goats and sheep are notable throughout the route. Among the grazer species likely to be found in the area (mostly within Karura forest) include;

(i) Porcupines, (ii) Bush babies, (iii) Monkeys, (iv) Dikdiks, (v) Duikers, (vi) Genets, (vii) African Givets, (viii) Bush pigs.

Plants There is a notable homogeneity of plant species through the route that generally comprises of grassland characteristic of savana and scattered tree species. The region depicts a transitional zone from the high rainfall areas to the west (Kiambu and Thika District and Nyandarua slopes) with forested areas and the semi-arid area to the east (Kitui and Machakos Districts). Among the major notable plant species include;

(i) Kikuyu grass, (ii) Acacia tree species, (iii) Papyrus Cyprus (in wetlands and some riverine basins), (iv) Mixed shrubs and indigenous trees, (v) Exotic trees (gravelia, blue gum).

Some specific species are;

(i) Brachylaena huillensis, (ii) Warburgia ugandansis, (iii) Croton megalocarpus, (iv) Olea europae, (v) Uvaridendron anisatum

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Plate 2: Typical vegetation cover on most of the road sections (grass and short shrubs)

A section of the project road reserve between Muthaiga roundabout (KM 5 and Githurai (KM 15) has been planted with mixed trees species by the City Council of Nairobi under the Beautification Programme and seems to be thriving very well. Karura forest adjacent to Muthaiga area has vegetational influence in the area. A similar section with near mature tree plantation within the road reserve is also found near between KM 38 and KM 41 in Thika an effort of Thika Municipality. In addition, some landowners along the entire road reserve have planted various types of exotic tree species. Agricultural crops noted include coffee, flowers, maize beans, Napier grass, etc.

Plate 3: Young trees planted in the Road reserve on Thika Road

Plate 4: Mature Trees in road reserve at Thika (KM 38 – KM41)

There is a unique notable wetland system on Theta river (~KM 29) comprising mainly of Cyperus papyrus species mixed with grasses and minor shrubs. Other streams have similar aquatic plant species that are also fast disappearing due to human activities.

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PLATE 5: Wetland through Theta River (KM 23)

3.1.7 Noise Levels

There are no available data on noise levels along the project route. Measurements on baseline levels at the pre-selected points as tabulated below. The route passes through typical rural setting with bushy sections while other areas are devoid of trees while others are grass covered.

The dominant source affecting ambient noise levels at Muthaiga roundabout area was emitted by traffic accessing the roundabout from Thika, Kiambu and from Nairobi directions converging at the roundabout. The following observations were made;

(i) The road traffic observed on the project road consisted of mainly cars, vans, lorries, and matatus, (ii) Along Nairobi – Thika Highway there are bus stages on both directions that causes elevated noise levels due to deceleration and acceleration of vehicles, particularly by public transport vehicles, (iii) There is notable difference of upto 10 units between Muthaiga roundabout and other parts of the project road, with the difference higher near the Thika end. This was associated with the concentration of slow moving vehicles as opposed to intermittent levels where vehicular speeds are higher.

Table 4: Measured noise levels at selected locations along the route Location Description Approx. South North Chainage 1m from 20m from 40m from 20m from 40m from road road road road road Muthaiga Roundabout KM 3+500 75.0 66.6 61.1 69.4 65.4 Githurai area (Clayworks) KM 13+000 77.6 74.4 59.0 65.1 - Ruiru (Railway Flyover) KM 23+000 68.3 - - 58.5 62.0 Mang’u High School KM 34+500 70.7 67.5 51.0 - - Blue Post (Thika) KM 42+200 62.6 - 51.4 57.1 - *TLV 90 75 75 75 75 *TLV Recommended Threshold Limit Values

The general observation regarding noise along the Nairobi – Thika is that the section from Ruiru towards Thika Township is generally a quiet rural area with the minimum background noise levels (Leq.) ranged

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mainly from 55.5 to 67.5 dB (A). At night the noise levels along the route are expected to reduce significantly due to the facts that there are less traffic activities. Expanded settlement along the project route, however, creates an increasing concern on noise levels. Proximity to settlements (Muthaiga, Zimmerman, Githurai, Kahawa, Ruiru, Toll, Juja and Thika’s Mlimani areas) and institutional facilities (Murang’a road, Muthaiga, Ruaraka, Kasarani, Kahawa, Ruiru and Juja sections) would be critical points in this regard.

3.1.8 Air Quality

There is no existing data on air quality along the project road. Preliminary baseline data will be generated through measurements at the pre-selected points as tabulated below. Measurements were taken on both sides of the road (right and left) at 20m from the road for each location. The measurements were undertaken during dry conditions. There is no baseline data in this regard for this section of the road.

Table 5: Measured Air quality levels at selected locations along the route

Location Approx. Sub-Site CO NOX SO2 CO2 Description Chainage Muthaiga KM 3+500 Right 0.25ppm 0.005ppm ND 0.05% Roundabout Left ND ND ND 0.05% Githurai area KM 13+000 Right ND ND ND 0.05% (Clayworks) Left ND ND ND ND Ruiru (Railway KM 23+000 Right ND ND ND 0.05% Flyover) Left ND ND ND ND Mang’u High KM 34+500 Right ND ND ND ND School Left ND ND ND 0.075% Blue Post (Thika) KM 42+200 Right ND ND ND 0.05% Left ND ND ND ND *TLV 50ppm 0.5ppm 0.191ppm 0.1% *TLV Recommended Threshold Limit Values

Plate 6: Vehicular emissions (Note the smoking “matatu”)

While it is common knowledge that vehicular emissions are a concern on the health and aesthetic status of Nairobi city centre and the immediate surroundings as well as other urban areas, most of the people interviewed during the preliminary survey did not seem to realize that this affects them in their residential areas. This was attributed to the fact that the project is in the leeward side of the main vehicular concentration areas and that emissions are not easily visible due to the high rate of dispersion. Air quality measurements seemed to confirm this situation with when major aerial emission components (particulate

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matter, hydrocarbons, NOx, SOx, CO2 and CO) detected at Muthaiga (KM 5) and nil or very low with distance outside the city. There are also no records relating to vehicular emissions on the common bronchial diseases in the area.

3.2 Social Environment

Preliminary survey shows that it is likely that the proposed road project has more social implications to deal with as compared to physical environment. Social linkages span from settlements trends, economic patterns and institutional development some of which extends beyond the project area (Nairobi, Kiambu and Thika) to the outlying districts including Murang’a, Maragwa, Kirinyaga, Embu, Meru and Nyeri as well as North and Northern eastern province. Following are specific scenarios on social and economic status in the project route.

3.2.1 Population Trends

The Nairobi – Thika road connects two provinces namely Nairobi and Central with Kiambu, Gatundu and Thika being among closest beneficiary districts of central province.

Table 6: Population of Thika District along the Road by Sex and Households District Male Female Total H/Holds Projected Population 2009 2019 2029 Thika Municipal 47,091 42,141 89,232 29,270 132,063 195,453 289,270 Juja 21,613 19,523 41,136 12,420 60,881 90,104 133,354 Kalimoni 9,234 8,529 17,763 5,231 26,289 38,908 575,840 Ruiru 56,982 52,592 109,574 34,274 162,170 240,012 355,218 Kiuu 28,502 27,887 56,389 16,780 83,456 123,515 182,802 Ruiru 20,138 17,246 37,384 12,861 55,328 81,885 11,190 Theta 1,474 1,129 2,603 977 3,852 5,701 8,437 TOTAL 185,034 169,470 35,4081 111,813 524,040 775,570 1,147,857

Table 7: Population of Nairobi along the Road by Sex and Households Area Male Female Total H/Holds Projected Population 2009 2019 2025 Baba Dogo 21,526 17,766 39,292 12,621 58,152 86,065 127,376 Kahawa Location 16,579 15,241 31,820 8,989 47,094 69,699 103,155 Githurai Location 23,747 24,039 47,786 15,049 70,723 104,670 154,912 Mathare 4A Sub Location 10,037 6,873 16,910 6,057 25,027 37,040 54,819 Ruraka Location 44,181 34,776 78,957 26,471 116,856 172,947 257,882 Utalii Sub Location 7,288 5,546 12,834 4,326 18,994 28,111 41,604 Kahawa Wes/ Jua Kali 7,054 7,097 14,151 4,599 20,943 30,996 45,874 Githurai 23,747 24,039 47,786 2,378 70,723 104,670 154,912 Mathare North 26,856 22,357 49,213 16,088 72,835 107,796 159,538 Roysambu Location 15,614 11,821 27,435 8,883 40,604 60,0940 88,939 Kasarani 19,481 17,931 37,412 11,191 55,370 81,948 121,282 Pangani 11,719 11,630 23,349 5,677 34,557 51,144 75,693 Ziwani/Kariokor 5,764 5,018 10,782 2,504 15,957 23,616 34,952 Mlango Kubwa 14,727 11,394 26,121 9,074 38,659 57,215 84,678 Ngara 13,576 12,021 25,597 6,610 37,884 56,068 82,918 TOTAL 261,896 227,549 489,445 140,517 724,378 1,072,079 1,588,598 Source: Population and Economic Census Report (1999)

The population and households in selected areas within Thika district and the section of Nairobi area falling within the road project indicate 35,4081persons in Thika live in 111,813 households while 489,445 persons in the Nairobi section live in a total of 140,517 households. The level of population in the two Environmental and Social Impact Assessment Study in association with

Nairobi – Thika Road Upgrading project Sheet 35 of 88 2007025/Report 2/Environmental and Social Impact Assessment Study Report

areas is important since it influences the nature of traffic (motorized and non motorized transport). The residents together with others outside the region use the road to go to school, work area, shop, visiting and undertake trading ventures. Generally it was noticed that traffic is usually heavy during the day (morning and evening) and lowest during the night (see trends in the traffic summary). The situation of traffic is expected to be heavier in future if population growth remains at the current 4.8% annually giving the estimated projected populations as presented in Table 8 below.

The table below is the trend in population in the outlying district catchments of the road.

Table 8: Population of the Outlying Districts Sex and Households District Male Female Total Projected Population Name 2009 2019 2025

Embu 136,499 141,697 278,196 424,730 628,600 930,328 Isiolo 51,214 49,647 100,861 149,274 220,926 326,970 Marsabit 60,940 60,538 121,478 179,787 265,605 393,095 Mwingi 141,778 162,050 303,828 449,665 665,504 984,946 Garrissa 206,117 186,393 392,510 580,915 859,754 1,272,436 Mandera 131,062 119,310 150,372 222,551 329,375 487,946 Meru Central 248,027 250,853 498,880 738,342 1,092,746 1,617,264 Meru North 293,365 310,665 604,050 893,994 1,323,111 1,958,204 Tharaka 48,196 52,976 100,992 149,468 221,213 327,395 Nithi 100,226 105,225 205,451 304,067 450,019 666,028 Mbeere 81,885 89,068 170,953 253,010 374,455 554,193 Maragua 187,128 200,841 387,969 574,194 849,807 1,257,714 Thika 323,479 322,234 645,713 955,655 1,414,369 2,772,163 Nyeri 322,521 338,635 661,156 978,510 1,448,195 2,142,329 Murang’a 164,670 183,634 348,304 515,490 762,925 1,129,129 Kirinyaga 226,665 230,440 457,105 676,515 1,001,242 1,481,838 Kiambu 369,101 374,909 744,010 1,101,135 1,629,680 2,411,926 Moyale 26,559 26,920 53,479 79,149 117,141 173,369 Wajir 171,318 147,943 319,261 472,506 699,309 1,034,977 TOTAL 3,290,750 3,530,798 6,644,568 9,698,957 14,353,976 20,793,560 Source: Population and Economic Census Report (1999)

With growing population trends in the outlying districts (see table above), social and economic activities will also change along the route that acts as the main entry into the capital city. The projected implications could also be seen in the traffic trends that might rise by between 65% – 160% by the years 2020 and 2030 respectively.

3.2.2 Land Use Patterns

Survey records show over 50,000 primary sub-plots along the Nairobi – Thika road corridor and further divisions are still going on by the cooperative and company landowners with sizes fronting the road measuring as low as 15m and 0.045ha. Plots being developed are high density residential flats have ignore the service roads behind and have their doors opening onto the road with their right on he building line leaving no space for parking or service access. Other land uses have similar trends.

The 43km stretch of Nairobi – Thika road, is characterized with mixed land use patterns. Initially the land along the road corridor was owned by the Kenya Government before it was sold out to Nyakinywa Land Holding Company. Members of this land buying company now own their individual parcels of land while

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others do so jointly with the land company depending on their shares. There are no notable squatters along the route.

