Public Disclosure Authorized
TECHNICAL STRUCTURING OF SECTION 1 OF BOGOTA METRO LINE ONE
Public Disclosure Authorized Public Disclosure Authorized
TECHNICAL STRUCTURING OF SECTION 1 OF BOGOTA METRO LINE ONE (BML1)
EXECUTIVE SUMMARY ENVIRONMENTAL & SOCIAL IMPACT ASSESSMENT
Public Disclosure Authorized DOCUMENT No. ETPLMB-ET19-L16.1-ITE-I- 001_R2
MAY 2018
LIST OF CONTENTS
1 EXECUTIVE SUMMARY 9 1.1 INTRODUCTION 9 1.2 GENERAL AIM 10 1.2.1 Specific Aims 10 1.3 PROJECT DETAILS 11 1.3.1 Background Information 11 1.3.2 Rationale 13 1.3.3 PROJECT CHARACTERISTICS 15 1.4 ANALYSIS OF ALTERNATIVES 18 1.5 PERMITS REQUIRED AT DIFFERENT STAGES OF THE PROJECT 18 1.6 BASELINE 21 1.6.1 Area of influence 21 1.6.2 Aspects related to physical resources 24 1.6.3 Aspects relating to the biotic environment 38 1.6.4 Aspects related to the socioeconomic environment 41 1.7 ENVIRONMENTAL AND SOCIAL EVALUATION 44 1.7.1 Benefits of the project´s environmental and social impacts 48 1.7.2 Accumulated impacts analysis 50 1.7.3 Analysis of possible environmental liabilities 51 1.8 RISK MANAGEMENT PLAN 51 1.8.1 General Objective 51 1.8.2 Scope 51 1.9 DEMAND, USE AND/OR IMPACT OF NATURAL REASOURCES 52 1.9.1 Surface and Underground Waters 52 1.9.2 Dumping 53 1.9.3 Waterway occupation 53 1.9.4 Atmospheric emissions 53 1.9.5 Construction Materials 54 1.9.6 Solid waste 54 1.9.7 Silvicultural treatment 55 1.10 SOCIAL AND ENVIRONMENTAL MANAGEMENT 55 1.10.1 Social and Environmental Management Plan 56 1.10.2 Safety and health in the workplace 58
1.10.3 Plan for monitoring, environmental follow up and social follow up. 58 1.10.4 Plan for resettling 59 1.10.5 Plan for the Integrated Management of the Tenants of Public Spaces 62 1.11 PROCEDURES AND PROGRAMS ASSOCIATED WITH THE CONSTRUCTION PHASE TO BE REQUESTED FROM THE CONTRACTOR 66 1.12 BUDGET 67 1.13 SCHEDULE 68 1.14 OPERATIONAL ORGANIZATION FOR THE ENVIRONMENTAL AND SOCIAL MANAGEMENT PLAN ('PLAN DE MANEJO AMBIENTAL Y SOCIAL') - PMAS 69 1.15 ENVIRONMENTAL AND SOCIAL SAFEGUARDS FROM THE WORLD BANK AND IDB 70 1.16 CONSULTATION AND PUBLICATION TO THE INTERESTED PARTIES 70 1.17 NEXT STEPS 70 1.18 CONCLUSIONS 71
INDEX OF TABLES
Table 1.1 List of environmental permits required for the project ...... 19 Table 1.2 Areas of influence ...... 24 Table 1.3 BML1 canal crossings, collectors and interceptors ...... 25 Table1.4 AID Zones of Section One for the First Line of the Bogota Metro ...... 41 Table 1.5 Hierarchy of environmental impacts for the pre-construction and construction stages .... 45 Table 1.6 Hierarchy of environmental impacts for the operation stage...... 46 Table 1.7 Developing and planned projects ...... 47 Table 1.8 Estimated water consumption during the works construction process ...... 52 Table1.9 Estimate of materials to be used in the BML1 ...... 54 Table 1.10 Estimate of conventional waste ...... 54 Table 1.11. Amounts of excavations and demolition ...... 55 Table 1.12 Environmental Management Programs for the Control of the Identified Impacts...... 56 Table 1.13 Distribution of types of construction ...... 60 Table 1.14 Plan for Resettlement and Social Management ...... 61 Table 1.15 Integrated Plan for the Tenants of Public Spaces for the AID ...... 63 Table 1.16 General results of the identification of informal vendors located on the BML1 route ..... 64 Table 1.17 IPES users and informal vendors directly affected by the BML1 construction...... 64 Table 1.18 Consolidated Environmental Budget ...... 67 Table 1.19 Consolidated Social Budget ...... 68
TECHNICAL STRUCTURING OF SECTION ONE OF BOGOTA METRO LINE ONE
INDEX OF FIGURES
Figure 1.1 General Localization (Colombia-Cundinamarca-Bogota DC) ...... 9 Figure 1.2 General Diagram for the BML1 ...... 10 Figure 1.3 General Diagram for the BML1 ...... 16 Figure 1.4 Area of influence of abiotic and biotic resources (biotic physicist) ...... 22 Figure 1.5 Area of influence socioeconomic resources ...... 23 Figure 1.6 Sectors by permissible sound pressure level - BML1 Route ...... 30 Figure 1.7 Effect of additional vibrations of 1 mm/s PGV during construction...... 34 Figure 1.8 Vibration levels expected at the foot of the Metro fountain...... 35 Figure 1.9 Spectrum of response comparison ...... 35 Figure 1.10 Distribution of visual quality for the BML1...... 37 Figure 1.11 Flow Diagram of the Plan for Resettlement, 2018 ...... 62 Figure 1.12 OEPs and their relationship with the BML1 stations. Area of Direct Influence...... 65
EXECUTIVE SUMMARY REV. 27-04-2018 ETPLMB-ET19-L16.1-ITE-I-0001_R1
5
TECHNICAL STRUCTURING OF SECTION ONE OF BOGOTA METRO LINE ONE
ACRONYMS
AAN: Early Utility Network Relocation
ADI: Area of direct influence
AEMP: Area of Environmental Management and Protection
AID: Area of indirect influence
AMCI: Assessment and Management of Cumulative Impact
BBG: Bogota Botanical Garden
BIPTS: Bogota Integrated Public Transport System.
BML1: Bogota Metro Line 1
BRT: Rapid Transit Bus
CAR: Regional Autonomous Corporation of Cundinamarca
CDW: Construction and Demolition Waste
CONPES: National Council of Economic and Social Policy
DBOMT: Design, Build, Operate, Maintain and Transfer
DSE: District Secretariat of the Environment
DSM: District Secretariat for Mobility
EAB: Bogota Water Company
EIAS: Environmental and Social Impact Assessment
EMB: Empresa Metro de Bogota S.A.
ESMP: Environment and Social Management Plan
EU: Economic Unit
GG: Greenhouse Gases
ICANH: Colombian Institute of Anthropology and History
IDB: Inter-American Development Bank
IDEAM: Institute of Hydrology, Meteorology and Environmental Studies
IDU: Urban Development Institute
EXECUTIVE SUMMARY REV. 27-04-2018 ETPLMB-ET19-L16.1-ITE-I-0001_R1
6
TECHNICAL STRUCTURING OF SECTION ONE OF BOGOTA METRO LINE ONE
IMTS: Integrated Mass Transit System
LUP: Land Use Plan
MESD: Ministry of Environment and Sustainable Development
OPS: Occupant of Public Space
PES: Principal Ecological Structure
RU: Rentier Unit
SESU: Social Socioeconomic Unit:
SEU: Socio economic Unit
SHU: Social Homes Unit
TMP: Traffic Management Plan
WB: World Bank
EXECUTIVE SUMMARY REV. 27-04-2018 ETPLMB-ET19-L16.1-ITE-I-0001_R1
7
TECHNICAL STRUCTURING OF SECTION ONE OF BOGOTA METRO LINE ONE
¨The contents of this document are a work in progress. Therefore, the information herein will be updated on the occasion of improvements or inclusions derived from socializations and observations, or regulatory change and/or policy arising at the national and/or local level. In the same manner, information will be updated based on the requirements and/or obligations that the Environmental Authority has established for the project.
The purpose of publishing and providing the information contained within this document is to comply with provisions established in international standards for social and environmental safeguarding using the Multilateral Bank. This document must not be considered, under any circumstances, as the definitive version until the BMC and the Multilateral Bank express that it is to be treated as the definitive document.
EXECUTIVE SUMMARY REV. 27-04-2018 ETPLMB-ET19-L16.1-ITE-I-0001_R1
8
TECHNICAL STRUCTURING OF SECTION ONE OF BOGOTA METRO LINE ONE
1 EXECUTIVE SUMMARY
1.1 INTRODUCTION
The Environmental and Social Impact Assessment (EIAS) is an environmental management tool that allows evaluation of the potential positive and negative effects of the project on the environment. The present document contains the general description of the environmental component of the project (physical, biotic and socio-economic means) It is important to note that this EIAS has been prepared based on information in the feasibility study and design, that for the next Phase of the project, which includes the development of designs in detail, the Contractor shall perform the respective adjustments to the study in question.
Similarly, the construction of the EIAS considers the national regulatory framework applicable to the project as well as the application of Equator Principles and standards of environmental and social performance established by the World Bank and the IDB as safeguards for the multilateral bank.
The project, Technical Structuring of Section One of Bogota Metro Line One, is located in the City of Bogota, starting in the locality of Bosa and terminating in the locality of Chapinero. The Metro Line One will have a length of approximately 24 kilometers, which will be entirely elevated, with an estimated transit time of 27 minutes between the Estación Portal Américas and Estación Calle 72. Preliminary works will be carried out during 2018 and 2019 associated with the Early Utility Network Relocation and Property Management. Construction works begin in the year 2020 and is expected to be operational for 2024. The location of the Yard - Workshop is located in the Property El Corzo - Bogota D.C, continuing with the elevated section or railway viaduct designated the Technical Branch connecting the Yard Workshop and the Portal de Las Américas station. The section stretches from the Portal de Las Américas to Avenida Caracas, along Avenida Villavicencio, Avenida Primera de Mayo and Calle 1, where it will turn north to Calle 72 and a maneuvering section returning at Calle 76. Likewise, a provision has been made for the extension of the line at the Heroes Monument for future lines.
The project, which is the subject of the study, considers the construction of sixteen (16) stations including works to allow users to transfer to current Transmilenio stations. The figures below show the location of the Bogota Metro Line One project.
Figure 1.1 General Localization (Colombia-Cundinamarca-Bogota DC)
EXECUTIVE SUMMARY REV. 27-04-2018 ETPLMB-ET19-L16.1-ITE-I-0001_R1
9
TECHNICAL STRUCTURING OF SECTION ONE OF BOGOTA METRO LINE ONE
Source: Prepared by Empresa Metro de Bogota - EMB
Figure 1.2 General Diagram for the BML1 Source: Prepared by Empresa Metro de Bogota - EMB
Since the technical studies were prepared by the same consortium that prepared the environmental and social studies, an independent review of this study is being conducted to comply with the Banks ’ policies. This includes identifying any necessary adjustments and measures in order to comply with the requirements of said policies.