The main features along the route corridor are human settlement structures with limited farming activities and significant urban characteristics. There are also business premises along the route including petrol stations, commercial premises, shops, catering, stores and training institutions. Quarrying is also notable mainly between Juja (KM 33) and Mangu (KM 35) to provide building stones to Nairobi and its environs.

Other notable land use features include;

(i) The Masai Market at the Globe Cinema Roundabout (KM 0+000) with over 10,000 sma;; scale trader every Tuesday comprising mainly women and youth, (ii) The “matatu” terminus for commuters towards Thika road estates including Zimmerman, Kahawa West, Kasarani and Baba Dogo is situated inside Globe Cinema Roundabout (KM 0+000 handling over 2,000 public vehicles daily, (iii) Tree and flower nurseries around Ngara area (KM 1+700), Muthaiga area (KM 4+300), Ruaraka area (KM 5+500 – KM 6+200), Kasarani area (KM 7+900 – KM 10+000, Githurai areas (KM 12+200 – KM 13+000).

Plate 7: Sections with economic activities

Possible encroachments into the road reserve were noted, though verification of the boundaries would be established by a surveyor. This encroaching would be required to give way for the road construction. The locations include service stations with section protruding into the reserve include four within Ngara area, two at Pangani, two at Ruaraka, seven around Kasarani stretch, three near Ruiru and three at Juja. Others are developments with fences, parking lots, sign boards, etc.) that seem to fall within the reserve (to be verified by the survey report). Some are along Murang’a road, Ruiru, Kahawa and Witeithie areas.

Witeithie area encroachments An ongoing encroachment onto road reserve (Ruiru) Plate 8: (see below)

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A section of a service station

A section of service station on road reserve (Kasarani Area) A Section of a leading Supermarket

Plate 8: Some Sections of Possible Encroachments

Road Realignment Sections It is likely that sections of the road might require realignment, hence encroaching onto private land and property. This is a case of compensation, but identification of the affected people will require appropriate topographical survey to provide the actual span of the road. At the moment, the road span ranges between 34m (at Murang’a Road) to an average of between 55m – 90m for the rest of the road, with upto 110m on a few sections such as KM 7+200). While it is assumed that the road coverage is 60m for design purposes, it might be necessary to indicate this on the ground to easily identify the land and property affected. Some areas of potential acquisitions include the following locations;

(i) BP Petrol Station on L.R. No. 209/6391 at Ngara area lying on a roundabout over which the proposed road is expected to pass, (ii) Examples of developments including on L.R. No. 209/1536, 214/83, 214/84 and 209/193 around Muthaiga – Pangani drift, (iii) Developments near the proposed bypass junction at Ruiru, (iv) Ruiru East Blocks 1/3606, 1/895, 1/3600. There are other blocks of flats on the opposite side of the road, as well as a strip of undeveloped plots stretching for about 500m. However, the latter may require ownership verification after the survey report.

3.2.3 Economic Issues

Poverty Levels Within the 43km stretch of (Nairobi – Thika) there are notable economic differences especially between Globe Cinema and Githurai area. Globe Cinema – Githurai presents people in high to medium economic bracket. But Githurai – Thika area presents rural economic levels. There are poverty indicators in zones close to the urban centres along the routes that could be attributed to low agricultural productivity in the neighbouring districts, collapse of industries, poor infrastructure and high prevalence of HIV/AIDS. As one tends towards Thika town, high poverty levels of 51%are experienced while in the urban areas like Juja, Thika, Ruiru have levels of 49%. The PRSP consultation forum has indicated levels of poverty to be caused by insufficient extension services high cost of agricultural input and mismanagement of cooperative societies that led to collapse of agriculture. Improved road infrastructure has the potential to open up more opportunities for the poor in the area to get involved in as many business ventures and easy access to the market.

Income Generation Activities The communities within the 42km stretch of Nairobi – Thika road exhibit different kinds of economic activities to earn a living. There is mixed farming that includes zero grazing mainly of dairy cattle, horticulture flower growing and coffee in some sections of the corridor.

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Extraction of building stones from the quarries in Juja area is a notable business that employs hundreds of people directly and indirectly. The informal sector (Jua kali) has also thrived in the urban areas with metal workshops, carpentry, vehicle repairs, dressmaking and construction dominating. Finished goods from these places are sold in the region including Nairobi city. The hinterland is characterized with wide range of agricultural activities, livestock keeping and general trading (shopping centers).

Business Types Nairobi – Thika highway is characterized with a wide range of business activities including petrol stations and vehicle service centers, garages, workshops, stores, hotels and eating houses, at least one clay product factories, schools, shops, tree nurseries and vehicle bazaars among others. Among the major business structures along the route including supermarkets (e.g. NAKUMATT store), hotels (Utalii, Safari Park, etc.), service stations (Shell, BP, Caltex, Mobil, Total and Kenol-Kobil).

Property Values The value of land and property significantly varies through the route, fluctuating between highs and lows within urban centers and rural settings respectively. Property from Globe Cinema through Muthaiga to Ruaraka area are perhaps the highest priced along the route with land ranging between KShs. 20m – 40m per acre exclusive of developments. Ruaraka through to Githurai land values between KShs. 3m – 6m per acre exclusive of development with typical plot sizes along the road (measuring 1/8 acres) selling at between KShs. 300,000 – 500,000 depending on the relative location to the road. The trend between Githurai and Thika follows a pattern where land prices range between KShs. 0.5m – 1m per acre in the rural setting and rises to KShs. 1.5 – 2m within the urban centers. The estimates are exclusive of developments. Detailed property value trends will be presented in the detailed study report.

Value of developments on land have not been established at this stage but the notable features are as follows,

(i) Service stations most of which extends into the road reserve. Most of the petrol service stations are on the Nairobi side, (ii) Commercial buildings that include stores and shops (supermarkets, hotels and eating places, small scale workshops and garages), (iii) Institutional facilities with at least three universities, six high schools, three primary schools, nine tertiary institutions, four hospitals, several church buildings, etc., (iv) Residential houses mainly concentrated within urban centers including Githurai, Ruiru, Juja and Thika areas. Globe Cinema Roundabout through to Kasarani is significantly characterized with residential houses close to the road corridor.

3.2.4 Health

Health facilities play important roles in the management of accidents and accident victims in addition to other ailments. The availability of human capacity and related resources cannot be underscored as they determine the preparedness to related emergencies. Although Thika Municipality has Thika District Hospital where local residents depend on and can also handle accident victims. However major hospital for referral of accident victims is Kenyatta National Hospital in Nairobi. Other hospitals in the area are Chania Nursing Home Thika, Thika Nursing Home and Naidu nursing home, which are all privately owned. On the Nairobi side there is Park Road Health Centres, Ramghariah Hospital, The Aga Khan Hospital, Gertrude Hospital, Mathare Hospital and several other private clinics that are easily accessible for emergency cases. The most common diseases within the road corridor include malaria and bronchial infections that are basically environmental. HIV/AIDS is also prevalent at 6% and 5.1% in both Thika and Kiambu districts respectively. Improved road network is a necessity for easy access and provision of services to the infected as well as the affected.

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3.2.5 Road Safety Issues

Nairobi – Thika road was constructed in 1970s and rehabilitated in the early 1990s and evidence is there of appropriate safety signage furniture and infrastructure. However, while a few have been destroyed or defaced most are not in harmony with the change in social and economic activities in the respective areas, e.g. guard rails are not replaced, speed limits have not been reviewed and signage to features are missing. It is also noted that with human settlements shifting from Nairobi city towards Thika town and beyond, traffic flow has apparently increased with direct implication on the safety status of the road.

Among the road safety systems observed along the route include zebra crossings for school children, general pedestrians and animals. There are also bus stops and road signs indicating sharp bends or black spots. It has, however, observed that huge advertising billboards tend to overshadow the road signage at the expense of the road users. Glare is also anther potential cause of road safety problems and close to ten high risk points are evident along the route.

In an effort to reduce accident levels, the government of Kenya in 2004 amended road traffic act, which required all public transport vehicle to install speed governors and seat belts apart from painting the yellow line for identification. Since then road accidents have reduced from 13,378 in 2003 to 10,717 in 2004. However, most road accidents are still caused by careless drivers, pedestrians, pedal cyclists and weather conditions among others.

Police records shows trends along the route with significant vehicle/Non-Motorized cases observed in most places. Among the notable black spots include Pangani roundabout and the drift, Utalii zone and near the Githurai roundabout. The Ruiru zone has seen significant number of lives lost at Kenyatta University, Kahawa Sukari, Waki area and Kihunguro sections. Juja through to Thika is a mix of vehicle to vehicle, but with notable fatalities on a vehicle to non-motorised cases at Mang’u and Weteithie crossings. Most of the road accidents were attributed to careless and dangerous driving as well as wrong road use (that include defective vehicles and obstructions) while road and weather conditions are also seen to contribute significantly.

Plate 9: Safety Risks to School Children at Mang’u Area (KM 35)

Plate 10: Safety Risks at Githurai Market (KM15) Plate 11: Safety Risk at a Crossing in Kiu River

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In summary, among the key aspects compromising road safety on the route included;

(i) Guard rails on stream crossings and flyovers are either damaged, are not marked or are not in place at all, (ii) Speed limit signage are not in place or are hardly visible to motorists, (iii) Headlight glare in sections of the road (Thika river drift, Komu river drift, Ruiru river crossing, Kasarani drift, Kasarani round about and Utalii area) are a potential safety threat, (iv) Muthaiga roundabout (KM 5), Kasarani roundabout (KM 11), Githurai roundabout (KM 15), Kahawa area (KM 17) and Ruiru bus-stage (KM 21) have potential risks to the safety of public either crossing the road or seeking public transport, (v) Finally, the road physical condition (potholes, worn out shoulders and faded marking) is a major threat to the road’s safety on the entire route. (vi) The state of the road is bad and leads to motorists often loosing control sometimes causing accidents, (vii) Careless driving and lack of courtesy by most motorists especially the public vehicle operators, (viii) Obstructions from huge advertising bill boards that often overshadow road signage at critical road sections and hence potential accidents,

Plate 14: Bridge section at Githurai Road sign facing wrong direction at Mangu

3.2.6 HIV/AIDS Aspects

Aids is the most devastating pandemic in the world at the moment with over 22million people dead since 1982 while about 40million people are living with the HIV virus. Reported prevalence rates by district for HIV/AIDS is are 6%, 5.1% and 10.7 for Thika, Kiambu and Nairobi respectively. The neighbouring Maragua and Murang’a Districts are rated 3.9% and 4.1% respectively. Interventions that stimulate movement of people such as roads also increase exposure and spread of the virus. Whereas, the road is not considered a high risk route due to low transit heavy traffic (long distance trucks and public buses) improvement of the road followed by the proposed construction of the road network in the outlying districts has the potential to increase movement along the route. This is a fertile situation for increased HIV/AIDS cases, and particularly so the urban centres and the hinterland. To address this situation, a behavioural change programme would be necessary as a component of the contractor. A combination of marketing principles, social changes and communication with relevant target groups in the route as well as collaboration with other stakeholders in this sector would be necessary.

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3.2.7 Education Profile

Education plays a major role in human development through empowering people to improve their well being and to participate actively in nation building, enhance their productivity and potential to achieve higher standards of living. Furthermore, it is generally accepted in Kenya that poverty decreases as the level of education increases. Thika and Kimabu Districts recognize this importance and are steadily increasing the literacy levels. The average enrollment in primary school education is between 83% - 86% in Thika District and 93% - 99% in Kiambu District while secondary school was reported as 63% - 65% in Thika District and 50% – 60% in Kiambu District. Both districts have a drop-out rate of 3% - 5% while the average Teacher: student ratio lies between 15 – 18 for secondary schools and 27 – 36 in Primary school.

Contributing to the figures are institutions of education identified within a radius of 3km along the route from Globe Cinema to Blue Hotel in Thika. These are the institutions whose teachers, pupils, support staff, parents and other guests frequent. They cross the roads on vehicles, on bicycles and often in foot and therefore require a safe road. Such institutions include 3 primary schools, 6 secondary schools and tertiary institutions such as Kenyatta University, Utalii College, Jomo Kenyatta University of Agriculture and Technology.

3.2.8 Gender Issues

Gender issues in development go beyond physical and biological differences between men and women. The gender concern entails power relations between sexes as well as all the different roles each plays in the socio-economic activities. Both Thika and Kiambu districts, particularly along the road corridor, there is generally gender equality in such areas as population distribution and school enrollments. But women form the bulk of labour force especially within the rural setting where they are engaged in such chores as fetching water firewood, cooking and farming.

Traditionally, women do not inherit or own property such as land even if they contribute towards acquiring them. They, therefore, do not participate in decision making processes as that is a preserve of men. This limits them to use property as collateral to secure credit facilities for business undertaking hence majority of them become petty trader by the road reserve. It is women, therefore, who make the bulk of small scale traders at the masai market and along the 43km stretch of the road as trees nurseries’ vendors, food vendors, retail shop keepers hair dressers among other while men venture into salary/wage employments. In Thika there is a higher school drop out rate among girls especially at secondary school levels. This enables the boys to get to higher positions in life and thus remain decision makers in matters of property ownership and disposal, employment and membership to socio-economic structures such as cooperative societies.

Through women groups and the affirmative action, women are becoming assertive and steadily increasing participation in socio-economic activities such as juice making, telecommunication and embroidery. Women are also venturing into such technical areas such as mechanics, public transport drivers especially as encouraged by micro-financial institutions as Faulu Kenya and BIMAS among others. It is hope that the expansion and improvement of Nairobi – Thika Road will expand social-economic opportunities for women with the road corridor as markets will increase and movement to and from them eased.

3.3 Construction Materials

3.3.1 Material Sites

Material sources were in the process of being identified. However, there are potential suitable materials sources as follows;

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(i) Quartzite and laterite gravel borrow pit locations identified along the road corridor but have to be investigated for suitability for the pavement construction. Ownership (that is apparently private) and potential environmental and social implications of the roads will also be established and reported. Gravel materials potential is being investigated at the Brook Side Dairy opposite Kenyatta University at KM 18+000 and another site located 2km east of the road at Ndarugu (KM 32+600). The areas are potential future residential areas as both Nairobi and Thika towns expand in that direction, though currently the notable use is grazing while Ndarugu site is already being used for extraction of gravel and soft building materials. Both sites have apparent potential deposits for gravel materials, but have to be negotiated with the land owners after which intensive environmental and social evaluation will be undertaken.

Plate 12: One of the potential gravel material sources at Ndarugu (KM 33+000)

(ii) Sand is not available along the road corridor. Sources are earmarked in Matuu area about 80km from the end change and Machakos approximately 80km from the beginning chainage. Athi river (~30 km from Nairobi City), Kambiti area (35km from City along the main Thika – Nyeri road) are also potential sources of sand. Environmental and social implications of these sources will also require to be investigated and reported before extraction considering they are mainly in main rivers, current extractions notwithstanding, (iii) Hard stone quarries are also being sought within Nairobi’s Njiru area (Warren Quarry and Kenya Builders Quarries). Other sources include Ruiru and Thika areas where suitable rocks are reportedly available. All the sites are already common sources of building materials (stones and ballasts) for Nairobi and the surrounding areas for many years. Other sites are also being identified. However, the implications of the proposed extractions to the existing uses may be notable in addition to the effects of the transfer routes in terms of safety, road surface damages and dust to the residents. Their impacts will also need to be established and reported in a full environmental and social impact assessment study, (iv) Other areas of interest that are yet to be identified include material holding and preparation sites, disposal of spoils, water abstraction points. Management of the sites will constitute part of the decommissioning plan under this study report.

There is concern that material sites (quarries and borrow pits) might be left open posing a risk to peoples’ safety. Application of explosives, unless it is done under the guidance of the Geology and Mines department, is a major concern to residents living close to the proposed material sites (Pers. Com.).

3.3.2 Construction Water Sources

Road construction will definitely require easily accessible water that obviously will be the major rivers along the route. While the actual abstraction points have not been identified at this stage, it is expected that those rivers with adequate flows will be selected as the sources. Conflicts with social and economic values of the sources are likely. Potential sources include Chania, Ruiru, Thiririka and Ndarugu rivers.

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Public water supplies including Nairobi Water Company may be requested to provide the required water. Water supply to the construction camps will, however, be drawn from the nearest public water supply.

3.4 Traffic Trends

Traffic on the project road comprises long distance trucks and public vehicles as wells as light traffic from the outlying districts, neighbouring counties and also areas in he immediate neighbourhood of the road corridor. Roads entering the project road between Nairobi and Thika towns indicates that social, economic and institutional activities as well as residential nature of the road corridor (that could span 5 – 50km from the road) contributes significantly to the traffic volume of the road. Data from the Urban Transport Master Plan for Nairobi City (the receptor of the traffic volume) gives about a total traffic of 83,849 vehicles for the stretch from Globe Cinema Roundabout to Muthaiga roundabout while Muthaiga Roundabout through towards Thika records about 60,577 vehicles. This shows a difference of more that 23,000 vehicles dispersing out within less than 5km from the city centre.

The traffic figures saturates the four lanes road capacity leading to the current status of the road where congestion and vehicle filing between the city and Kasarani traffic. Loss of economic time, wastage of fuel, environmental pollution, social impacts and stress on the road itself are among the reason that calls for expansion of the road capacity. The table below is a summary of the traffic count and projections undertaken during the preliminary design of the project road.

Table 10: Traffic data summary Station 2007 2020 2030 PCUs IN PCUs OUT ADT TOTAL ADT TOTAL ADT TOTAL University Way 38,162 34,867 61,689 103,143 160,193 Globe Cinema – Jamhuri 76,712 38,017 81,585 129,955 192,612 Jamhuri – Parkroad 39,854 31,557 52,977 85,867 129,457 Parkroad – Pangani 23,216 41,589 45,089 66,979 94,617 Pangani – Muthaiga 66,538 61,012 93,649 151,812 230,149 Mthaiga – GSU 89,332 107,068 130,913 213,754 327,109 GSU – Ruaraka 59,078 71,068 91,941 151,095 232,210 Ruaraka – USIU 60,844 51,209 75,696 125,019 192,901 USIU – Kasarani 88,137 62,816 98,440 162,518 249,807 Kasarani – Githurai 87,036 42,773 53,032 86,546 132,561 Githurai – Kahawa 53,020 59,531 53,087 89,226 141,919 Kahawa – KU 36,277 28,796 49,232 79,397 121,062 KU – Ruiru 25,240 21,038 29,351 48,660 75,715 Ruiru – Juja 33,894 33,897 40,166 66,252 102,937 Juja – Mang’u 35,389 38,769 44,730 71,506 108,479 Mang’u - Thika 26,873 27,660 32,370 51,645 78,221

From the above data, it is noted that the highest traffic volume occurs between Globe Cinema and Kahawa reported Average Daily Traffic (ADT)as high as 130,000 at Muthaiga – GSU stretch with the lowest being 53,087 reported for Kasarani – Githurai section. A discrepancy is also noted between the traffic flow into the city and that exiting. This could be explained from the tendency of motorists to seek alternative routes due to the traffic jams on the project road. Total traffic volume between Ruiru and Thika seems constant ranging between 29,000 and 32,000 vehicles per day.

The projections of total traffic volumes for the years 2020 and 2030 amounts to about 65% – 160% of the base year (2007) respectively following the trends in the above table. The proposed expansion, however, has insignificant implications on the emission levels. The anticipated increase in emissions is estimated as 5% due to high dispersal rate and improved vehicle engine condition enforcement of the increase traffic volume while noise levels increases between 1dBA and 3dBA over the same period

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Muthaiga at 9am Muthaiga at 7am

Utalii Drift at 7am

Kasarani area at 2pm Ruaraka area at 12 noon

Plate 13: Typical Traffic situations at different times of one day

3.5 Other General Issues

Environmental Concerns Key environmental issues of concern included roadside clearing, displacements of encroachments, drainage management, air emissions control and migration of people into the major towns. The contractors negligence was also reported as a major concern with respect to dust emissions, road safety, traffic flow and spoil management while material sites rehabilitation is also a significant issue (Pers. Com.). Environmental and Social Impact Assessment Study in association with

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Physical Planning It was observed that even though the road improvement is welcome by a majority, it is coming when none of the local councils has physical plans for development. Juja town is the only one that has initiated one by acquiring a 30m reserve for service roads on both sides. This situation has a danger of unplanned shopping and settlement centers sprouting along the road (Pers. Comm.).

Transport and Accessibility Road transport system plays a central role in the development and integration of the economy and in promoting the national and international linkages. It has been estimated that over 95% of passengers into Nairobi from central Kenya, Mount Kenya region use the Nairobi –Thika road thus underlining the critical importance of this road. Railway commuter service caters for only about 5% of the transport needs. Significant economic losses, inconveniences to the users, traffic congestion, traffic chaos and road accidents do occur. This was confirmed by the users during the interviews who repeatedly complained of the road conditions especially during rainy season.

The proposed project site has several exit and access roads that supply it with traffic, both motorized and non-motorized vehicles. The motorized vehicles mainly include heavy and light trucks bringing farm produce and livestock from the outlying districts into the city. Other motorized vehicles such as cars, buses, mini buses, motorcycles constitute the highest mode of transport in the area. A lot of economic time is usually lost everyday by motorists especially during the rush hours on the highway due to heavy traffic. Heavy traffic is experienced from 6 am running upto after 9am and again from 4pm – 9pm. This makes public transport and goods deliveries very expensive due to high fuel costs.

Accessibility and use of the road by non-motorized transport facilities is not easily facilitated at the current road status. There are no lanes for pedestrian, pushcarts and animal driven carts, cyclists and all have to scramble for the space with motorists with risks of accidents. Roundabouts are also reported to slow down traffic flow causing jams while inadequate exits from the road, particularly bottlenecks at Muthaiga, Pangani, Ngara and Globe Cinema limits exit options obstructions occur.

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CHAPTER 4: CONSULTATIVE PUBLIC PARTICIPATION FORUM

4.1 Overview

There is a sharp shift in policy on Government projects where beneficiaries are consulted to seek their views regarding the particular project before implementation. Public consultation was carried out in two phases designed to capture concerns of the immediate neighbourhood of the project road as well as other stakeholders. Phase 1 involved a one-on-one interaction with members of the public in heir normal daily operations. A questionnaire was administered to samples of the public comprising of adults and children and also physically disabled. The categories of the participants included landowners, tenants, squatters and special groups. Following the completion of the design concept, comprehensive public participation forums were conducted along the route with participation drawn from the business community, institutional management, individuals, local government officials, government and the consultant teams.

From the above meetings, it was established that there is a general social acceptance of the road project by an overwhelming majority of the population of the area that is attributed to a long period of suffering. Interviews of residents at different levels of social life indicated that the road project is very popular as a public investment in the area. Indeed, all interviewees lauded the Government for undertaking the road construction. Among other benefits cited by the residents interviewed included reducing the current high cost of transportation of people and goods between the City of Nairobi, the immediate project area, central, eastern and northern Kenya as well as Ethiopia, Sudan and Somalia.

4.2 Public Meetings and Participation

Initial public participation was undertaken through rapid interviews throughout the route using a questionnaire administered to road users and stakeholders (landowners, tenants, and special groups) in their normal daily activities. One-on-one discussions were also undertaken with government officials While majority (list in the annex V) of those interviewed expressed appreciation of the road construction, there was a general feeling that the road should incorporate more safety components and enhanced enforcement observed. The route was segmented into the following blocks;

(i) Block 1 (Globe Cinema Round About – Muthaiga) with 18 respondents, (ii) Block 2 (Between Muthaiga and Kasarani) with 19 respondents, (iii) Block 3 (Githurai to JUJA) where 13 respondents were interviewed, (iv) Block 4 (JUJA Town to Blue Post Thika) with 16 respondents.

Among the officials consulted included

(i) Ms. Nyatichi Omambia District Environmental Officer (Thika) (ii) Ms. Juliana Mutua District Physical Planner (Thika) (iii) Eng. Moses Naivasha District Water Officer (Thika) (iv) Mrs. Mary Ng’ongo District Social Services Officer (Thika) (v) Ms. Leah Oyake Director of Environment (Nairobi City Council) (vi) Mr. Mutea Rukwaru Provincial Director of Social Services (Nairobi) (vii) Ms. Sophie Mutungi District Environment Officer (Kasarani)

This activity provided a basis for detailed consultative public participation forums. Public meetings were organized in collaboration with the Ministry of Roads and Public Works and assistance of the District Administration and District Heads in Nairobi and Thika. The meetings were called for a presentation of the design concept and the general thinking on the proposed road construction to the public and stakeholders so as to enable them express their concerns and contribute their ideas and opinions towards

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the project sustainability. The following consultative public meetings (CPPs) were conducted during this study,

(i) Thursday 17th May 2007: The meeting was held at the Ministry of Roads and Public Works Boardroom and was designed to inform provincial and district heads of the planned road project activities. The department heads also participated in the planning of the detailed public meetings that were scheduled on the ground. Among those who attended included the Provincial Heads in Nairobi and Central, District Heads in Nairobi and Thika, Local Authorities in Nairobi and Thika, and political leaders, (ii) Thursday 24th May 2007: Public meetings were conducted simultaneously at the Kenya Institute of Education grounds and District Officer’s premises (Kasarani) for the Nairobi side. These meetings attracted landowners, business people along the road, administrators, institutions, Nairobi City Council, estate managers and small scale traders among others. A public meeting presided by the District Commissioner, Nairobi Central was briefed on the project at the Eastleigh Social Hall, (iii) Friday 25th May 2007: Public meetings were held simultaneously at Jomo Kenyatta University of Technology and Thika Municipal hall covering the Thika side of the project road. Again this attracted interest from a range of traders, social groups, transporters, administrators, local authorities and political leaders.