1.2 GENERAL AIM
To determine the current state of natural resources, the environment and the socioeconomic aspects in the project’s area of influence for the pre-construction, construction and operational stages of the Bogota, D.C. Metro Line One. To identify, define and evaluate the impact generated by the project in order to prevent, mitigate, correct or compensate for the effects caused by its development, guaranteeing adequate environmental and social management within the framework of guidelines established by national legislation and by multilateral banking (World Bank, IDB, CAF, Equator Principles and IFC in the project).
1.2.1 Specific Aims
- To carry out the physical and biotic characterization where the project will be undertaken, identifying the areas of direct and indirect influence. - To carry out the socioeconomic characterization of the population located in the project’s Direct Influence Area (AID, according to its Spanish acronym), from the different dimensions (demographic, spatial, economic, cultural and political organizational). - To identify and evaluate the environmental and social impact the project could cause. - To characterize the natural resources the project will require, which will be used or affected during the construction and operational stages of the BML1.
EXECUTIVE SUMMARY REV. 27-04-2018 ETPLMB-ET19-L16.1-ITE-I-0001_R1
10
TECHNICAL STRUCTURING OF SECTION ONE OF BOGOTA METRO LINE ONE
- To establish information on the Environmental and Social Management Plan, including programs, indicators, schedule and budget, which will be the contractor’s responsibility, and where the prevention, mitigation, correction and compensation measures of the project’s impact during the construction and operational stages will be established, considering the different safeguard requirements of the Multilateral Bank (WB, IDB, CAF). - To design an environmental monitoring and supervision program in order to carry out checking, monitoring and evaluation of activities, thereby allowing for the effectiveness of the Environmental and Social Management Plan to be assessed. - To develop the Occupational Health and Safety Management System (SG-SST, according to its Spanish acronym) at the construction and operational stage of the project. - To design a schedule of activities for the Environmental and Social Plan, the Supervision Plan and the Monitoring Plan.
1.3 PROJECT DETAILS
1.3.1 Background Information The first feasibility study and design of mass public transport, metro, was undertaken by INECO SOFRETU CONSULTORIAS Y SISTEMAS in 1981, when a 21.2-kilometer-long priority line was established with 23 stations. 35% of the route on this line was aboveground and the rest was underground.
In 1996, the implementation of an integrated mass transit system was recommended in order to improve the city’s transport conditions. Funding for the creation of the Bogota D.C. Urban Transport Master Plan came from the Government of Japan’s International Technical Cooperation (JICA).
In the same year, the Nation and the District agreed to develop a conceptual study of the Integrated System of Mass Transportation for the Bogota savanna - with urban, architectural, environmental, technical and economic dimensions among others - in the corridor considered optimal for such an implementation. This study was carried out by the companies INGETEC - BECHETEL - SYSTRA, presenting the pre-designs and the economic, environmental, urban and financial assessment of the first metro line. The updating of demand estimates for the Integrated Public and Collective Transport System of Bogota D.C., the Environmental Impact Study and the technical, legal and financial structuring from an urban and architectural point of view are among the studies contracted.
At the end of the 90s, the district administration suspended the execution of the project, directing the existing Integrated Mass Transport System (SITM) resources to the adaptation of the flexible component (Transmilenio System - BRT). This change was approved by the District Council in Agreement No. 42 of 1999.
Decree 319 of 2006 established the requirement for Bogota Capital District: a “Mobility Master Plan, aimed at achieving an integrated, efficient, competitive and environmentally sustainable regional urban transport, operating on a hierarchical network and regulating traffic according to the modes of transport that use it, including the arrangement of parking lots, in order to correct the current mobility problems.”
In 2008, a decision was made to restart construction on the first metro line, based on the city's Urban Development Model, the Mobility Master Plan and Decree No. 319 of 2006.
Upon request by the district government, the World Bank and the Inter-American Development Bank supported the financing and defining of terms of reference for the conceptual design study. They
EXECUTIVE SUMMARY REV. 27-04-2018 ETPLMB-ET19-L16.1-ITE-I-0001_R1
11
TECHNICAL STRUCTURING OF SECTION ONE OF BOGOTA METRO LINE ONE
additionally participated in the study of the advanced basic design of the Bogota, D.C. Metro Line One. This loan was approved by CONPES 3524 on June 11, 2008.
On November 14, 2008, a contract was signed between the District Mobility Office and the UNIÓN TEMPORAL GRUPO CONSULTOR PRIMERA LÍNEA DEL METRO (UT GC PLM), made up of SENER, INGENIERÍA Y SISTEMAS S.A, (LEAD COMPANY), ALG ADVANCED LOGISTIC GROUP S.A., TMB TRANSPORTE METROPOLITANO DE BARCELONA, INCOPLAN S.A. COLOMBIA, SANTANDER INVESTMENT VALORES COLOMBIA S.A. COMMISSIONISTA DE BOLSA, and J&A GARRIGUES S.L.P. The conceptual design of the Metro mass transit network was carried out in this contract, as well as the financial-operational design and legal scope of the First Line of the Metro within the framework of the city of Bogota Integrated Public Transport System (SITP). Among other things, the different possibilities for connecting the transport network through an analysis of multi- criteria alternatives, was evaluated, considering the current scenario without a project in the event that the Metro were not to be built in the city.
Decree 309 of 2009 adopted the Integrated Public Transport System for Bogota, regulating the operation of the SITP, business scheme, democratization and service provision, integrated system of collection, control and information, user service, gradualness and rates, among other things.
In 2009, the conceptual design of the aforementioned Bogota Metro was initiated, developing Stage 1 (Baseline diagnosis and scenario definition), Stage 2 (Evaluation of alternatives and priority of implementation), Stage 3 (Operational design of the ML1) and Stage 4 (Technical notes and analysis of impact, risk and benefits).
CONPES document 3677 of 2010 defines the BML1 within the Integral Mobility Program for the Capital Region of Bogota and defines the rules and economic commitment of the Nation through the National Government for the financing of the Integral Mobility Program.
On May 11, 2011, Mr. David Sislen, Sector Manager of the Sustainable Development Department of the World Bank, in a statement revealed the monitoring of the previous conceptual study by the multilateral organization. The First Line was established in this way, complying with the terms of reference and affirming the World Bank’s approval of the studies carried out by the UNION TEMPORAL GRUPO CONSULTOR PRIMERA LÍNEA DE METRO (UT GC PLM).
Subsequently, the Economic, Social, Environmental and Public Works Development Plan for Bogota, 2012-2016, included the construction and integration of the railway network into the public transport system as a priority project and structuring axis.
By means of Agreement No. IDU 849 of May 9, 2013 signed with the CONSORCIO L1, made up of EUROESTUDIOS SL, IDOM INGENIERÍA Y CONSULTORÍA S.A. and CANO JIMENEZ ESTUDIOS S.A., the First Line of the Metro design was contracted within the framework of the Integrated Public Transport System - SITP- for Bogota D.C. This design modified the route between Avenida 68 and San Victorino by means of a study of alternatives where an alternative route was identified for Calle 8 and Calle 1. In addition, it defined the type of metro for the entire route.
Technical, legal, administrative and financial supervision was developed with Agreement No. 1472 of November 18, 2013 between the IDU and CONSORCIO INTEGRAL AYESA, formed by AYESA INGENIERÍA Y ARQUITECTURA S.A.U SUCURSAL COLOMBIA and INTEGRAL S.A. On 17 December, 2013, Decree 577 of 2013 announced the project by means of which “Decree 398 of 2009 was modified to specify and adopt the general route of the First Line of the Bogota Metro - BML1 - project, within the framework of the Bogota, D.C. Integrated Transport System - SITP”
EXECUTIVE SUMMARY REV. 27-04-2018 ETPLMB-ET19-L16.1-ITE-I-0001_R1
12
TECHNICAL STRUCTURING OF SECTION ONE OF BOGOTA METRO LINE ONE
On December 30, 2013, IDU and IV INGENIEROS CONSULTORES SUCURSAL COLOMBIA, signed Agreement No. IDU-2226 of 2013, in order to carry out the Environmental Impact Study consultancy for the construction and operation of the Metro Line One, stations, rail yards and maintenance shops, within the framework of the Bogota D.C. SITP. In addition, the IDU signed the Inter-Administrative Agreement No. 1880 of December 26, 2014 with Financiera de Desarrollo Nacional S.A., the structuring of the two (2) subsequent phases of the initial stage ("Transaction Design" and "Integral Structuring").
Through Inter-Administrative Agreement No. 1917 of 2014, the IDU, the National University of Colombia and the University of the Andes (Association Agreement No. 1917 of 2014), combined technical, human, administrative and financial efforts to generate inputs for the construction of the Bogota, D.C. Metro Line One, BML1, within the framework of the Integrated System of Public Transport - SITP.
On October 7, 2014, by means of Decree 425 of 2014, “District Decree 577 of 2013 was added, with the purpose of announcing the implementation of the Technical Connection Branch to the layout of the Bogota, D.C. Metro Line One Project ”within the framework of the Integrated System of Public Transport (SITP) in Bogota, D.C.
During 2015, the Nation and the District agreed to carry out a Value Engineering study, in order to seek cost savings and thus try to recover the financial viability of the project.
In 2016, SYSTRA carried out a comparative study of Alternatives1 to optimize the route. As a result of this study, the route of the BML1 in the northern section was modified and the typology changed from underground to elevated.
In document CONPES 3882 of 2017, the support of the National Government was declared to optimize the project and adjust it to the available budget.
Through Agreement 02 of 2017, the FIRST LINE OF THE BOGOTA SUBWAY (Inter-administrative Agreement No. 1880 of 2014) signed between Financiera de Desarrollo Nacional S.A. and the METRO BOG Consortium, made up of the Colombian company INGENIEROS CONSULTORES CIVILES Y ELECTRICOS S.A. INGETEC S.A. and the French company SYSTRA, in order to provide structuring, the technical structuring of Section 1 of the Bogota Metro Line was completed.
Document CONPES 3900 of 2017, declared the support of the National Government for the public transport system of Bogota, as well as the strategic importance of the First Line of the Bogota Metro Project - Section 1.
Finally, on November 9, 2017, the Nation-District Agreement was signed in which the financing amounts of each of the parties for the construction and operation of the First Line of the Bogota Metro were agreed upon.
1.3.2 Rationale Within the context of the project, the country strategy projected by the Government was associated with Competitiveness and Strategic Infrastructure, which are necessary to foster economic growth and human development derived from greater integration and connectivity between the territories and the Nation. Although the country has made considerable progress in this area in recent years, it still
1 Document PLMB-SYS-DYS-DOC-TOD-0300-0C-V5 concluded that the high option presented better results in terms of the risk and appeal of the PLMB. In addition, it was a better alternative to underground design from the
point of view of costs, time and construction risks.
EXECUTIVE SUMMARY REV. 27-04-2018 ETPLMB-ET19-L16.1-ITE-I-0001_R1
13
TECHNICAL STRUCTURING OF SECTION ONE OF BOGOTA METRO LINE ONE
has a significant amount of obsolete and unmaintained infrastructure, leaving it lagging behind the rest of the continent.
In response, the national government will make a huge infrastructure effort in the coming years continuing with the ambitious fourth generation (4G) concession transport infrastructure program.