Plate 15: A Public Participation Session at KIE, Nairobi

Plate 16: A Public Participation Session at Municipal Hall (Thika)

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4.3 Emerging Issues

There is a general acceptance of the road construction the communities living in the area even after recognizing the potential social, economic and environmental disruption associated with the road. The proposed improvement and expansion of Nairobi – Thika road was appreciated as a viable project as it will create economic opportunities for the immediate residents, the outlying districts and the country in general. Public participation forum activities received a feedback from a total of about 400 individuals drawn from within the road corridor. Major issues raised during these social interactions are listed below while sample submissions of the forums are presented in annex VI.

4.3.1 Potential Benefits

Close to 100% of the participants appreciated the road project as an important undertaking by the Government. A sample comment from the participants went like this “This is such a wonderful public investment that will help uplift the standards of the people living in the area and their agricultural produce will reach markets in the city with ease. If I had land of my own I would donate it for the project”. According to the views coming from the meetings the road is of enormous social, economic, strategic importance to all those living along the road, the neighbouring districts and those beyond in Ethiopia.

Among the benefits associated with the road project include;

(i) The design concept was acceptable to a majority of the respondents and all expressed hope that it will be implemented in full, (ii) Creation of small economic centres along the route may contribute to changing economic trends. While unplanned developments along the route are possible, local communities living along the route will be able to start small businesses and uplift their livelihood, (iii) Social dynamic resulting from the improved roads may lead to jobs from increased construction, temporary engagements including food vending among others, (iv) The participants expressed hope that the proposed road improvement is likely to reduce incidents of road accidents, save economic time and improve economic productivity across all sectors, (v) It takes between 1 – 3 hours to travel 10km – 20km and upto 6litres of petrol for an ordinary car during rush hours, a distance hat would normally take less than 15 minutes. Fuel consumption would be reduced translating to significant overall economic savings to the motorists as well as the whole country, (vi) The youth interviewed expressed strong desire that the contractor should recruit manual labour from the project route as much as possible for an enhanced acceptability and ownership of the project by the local communities. (vii) Improve access to social, economic centers such as markets, schools, health facilities, government offices, (viii) Increase interaction between social economic development agencies and broaden investment opportunities both internally and externally. (ix) Reduce costs of production by lowering transportation costs through use of less fuel as long traffic jams will be eliminated thus linking of movement of farm inputs and finished products faster,

4.3.2 Negative Aspects

Like any other road construction, notable social disruptions are anticipated during the implementation of this project such as to include;

(i) Services such as water pipes, electricity cables, telephone cables and others may be disrupted temporarily, Environmental and Social Impact Assessment Study in association with

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(ii) Social activities such as prostitution as way of earning living, (iii) Aesthetic disruptions through emission of dust, increased noise levels from machinery and construction workers should be kept minimum, (iv) Diversions during construction may disrupt on-going activities with potential temporary loss of small scale business and livelihoods. (v) Respondents from road accident hot spots (Weteithie, Mang,u, Juja, Ruiru and other locations expressed hope that appropriate safety measures will be integrated in the road design,

4.3.3 Suggestion for Safety Hotspots

Participants in all the meeting venues seemed to agree on the following measures to enhance safety at specific sections of the road.

Area Type 1. Weiteithie, Mang’u, Ruiru, GSU, Fly over and foot bridges (Ruaraka) and Ndarugu, Muigai Inn, Kahawa area

2. Globe Cinema, Jomo Kenyatta Subways/Access Road University of Agricultural & Technology By-pass Muigai Inn

3. Along the entire 42+500 KM stretch Walk ways, cyclist lanes, under Passes for NMT road user,

4. Juja area Improve the culverts to improve storm water flow on both sides of the road

Drainage into Ndarugu River 5. Sukari and Kahawa section Access junction into Kahawa Sukari Estate

6 Along the 43km stretch Replant trees, replace power lines, water pipes, telephone lines and all that will be affected to keep the beauty initiated by the City Council of Nairobi.

4.3.4 Traffic Law Enforcement

The Participants at all centers were of the strong views that road construction should be accompanied by effective enforcement of the traffic laws. The so called “Michuki” rule would be necessary to ensure sustained road safety, especially the proposed super highway. To do these effectively they proposed;

(i) Awareness creation and education of the public road safety by the police and other road safety Agencies in the country. Public meetings and seminars could be suitable for dissemination. (ii) Ensuring road signs such as bumps, zebra crossing are visible by all road users. (iii) Involve members of the community who also use the roads to be part of the law enforcement team to ensure rules and regulations contained in the “Michuki” rules of January 2003 are enforced to the letter. Stiff penalties are imposed on law offenders. (iv) They pointed out strongly that NMT users who do not use the road furniture as fly over provided in such places as survey and choose to run across the road” at non-designated points be apprehended and penalized, Environmental and Social Impact Assessment Study in association with

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(v) Road signage along the project road should be enhanced, as opposed to the advertisement billboards that tend to mask the small road signs. Majority felt there is need for a policy on advertisement billboards, (vi) There is a need for a more collaboration with organized public transport operators for enhanced self regulations.

4.3.5 Spread of HIV/AIDS and other Social Diseases

Participants observed with deep concern the spread of HIV/AIDS, particularly in the coffee and tea zones of the district that are the major users of the road. They explained how the pandemic has claimed many lives reducing the labour force with adverse effect to the economy, increasing the number of non- performing loans, losses to economic organizations such as cooperative companies as well as family stresses. It is anticipated that visitors would be in the area during the road construction and open the area for more residents upon road commissioning, an increase social interaction trends is inevitable hence exacerbating the spread of same. To mitigate against this, the participants proposed that health agents work closely with the contractor to establish VCT centers along the road corridor where they are not strengthened where they already exist. Provision of preventive services such as information and protection (condoms and ARV drugs) should also be considered.

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CHAPTER 5: ALTERNATIVE ANALYSIS

It is anticipated that the proposed rehabilitation and expansion of Nairobi – Thika road will follow the existing alignment where route evaluation shows that there is adequate reserve to accommodate the design capacity of 60m wide between Pangani through to Thika. There are, however, a few sections that will require realignment for improved design as well as enhancing safety. Notable changes will also take place at all the six roundabouts, namely Globe Cinema, Pangani, Muthaiga, GSU, Kasarani and Githurai, which will be replaced with raised carriageways for express vehicles, BUT will be confined within the existing alignment. This proposal (discussed under design concepts in chapter 3 of this report as well as the preliminary design report) has been selected as the best option for the improvement of the road. There is no better option than improving the road.

The section between Pangani and Globe Cinema has slight limitations of space that ranges between 34m and 40m that may not be adequate for the proposed eight lanes. In this regard, therefore, it has been proposed that four lanes are elevated from Globe Cinema Roundabout to Muthaiga while four lanes run at grade. This proposal, however, was still being debated at the time of this report submission with view to identifying other options.

Expansion of Thika road may not be complete until effective dispersal plan of the traffic delivered at the Globe Roundabout is drawn. Studies have shown that between 80% – 90% of the traffic originating from Thika road discharges into the CBD and the surrounding areas while the rest is either on transit or crosses over the western and southern parts of the city. This implies that the traffic volume upto Globe Cinema will still be high unless smooth passage is provided. Traffic management options will be selected on the basis of the easiest and convenient traffic flow into and out of the CBD during the construction and post commissioning of the road and in collaboration with other studies.

Among the design and traffic management alternatives on the basis of the foregoing, there is no “NO ALTERNATIVE OPTION”. A no option would mean status quo remains at the expense of the road users and the economy.

In terms of routing, the ESIA team was presented with only one option, which is Globe Cinema Roundabout – Murang’a road – Pangani – Muthaiga – Thika. There were no comparable routes proposed at the time of this reporting, particularly with regard to the Globe Cinema – Pangani (Murang’a road section) where there is limitation in space for the expansion. The only options availed for Murang’a road (in the absence of other design alternatives) include construction of four lanes at grade and four elevated lanes to provide for eight lanes. While this option reduces the space required and hence limited need to acquire land, it is likely to have critical effects such as to include visual intrusion into the neighbouring compound (some that are private homes), direct emission of noise, emissions and particulate matter into premises and safety risks for offside motorists, particularly during the initial stage after commissioning to mention among others.

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CHAPTER 6: POLICY, LEGAL, INSTITUTIONAL AND ADMINISTRATIVE FRAMEWORK

6.1 Policy Guidelines

The government policy on road transport is to provide efficient and reliable road network to spur social, economic and security improvement. To achieve this priority, the strategies laid down include;

(i) Maintenance of all classified roads, (ii) Revitalization of Roads Committees in the districts (as reflected in district development plans including Thika District), (iii) Using community services in road maintenance along the Roads 2000 initiative.

Among the constraints anticipated are frequent destruction of the road structures by rain water, destruction of road surface by heavy traffic, inadequate drainage systems and blocking of culverts with silt and debris from storm water.

According to the Kenya National Environment Action Plan (NEAP, 1994) the Government recognized the negative impacts on ecosystems emanating from economic and social development programmes that disregarded environmental sustainability. Following on this, establishment of appropriate policies and legal guidelines as well as harmonization of the existing ones have been accomplished and/or are in the process of development. The NEAP process introduced environmental assessments in the country culminating into the enactment of the Policy on Environment and Development under the Sessional Paper No. 6 of 1999. The policy presents broad categories of development issues that require sustainable approach. The main objectives of the policy include;

(i) To ensure that from the onset, all development policies, programmes and projects take environmental considerations into account, (ii) To ensure that an independent environmental impact assessment (EIA) report is prepared for any project or development before implementation,

6.2 Legal Statutes

The key national laws that govern the management of environmental resources in the country have been briefly discussed below. It is noteworthy that wherever any of the laws contradict each other, the Environmental Management and Co-ordination Act 1999 prevails.

6.2.1 The Environmental Management and Coordination Act, 1999

Part II of the Environment Management & Coordination Act, 1999 states that every person in Kenya is entitled to a clean and healthy environment and has the duty to safeguard and enhance the environment. In order to ensure that this is achieved, part VII section 68 of the same Act directs that any operator of any undertaking should carry out an environmental audit and prepare an appropriate report for submission to the National Environmental Management Authority (NEMA), who in turn may issue a license as appropriate. The second schedule of the same Act lists proposed recreation facilities development activities (lodges and hotels) as among the facilities that must undergo annual environmental audits. Part V section 42, subsection 1 directs that no person shall among others deposit any substance in a lake, river or wetland or under its bed if the substance will have adverse environmental effect on the river, lake or wetland. Section 44 requires that NEMA develop, issue and implement regulations, guidelines and measures for sustainable use of hill sides, hill tops and mountain area to control harvesting natural resources located in such areas among other activities Environmental and Social Impact Assessment Study in association with

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According to section 51, NEMA will in consultation with relevant Lead Agencies prescribe suitable measures to ensure the conservation of biological resources and shall issue guidelines pertaining to sustainable conservation of these resources such as the selection and management of protected areas, land use methods that are compatible with the conservation of biological diversity and selection and management of buffer zones near protected areas.

Part VIII section 72 of the Act prohibits discharging or applying poisonous, toxic, noxious or obstructing matter, radioactive or any other pollutants into aquatic environment. Section 73 require that operators of sites which discharges effluent or other pollutants to submit to NEMA accurate information about the quantity and quality of the effluent.

The Environmental (Impact Assessment and Audit) Regulations of 2003 contains guidelines and procedures to be followed in preparing and submitting project reports and in undertaking ESIA for proposed development projects. The Regulations also contain guidelines for performing annual Environmental Audit and Monitoring (EAM) for existing activities.

6.2.2 The Public Health Act (Cap. 242)

Part IX section 115 of the Act states that no person/institution shall cause nuisance or condition liable to be injurious or dangerous to human health. Any noxious matter or waste water flowing or discharged into a watercourse is deemed as a nuisance. Part XII Section 136 states that all collections of water, sewage, rubbish, refuse and other fluids which permits or facilitate the breeding or multiplication of pests shall be deemed nuisances. The Act addresses matters of sanitation, hygiene and general environmental health and safety.

6.2.3 Way Leaves Act (Cap. 292)

Section 3 of the Act states that the Government may carry any works through, over or under any land whatsoever provided it shall not interfere with any existing building or structures of an ongoing activity. Notice, however, will be given one month before carrying out any such works (section 4) with full description of the intended works and targeted place for inspection. Any damages caused by the works would then be compensated to the owner as per section. Finally section 8 states that any person without consent causes any building to be newly erected on a way leave, or cause hindrance along the way leave shall be guilty of an offence and any alternations will be done at his/her costs.

6.2.4 Land Acquisition Act (Cap. 295)

This Act provides for the compulsory or otherwise acquisition of land from private ownership for the benefit of the general public. Section 3 states that when the Minister is satisfied on the need for acquisition, notice will be issued through the Kenya Gazette and copies delivered to all the persons affected. Full compensation for any damage resulting from the entry onto land to things such as survey upon necessary authorization will be undertaken in accordance with section 5 of the Act. Likewise where land is acquired compulsorily, full compensation shall be paid promptly to all persons.

Part II of the Act allows for the temporary acquisition of land for utilization in promotion of the public good for periods not exceeding 5 years. At the expiry of the period, the Commissioner of Land shall vacate the land and undertake to restore the land to the conditions it was before. Any damages or reduction of value shall be compensated to the land owners.

6.2.5 Public Roads and Roads of Access Act (Cap. 399)

Sections 8 and 9 of the Act provides for the dedication, conversion or alignment of public travel lines including construction of access roads adjacent lands from the nearest part of a public road. Section 10 Environmental and Social Impact Assessment Study in association with

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and 11 allows for notices to be served on the adjacent land owners seeking permission to construct the respective roads.

6.2.6 The Limitations of Actions Act Cap 22

There is currently no law in Kenya that provides for recognition and protection of the rights or for compensation for loss of these rights for squatters. Squatters do not have legally recognized rights to public land which they occupy. The above provisions relate to compensation for those who have a legal right to land and whose land has been compulsory acquired for public purposes. However, if squatter have been in occupation of private land for over twelve (12) years, then they would have acquired rights as adverse possessors of that land as provided under the limitation of Actions Act, section 7. They would however need to seek a declaration from the High Court and prove that their entry into the land was open, without consent of land owner and was uninterrupted for 12 years if the land is Government land (as is the case for this project). Then they have no rights to it, as the doctrine adverse possession can not be invoked against the government.

6.2.7 The Land Planning Act (Cap. 303)

Section 9 of the subsidiary legislation (The development and use of land regulations 1961) under this Act, requires that before the local authorities submit any plans to the Minister for approval, steps should be taken as may be necessary to acquaint the owners of any land affected by such plans. Particulars of comments and objections made by the landowners should also be submitted. This is intended to reduce conflict with other interests such as settlement and other social and economic activities.

6.2.8 The Water Act (Cap. 372)

This Act regulates abstraction of water from all sources. Also it prohibits pollution of water. Part II, Section 3 states “every water resource is hereby vested in the state, subject to any rights of use granted by or under the Act or any other law”. Section 18 provides for national monitoring and information systems on water resources. Following on this, sub-section 3 allows the Water Resources Management Authority to demand from any person, specified information, documents, samples or materials on water resources. Under these rules, specific records may be required to be kept and the information thereof furnished to the authority on demand.

Section 32 requires that in issuing an abstraction permit, among other considerations, will be an assessment of the existing lawful use of the water as well as the efficient and beneficial use of the water in the public interest. Other aspect considered would be the likely effect of the water use to water resources and users as well as the strategic importance of the proposed water use. Subsection 3 states that the nature and degree of water use authorized by a permit shall be reasonable and beneficial in relation to others who use the same sources of supply or source of water.

In regard to obstruction or pollution of water courses or resources, section 94 states that no person shall obstruct, interfere with, divert or abstract water from any water resource. In addition, no person shall throw or convey any rubbish, dirt, refuse, effluent, trade waste or other offensive or unwholesome matter or thing into or near to any water resources in such a manner as to cause pollution of the water resources. Following on this, section 95 prohibits any person from obstructing or hindering an inspector from carrying out his duties with respect to water resources under the Act.

6.2.9 The Factories Act (Cap 514)

This Act deals with factories and other places of work. Part VI provides for the general welfare of the workers with respect to supply of drinking water, washing facilities and first aid among other aspects. Related to the workers welfare, Part VII section 51 states in part “In every factory or work place in which, Environmental and Social Impact Assessment Study in association with

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in connection with any process carried on, there is given off any dust or fumes or other impurity of such a character and to such an extent as to be likely to be injurious or offensive to the persons employed, or any substantial quantity of dust of any kind, all practicable measures shall be taken to protect the persons employed against inhalation of the dust or fume or other impurity and to prevent it accumulation in any workroom, and in particular, where the nature of the process makes it practicable exhaust appliances shall be provided and maintained as near as possible to the point of origin of the dust or fumes …….”.

Section 4 of Kenya subsidiary legislation of 2004, Legal Notice No. 31 of Kenya Gazette Supplement No. 25 of 24th May, 2004 of the Factories Act Cap 514, requires that, all factories or other workplace owners to establish a safety and health committee, which shall consist of safety representatives from the management and the workers. The number of the committee members will range from 3 to 7 depending on the size (number) of employees. The Act also requires the management to appoint a competent person who is a member of the management staff to be responsible for safety, health and welfare in the factory or workplace. Section 13 goes ahead to state that a health and safety audit of the workplace be carried out every twelve months by a registered health and safety adviser. If the

6.3 Compliance Aspects

Table 11: Compliance Chart Item Section of the Compliance Aspects Remarks No. Law 1 EMCA, 1999, The Disruption of soils on sloppy Compliance to be observed by Water Act 2002, areas, appropriate intervention actions in Interference with sensitive habitat areas already constructed and (wildlife, riverine areas) and mitigation measures ahead. damages to river banks, Commenced works before ESIA completion 2 Land Acquisition Commenced works before full Where consent for dumping has been Act, Public Access compensation of affected granted, appropriate supervision Acct landowners, should take place to avoid secondary Damages and/or removal of effects to the neighbours. property and crops before consent from landowner, Dumping of spoils without proper involvement of the landowners. 3 Way Leaves Act, Little notice was given to land Re-channel the drainage lines Physical Planning owners specifically on road side towards natural streams. Evaluate Act, Land Planning drainage channels reserve areas Act, 4 Public Health Act, May apply if aggrieved members of This is a public relation lapse on the Occupational public proved sections of the road or part of the project management. Health and Safety the construction workers are safety Act, Workers risks or a nuisance to the society. Compensation Act. 5 Public Road and Requirement for construction of The road under construction should Access Roads Act, access roads connecting the main also serve the riparian land owners. road and obtaining appropriate way leave for any such works

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CHAPTER 7: ANTICIPATED IMPACTS

7.1 General

This section provides the anticipated impacts to the environment and social wellbeing (both positive and negative) as well as suggestions on the related mitigation measures. The sub-sections present broad impacts anticipated at various stages of the project cycle while detailed specific issues are presented in the matrix thereafter.

7.2 Environmental Aspects

7.2.1 Positive Impacts

The major positive impact to natural environment would be;

(i) The reduction of “on-the-spot” vehicular aerial emissions that emanate from stationary vehicles during traffic jams. This is common in rush hours (morning and evening), (ii) Reduced road accidents, particularly of heavy trucks, also eliminates environmental pollution from spills of materials that ends up in water bodies,

7.2.2 Negative Impacts and Mitigation Measures

The 42 km stretch is characterized with environmental features that are likely to be affected through the project cycle. Among the broad negative impacts are listed below while mitigation measures are in parenthesis);

Siltation and discharge of pollutants into the stream crossings the road and wetlands hence compromising the health of dependants downstream. Specific attention is on the Ruiru, Ndarugu and Chania rivers that provide water for public water supplies within the road reserve.

(Mitigation measure: Control earth moving activities or have them carried out with special care near the rivers, stream ad wetlands. Specific attention be on Ruaka, Ruiru, Theta, Thiririka, Ndarugu, Chania and Thika rivers that are major water sources for the dependent communities downstream),

Removal of vegetation (trees, riverine vegetation, grass cover and shrubs) along the route. Specific attention on the young seedlings planted by the City Council of Nairobi and the manure tree in the median at Thika. However, no forests or sensitive environmental features are found in the project areas.

(Mitigation measure: While this will not be a significant impacts, NO trees should be planted in the median or close to the carriageway while introducing vegetation in the road reserve upon completion, to avoid obstruction to motorists and risks to off-road vehicles. Such sections should be planted with shrubs or ornamental plants. Tree could then be planted in the wider road reserve, at least 20m away from the carriageway),

Loss of soil through erosion (mainly via runoff) along the steep sloppy areas, specifically in drift zones at Ruaraka, Ruiru, Theta/Thiririka basins and Ndarugu rivers where basins comprises of loose soils and bare landforms both sides of the road,

(Mitigation Measure: Design drainage outfall channels will be designed such that they do not carry excessive hydraulic pressures that may cause soil erosion of destruction of Environmental and Social Impact Assessment Study in association with

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vegetation and other items on the flow path. Appropriate check dams and speed control devises. Specific attention be at Murang’a road, Ruaraka, Githurai, Juja area and all drifts),

Alteration of drainage patterns and general hydrological characteristics including stream flow trends that may result from increased surface runoff, realignment of surface drains in some areas as well as siltation of some streams. This will be pronounced upon commissioning of the road,

(Mitigation measure: Design culverts to accommodate peak runoff from the catchment and direct all surface runoff to existing natural drains),

Air pollution through dust emissions and discharge of exhaust gases from construction machinery, material sites, asphalt and bitumen preparation plants and vehicles among other sources. Increased traffic volume is also a potential source of higher gaseous emissions, particularly towards the windward direction,

(Mitigation Measure: maintain earth road diversions wet at all times, while dry materials are stored moist or covered especially within residential areas. Construction vehicles are maintained in good conditions. Other traffic emissions could be controlled through law enforcement.

Material sites (gravel sand, hard stones) and sources of construction water could get degraded unless suitable mitigation measures are undertaken. Special attention required on water sources and modes of abstraction,

(Mitigation measure: Undertake specific environmental assessment on material sites and develop appropriate mitigation measures drawn up that are site specific. Such actions will be undertaken for sources identified outside the project area),

(Mitigation measure: Ensure no sensitive environmental features near material holding sites, preparation sites and machinery servicing yards are selected such that no environmental features are at risk. Such sites include hard stone crashing machinery, asphalt cement preparation, fuel storage points workshops),

Decommissioning of service stations falling on the reserve whenever necessary could contaminate surrounding soil and water sources within the area or at the destination of the spoil, IF the storage tanks are directly below the affected land. Specific focus on service stations at Ngara, Murang’a road, Panani, Ruaraka, Near KBL, Ruiru and Juja areas,

(Mitigation Measure: Supervise excavations and management of earth materials at service stations or sections of the same to be decommissioned for isolation and safe disposal and/or remediation),

Demand for natural resources including construction water, soil, gravel, hard stones, labour and fuel among others.

(Mitigation measure: Ensure appropriate resource use permits are obtained from relevant authorities The public take priority on resources such as water)

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7.3 Social Aspects

7.3.1 Positive Impacts

Cut down on “on-the-spot” vehicular emissions hence reduce contribution to air pollution, Enhanced time productivity and less stress to road users. Improved safety and security levels in the area, Reduced decongesting the city by attracting more people to live in the peri-urban areas, Improved efficiency in social and economic activities of the outlying districts in relation to the City of Nairobi, Economic fortunes at local income activities associated with the project cycle depending on the stage of the project and also implications of the satellite dependant regions.

7.3.2 Negative Impacts and Mitigation Measures

Nairobi – Thika highway has in the past few years attracted significant interest in settlements, commercial development and institutional extensions within the project area and far beyond. With social and economic growth in Thika District, Central Kenya and Mt. Kenya region, sections of Eastern as well as the entire Northern and Northeastern provinces, the road serves as the spine nerve to the capital city. It is anticipated that the project cycle will have varying impacts on the social and economic aspects of the region, the city of Nairobi and the country in general. Among the broad impacts include;

Traffic flow disruption during construction leading to increased traffic jams, loss of economic time and resources. This situation will not only affect the economic, but also other social aspect including access to schools, hospitals, security, etc.,

(Mitigation measure: Appropriate deviations are the immediate concern to the local residents in terms of lost time and economic inconveniences. Among the possibilities are Kasarani road, Outer-ring road and Kariokor roads into the city centre others being Kamiti road, Kiambu road and Muthaiga roads),

(Mitigation measure: Maintain deviations in good conditions throughout the construction period and fitted with appropriate reflective signage for an all time road safety).