Within the National Policy on Urban and Mass Transport - Monitoring, the National Government, through CONPES document 3368 of 2005, defined three important aspects: (i) a fiscal framework that guides the programming of the Nation’s contributions in the SITIM’s co-financing; (ii) the delegates of the Nation in the boards of directors of the managing entities established the responsibility of the Ministry of Transport in the monitoring of the SITM; and (iii) the eligibility criteria for the components of the system that are susceptible to co-financing by the Nation established that additional costs and costs deriving from litigation in the development of the work and implementation of the projects, shall be assumed by the territorial entities and not by the Nation.
In complementary fashion, the National Government, through Law 1753 of 2015, in article 31, established for the first time the possibility for territorial entities and the National Government to make investments at the pre-operational stage, in physical infrastructure and the acquisition of rolling stock for metro systems or interurban passenger rail transport systems, such as suburban train systems.
In particular, in Bogota’s case, January 2017, document CONPES 3882 was approved, Supporting the National Government’s mobility policy in the capital region of Bogota-Cundinamarca and declaring that Soacha Phase II and III of the Integrated Mass Transit System project was of strategic importance. The aims of this document were to specify the mechanisms and requirements necessary to materialize support from the National Government in the strategic projects that contributed to improving mobility in the Capital Region and, additionally, to identify projects susceptible to co- financing by the Nation: (i) the First Line of the Bogota Metro (BML1); (ii) the Western Regiotram; and (iii) the TransMilenio to Soacha, in its phases II and III, which were declared of strategic importance.
Along these lines, document CONPES 3900 of 2017 - National Government support for the public transport system of Bogota and the declaration of strategic importance of the Metro Line One project - Section 1, had as its aim the declaration of strategic importance of Project Section 1 of the First Line of the Bogota Metro (BML1), and support for the SITP with the feeder and complementary trunks, identified as susceptible to co-financing by the Nation in document CONPES 3882 of 2017 and ratified in document CONPES 3899 of 2017. With the need to complement this strategy and shape a single integrated public transport network, CONPES 3882 declared the extension of TransMilenio to Soacha phase II and III of strategic importance. In addition, it identified two projects that should technically strengthen their studies to meet the aim of the ten requirements to gain co-financing by the Nation.
CONPES 3899 updated and ratified the support for continuity in the implementation of mobility solutions for the Capital Region. Thus, the National Government recognized the progress made in the structuring of the projects prioritized by the Capital Region Bogota-Cundinamarca, as a strategic complement to the current integrated public transport network.
Population growth and the need to move people require constant innovation to generate mobility solutions that facilitate an efficient means of transport. The mobility conditions in city of Bogota are characterized by a public transport offer that is insufficient to meet the travel needs of its inhabitants. In this regard, in order to contribute to improving public passenger transport service conditions, the Environmental and Social Impact Study (EIAS) for the construction and operation of the First Line of the Bogota Metro (BML1), stations, rail yards and maintenance shops and other associated infrastructure for the city of Bogota D.C. was established under Agreement No. 002 of 2017 between Financiera de Desarrollo Nacional(FDN) and the MetroBog Consortium.
EXECUTIVE SUMMARY REV. 27-04-2018 ETPLMB-ET19-L16.1-ITE-I-0001_R1
14
TECHNICAL STRUCTURING OF SECTION ONE OF BOGOTA METRO LINE ONE
1.3.3 PROJECT CHARACTERISTICS
1.3.3.1 Description of the work
The main work of the project, due to its complexity and demand for resources, is divided into two groups. For the railway system: main designs, viaduct and stations, railway systems, rolling stock and tests. For complementary work, the following activities are prioritized: design, construction and adaptation of the rail yard and maintenance workshop, bridge Av. 68, BRT reconfiguration, road infrastructure reconfiguration, public space and urban planning. Other smaller work, such as access to stations and central control stations, may be carried out within the time limits of the main work.
Total project duration including detailed engineering is five calendar years from the start of the project. For the construction of the viaduct, six simultaneous working sections have been proposed, of approximately four kilometers in length, each with an independent launching beam. The work is organized in the following way: firstly, the preliminary activities including activities to be completed by third parties, detail project, acquisitions, adaptation of the rail yards and maintenance shops, anticipated network transfer and adaptation of the prefabricated works yard. Secondly, the work per section including: foundations, piles, panel assembly, stations, access modules, etc., and finally, commissioning tests.
The figure below shows the route of the BML1.
EXECUTIVE SUMMARY REV. 27-04-2018 ETPLMB-ET19-L16.1-ITE-I-0001_R1
15
TECHNICAL STRUCTURING OF SECTION ONE OF BOGOTA METRO LINE ONE
Figure 1.3 General Diagram for the BML1 Source: Prepared by Empresa Metro de Bogota - EMB
EXECUTIVE SUMMARY REV. 27-04-2018 ETPLMB-ET19-L16.1-ITE-I-0001_R1
16
TECHNICAL STRUCTURING OF SECTION ONE OF BOGOTA METRO LINE ONE
1.3.3.2 Operation Stage
The main actions of the operation stage are to satisfactorily meet the following goals: to efficiently adapt transport demand in trains and stations; to guarantee the safety of passengers, staff, equipment and infrastructure at all times; to provide high-quality service for passenger satisfaction and to be able to compete with private vehicles - cleanliness, speed, comfort, regularity, availability and continuity of public transport; to integrate the new line into the existing transport network. To this end, the different services that make up the Integrated Public Transport System of Bogota (SITP), in particular the Transmilenio BRT system, the main means of mass transit in the Colombian capital, should be considered and costs for users should be minimized.
1.3.3.3 Project Funding
The First Line of the Bogota Metro, BML1, will be developed through a DBOMT Agreement (Design, Build, Operate, Maintain and Transfer) but under a mixed financing modality. Empresa Metro de Bogota, EMB, will manage a financing package to pay the DBOMT Agreement Contractor a portion of the investments made during the construction phase. For its part, the DBOMT Contractor will make capital contributions and obtain financing resources to complete the investments and make the purchase of equipment and systems.
Since the BML1 is placed within the framework of the co-financed Nation-District of Bogota mass transit projects, the necessary resources for its completion correspond to 70% of the nation’s contributions as ordinary forecast budgets between 2020 and 2048, and 30% as Capital District resources as ordinary forecast budgets between 2018 and 2041.
The completion of all investments not directly developed by EMB will be the responsibility of the DBOMT Contractor. The DBOMT Contractor’s income shall be divided into two stages: Construction stage and operation and maintenance stage.
1.3.3.4 Estimated Project Cost
The CAPEX structure has been divided into four main sections: civil engineering, railway systems, rolling stock and other costs (the acquisition of real estate, Advanced Network Relocation - TAR, PMO management and auditing). In turn, these sections have been subdivided into other elements associated mainly with the type of work involved in each section.
The total CAPEX of the project amounts to 12.5 billion COP (Colombian Peso), costs that include BRT reconfiguration and mixed lanes along the metro line corridor, recovery of public space, metro stations, viaduct, railway systems, rolling stock, acquisition of real estate and Advanced Network Relocation (TAR).
Costs are distributed on civil works at 53%, 17% on real estate acquisition and TAR, 16% on railway systems, 11% on rolling stock and 3% on other costs (PMO and Inventory).
EXECUTIVE SUMMARY REV. 27-04-2018 ETPLMB-ET19-L16.1-ITE-I-0001_R1
17
TECHNICAL STRUCTURING OF SECTION ONE OF BOGOTA METRO LINE ONE
1.4 ANALYSIS OF ALTERNATIVES
In 2016, for the establishment of the BML1, Empresa Metro carried out a “Comparative Study of Execution Alternatives by Sections and Typologies for the Bogota Metro Line One (BML1), with the identification and quantification of savings that optimize profit”, developed by the SYSTRA company. Based on an initial project, the study compared various possible route alternatives and elevated or underground alignment, in order to identify a project option with the best overall valuations in transport, financial and environmental terms, among other variables.
The issue of the first metro line for the city has been a subject of discussion for decades, leading to several conceptual and definitional studies. The base option of the study for alternatives had been carried out in the Advanced Basic Engineering study for the BML1, completed in August 2015, leading to the design of the First Line of the Bogota Metro with completely underground infrastructure. This had to be revised due to its prohibitive costs, which rose due to the devaluation of the local currency and due to its construction risks.
The Environmental and Social Impact Assessment, EIAS, carried out for the BML1, contains a summary of the study for alternatives carried out by the SYSTRA company, which the Capital District considered in order to define the current project. All of the alternatives analyzed had a route that was quite similar to the original route, located between the Portal Americas station and the Calle 127 area, with the exception of a few specific local variants. The differences between the alternatives are mainly based on the construction process chosen and the sections identified for each type of construction process. The construction processes can be high type (viaduct) or underground type (tunnel with TBM or trench between screens).
The assessment of the seven alternatives included criteria such as environmental impact, construction process, urban landscape component, user experience, social benefits, financial aspects and risks. Within the environmental impact component, water sources, soil, landscaping, noise and vibrations were considered.
The evaluation of alternatives concluded that the viaduct alternative was the most appropriate as it presented the greatest profit for captured demand as well as improvements to the current network, line expansion facilitation, greater construction performance and fewer construction risks. As for the environmental impact, the chosen alternative has intermediate rating, with reduced impact on interferences with water bodies and debris generation, but with greater impact in terms of urban impact and noise, which can be mitigated, and the level is not considered large-scale or significant. The impact identified in the chosen alternative can be controlled, through management measures, which have been considered within the PMAS of the EIAS.
1.5 PERMITS REQUIRED AT DIFFERENT STAGES OF THE PROJECT
Listed below are the permits, authorizations and applications required for the various stages of the BML1 project:
EXECUTIVE SUMMARY REV. 27-04-2018 ETPLMB-ET19-L16.1-ITE-I-0001_R1
18
TECHNICAL STRUCTURING OF SECTION ONE OF BOGOTA METRO LINE ONE
Table 1.1 List of environmental permits required for the project
Stage Person in charge Requirement Entity of the procedure Building and Structuring Operation Construction Variation of the Bogota River X ZMPA (Zone Management and CAR EMB Environmental Preservation) Variation of the ZMPA in the X SDA EMB canals affected by the project Concept request to competent authority to carry out monitoring X MADS EMB and control in the rail yard and maintenance shop area. License for Archaeological Feasibility stage X ICANH Prospecting consultant Approval of Prospecting and Feasibility stage X Archaeological Management ICANH consultant Plan X Forestry resolution SDA Concessionaire José Celestino Landscape Design Review and X Mutis Botanical Concessionaire Approval Act Garden (JBB) - SDA Safeguard for the movement of X SDA Concessionaire wood The delivery of trees X JBB Concessionaire transferred to the JBB The delivery of trees planted at X JBB Concessionaire the JBB Safeguard for the movement of X SDA Concessionaire flora and trees
EXECUTIVE SUMMARY REV. 27-04-2018 ETPLMB-ET19-L16.1-ITE-I-0001_R1
19
TECHNICAL STRUCTURING OF SECTION ONE OF BOGOTA METRO LINE ONE
Stage Person in charge Requirement Entity of the procedure Building and Structuring Operation Construction Traffic Management Plan X X (PMT, according to its Spanish SDM Concessionaire acronym) Competent Environmental and Mining X Environmental Concessionaire licenses for material suppliers Authority Outdoor Advertising X X SDA Concessionaire Registration Vehicle Gas and Emissions X X SDA Concessionaire Certificate Local mayor’s X Authorization for night work Concessionaire offices Competent X Riverbed Occupancy Permit Environmental Concessionaire Authority Temporary Public Utilities and Public Utilities and X Concessionaire Amenities Connection Amenities Company Certification of Technical- X X Mechanical Inspection for Diagnostic Centers Concessionaire Vehicles. X X Dumping Permit SDA Concessionaire Competent X Final RCD Provision Environmental Concessionaire Authority Register as a RESPEL X X SDA Concessionaire Generator Compensation for building over X SDA Concessionaire green areas Department of Environmental X X Management Conformation SDA Concessionaire Register
EXECUTIVE SUMMARY REV. 27-04-2018 ETPLMB-ET19-L16.1-ITE-I-0001_R1
20
TECHNICAL STRUCTURING OF SECTION ONE OF BOGOTA METRO LINE ONE
Source: Created by the authors
1.6 BASELINE
1.6.1 Area of influence In the figures below, the BML1 project area of influence is shown, consisting of the physical, biotic and socioeconomic environments.
EXECUTIVE SUMMARY REV. 27-04-2018 ETPLMB-ET19-L16.1-ITE-I-0001_R1
21
TECHNICAL STRUCTURING OF SECTION ONE OF BOGOTA METRO LINE ONE
Figure 1.4 Area of influence of abiotic and biotic resources (biotic physicist) Source: Prepared by author
EXECUTIVE SUMMARY REV. 27-04-2018 ETPLMB-ET19-L16.1-ITE-I-0001_R1
22
TECHNICAL STRUCTURING OF SECTION ONE OF BOGOTA METRO LINE ONE
Figure 1.5 Area of influence socioeconomic resources Source: Prepared by author
EXECUTIVE SUMMARY REV. 27-04-2018 ETPLMB-ET19-L16.1-ITE-I-0001_R1
23
TECHNICAL STRUCTURING OF SECTION ONE OF BOGOTA METRO LINE ONE
The following aspects were considered when delimiting the biotic and abiotic environment areas of influence:
• Alteration of the composition and structure of flora and fauna communities • Riparian or round-strip protection of water bodies • Environmental preservation areas • Special management areas • Alteration of the physical, chemical and/or biological properties of the soil • Change in current soil use • Riverbeds crossing the route • Potential receptors and sensitive areas. For the delimitation of the area of socioeconomic influence, the factors defining the greater or lesser social impact are: physical proximity to the project area and the areas of operation, use and dependence on roads and infrastructure that will be used, removed or created in relation to the activity and the direct economic influence of the activities to be realized by the project.
In the table below, the total areas of influence of the different resources are presented.
Table 1.2 Areas of influence Areas of influence Area (Ha) Area of Direct Influence Physical and Biotic 211.6 Resources Area of Indirect Influence Physical and Biotic 3,034.1 Resources Area of Direct Influence Socioeconomic Resources 838.7
Area of Indirect Influence Socioeconomic Resources 20,034.3
The geographical location of some activities and work associated with the project that are part of the project’s area of influence may be adjusted during the detailed design phase. This study has identified the most suitable areas for sources of construction materials, the disposal of construction and demolition waste and the prefabrication plant. The final selection of the site/supplier will be approved by EMB, subject to compliance with the environmental and social criteria established in this EIAS.
1.6.2 Aspects related to physical resources
1.6.2.1 Geology and geomorphology
This numeral describes the geological units for both the indirect and the direct area of influence.
The Bogota savanna is formed by a fluvial-quaternary lake deposit of approximately 400 m, resting unevenly on a sequence of sedimentary rocks from the Cretaceous and Tertiary (Paleogene and Neogene) ages. The rocks of the basement spontaneously emerge throughout its mountain range. In the central and southern sectors of the city of Bogota, in the hills bordering the eastern and southern Bogota savanna, there are rocks from the Upper Cretaceous, Paleogene and Neogene Cretaceous ages, differentiated in the Hard Sandstone, Plaeners, Labor-Tierna, Guaduas, Cacho, Bogota, Regadera and Usme formations. The area corresponding to the flat surface of the Bogota savanna, is developed on differentiated quaternary deposits at Complejo de Conos, Formación Sabana, Floodplain Deposits and Colluvium Deposits.
EXECUTIVE SUMMARY REV. 27-04-2018 ETPLMB-ET19-L16.1-ITE-I-0001_R1
24
TECHNICAL STRUCTURING OF SECTION ONE OF BOGOTA METRO LINE ONE
According to the general guidelines of the Proposal for the Standardization of Geomorphological Cartography in Colombia (Carvajal, 2011, a publication of the Colombian Geological Service), which are followed for the description of the geomorphological aspects of the project’s area of indirect influence, it is located in the morpho-structure corresponding to the Eastern Cordillera, in the geomorphological province known as the Cundinamarca-Boyaca High plain, in the savanna region of Bogota. The general and specific information on the geological and geomorphological attributes of the Bogota savanna is detailed in Chapter 5, Sections 5.2.1.2 and 5.2.1.3.
1.6.2.2 Surface hydrology and surface water quality
The city of Bogota is framed within three large water sources that basically divide it into three drainage basins: Salitre, Fucha and Tunjuelo, each with distinct levels of urban development, due to the high potential for intervention and the anthropic aspects of large cities, it can be concluded that these water bodies present generalized conditions of deterioration and intervention, as well as contamination by the presence of domestic and/or industrial wastewater. The general and specific information on the hydrological attributes of the Bogota savanna is outlined in detail in Chapter 5, Section 5.2.1.13
The BML1 route passes through canals, collectors and interceptors as shown in the following table (chapter 5, item 5.2.1). In the case of the canals, it is necessary that the crossing locations do not interfere with the courses of these bodies of water.
Table 1.3 BML1 canal crossings, collectors and interceptors No Name of the network Location Drainage type 1 Cundinamarca Channel Av. Ciudad Villavicencio (AC 43 S) with KR 100 Permanent Av. Ciudad Villavicencio (AC 43 S) from Av. Ciudad de Cali (AK 86) Intermittent 2 Tintal II Channel to KR 100 3 Río Seco Channel Av. Primera de Mayo with KR 51 Permanent 4 Albina Canal Av. Primera de Mayo with KR 39 Permanent
CL 12A S from Av. Jorge Gaitán Cortés (KR 30) to Av. Ciudad de Permanent 5 Río Fucha Channel Quito (NQS)
6 Arzobispo Channel Av. Caracas with DG 40A Bis Permanent Av. Ciudad Villavicencio (AC 43 S) from Av. Primera de Mayo to KR Intermittent 7 Pastrana Collector Group 1 80D Av. Primera de Mayo from CL 38B S to Av. Ciudad Villavicencio Intermittent 8 Pastrana Collector Group 2 (AC 43 S) 9 Qda. Interceptor Las Lajas Av. de la Hortua (CL 1) from KR 13A to KR 18 Permanent 10 Street Collector 3 Av. Caracas with CL 3 Permanent 11 Comuneros Interceptor Av. Caracas with Av. Los Comuneros (CL 6) Permanent 12 Street Collector 22 Av. Caracas with CL 22 Permanent 13 Galerías Collector Av. Caracas with CL 55 Permanent 14 Sears Collector Av. Caracas with CL 59 Permanent 15 Las Delicias Collector Av. Caracas with CL 61A Permanent 16 La Vieja Interceptor Av. Caracas with CL 69 Permanent
1.6.2.3 Hydrogeology
EXECUTIVE SUMMARY REV. 27-04-2018 ETPLMB-ET19-L16.1-ITE-I-0001_R1
25
TECHNICAL STRUCTURING OF SECTION ONE OF BOGOTA METRO LINE ONE
The hydrogeological study of the BML1 includes the definition and description of the types of aquifers, the identification of recharge and discharge areas, groundwater flow direction and hydro- geochemistry characterization, the determination of piezometric levels throughout the BML1, the definition of connections between aquifers and superficial water sources, the definition of the aquifers which would be affected by works along the BML1 as well as the vulnerability of these aquifers to contamination due to construction and operation.
This study was carried out with hydrogeological information from the Bogota Savanna which includes, among other things, descriptions of the aquifers, the definition of recharge and discharge areas, flow directions, quaternary aquifer hydraulic parameter values and the hydro-geochemical characteristics of the groundwater. General and specific information pertaining to the Bogota Savanna’s hydrogeological attributes are precisely detailed in Chapter 5, item 5.2.1.16
As a general conclusion, one may presume that the fluvio-lacustrine backfill of the Savanna comprises a great superficial, open and partially confined aquifer, with little information available relative to the connections between its distinct layers.
1.6.2.4 Climate, air quality, noise levels and vibration
1.6.2.4.1 Climate
With regards to the climatic variables analyzed during the present study, these were found to be in accordance with the national environmental requirements and regulations. The data and information analyzed come directly from the entities which were officially created to perform this activity, such as the Institute of Hydrology, Meteorology and Environmental Studies - IDEAM; the Aqueduct and Sewage Company of Bogota. EAAB and the Secretary of State for the Environment - SDA. The variables analyzed correspond to: precipitation, temperature, sunshine, relative humidity, evaporation, pressure, cloudiness, dew point, vapor pressure, wind direction and speed, as well as solar radiation.
Listed below are the main results obtained from the records of the weather stations in Bogota: - January is the month which records the greatest number of hours of sunshine. - The periods of the year with the most precipitation correspond to March-May and October- November. - The maximum temperature was recorded during the month of February and the minimum temperature during the month of January. - The highest wind speed value was recorded during the month of August in the south-western area of Bogota.
Detailed information can be found under item 5.2.1.18.2.
1.6.2.4.2 Air quality
To study the current state of the air quality within the project’s area of influence, an air quality monitoring network, comprising 18 stations and working for a period of 18 days, was installed. The parameters measured included particles no greater than 10 microns (PM10), particles no greater than 2.5 microns (PM 25) sulfur dioxide (SO2), carbon monoxide (CO) and nitrogen dioxide (NO2).
Additionally, in Chapter 5, Item 5.2.1.20, the modeling scenarios for each one of the project’s phases (construction and operation) were defined; these were initially developed from the identification of the processes or activities of the project which were susceptible to the generation of atmospheric emissions. For such, the duration of each one of the project phases as established by the Metro
EXECUTIVE SUMMARY REV. 27-04-2018 ETPLMB-ET19-L16.1-ITE-I-0001_R1
26
TECHNICAL STRUCTURING OF SECTION ONE OF BOGOTA METRO LINE ONE
Company of Bogota, was considered. The following modeling scenarios were defined from the aforementioned:
• Scenario 1 - Baseline: Simulation of the dispersion of gases and particles during a normal period (no project) within the area of study, considering only the traffic-based emissions measured during 2017.
• Scenario 2: Construction (critical): Simulation of the dispersion of gases and particles emitted during the execution of the construction activities which characterize the project (day and night shifts), considering all simultaneous work fronts (Rail Yard and Maintenance Shop, Stations and Overpass) regardless of the time of implementation of the activity, with the modeling of the most unfavorable conditions.
• Scenario 3: Operation of the project: Considering that the metro operation mechanism does not generate any type of atmospheric emission, this scenario simulates the dispersion of gases and particles onto the project corridor considering only traffic-based emissions foreseen within the area of study. The simulation was run based on the average growth rate of the city of Bogota.