Disruption of public amenities including services lines, access service roads, bus stops, drainage systems, etc. Most critical will be water pipelines and power cables that would have significant implications on social life along the route,

(Mitigation measure: Consult service providers and users on the location of service routes – water power, telephone and other provisions, access routes and drains),

Potential health risks associated with air pollution (aerial emissions including dust, carbon oxides, nitrogen oxides, sulphur oxides and gases) and increased noise levels through settled areas,

(Mitigation measure: Provide for reduced noise levels at the residential areas through appropriate embankments and canopies along settled areas that would then be planted with vegetation),

(Mitigation measure: Safety provisions including foot/cyclist paths, footbridges, crossing zones, guard rails, spacious bus sops and lighting whenever possible. While foot/cyclist paths are recommended for the entire route, points requiring specific attention include Environmental and Social Impact Assessment Study in association with

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Murang’a road, Muthaiga area, Allsopps area, Ruaraka, Kasarani area, Githurai areas, Kahawa areas, Ruiru area, Theta area, Ndarugu area and Weitethie area),

(Mitigation measure: Vehicle Safety shall be enhanced by avoiding plating trees in the median zones of the road and the immediate sections from the road shoulders).

Plate 17: Risks of roadside trees to offside vehicles

Displacement of trading groups where individuals might not be in a position to easily relocate. Attention is to the Masai Market at Globe Cinema, small scale traders along Murang’a road, Flower/tree nurseries’ traders at Ruaraka and Kasarani areas, open air market at Githurai and Juja sections,

(Mitigation measure: Adequate notifications be issued to all the people affected, appropriate valuations of affected property be carried out and necessary compensations accomplished in accordance with the laid down guidelines),

Interference with social norms such as security, morality, culture and diseases throughout the project cycle. Of specific concern are cases of HIV/AIDS in the area particularly in the urban centres. This situation is associated with social interactions resulting from increased business activities and movement of people associated with the road construction and completed road,

(Mitigation measure: Develop necessary policy on social displacements (if any) such as to cover intrinsic property (graves, shrines, community facilities, sensitive environmental features, etc.). This element has been fully addressed under the EMP in this report),

Income generation opportunities such as employment, materials’ supplies and demand for consumables, housing and services is likely to increase during the construction and upon commissioning of the road,

(Mitigation measure: Encouraged utilization of local labour to the extent possible to enhance acceptability and satisfaction),

HIV/AIDS cases could increase during construction as a result of an influx of construction workers and hence flow of money into the area. Post commissioning of the road is likely to bring with it added social activities along the road corridor including recreation centres with negative implications on HIV/AIDS status.

(Mitigation measure: Sensitization and awareness raising campaigns among the construction workers and the surrounding communities in regard to social behaviours with specific focus on HIV/AIDS. Collaboration with the relevant organizations would be recommended for prevention and training programmes on HIV/AIDS),

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7.4 Impact – Mitigation Matrix

Table 12: Mitigation Measures Outline Project Stage Environmental Anticipated Negative Impacts Proposed Preventive Measures Remarks and Focus Areas Aspect Construction Water and Water Sediment loads and siltation of surface water Ensure up to date water abstraction permits, Specific points of major Quality (threat to all streams and wetlands on the Control discharge of waste into drains or concerns to be identified during route), streams, detailed ESIA session. Disruption of aquatic systems, Construction equipment be handled where Demand for construction water. leakages can be contained, All crossings are given special Pollution at abstraction points for Control asphalt preparation and transfer attention in the implementation construction water, facilities to prevent spillage, activities. Pollution from asphalt and bitumen Provide appropriate waste handling facilities preparation sites. at camp sites, Special focus on Ruiru, Theta Oil/grease spills from the construction Excavated earth should not be pushed into wetland, Thiririka, Ndarugu, machinery and service/filling yards, the river/stream banks or their flood plains, Chania and Thika rivers’ Disruption of public water intakes (Ruiru, Avoid discharges from pumps at construction crossings Juja and Thika towns) water abstraction points. Land and soil Soil loss through erosion, Dump oil residuals, asphalt and vehicle parts Materials sites would be Land degradation (soil pollution and in designated disposal sites only, identified before a decision on uncontrolled deposition of spoils), Quarries and borrow pits be satisfactorily the level of rehabilitation. Landform changes through cuttings and rehabilitated, material extraction. Disposal of spoils be regulated. Topography, drainage Changes in drainage trends, hydrological Provide adequate roadside drainage, Drainage issues would be more and hydrology regimes and flow patterns, Direct all surface runoff to existing natural critical through urban centers. Changes in micro-topographic patterns along drains, the route, Design culverts to accommodate peak runoff Attention on drainage at Creation of heavy culvert outfalls and hence from the catchment. sections along Muranga road, enhanced soil erosion, Stabilize the drainage channel edges Zimmerman drift, Theta river Blocking surface runoff and creating approaching the road, crossing and Juja zone. undesirable ponding situations.

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Project Stage Environmental Anticipated Negative Impacts Proposed Preventive Measures Remarks and Focus Aspect Areas Construction Biological diversity Destruction of vegetation along the road Avoid encroachment into the flood plains and Tree planting by both reserve (trees and grass cover), banks, Nairobi City and Thika Removal of vegetation on proposed new Replant vegetation on reserve, diversion Municipality Councils diversions, routes and catchments upon completion, is notable in sections of Vegetation removal from material sites, Consider compensating removed trees by the route, replanting elsewhere in the region, Avoid trees on the median and the immediate Diversions to be shoulders zones due to safety risks, identified and actual impacts identified.

There is significant indigenous vegetation cover throughout the route Air Quality and Noise Emissions of particulate matter and dust into Undertake construction activities only during Baseline measurements Levels the air, the day, are lower compared Damages to buildings from vibrations, Application of explosive blasting be carried with allowed levels. Noise pollution, out under strict supervision, Emissions of gaseous pollutants Maintain construction equipment and vehicles (hydrocarbons, NOx, SOx, CO2, etc.) to prevent excessive emissions. Health and safety Health problems from aerial emissions, Inform communities along the route on A medical scheme for Safety of workers, road users and public proposed disruptive activities, employees, from construction equipment and activities, The contractor to prepare and implement Awareness and Noise levels to the residents and the workers, health and safety programme for workers, advocacy campaigns, Road safety (truck driving ethics), Sensitization on HIV/AIDS be done to the prevention and training Sanitation at construction sites, workers and the areas community, on HIV/AIDS. Increased HIV/AIDS prevalence Install appropriate reflective signage on safety for road users along the diversions. A comprehensive safety programme.

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Project Stage Environmental Anticipated Negative Impacts Proposed Preventive Measures Remarks and Focus Aspect Areas Construction Waste Management Environmental pollution, Characterize project waste types, Risks to public health, Assess options for waste reduction and Aesthetic pollution, management, Land degradation. Initiate spoil management plan, Design provisional material storage whenever possible. Social and Economic Disruption of public amenities (access roads, Compensate acquired land as per existing issues water supply facilities, power lines, laws while displacements get a human face, telephone lines, etc.), Raise awareness and sensitization campaign Social co-existence Demand on natural resources e.g. water, on safety aspects, could be enhanced by Temporary effects on economic activities Utilize to the extent possible local manpower engaging a Project along the project route, during the construction, Public Relations Health and aesthetic effects from aerial Provide safety crossings at appropriate Officer. missions and noise pollution, locations, Road safety aspects, Keep diversions and dry materials wet to Specific focus on Cultural and moral interference. reduce dust emissions, Murang’a road, Consult service providers on the location of Pangani areas, provisions, access and drains, Kasarani, Githurai, The public take priority on resources such as Juja and Witeithie water. area as critical points Material Sites (quarries Effects on sub-surface geology at quarry Undertake EIA studies for all materials sites, Rehabilitation of and borrow pits) sites, One quarry site be exhausted, reinstated and material sites should Loss in value of land around material sites, rehabilitated before opening other sections, also cover roads there Abandoned quarries and borrow pits are a Exhausted quarries and borrow pits be from to the project road. public nuisance and safety risks, isolated for ease of rehabilitation, Limited future use of the material sites, Keep public and animals away from the Material site operators Low effectiveness of lease agreements on quarry sites by fencing and installing safety and truck drivers should material sites. warnings, be grounded on safety Rehabilitation actions are contractual aspects. obligations of material site lease agreements. Hard stone quarries, gravel material sources.

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Project Stage Environmental Anticipated Negative Impacts Proposed Preventive Measures Remarks and Focus Aspect Areas Road use and Environmental Runoff from road surfaces into sources of Institute monitoring of streams and The Ministry is Maintenance pollution water, downstream for pollution, encouraged to integrate Increased aerial emissions and noise levels, Ensure culverts are kept clear at all times, environmental Outfall from the culverts onto private land Introduce buffer vegetation in the stream monitoring part of road and dwellings, downstream, maintenance. Environmental pollution by road users Introduce sections in law to enforce cleanup (spills during accidents and road liter) by road use polluters. Road use and Social aspects Pollution to the physical environment from Mark clearly the road reserve boundaries, It was noted that there is Maintenance vehicular emissions, Install speed control and safety measures at ignorance from a Health and safety (noise, road high risk points (mainly through urban centers, majority on safe road safety/accidents, crime, etc.), institutional and settled areas), use. Damaged sources of water, Monitor social concerns at high risk areas, Enhanced immigration into the area – higher Liaise with physical planning and legal Billboards population density, resources and amenity authorities on roadside development plans overshadowing road competition, etc., along the route, safety signage and Security issues (e.g. role of road blocks), Initiate public sensitization and awareness warnings. Lack of public responsibility on road use, campaigns on road safety throughout the Re-encroachment of the road reserve, project route, Adopt short shrubs or Obstructions from advertisement billboards, Involve riparian landowners on maintenance ornamental plants in the Trees in the median could be safety risks of the road (vegetation clearing, drainage median to prevent road due to hindered visibility and danger to off- clearing, etc.), safety risks. road vehicles. No trees should be planted on the median or too close to the carriage way. Monitoring _ Lack of road related environmental records, Integrate comprehensive environmental _ Prompt identification of damages for quick considerations in the road audit protocols, repairs, Make regulations requiring clean-up Poor enforcement of road use regulations, responsibilities for transporters spilling e.g. axle load compliance, materials in the road reserve, Road side pollution through littering and Ensure compliance on axle load requirements. surface dust, Responsible participation of road users and riparian residents on road maintenance, Pollutant spills on the reserve.

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CHAPTER 8: ENVIRONMENTAL AND SOCIAL MANAGEMENT AND MONITORING PLAN

8.1 EMP Overview

This road project is geared towards enhancing social and economic benefits to the people living within the project area, the country and the neighbouring region. The project should also observe environmental conservation requirements in accordance to the road design manual Part 1 (Geometric design of rural roads). To realize this goal, acceptability by a majority of the beneficiaries and minimal effects to the physical environment will require to be integrated in the project through constant consultations, evaluations and review of the design aspects throughout the project route. In areas where construction activities had commenced before this assessment, necessary corrective interventions will be required.

Among the factors that need to be considered in this project implementation and its post evaluation initiatives will include;

(i) Preservation of the natural beauty of the countryside along the route, (ii) Control of soil erosion and siltation of public sources of water (mainly rivers), (iii) Enhancing integration of environmental, social and economic functions in the project design and implementation, (iv) Incorporation of safety provisions in the road design and construction including easy accessibility to the road users, speed control mechanisms, adequate signage, drainage systems, etc., (v) Legal acquisition of land in expansion sections and compensations in accordance with the laid down guidelines, (vi) Prevention of encroachments into the road reserve by the riparian landowners.

8.2 EMP Guiding Principles

It is recommended that a guiding principles specific to this section of the road (Nairobi – Thika Road, A2) be developed that will allow integration of environmental management considerations in the construction, use and maintenance of the carriageways, the road reserve and public amenities within it. Among the factors that need to be considered in this particular project implementation will include;

(i) The contractor and other players in the road construction activities be prevailed upon to implement the EMP through a sustained supervision and continuous consultations, (ii) Displacements and resettlements (wherever applicable) be given a human face through involvements at all the affected parties and stakeholders, (iii) Collaborative maintenance of the natural beauty of the road reserve along the route as already established through beautification initiatives, (iv) Preservation of the water bodies along the route through control of soil erosion, siltation and discharge of pollutants, (v) Enhanced integration of environmental, social and economic functions in the project design and implementation plans,

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(vi) Incorporation of safety provisions in the road design and construction including accessibility of the road users, speed controls, signage, drainage systems, etc. (vii) Measures to avoid encroachments into the commissioned road reserve by property owners adjacent to the road, (viii) Consideration of environmental aspects in the road audits during its life cycle, (ix) Involvement of residents along the road corridor in maintenance (employment and provisions of incentives) of the road reserve (cutting vegetation and drainage clearing) to not only enhance ownership but also reduce the maintenance costs, (x) Consultations with the Social Services Departments in the two Districts would be necessary for management of the potential social implications.