For each scenario, modeling was performed under the least favorable conditions possible for each stage of the project, considering the implementation of the activities in a simultaneous manner for the entire layout.
Towards the purpose of simulating the dispersion of PM10, PM2.5, CO, NOX, SOX and COV, and to determine the concentration at specific points of the BML1’s extension with regards to the separate phases of the project, modeling was performed using the AERMOD Gaussian software, which is endorsed by the EPA (United States Environmental Protection Agency) and by the Ministry of Environment and Sustainable Development.
Certain criteria were taken into consideration for the installation of the air quality measurement stations, such as the presence of neighboring communities, the wind rose (wind direction and speed), the location of the infrastructure to be built and the topographical conditions. The main measurement results were as follows:
• Concentrations of particle-based PM10 materials are below the required permissible limits and are in accordance with the limits established in Resolution 610 of March 24, 2010, of the MAVDT.
• The highest PM10 concentration levels of all eighteen stations were recorded during the following days: day four (4) at the Calle 45 station (99.80 µg/m3), day ten (10) at the NQS station (99.65 µg/m3) and day one (1) at the Portal America station (97.16 µg/m3).
• When comparing the average values of the consolidated data obtained with the annual standard of 50 µg/m3, it was noted that five (5) of the eighteen (18) stations were over the annual permissible limit; nevertheless, it should be highlighted that these concentrations are only compared in an indicative manner, so as to establish a pattern for the air quality during the time of the year considered and also to determine the percentage for reduction or increase with regards to the standard.
• 98.8% of the concentration values for particle-based PM2.5 materials do not exceed the daily air quality standard established in Resolution 610 of 2010 (50 µg/m3) of the MAVTD (currently
EXECUTIVE SUMMARY REV. 27-04-2018 ETPLMB-ET19-L16.1-ITE-I-0001_R1
27
TECHNICAL STRUCTURING OF SECTION ONE OF BOGOTA METRO LINE ONE
MADS). Only four (4) values (1.2%) exceed the standard, and these were recorded at stations Portal America (75.78 µg/m3 on day 1), NQS (57.65 µg/m3 on day 10) and Hospitals (57.80 µg/m3 and 58.99 µg/m3 on days 1 and 2 respectively).
• When comparing the annual standard concentration (25 µg/m3) defined for PM2.5 with the average values of the obtained consolidated data, it was noted that six (6) of the eighteen (18) monitoring stations were over the annual permissible limit. These stations are: Rail Yard and Maintenance Shop (31.00 µg/m3), Portal Américas (38.06 µg/m3), Kennedy (28.63 µg/m3), Avenida Boyacá (29.02 µg/m3), NQS (28.11 µg/m3) and Hospitals (34.38 µg/m3). However, these concentrations are only compared in an indicative manner, so as to establish a pattern for the air quality during the considered time of the year and also to determine the percentage for reduction or increase with regards to the standard.
• The concentration values of NO2 and SO2 obtained at the eighteen monitoring stations did not exceed the daily standard values (150 μg/m3 for NO2 and 250 μg/m3 for SO2) and are therefore in accordance with the limits established in Resolution 610 of 2010 of the MAVTD (currently MADS).
• The values corresponding to the average hourly concentrations of CO obtained at each one of the eighteen stations did not exceed the hourly standard of 40,000 μg/m3 established for CO in Resolution 610 of 2010.
• In accordance with the area’s air quality conditions, which were measured during the collection period, it was observed that 72% (233 of 324 registrations) of the estimated values corresponded to the green color strip, which represents “Good Air Quality”, and 28% (91 of 324 registrations) of the values corresponded to the yellow color strip which represents “Moderate Air Quality”. This representation indicates that the current risk to the health of the communities within the study area, due to the quality of the air, is low to non-existent.
• The Portal America station demonstrated the largest values in terms of quantity (17 of 18 records) relative to the “Moderate Air Quality ”category. Of the other hand, all the values concerning the Santander station (18 records) were classified under the “Good Air Quality ” category.
• The present study determined that the ICA value calculated for the PM10 parameter within the project area yields a classification between “Good Air Quality ”and “Moderate Air Quality”. This, when compared with the ICA value of 2016 presented in the “ANNUAL REPORT REGARDING THE AIR QUALITY IN BOGOTÁ2 ”elaborated by the Air Quality Monitoring Network of Bogota, is consistent with this classification.
Air quality modeling:
• For all simulated scenarios, the concentration values foreseen for the discrete receivers in accordance with the dispersion model for the activities which would take place during the project, show compliance with the air quality standards established for nitrogen dioxide (NO2), sulfur dioxide (SO2) and carbon monoxide (CO) during the different applicable exposure periods; the air quality measurement information led to considering annual residual concentrations (indicative) for the pollutants PM10, PM2.5, NO2, SO2 and CO.
• The emissions of particle-based materials (PM10 and PM2.5) regarding the Operation and Construction scenarios surpassed the annual and 24-hour normative standards at the
2 AIR QUALITY MONITORING NETWORK IN BOGOTÁ. (RMCAB). ANNUAL REPORT REGARDING THE AIR QUALITY IN
BOGOTÁ. 2016. Page 97
EXECUTIVE SUMMARY REV. 27-04-2018 ETPLMB-ET19-L16.1-ITE-I-0001_R1
28
TECHNICAL STRUCTURING OF SECTION ONE OF BOGOTA METRO LINE ONE
stations of Portal America, Kennedy, Av. Boyacá and Hospitals, with equivalent increments between 14% and 74%.
• In accordance with the obtained results, the maximum simulated concentrations for the Baseline Scenario relative to the concentrations obtained during the monitoring campaign for an exposure interval of 24 hours represented a deviation less than or equal to 22% for PM10 and 58% for PM2.5, thereby representing a reliability between 50 and 78%.
• Gas emissions in the baseline obtain the highest concentrations in the NQS, Santander and Hospitals sectors while the contribution of air quality modeling is different for each pollutant; in the case of NO2 the largest contribution is in Santander with 26.8%, for SO2 in Hospitals with 2.66%, CO has 94.2% at Avenida 68 station and finally the VOC is not comparable to air quality because it is expressed as BTX.
• Scenario 3 (operation) shows the modeling results where the highest inputs are presented at the NQS station for particulate matter, gases (NO2, SO2 and VOC) at the Hospitals station and CO in Santander.
• The atmospheric emissions obtained in the models of the three scenarios are mainly attributed to external sources, i.e. to vehicular traffic in the study area.
• For the gases (NO2 and SO2) the results with the inclusion of background concentration do not exceed the standards set out in resolution 610 of 2010.
• Emissions of particulate matter and gases generated by vehicular traffic and project activities have a major influence on the stations at Kennedy, Avenida 68, Hospitals and Calle 52.
• During the construction stage of the project, it is recommended to continue with a second dispersion model and an air quality monitoring campaign; this will allow for air quality to be checked and air emission control and mitigation measures to be implemented during the construction stage, such as regulatory compliance.
1.6.2.4.3 Noise
An environmental noise monitoring campaign was carried out during the day and night for a working day and a Sunday during the day at 18 points, selected according to the sensitive areas (inhabited areas) and land use classification, through which the route of the BML1 is intended to pass (Chapter 5, Section 5.2.1.21). The measurements were carried out by the K2 INGENIERIA S.A.S. laboratory, which is accredited by IDEAM, as required by current environmental regulations.
The sectors were then identified according to the noise levels defined in Resolution 627 of 2006.
EXECUTIVE SUMMARY REV. 27-04-2018 ETPLMB-ET19-L16.1-ITE-I-0001_R1
29
TECHNICAL STRUCTURING OF SECTION ONE OF BOGOTA METRO LINE ONE
Figure 1.6 Sectors by permissible sound pressure level - BML1 Route Source: Prepared by author
EXECUTIVE SUMMARY REV. 27-04-2018 ETPLMB-ET19-L16.1-ITE-I-0001_R1
30
TECHNICAL STRUCTURING OF SECTION ONE OF BOGOTA METRO LINE ONE
The results obtained from this monitoring campaign were presented according to the classification of sectors and sub sectors assigned for each of the points evaluated, concluding the following:
• The point classified as sector D, rural use areas: P1_Workshop has levels higher than the maximum permissible values established by Resolution 627 of 2006: The highest value was presented on Sunday during the day. The sources that were identified in the field for this point were: Birds chirping, insect noises, dogs barking, planes flying overhead and vehicles passing by.
• The points classified as sector D, Tranquility and Silence: P4_Kennedy and P11_Hospitals show that the results obtained during the monitoring day were not in accordance with the standards of Resolution 627 of 2006.
• The points classified as sector C restricted intermediate noise had levels above the maximum limits allowed by resolution 627 of 2006 (75 dB during the day and 70 dB at night) for most of the points. For this sector, the points maintain a similar trend, which concludes that the noise conditions are not variable in the area. The main source of noise generation is vehicles passing on main roads and commercial activities. This shows that in the area classified in sector C, continuous commercial activity remains the sector that leads to a constant flow of vehicles through the main roads of the area of influence, making a considerable noise contribution.
• The points classified as sector B Tranquility and Moderate Noise, mostly points located near universities and residential areas, show the highest number of compliance with the maximum limits allowed by resolution 627 of 2006 (70 dB during the day and 55 dB at night).
• Based on the results, the stations with high noise levels that greatly exceeded the maximum permissible levels established by environmental regulations were those located in residential areas, namely the P2_Portal Las Americas, P11_Hospitales and P13_Calle 45, stations, where the noise levels remained close to 74 dB(A). This shows that these level values were caused by the sound energy provided by the constant flow of vehicles more than by airplanes.
• The point classified with rural land use also showed excess noise due to the high restriction established by Resolution 0627 for rural areas and because aircraft takeoffs are near this point.
• The stations located in residential areas showed greater compliance in the daytime - ordinary schedule; however, in the night-time schedule, all presented levels exceeding the permissible standard for this schedule. Moreover, when comparing the levels obtained by these stations, it can be deduced that the excess noise levels could possibly have been caused by sources totally inherent to the area, such as vehicles, people and commercial establishments that contribute to the increase in sound energy and ultimately to surpassing permissible limits.
Subsequently, in order to identify and estimate the noise contributions (Ld, Ln and Ldn) generated by the First Line of the Bogota Metro (BML1) project’s area of influence, the noise modeling in the area of influence was developed under three modeling scenarios (baseline, construction and operation) in the three phases of the project. The software used to perform the noise propagation prediction was CadnaA version 2017 (64 Bit) (build: 159.4707), DataKustik GmbH.
The modeling results for each of the scenarios are:
EXECUTIVE SUMMARY REV. 27-04-2018 ETPLMB-ET19-L16.1-ITE-I-0001_R1
31
TECHNICAL STRUCTURING OF SECTION ONE OF BOGOTA METRO LINE ONE
• Having analyzed the results of the noise model for the baseline scenario, it can be concluded that the points generating the highest noise levels are identified as Calle 52, Calle 45, Hospitals and Portal Americas. These were between 55 and 80 dB(A). It should be noted that there are nearby sources of vehicular traffic around these areas, which are possibly cataloged as major sources of noise generation in the project’s area of influence.
• In the project construction scenario, the area of influence with noise levels greater than 35 dB(A) up to 75 dB(A) during the day would correspond to the road route through which the Bogota metro will operate. Within this area of influence, there may be some affected dwellings closer to the project.
• According to the results of the scenario (iii) Project Operation, it was evident that the noise contributions caused by the metro would not represent a significant contribution with respect to the other modeled scenarios. It is important to highlight that with the three indicators evaluated (Ld, Ln and Ldn), the contribution levels of the meter operation would not exceed 65 dB(A).
• With the results of the contributions that group the background noise, the levels that could be shown for the two projected scenarios were made known, including levels from 50 dB (A) to over 80.1 dB (A). The maximum levels were found in the receptors called Portal de las Americas, NQS, Hospitals that are close to Avenida 43 and Carrera 14 with Calle 10 to 76, including the route for the first line of the Bogota metro. It should be noted that the results presented are indicative, so measurements of environmental noise may vary from hour to hour, or from day to day at the same location. However, these values can be considered for an indicative assessment of the possible noise levels that would occur at each location.
• Concerning the land use conflict, this would be presented at the construction scenario during the daytime period at the workshop, Portal America, Avenida Boyaca, Rosario, Calle 45 and other places. During the night-time period of the operation scenario, it would be presented between the Rosario and NQS sites. These conflicts were determined based on the results of the model and the environmental noise thresholds established by Resolution 0627 of 2006.
• Finally, the conclusion drawn is that in the three scenarios evaluated the main source of noise generation is road traffic, corroborating the point that the operation of the metro does not provide significant noise levels. However, it is necessary to highlight the increase in noise levels that could occur from one operating scenario to another, mainly in the sectors known as workshop, Calle 45 y 52, Portal America and Villa Blanca.
• Regular noise measurements closer to reality are recommended to refine the model and obtain more accurate results. It is likewise important to carry out an adequate characterization of the noise generating sources, to complement and identify the areas with the greatest impact and to identify the types of existing sources, so as to determine which are the most relevant.
• Additionally, during the construction stage of the project it is recommended to continue with a second noise model, which will allow for the noise emissions to be checked and the control and mitigation measures to be implemented during the construction stage, such as regulatory compliance.
1.6.2.4.4 Vibration
EXECUTIVE SUMMARY REV. 27-04-2018 ETPLMB-ET19-L16.1-ITE-I-0001_R1
32
TECHNICAL STRUCTURING OF SECTION ONE OF BOGOTA METRO LINE ONE
Vibration monitoring was carried out in the study area of the First Line of the Bogota Metro (BML1) project to establish a baseline of the current vibrations along the corridor that would enable the impact to be established during the construction and subsequent operation of the First Line of the Metro (Chapter 5, Section 5.2.1.22). It is important to mention that at the baseline in some sectors, the vibration levels are in the ranges of perceptible and easily perceptible to people.
The specific scope of vibration characterization activity in the study area includes:
• Characterizing acceleration levels in the spectrum at frequencies of interest (1Hz to 100Hz), for different motion components, to determine in terms of acceleration units and speed of natural and environmental vibrations on the houses currently within the project’s area of influence.
• Characterizing the vibration levels associated with the current traffic on the roads making up the study corridor and thereby establish the baseline project characteristics to estimate the relationship with the construction and operation stages on the AID.
The methodology established for the vibration study was developed taking the following activities into account:
• Evaluation of vibration levels in their natural state, in reference areas such as source, propagation zones, receivers and (current) pathways.
• Consolidation of results, analysis of information and the projection of impact on the properties selected as being of environmental interest, by means of mathematical calculations.
Estimation of effects during project construction
The construction activities generating the highest levels of vibration correspond to the use of explosives for rock excavations or the driving of foundation elements (piles) or containment (sheet piles). In the development of the First Line of the Bogota Metro, there are no plans to implement activities involving the use of explosives or the driving of steel or concrete elements, thereby minimizing any type of impact due to vibrations. It is foreseen that the deep foundations necessary for the foundation of the viaduct and the stations will be developed with pre-excavated piles, a technique that as defined by the English standard BS7385-2 (1993) is a pile construction methodology generating low levels of vibration and that, only in the case of the installation of long steel liners, could generate levels of vibration that could be characterized as intense for people and with the capacity to generate some impact on structures.
Even in the case that the vibrations associated with the construction process produce values of 1 mm/s (a much higher value than the vibration levels associated with the construction of pre-dug pilings), the vibration levels in the area of the rail corridor platforms will be below the threshold of 7.6 mm/s. Furthermore, as the following figure presents, even at the point with the highest vibration level (Historic Center), the effect of an additional vibration of 1 mm/s will not change the classification of vibration levels.
It is noted that the value of 1 mm/s is considered a higher vibration level than expected for the construction of the viaduct and stations that make up the First Line of the Bogota Metro, according to a conservative analysis.
Additionally, another possible source of vibrations during the construction stage is the heavy vehicle traffic required to move the land associated with the project. The vibration levels that may be
EXECUTIVE SUMMARY REV. 27-04-2018 ETPLMB-ET19-L16.1-ITE-I-0001_R1
33
TECHNICAL STRUCTURING OF SECTION ONE OF BOGOTA METRO LINE ONE
introduced by the heavy vehicle traffic are characterized as minor or equal to those that the TransMilenio traffic may generate, and they are limited and controlled by the Traffic Management Plan (PMT).
Figure 1.7 Effect of additional vibrations of 1 mm/s PGV during construction. Source: Universidad de los Andes (2001).
Estimated Effects During the Project's Operation
The shape of the supports and connectors of material surrounding the structure of the viaduct and the metro stations minimize the vibration effects by having elements that dissipate energy in the rail or track connections of the rolling stock and the Metro structures. The figure below demonstrates the maximum vibration limits that can be generated during the Metro's First Line project. On that basis, no vibration impact during the project’s operation is identified that could affect the structures.
EXECUTIVE SUMMARY REV. 27-04-2018 ETPLMB-ET19-L16.1-ITE-I-0001_R1
34
TECHNICAL STRUCTURING OF SECTION ONE OF BOGOTA METRO LINE ONE
Figure 1.8 Vibration levels expected at the foot of the Metro pier.
As previously mentioned, it is not expected that the vibration levels throughout the corridor of the First Line of the Metro should be modified in a significant way during the construction and operation stages of the project. For this reason, no potential for structural effects is identified.
The figure below shows that the levels of acceleration recorded at the point representing the highest vibration levels are much lower than the requirements by Decree 523 of 2010 for the seismic design of structures.
Figure 1.9 Spectrum of response comparison
1.6.2.5 Landscape
The landscape of the BML1 is strictly urban, and in that, the perception of the surroundings is not focused on the physical characteristics of the environment in which human beings live. Rather, it is focused on the social component, and mainly on social relations, including a significant rating of these elements and those that are important for the well-being and habitability of the region —mainly in areas with obvious modifications to the environment and in uncommon natural elements, such as occur in rural landscapes.
The urban landscape is assessed from six elements: contact with nature, aesthetic preference, recreation, social interaction, civic participation, and community identity (Matsuoka & Kaplan, 2008). For the characterization of the visual quality over the project area, these elements were assessed and specialized according to the results obtained by social characterization and tours through the area of study. The definition of these elements is presented below:
• Contact with nature: related to the presence of local, zonal, or city parks and urban reserves, and the ability to access them. Also included in this category are the presence of trees and
EXECUTIVE SUMMARY REV. 27-04-2018 ETPLMB-ET19-L16.1-ITE-I-0001_R1
35
TECHNICAL STRUCTURING OF SECTION ONE OF BOGOTA METRO LINE ONE
urban gardens, since modifications made to the environment are reduced at the aesthetic level.
• Aesthetic preference: corresponds to those elements defined by human perception through the intrinsic beauty of earth forms, such as the presence of historical and architectural resources of significant importance, the presence of trees or gardens, and in some cases natural coverings or rocky outcroppings.
• Recreation: refers to the availability of green areas and parks in which the residents can interact with their families. City parks, zonal parks, and local parks present an area of influence in this case.
• Social interaction: the tie or bond that exists between people and which are essential for a group. Without it, society will not function. Social relationships and ways of interacting are not limited to the familial environment; it also includes work or political relationships, or those associated with a specific place, as well as educational centers, etc.
• Civic participation: Civic participation is a combination of mechanisms so that a population can agree on government decisions in an independent manner without a need to form part of the public administration or a political party. For this present study, this information is related to the presence of groups and organizations that interact among themselves with the purpose of arriving at a common goal —in this case, the well-being of the community where they live.
• Community identity or sense of belonging: this is defined as the satisfaction a person feels as a member of a group, which is characterized and distinguished from others by its traditions, preferences, or knowledge.
On the basis of the previously identified elements, an analysis was competed according to the division made in the socioeconomic component for a route in six (6) zones. The figure below presents the results of the landscape assessment by the BML1.
EXECUTIVE SUMMARY REV. 27-04-2018 ETPLMB-ET19-L16.1-ITE-I-0001_R1
36
TECHNICAL STRUCTURING OF SECTION ONE OF BOGOTA METRO LINE ONE
Figure 1.10 Distribution of visual quality for the BML1. Source: Prepared by author
EXECUTIVE SUMMARY REV. 27-04-2018 ETPLMB-ET19-L16.1-ITE-I-0001_R1
37
TECHNICAL STRUCTURING OF SECTION ONE OF BOGOTA METRO LINE ONE
The quality of the landscape and scenery without the project present in the Metro project's area of influence has infrastructure in the public space, which is deteriorated in a large part of the corridor and is non-existent in some cases. Likewise, insecure pedestrian crossing points without infrastructure were identified, and, for the most part, did not include a bikeway system.
A tendency toward increasing deterioration of infrastructure is observed, since there are no contingent projects for improving the infrastructure of pedestrian or vehicular mobility, and there is no cycle infrastructure.
1.6.3 Aspects relating to the biotic environment
1.6.3.1 Principal Ecological Structure
Derived from the cartographic revision and verification of the National System of Protected Areas, the Environmental Information System of Colombia obtained the following with respect to crossings in the areas of influence with protected areas and Principal Ecological Structure (EEP) areas.
Neither the AID nor the AII cross National or Regional Natural Parks, National or Regional Integrated Management Districts, Land Conservation Districts, or Natural Reserves of Civil Society.
Neither the AID nor the AII cross Proposed New Areas and Expansions of National Natural Parks, Final Subtractions, National Protected Forestry Reserves, areas cataloged as Reserves by Law 2 of 1959, nor with Ramsar Sites.