8.3 Specific Management Issues

8.3.1 Drainage and Hydrology Management

Drainage is a notable issue through section A whose impacts are enhanced by heavy loads of silt from the catchment and the un-cohesive nature of the topsoil in the area. With the current road structurally weakened by storm water, heavy load traffic and blockage of drains and culverts it was necessary to redesign and reconstruct the drainage systems and control the storm water flow both upstream and downstream the road reserve. Upstream, storm water will need to be spread such as to approach the road either via sheet flows or through several channels to reduce the speed and silt load hitting the road formation. The outfall flows will also need to be received such as to reduce the force and capacity to cause soil erosion.

8.3.2 Health and Safety

Safety Issues Safety aspects during construction and post commissioning phase of the road project are confined within sections of the road traversing urban areas where population densities are relatively high compared to other parts of the project. Other points with safety risks include material sites and sections of the route with intensive economic activities. There are possibilities of increased vehicular speeds on improved quality of the road that may lead to increased road accidents.

Health Issues Notable aspects touching on health include stagnant water in abandoned quarries and material pits that encourages vector breeding (e.g. mosquitoes) leading to related diseases (malaria), dust and emissions into the air with potential bronchial infections and other health problems to the workers, the neighbouring residents and travelers. Social interaction of the construction employees, most of whom are likely to come from other parts of the country, with the residents (considering the influence of money) is a potential avenue for transmission of HIV/AIDS and other social infections.

HIV/AIDS HIV/AIDS control is a major undertaking under the project that should particularly focus on the urban centres (Githurai, Ruiru, Juja and Thika) in addition to areas of social and economic concentration within the project corridor. Among the activities in this regard should be geared towards advocacy (awareness raising), training and preventive measures. It would be recommended as follows;

Review the activities of the road construction to integrate with the HIV/AIDS campaigns, Environmental and Social Impact Assessment Study in association with

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Develop appropriate training and awareness materials for information, education and communication (IEC) on HIV/AIDS, Identify other players (local CBOs, NGOs, and government organizations) on HIV/AIDS for enhanced collaboration, Develop an intervention strategy compatible with the road construction programme to address success of the HIV/AIDS prevention and provide peer educators for sustainability in collaboration with other stakeholders, Integrate monitoring of HIV/AIDS preventive activities as part of the road constriction supervision. Basic knowledge, attitude and practices are among the parameters to be monitored, and particularly on provision of condoms, status testing and use of ARVs,

The objective of the HIV/AIDS initiatives would be to reduce the risks of exposure to and spread of the HIV virus in along the route. Major targets would be motorists, business people, institutional communities, and the general members of the community, particularly the youth.

8.3.3 Socio-economic Implications

The road is an economic good for the people living in the area and the country in general and no significant negative issues are anticipated on economic well-being on the whole. Short term benefits to the local communities including employment, traders and housing is an issue that featured during the public participation. However, there are strong feelings that the road is likely to cause a mushrooming of settlements and urban developments along the route, a situation that calls for a policy guideline from the Ministries of Roads and Public Works, Local Government and Lands. The road design is based on a span of 60m. While the Muthaiga – Thika section has adequate space (largely the required 60m being the minimum in most sections), Murang’a road has got only about 35m. In regard to displacements and compensations, it is recommended that sections with road realignment and/or expansions where limited acquisitions are likely along the route (Murang’a road, Pangani areas, Ruiru zone and Juja) as well as points identified for intersections and interchanges) are identified, quantified, valued and the owners compensated in accordance with the legal provisions and guidelines. The Chief Engineer (Roads) is expected to take responsibility in liaison with relevant government departments.

8.3.4 Displacements and Resettlements

There are no settlements on any sections of the road reserve, though some fences us right on the building line leaving the road as the frontage. It was, however, established that such parcels of land have service roads at the back but a number of the developers have ignored this provision. Sections where realignments and expansions including the exchanges are also not expected to encroach onto residential houses. In this regard, no households are likely to be displaced and hence need for resettlements may not arise.

Encroachments onto the road reserve by either fixed structures and small scale traders and hawkers. The government through the Ministry of Roads and Public Workers require that all encroaching developments are cleared o give way for the road works, but where the road expands, necessary compensations will be done on acquisitions (Pers. Com. Ministry Officials). It was established that the ministry of Local Government is in the process of putting up public markets, among them in Muthurwa, Westlands, and Ngara area among other locations. Once these markets are completed, no one will be allowed to trade in the streets or unapproved areas, not even the masai market that operates at the lobe Cinema only on Tuesdays. All traders will be expected to move to the new markets, and therefore, the issue of displacement and/or relocations won’t arise Environmental and Social Impact Assessment Study in association with

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(Pers. Comm. with Director of Urban Development). The scope and mandate of this study does not enable the consultant to identify and/or recommend any physical location as alternative for the people likely to be displaced.

It is anticipated that a few acquisitions might arise from expanded sections affecting business premises, mainly fences and undeveloped private land. This situation along with deserving relocation of small scale traders could be considered for compensation, to which about KShs. 350M have been allocated. Such cases should be legal and will be identified in accordance to the existing guideline and regulations. The responsibility of clearing the road for construction lies with the Ministry of Roads and Public Works in collaboration with other departments.

8.3.5 Use of the Road

Upon commissioning of the road, it is anticipated that it will motivate increased road transport, increased speed of vehicles (particularly public vehicles) – see the traffic count under chapter 2 of this report. Road accidents would be expected to rise initially before taking a predictable trend and residents residing along the route will relate with a different highway characteristics. More economic opportunities will also appear leading to more shopping centers cropping up along the road corridor. Key impacts would include risks to safety, land use changes along the route, increased prostitution, increased spread of HIV/AIDS and other social diseases. This should form a basis for a collaborative social monitoring between the Roads Departments and other relevant stakeholders including Ministry of Planning, Local Government, Culture and Social Services, NEMA and the Administration among others.

8.3.6 Management Responsibilities

In order to implement the management plan, it is recommended that two positions are created for an appropriate expertise to oversee environment and social management on the recovery of eroded area (soil erosion, re-planting of trees and other vegetation along the route) and enhanced safety measures. The services of an environmental expert may be required to co-ordinate and monitor environmental management for the road project during construction and post monitoring audits. This would be under the responsibility of the contractor during construction and the Chief Engineer (Roads) upon completion. Other recommended participants could include the District Environmental Officers, District Works Officers, District Water Officers and he District Planning Officers, etc. Below is a proposed relational scheme on project implementation.

The responsibility relationship is as follows;

(i) The Chief Engineer (Roads) will be responsible for all coordination activities and inter- departmental liaisons, particularly in regard to the quality control and social issues, (ii) The Resident Engineer, the Ministry’s representative on the project ground will be charged with ensuring that the contactor is observing all environmental conservation measures and also in harmony with the social norms. RE’s office will be a bridge between the contactor, the community and the government, (iii) The Project Manager is the Contactor’s link with the RE’s office on matters of environmental and social nature. The officer is responsible of implementing the environmental management plan established under this report,

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(iv) The Resident Engineer and the Contractor may be assisted by liaison officer, e.g. an environmental expert or a social expert who may also tie with (v) below, (v) It would be recommended that a position of a Project Public Relation Officer (PPRO) selected on the basis of ability (preferably a Social Expert) to directly interact with the local community for social sustainability. This suggestion is in recognition of the project implementation duration (> 3years), (vi) National Environmental Management Authority officers on each side of the route shall be responsible of surveillance of environmental and social aspects of the project implementation. It will be expected hat heir concerns will be communicated through the Residential Engineer and/or the PPRO.

8.3.7 Study Constraints

Among the constraints expected in accomplishing this include;

(i) There is limited or no data on air quality, noise and aerial emissions in the area, (ii) The available time for the study was limited to about 2 months. In this regard, it was not possible to undertake comprehensive environmental sampling covering a dry and wet seasons. This, however, is recommended to be undertaken during the scheduled supervision and monitoring of the road project, (iii) By the time of this submission there was inadequate physical data including up-to-date survey plans and land ownerships.

8.3.8 Mitigation Costs

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8.4 Environment and Social Management Plan Matrix

8.4.1 Construction Phase

Table 13: Actions Matrix Item Anticipated Impacts and Proposed Actions Responsibility Cost Estimates Targets to Achieve Monitoring No. Sources and Timeframe (KShs.) Parameters 1 Degradation of water sources: The contractor, Minimal silt Status of streams Over-abstraction of water, Observe regulations on water discharging into and wetlands and Water quality degradation, abstraction permits, slope The Resident water bodies, water quality along Effects on downstream excavations, etc.), Engineer. reserve, dependants, NO effects on Stream bed siltation, Monitor standards of sanitation DEO and DWO to Approx. physical status General social at the construction camps, keep surveillance. KShs.5,000,000 of water quality, Concerns. Sources: for the whole Silt from earth moving, Establish a mechanism for solid Immediate action project period. Centralized Oil and grease, waste collection, storage, and maintained effective Specific attention at Raw asphalt concrete, transfer and disposal, throughout the collection of all crossings and Workshops and machinery project period. solid wastes other water bodies. maintenance areas, Liaise with water authorities for Construction camp sites, installation of RGSs at all Material preparation sites. crossings. 2. Air quality: The Contractor 30% of traffic Low visible Dust level within Dust and particulate matter, Ensure earth surface roads, and the Resident passage particulate matter in the project, Visual disruption, deviations and dry materials are Engineer. expenses as per the air. Exhaust fumes from Particulate matter, kept damp at alls times, allocations in construction Surface depositions, Surveillance by bill no. 9 of the Requirements of machineries. Bronchial and eye problems. Establish information flow the DEO and standard BoQs Clause 19 of the process to the communities on DPH documents. standard Bid Docs Project wide Sources: dusty conditions, situation. Construction activities (earth Project period Approx. moving and machinery Keep inevitable dusty KShs.300,000 operations). conditions and/or emissions as for information short as possible, materials

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Item Anticipated Impacts and Proposed Actions Responsibility Cost Estimates Targets to Achieve Monitoring No. Sources and Timeframe (KShs.) Parameters 3 Vegetation Cover Degradation: Vegetation trend Greenery along the Removal of vegetation from Collaborate with the Local The Contractor Rehabilitation as that is also safe to route of the road. road reserve and deviation authorities in their beatification and Resident per items 4.02, the road users. routes, programmes, Engineer 5.05 and 12.01 Special attention at Loss of vegetation from on top soiling Requirements of sloppy sections and material sites and access Implement top-soiling and DWO and DEO to and grassing in Clause 19 of the river crossings will be routes, grassing programme for the road keep surveillance the standard standard Bid Docs necessary. reserve and material sites, BoQs Sources: documents. Construction of deviations, Introduce soft shrubs in the Material borrow pits and median of the dual carriage, Initial estimate quarries, (KShs. Introduce trees on canopies on 5,000,000.00 reserves near built-up areas,

Ensure vegetation does not compromise road safety. 4 Environmental Pollution: The Contractor Estimated cost Minimal disruption Water quality, Siltation of water bodies, Develop Standard Operating SOPs to physical and Environmental Pollution of water (turbidity Procedures (SOPs), schedules Resident Engineer development biological features, and hydrocarbons residuals), and supervision guidelines for KShs. 200,000 environmental Risks to health and Visual pollution (from dust the project works, NEMA offices, quality throughout safety, and emissions), water offices and the route. Wastes Focus on sensitive features (e.g. District Works characteristics. Sources: stream crossings and slopes) Office for Cost of watering Oil/grease storage, for necessary precautions, surveillance. as provided in Particular attention Solid waste disposal (filters, bill no. 9 of the on pollutants from greases, asphalt wastes, etc.), Establish dust control standard BoQs camp sites, service Construction machinery and programme and machinery documents yards and material vehicles, performance and waste disposal preparation yards. Excavated earth, controls, Water abstraction points,

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Item Anticipated Impacts and Proposed Actions Responsibility Cost Estimates Targets to Achieve Monitoring No. Sources and Timeframe (KShs.) Parameters 5 Land degradation: The Contractor Conservation of Land use trends. Soil loss, Monitor land use trends along and the Resident No direct costs soils on each side of Soil quality degradation, the route in liaison with Engineer are anticipated the road. A project wide Land use changes, planning department, on this item, it is concern but specific Material sites, an attention on locations Initiate a planned vegetation Surveillance by administrative of camp sites, sloppy Source: programme on road reserve, the DWO and aspect. See item zones and crossings. Surface runoff channels from DEO 3 above. camps and working areas, Rehabilitation plans of The Contractor to Temporary road diversion materials sites with landowners carry out full ESIA routes, (lease agreements to reflect this for all material sites. Material extraction and aspect). transportation. 6 Health and Safety The Contractor Information flow Complaints on health Personal injuries (construction Provide safety programmes for and Resident and dissemination safety aspects related employees), material sites and working Engineer. Approx. on health and safety. to the road construction Communicable diseases areas, KShs.5,000,000 activities. including HIV/AIDS), The PPRO, on HIV/AIDS Specific response to Potential accidents at material Provide safety provisions OR as provided HIV/AIDS issues Trends in HIV/AIDS quarries, (signage and lighting) for Surveillance by for in the bid cases along the Environmental diseases deviations, the DWO, DPHO, documents Requirements of corridor, (bronchial and eye problems), and the DEO in whichever is Clause 19 of the Awareness, prevention and Nairobi and higher standard Bid Docs Special focus on Sources: training on HIV/AIDS and Thika, material sites and road Construction dust and other social diseases, Requirements of diversions routes. emissions, Entire project Provisions of Clause 34 and 35 of Interaction of construction Provide service roads and bus period. medical care as the standard Bid workers with communities, at settlement areas to reduce per Contractors Docs Pollution of water from road accidents. Insurance Cover Focus on major towns construction activities, and as Bill No. and settlement areas I Material sites, Provide medical, insurance 25 of the BoQs. the project corridor. Traffic deviations, cover and PPEs for all the Construction camp sites. construction workers.

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Item Anticipated Impacts and Proposed Actions Responsibility Cost Estimates Targets to Achieve Monitoring No. Sources and Timeframe (KShs.) Parameters 7 Social and Economic: Temporary disruption of Enhance consultations with Approx. business activities, communities on activities The Resident KShs.5,000,000 An acceptable, Trends in socio- Insensitivity to public affecting them and collaborate Engineer and the on sustainable and economic dynamics concerns during construction, on the impacts reduction, PPRO in communication, economically viable along the project road Access into and out of conjunction with information road with long term and its catchments , highway by special social Establish modalities of the Contractor, dissemination. benefits to the groups, recruiting manual labour from people without Benefits to riparian within the project areas, Liaison with local adverse implications communities authorities and the The Ministry on the physical and Safety issues (deviations and Provide service roads and slips Provincial through the social environment. materials sites, etc.), accesses, Administration, contractor to Noise to residents living along clear the road Special attention on the route, Locals Authorities for Thika, reserve in realigned and Ruiru and Juja may consider accordance with expanded sections of Sources: physical planning along the the laid down the road. Encroached Materials sites, highway for maximum benefits, Entire regulations. sections will also Deviation routes, construction require attention. Construction machineries, Integrate construction works period Crossings, with other projects ongoing in Construction camps. the project route,

The contractor to establish and manage environmental and social committee to oversee mitigation measures,

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Item Anticipated Impacts and Proposed Actions Responsibility Cost Estimates Targets to Achieve Monitoring No. Sources and Timeframe (KShs.) Parameters 8 Provision of Road Reserve The Ministry of Roads and The Chief Actual costs to Clear project route The design of the Encroachments, Public Works to undertake Engineer Roads. be provided and get back the road is confined Acquisitions, availability of the road reserve, after the survey road reserve. within the 60m Small scale traders Collaboration works. corridor that is Serve adequate quit notices to with Local already available. (Main areas to include Globe the encroaching developments, Government and Estimates at Cinema, Muranga road, Pangani, City Council of KShs. 350M Completed survey Muthaiga, Ruaraka, Kasarani, Ensure as minimum Nairobi will provide actual Githurai and Juja) acquisition as possible. encroachments and Upon necessary acquisitions commencement. if any. 9 Material Sites (hard stone, gravel and water) Full ESIA studies should be Contractor and Rehabilitation as Sustainable It is likely that all Land degradation, undertaken on all materials Resident per items 4.02, abstraction of material sites will be Loss of land vegetation cover, sites upon final identification, Engineer. 5.05 and 12.01 materials. on private land. Surface hydrology changes, on top soiling Access roads’ damages, Rehabilitate the material sites Chief Engineer and grassing in Sources of construction Water sources’ degradation, after construction. Lease (Roads), DEO and the standard water that have other Water quality. responsibilities with DRE to supervise BoQs items. uses by the landowners necessary, communities (domestic Throughout the and irrigation). Obtain appropriate permits for construction construction water abstractions phase. 10 Decommissioning Removal of construction Carry out decommissioning The Contractor No cost Rehabilitated Usability of the camps, audits for the camp sites, under supervision estimate, but material sites and affected camps’ and Materials sites and preparation Rehabilitate all material sites of the Resident will be cleared material material sites. yards, and preparation yards, Engineer, PPRO dependent of the preparation yards. Equipment removals. Remove all construction and the DEOs standard BoQs. equipments and excess materials from the site.

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8.4.2 Road Maintenance and Use

Table 14: Action Plan Matrix (Maintenance and Use) Item Anticipated Impacts and Proposed Actions Responsibility Cost Estimate Targets to Monitorable No. Sources and Timeframe (KShs.) Achieve Indicators 1 Environmental Pollution: Water quality degradation, Establish a policy and Air pollution, implementation guidelines in Solid waste dumping (road close collaboration with experts litter), and NEMA, Material spills (pollutants), Complaints on the Vehicular scraps, Develop monitoring utilization of the Residuals from material sites compliance with vehicular Chief Engineer roads, and preparation yards, emission standards along the (Roads) and the road, District Works Environmental quality Offices trends (status of water Sources: Introduce clean-up No direct costs A road that is sources, water quality Surface runoff drains from the responsibilities for the road Consultation with are anticipated compatible with the and aquatic road, users (e.g. spills from accident the DEO and (Initiative part social conditions vegetation), Oils spills on road surface, vehicle owners), Water Offices for of the road and features. Road litter (from road users surveillance, administration) and roadside clearing), Provide public waste Poorly maintained vehicles – receptacles at strategic Administration, Compliance with road higher related emissions, locations along the route (bus Traffic Police transport regulations. Spills from accident sits, stops and crossing areas), Department and Emerging social and economic the Local centers, Drainage channels be kept clear Authorities. Road repairs and maintenance at all times to prevent activities. overloading with polluting materials,

Collaboration with the traffic police on enforcement of road regulations.

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Item Anticipated Impacts and Proposed Actions Responsibility Cost Estimate Targets to Monitorable No. Sources and Timeframe (KShs.) Achieve Indicators 2 Health, Safety and Security Draw strategies for road safety Chief Engineer Contamination of water and measures and sensitize (Roads) and the water sources, residents within risk areas, , District Works Enhanced safety Complaints from the Noise and vibrations, Offices throughout the road riparian residents, Increased road accidents, Integrate safety measures in the No direct costs and construction of Security aspects, overall maintenance of the Traffic Police are anticipated the road to enforce Recorded cases and Spread of infectious diseases road, department,. (Initial part of security. categories of road (HIV/AIDS and other social the road accidents, diseases) Develop liaison with health Administration administration) provision arms for emergence Leadership, Sources: response on the road, Health department HIV/AIDS trends Contaminated runoff from the and rescue within towns along the road surface, Liaise with appropriate groups. route. Roadside litter and solid department to ensure wastes, compliance with road Continuous Increased traffic and driving regulations and traffic rules style variances along the route, along the stretch, Social interactions, Inadequate road safety signage Ensure maintenance of signage and facilities. and other facilities at all times. 3 Social and Economic Aspects Land use changes due to Collaboration with physical No direct costs Compatibility of the efficient transport, planning Depts. to enhance Chief Engineer are anticipated road with social and Land use trends in Increased settlements and roadside planning. (Roads) and the economic interests time and along the population, District Works of the local route, Higher traffic volumes, Collaborations for sustainable Offices residents and road Mixed economic activities social and economic users. Population trends (general trading, industrial, development, institutional, etc.), Road safety issues, Include environmental aspects Continuous Road ownership by all. in scheduled road audits. process

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Maintain trash bins at strategic DEO, water locations along the route (bus authorities the stops and major crossing Administration points), for surveillance

Prepare a maintenance procedure in line with existing Continuous guidelines. process 5 Decommissioning phase: Undertake a decommissioning Chief Engineer audit of part, sections or entire (Roads) and the None or minimum _ road reconstruction and establish District Works No cost impacts to the appropriate measures to prevention Offices estimates at this environment and environmental pollution and public stage. social well being safety. After the design road life span (15 – 25 years)

Any major repairs along the route.

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8.5 Conclusions

8.6 Recommendations

Following are recommendations filed upon the preliminary observations,

(i) Provide adequate notice where applicable to encroaching developments. Collaborations with the Local Authorities (Nairobi City Council, Ruiru Municipal council and Thika County Council) would be recommended in clearing he reserve for the road construction, (ii) Compensate acquired land (if any) at the market rates and in accordance with the laid down guidelines, (iii) Parallel programmes being undertaken in other sectors, to deal with displacement of small traders within Nairobi and its environs need to be accelerated to absolve those who will be affected in any displacement by the road improvements, (iv) The Contractor is encouraged to engage the locals for casual employment opportunities for temporary income, enhanced acceptability of the project and also building local human capacity in this regard capacity,

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(v) Harmonize and integrate plans from the key stakeholders (Ministry of Roads and Public Works, Nairobi City Council and Community Groups) to continue with the beautification programme upon completion of the road project. However, the programme should be sustainable and in harmony with the road management requirements, (vi) Involve representatives of the communities within the project corridor at the initial stages of the construction to address public amenities’ routing and roadside services to minimize needs for cutting the road once it is completed. Provision of ducts for amenities’ crossings (power, telephone lines, water pipes, etc.) could be appropriate provisions in the road design, (vii) HIV/AIDS cases during construction phase where the road construction workers and the public will interact and socialize freely could provide a “fertile” ground for the spread of HIV and other communicable disease. Establishment of VCT centres, provision of condoms and ARVs may be a necessity for the workers, their families and the general public. Awareness, training and preventive measures are recommended,

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REFERENCES

1. The Terms of Request for Proposals (RFP) for the Consultancy Services for the Environmental Impact Assessment (ESIA) for proposed road construction, 2. Technical Proposal on Consultancy Services for the Provision of the review of Environmental Impact Assessment (ESIA) for rehabilitation of the Nairobi – Thika road,, 3. The Environmental Management and Coordination Act, (EMCA) 1999, 4. Selected relevant legal statutes on environmental resources conservation, 5. Kenya Gazette Supplement No. 56 of 13th June 2003 (The Environmental – Impact Assessment and Audit – Regulations, 2003), 6. Standard Bid Document for new construction of roads, 7. State of Environmental Report (Thika District), 8. International Environmental and Social Assessment Source Book, 1992 9. The Road Design Manual, Part 1 Geometric design manual, 10. The Population and Economic Census Report, 1999, 11. Study on Master Plan for Urban Transport in Nairobi Metropolitan Area. JICA, March 2006, 12. The study report on the National Water Master Plan (Hydrological Data), JICA, July 1992, 13. National Aids Control Council, Kenya National HIV/AIDS Strategic Plan, 2005/6 – 2009/10, 2005, 14. National Aids Control Council, Kenya HIV and AIDS Monitoring and Evaluation annual Report, 2006, 15. The proposed road layout and route map as well as available topographic map sheets of the area, 16. EIA Training Resource Manual, Second Edition, and Topic 7: Mitigation for Roads and Highways and Preparation of Impact Management Plan. 17. Sub-Sahara Africa Transport Program, SSATP papers NO. 80, Non-Motorized Transport In African Cities, lessons from experiences in Kenya and Tanzania, World Bank, September 2005 18. Commission for Global Road safety, MAKE ROADS SAFE, Anew priority for sustainable development, London. 19. Japan International Cooperation Agency, Japan International Cooperation Agency Guidelines for Environmental and Social Considerations, April 2004. 20. GOK, Kiambu District Development Action Plan, Nairobi. 2002 - 2008 21. GOK, National Road Safety Action Plan, 2000. 22. GOK, Thika District Development Plan, 2005 – 2008 23. GOK, Natioanl Road Safety Action Plan, 2005 – 2010

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24. GOK, Poverty In Kenya, Nairobi, December 2000 25. Paul Starkey, Local Transport Solution for Rural Development, Died, London, 2002. 26. Sub-Sahara Africa Transport Policy program, SSATP working paper No. 82, a study Institutional, Financial and Regulatory Frameworks of Urban Transport in Large Sub-Saharan African Cities, World Bank, July 2005

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ANNEXES

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ANNEX I: Project Location and Layout Plan

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ANNEX II: Terms of Reference

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ANNEX III: Road Design Concept Outline

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ANNEX IV: Sample Communications on the ESIA Exercise

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ANNEX V: List of Public Participation

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ANNEX VI: Sample Public Submissions

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ANNEX VII: Land Planning and Use Summary

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