In the Area of Direct Influence (AID), the project has components and elements of the Principal Ecological Structure - EEP, that is to say: Ecological corridors, river setbacks, and Environmental Management and Protection Zones (ZMPA). In the AID of the project, 85.25 ha belong to the EEP, of which 42.80 ha are in ecological corridors, 6.02 ha are in river setbacks, and 36.43 ha are in ZMPA, as demonstrated in the following table:
EEP Element / Name Area (ha) Ecological Corridor 42.80 Albina Channel 0.20 Arzobispo Channel 0.19 Cundinamarca Channel 41.11 Fucha or San Cristobal River 1.30 River Setback 6.02 Rio Seco Channel Sector 1 0.07 Tintal II Channel 5.78 Bogota River 0.17 ZMPA 36.43 Rio Seco Channel Sector 1 0.11 Tintal II Channel 5.01 Bogota River 31.31 Total 85.25
EXECUTIVE SUMMARY REV. 27-04-2018 ETPLMB-ET19-L16.1-ITE-I-0001_R1
38
TECHNICAL STRUCTURING OF SECTION ONE OF BOGOTA METRO LINE ONE
In the AII, there is one District protected area (La Vaca Wetland), four ecological corridors, four river setbacks, and four ZMPA zones. There will be no construction or activities related to this project in the La Vaca Wetland. It is important to mention that this wetland has been invaded by illegal landfills and an accumulation of sediment that has caused a significant decrease in its water storage capacity. In PMAS, methods have been included for preventing any affectation on the La Vaca Wetland, according to the established guidelines in the Environmental Management Plan of the Aqueduct Business of Bogota and corresponding to the Environmental Secretary of Bogota, its security and protection. It is important to mention that the La Vaca Wetland is not cataloged as a Ramsar wetland.
The Workshop and Technical Line are located within the area designated as a Bogota River Management and Preservation Zone (ZMPA) - referred to in articles 109 and 110 of District Decree 190 of 2004 (Land-Use Plan). A modification of said ZMPA needs to be made to introduce the workshop in this area. In this regard, the EMB requested a modification of the Bogota River ZMPA from CAR, which is the environmental authority for the Bogota River. An administrative act will be pronounced indicating the ZMPA change, as well as the necessary lineaments and environmental protection measures.
The characterization and current state of each of these areas is found in chapter 5.2.2: Biotic Baseline
1.6.3.2 Vegetation
In accordance with the requirements established by each Competent Environmental Authority with jurisdiction over the project area (CAR and SDA), a forest inventory was completed for 100% of the project’s Area of Direct Influence, including the El Corzo property; this being established for construction and operation of the workshop. Within the silviculture evaluation completed for each individual tree, the total was taken for dasymetric variables, physical state, sanitation, reasons for intervention, and location requested in the “Form for collection of individual silvicultural information ” by the District Environmental Secretary. The individuals inventoried were marked in the field with yellow oil paint.
In the case of the silviculture evaluation completed for individuals located on the El Corzo property, photographic records and dasymetric variables were taken for each individual for which permission will be given for forestry land use for trees isolated before the CAR, without fulfilling requirements to obtain predetermined formats.
As a result of the silviculture evaluation completed in the biotic AID of the project, a summation of 3,229 individual trees, bushes, and palms was obtained. In the relatively large number obtained, two abundant species stand out before the total group: in first place, the Caucho Sabanero (Ficus soatensis) with 17% and the Peruvian Pepper Tree (Schinus molle) with 16% of the total inventory. The forestry inventory completed in the property set aside for the workshop, generated an evaluation of 58 individuals distributed among 6 species, of which the dominant species is the Japanese Acacia (Acacia melanoxylon) with 44 individuals.
Of all the individuals inventoried, and in agreement with the regulations, 91 individuals from 4 species which present regulation restrictions were identified within the corridor, of which none will be cut down.
The non-woody vegetation is spread through the green areas along the length of the BML1 corridor. The Kikuyu (Pennisetum clandestinum) species of grass dominates the grassy covering. The inventory produced gives a total of 247,742 m² of green areas distributed in 12 constituent elements of public use space. The totality of the green spaces inventoried is calculated to have a hardening of 138,824 m².
1.6.3.3 Fauna
EXECUTIVE SUMMARY REV. 27-04-2018 ETPLMB-ET19-L16.1-ITE-I-0001_R1
39
TECHNICAL STRUCTURING OF SECTION ONE OF BOGOTA METRO LINE ONE
More important results are shown in regard to the studies that characterize the fauna in the area influenced by the project. To clarify, the studies are oriented towards a group of birds because they are the best representation in urban areas given their characteristics of movement, adaptability, and ability to grow in this environment. Similarly, these characteristics define this group as a good indicator of the terrestrial ecosystems in the middle of urban areas and areas that are changed because of the urban infrastructure characteristics.
The Bogota savanna depends on approximately 18 orders of birds with an average of 50 families that are related to approximately 269 species and sub-species. (This includes two extinct species.) Of these species, around 100 live permanently in the city of Bogota and a fourth of these are migratory birds. These birds use the habitat resources and available vegetation coverage in parks, wetlands, the botanical garden, road corridors, canals and ravines, public trees, as well as other green areas in the city which includes private gardens. (Zerda 1992, Molina & Osorio 1996, Molina et al., 1997, ABO & CAR 2000 y Andrade & Benitez 2005).
While monitoring the group of birds in the AID of the project, they registered 28 species of birds that belong to nine orders and nineteen families. The most represented order, in regard to the families in question, is Passeriformes (passerines, perching birds, song birds) which has nine families present. The eight remaining orders are represented by one or two species.
The registers stand out with species that are mostly “common”, “general ”and “opportunistic”. This also includes non-native species, such as the common pigeon or rock dove (Columba livia). 18% of the species are primary consumers (frugivorous, granivorous, and nectarivorous) being that they feed on fruits, seeds, nectar, leaves, and other vegetation products. 72% of the species are secondary and tertiary consumers. This is because their diet consists of invertebrates (primarily arthropods), some vertebrates such as small mammals, reptiles and even other birds, as well as carrion.
None of the registered species are endemic, almost endemic, or show some restriction in their movement according to the authors cited.
According to Renjifo et al., (2014) and Renjifo et al., (2017), none of the registered species is found in any local and/or global threat category. According to the red books of Colombian birds, the resolution 0192 in 2014 from the Environment Minister and the International Union for Conservation of Nature and Natural Resources (IUCN) (BirdLife, 2016).
Two registered species have a migratory behavior. These are the herons Bubulcus ibis and Ardea alba. However, this does not rule out the seasonal presence of boreal and austral migrations. Though, the majority of these are found in wetlands and district parks. (ABO & CAR, 2000)
1.6.3.4 Hydrobiological communities
The hydrobiological communities in the bodies of water present in the area influenced by the project were characterized and tested in selected sampling points from canals that cross the BML1. The following communities were analyzed: periphyton, benthic macroinvertebrates, and macrophytes.
The biotic indexes, calculated based on the hydrobiological communities, suggest the presence of contaminated water. In many cases (with the exception of the Albina canal) this is consistent with what is shown by bioindicators. This is due to the presence of an important organic load as well as waste which was observed coming from residences and from anthropic activity.
EXECUTIVE SUMMARY REV. 27-04-2018 ETPLMB-ET19-L16.1-ITE-I-0001_R1
40
TECHNICAL STRUCTURING OF SECTION ONE OF BOGOTA METRO LINE ONE
The periphyton community is the most diverse, the organic load of the systems encourages the development of this group. Also, because they are found near the banks, for example, periphyton receive a larger amount of sunlight. But for the sea floor, the material in the canals (mostly concrete) impedes the natural development of the community because it does not allow many species to settle due to its hardness.
The physical state of the aquatic systems suggests high contamination (cloudy colors, foul odors, trash and residual domestic waste water).
The majority of the bodies of water monitored indicate a high level of contamination. This always had a common cause, the anthropic activity in the area and the waste it produces. It is important to monitor the state of water sources in every season with the goal of being able to improve management as well as the health level of the bodies of water.
1.6.4 Aspects related to the socioeconomic environment
In this part, AII characterization information will be presented. This is information in which the areas that will be affected related to mobility, the subject landscape, the vibrations during the construction stage, visual and auditory contamination will be examined among others. The data presented here makes up part of a description of secondary sources and population estimates from socioeconomic studies that have been developed for different organizations in this territory.
In relation to the description of AID, the social units that suffer from Involuntary displacement to needing residences for the construction for the construction of the BML1. After this, a version of a preliminary resettling plan for housing, with information found in primary sources, will be presented (chapter 5.2,3).
1.6.4.1 Components or dimensions
In regard to the socioeconomic environment, the area of indirect influence is defined as the nine localities (Bosa, Kennedy, Puente Aranda, Antonio Nariño, Mártires, Santa Fe, Teusaquillo, Chapinero y Barrios Unidos).
The area of direct influence is identified, outlined, and defined through criteria such as the impact caused by the project through components like air, sound, vibrations, and traffic detours caused by the transit management plans. This establishes an area of direct influence from the socioeconomic average of a block side by side, across the whole route and three hundred meters from the stations.
Starting with the area identified the description is developed. This description is built on dimensions or components in which the characteristics are described along with the area of the indirect and direct influence. The object of this structure is to transversally identify the impact on the components, in other words, to understand the impact of the corridor on economic activities, over the existing infrastructure. The goal of this description is to propose methods that can be used all along the corridor with a focus on equality and equity.
The information from the AID is shown for each of the six zones the corridor is divided into to increase the social management.
Table1.4 AID Zones of Section One for the First Line of the Bogota Metro
EXECUTIVE SUMMARY REV. 27-04-2018 ETPLMB-ET19-L16.1-ITE-I-0001_R1
41
TECHNICAL STRUCTURING OF SECTION ONE OF BOGOTA METRO LINE ONE
Zone N. Direction Localities included From the canal Cundinamarca, Portal Américas until Carrera 80 1 Kennedy (Av. Abastos) 2 From Av. Carrera 80 (Av. Abastos) until Av. Carrera 68 Kennedy Kennedy, Puente Aranda 3 Avenida Carrera 68 until Av. NQS and Antonio Nariño From Av NQS, Avenida Caracas and Calle 8ª sur until Avenida Antonio Nariño, Santa Fe, 4 Calle 1ª Mártires 5 Avenida Calle 1ª and Av. Caracas until Calle 26 Santa Fe and Mártires Barrios Unidos, Chapinero 6 Avenida Caracas from Calle 28 until la Calle 80 and Teusaquillo Source: Consorcio Metro BOG 2017
The dimensions on the development of the characterization contain the following information and principal characters:
Demographic scope: Dynamic of the population, past works, population trend: structure of the population based on sex, age (age groups), population trend, among other data, allow for an understanding of the population dynamics and the population structure. As a result of the data, Kennedy and Bosa are identified as localities with a greater population, the first houses 15% and the second 9.1% of the total population of the city. At the same time, Santa Fe and Los Mártires houses 1.2% of the total population.
Spatial scope: This describes characteristics for both the coverage and quality of the use of public services. And, it shows the usage conditions of social services like education, health, and recreation. Moreover, it describes the existing infrastructure existing in the area and its link to the population.
In terms of the public services, Bogota lists a coverage of public services close to 100% in almost every neighborhood. (Bogota Cómo Vamos, 2015). In relation to the areas where the lines for the BML1 are, the public services have a coverage around 95%.
With respect to the social services, the percentage of health services membership has stayed relatively constant. However, in 2015 there was a significant increase, reaching a membership rate of 77%. The membership in the subsidization plan has stayed constant at 16%. At the same time, 3% of the population are members of an exception plan. It is estimated that the remaining 4% are not part of any system. (Bogota Cómo Vamos, 2015). In regard to the health infrastructure in the localities, Kennedy has 30 health care centers and Mártires has 24, which includes the hospitals San José, la Misericordia, and Hospital Mederi.
The educational offerings at the local level are very extensive between the private and public schools. Some localities have developed themselves as educational sectors, which has changed the dynamics of the area.
The housing data for the Kennedy locality shows 276,800 dwellings, double the number of dwellings for Bosa and triple the number of dwellings for Puente Aranda.
Economic scope: This section shows and analyzes aspects like: territorial structuring and the ground use, the labor market, the productive processes, the development and dynamic hubs for people in the public space and showing the conditions of formal and informal commerce.
EXECUTIVE SUMMARY REV. 27-04-2018 ETPLMB-ET19-L16.1-ITE-I-0001_R1
42
TECHNICAL STRUCTURING OF SECTION ONE OF BOGOTA METRO LINE ONE
The localities with a larger number of registered businesses on May 31st, 2017 are Kennedy, Chapinero, Barrios Unidos, and Puente Aranda which represent 62% of the businesses located in the area that are directly influenced by the First Line of the Bogota Metro. The localities with a smaller number of current businesses are Bosa and Antonio Nariño.
Cultural scope: In this scope, the historical backgrounds of the surrounding both the ALL and the AID are shown. Also, the district and national register of culturally important places and historic landmarks make up part of the cultural structure of the population in the AID. At the same time, it gives a cultural assessment of the aspects that are related to the project like mobility and the culture of the city. This last element is a glimpse at the development plan is looking to create a transformation in the relationship between the city dweller and the city. Finally, it makes an approximation of the cultural patrimony of the city with special importance given to the AID.
In regard to culturally important places identified, there are: 6 culturally important places on the national level, 461 culturally important places on the district level, 5 culturally important sectors, and 36 culturally important buildings. The only BIC (culturally important place) that will be affected by the project is the monument to Los Héroes, which is on an area already scheduled to undergo work.
The monument to Los Héroes has two designations: the first as a culturally important place on the national level via Resolution 395 March 22, 2006, which applies to the bronze statue, while the rest of the ensemble is declared as a Culturally important place on the district level. The details of this BIC are found in chapter 7 of the environmental evaluation and risks, number 7.1.4.3.12
Political organization scope: The general panorama for the institutional and community organization and presence that is related to the project. Structural projects at the local level are shown and the participants and social networks of the territories that will intervene as well as their dynamics and relations will be described.
In all of the city’s localities, including the nine that make up part of the AII in the study, the 13 sectors of the district or secretarial administration and their respective attached or linked organizations show up: Environment, Culture and Recreation, Economic Development, Education, Mobility, Women, Government Habitat, Housing, Justice, Planning, Health, Social and Security Integration.
On the community level, these localities have 368 joint community actions. And, in the case of Chapinero, there are also 24 associated neighbors. Archaeological aspects; In this section, system for submitting items to the Instituto Colombiano de Antropología e Historia - ICANH from the preventative archaeological program follows the law established in law 1185 from 2008.
The archaeological work for the First Line of the Bogota Metro was divided into two phases. The first consists of an archaeological survey where the metro line will be. This line goes from Portal de Las Américas to Calle 72 con Av. Caracas. In this diagnostic, a zone plan and an Archaeological Work Plan was created. The Archaeological Work Plan will be implemented along with the construction work.
Archaeological survey conclusion: According to the Archaeological Work Plan turned into the ICANH and before starting work, it is necessary to make a path of bore holes where they will place the viaduct batteries. For the construction step, the Archaeological Work Plan will use the backing of an archaeologist during the intervention and excavation. The goal here is to have an archaeologist monitor the process.
In regard to the area of the sidewalk, during the archaeological survey phase they found a pre- Hispanic road. This was similar to those already registered in the archaeological studies of the Bogota
EXECUTIVE SUMMARY REV. 27-04-2018 ETPLMB-ET19-L16.1-ITE-I-0001_R1
43
TECHNICAL STRUCTURING OF SECTION ONE OF BOGOTA METRO LINE ONE
savanna. For the construction step, the Archaeological Work Plan will be implemented using three short stratigraphs which must be done before the start of work.
In regard to the areas that can’t be surveyed due to the fact that they are areas that have already been built on, the Archaeological Work Plan will use prospecting techniques before work is started.
Development trends: The trends of and vision for the future are described according to different planning instruments. This is done by creating an analysis in city of Bogota, a region that has the projects, plans, and programs, to the District Planning Secretary.
The goal for Bogota and the region is to develop the territory, environment, and a sustainable supply, as well as be competitive and innovative. (Secretaria Distrital de Planeación, 2016)
In the project’s area of influence there are 13 prescheduled projects, among which there are the TransMilenio for Carrera 7, The extension of TransMilenio service for Avenida Ciudad de Cali, between Avenida Circunvalar del Sur and Avenida Calle 17, Increases for steps and doors of the TransMilenio Service for Troncal and Troncal Av. 68 from la NQS to la Av. Suba.
1.7 ENVIRONMENTAL AND SOCIAL EVALUATION
The environmental evaluation work identifies, describes, and evaluates the environmental impacts generated by the project. The analysis has two scenarios: a) scenario without the project and b) scenario with the project.
The scenario corresponds to the current state of the measures (abiotic, biotic, and socioeconomic) and the current indicators of alteration that will interact with the impact caused by the project. The scenario with the project evaluates the effects and impact caused by the project in its construction and operation stages based on the components of each measurement.
The methodology of “ad hoc ”environmental evaluation used relies on the criteria and indicators used in several environmental and social studies. And, the evaluation is in accordance with the requirements from the National, regional, and local environmental authorities. They are also in line with international trends. In the evaluation, an analysis of accumulative impact, regional impacts, and the synergistic effects, among other things, is performed.
The results received as a result of the Environmental and Social Evaluation follow the following:
In regard to the Abiotic Metric, the main impacts identified come from the change of the landscape, changes to the environmental noise, and a change in the air quality. These are the main negative impacts given construction work that will be performed. These impacts are qualified as significant in the scale developed in the construction stage. In the operational stage, most of the impacts identified change in character, such as alteration of the landscape, changes in environmental noise levels and changes in air quality, given the inclusion of the metro in the transport system and the landscape improvements developed along the route. The rest of the impact related to this element have a moderately significant and slightly significant character. This excludes the positive impact that is assumed in the use of construction materials that reduce and reuse construction and demolition residual materials.
In relation to the Biotic Metric, the main impact identified corresponds to the effect on the vegetation cover. Said impact is significant and is due to works using silvicultural practices (tree removal or transfer) of individual plants. These plants are placed in central separations in the main roads
EXECUTIVE SUMMARY REV. 27-04-2018 ETPLMB-ET19-L16.1-ITE-I-0001_R1
44
TECHNICAL STRUCTURING OF SECTION ONE OF BOGOTA METRO LINE ONE
associated with the BML1 as with the entirety of the individual plants placed in the ground in El Corzo (by the side walk). The impact is also described as being moderate due to the loss of coverage resulting from the municipal work around the stations and side walk.
As for the Socioeconomic environment, the main impacts identified the following:
- Involuntary movement of the population during the construction stage, due to the purchase of property required for the construction of the project. The transfer of different types of social units shall be presented: Home Social Unit HSU, Socioeconomic Unit SEU, and Economic Unit EU; therefore, it shall be necessary to form and implement a resettlement plan. - Impact on equity, the impact is directly related to the impact of the Monumento a los Héroes located at Calle 80 con Av. Caracas; due to the construction of the shunting area, the monument must be relocated. - Change in the formal commercial dynamic due to the construction activities, such as closing of roads and public space, and the difficulty for entry of pedestrians and vehicles, which can impact by discouraging buyers from passing through the sector. - The change in the informal commerce dynamic, which is developed in public space and does not have the respective authorization of the competent entities, is generated by the closing of roads and public space during the execution of the project. The description of this impact shall consider the methods of occupation by informal sellers (informal shops, semi-formal shops or mobile), who will hereinafter call Public Space Occupants - OEP. - Alteration of pedestrian or vehicle mobility. According to that which is manifest by the communities and what was observed during the field tours, the mobility of the roads where it is projected for the Metro to pass is currently very difficult, especially during rush hours. It is for this reason that the impact on mobility represents one of the biggest concerns of the communities of the different areas of the BML1 route. - Impact to the infrastructure and damage to third parties associated with the possible changes in the structural characteristics of properties, facades, internal or external components, among others, due to the Project activities and the use of machinery, as well as the mobilization of large freight vehicles. The surrounding properties can also be impacted during the demolition of structures.
The environmental evaluation process developed allows one to conclude that the project does not produce any critical impact, neither in the construction phase nor in the operation, with which no environmental and social effects have been determined that make its development unviable. The developed evaluation identifies significant impacts that are mitigated with the application of the handling measures established in this Environmental and Social Impact Assessment, and the impacts generated by the construction of the project are corrected.
The start-up of the BML1 will likewise produce positive impacts associated with mobility, urban designs, reconstruction of public space and use of a massive electronic transportation system. The positive impacts identified in the pre-construction and construction phase are: Temporary generation of employment, change in citizen participation for the construction of urban life, change in the occupancy dynamic and the value of the land and inter-institutional network reconfiguration for the construction of urban life around the first Metro line.
The tables below show the hierarchy of the environmental and social impacts for the pre-construction phase, construction phase and operation of the BML1.
Table 1.5 Hierarchy of environmental impacts for the pre-construction and construction stages
EXECUTIVE SUMMARY REV. 27-04-2018 ETPLMB-ET19-L16.1-ITE-I-0001_R1
45
TECHNICAL STRUCTURING OF SECTION ONE OF BOGOTA METRO LINE ONE
Hierarchal Environmental impacts with project (pre- Rating construction and construction) Involuntary resettlement of population during the -6.37 Negative Significant Impact construction stage Impact on Equity -6.16 Negative Significant Impact Impact on landscape -6.13 Negative Significant Impact Generation of expectations and conflicts -6.07 Negative Significant Impact Alteration of pedestrian or vehicle mobility -5.98 Negative Significant Impact Modification of environmental noise levels -5.98 Negative Significant Impact Impact on vegetation cover -5.91 Negative Significant Impact Moderately Significant Alteration of land quality -5.88 Negative Impact Alteration of air quality -5.86 Negative Significant Impact Moderately Significant Impact on urban green areas -5.26 Negative Impact Impact on habitat of fauna associated with vegetation Moderately Significant -5.24 Negative cover Impact Moderately Significant Alteration of the main ecological structure -5.01 Negative Impact Change in the economic dynamic of the formal Moderately Significant -5.01 Negative commerce Impact Moderately Significant Impact on infrastructure and damage to third parties -4.93 Negative Impact Change in the economic dynamic of the informal Moderately Significant -4.72 Negative commerce Impact Moderately Significant Cultural and urban renewal -4.52 Negative Impact Moderately Significant Impact by resettlements -3.95 Negative Impact Modification of vibration levels -3.46 Negative Mildly Significant Impact Impact on endemic vegetable species, under an -2.64 Negative Mildly Significant Impact agricultural ban or some degree of threat Alteration of underground water quality -2.2 Negative Mildly Significant Impact Temporary reduction of piezometric levels -1.66 Negative Mildly Significant Impact Use of construction materials through decrease and 3.74 Positive Mildly Significant Impact reuse of construction and demolition waste Moderately Significant Temporary generation of employment 4.55 Positive Impact Change in citizen participation for the construction of Moderately Significant 4.93 Positive urban life Impact Change in the occupancy dynamic and the value of the Moderately Significant 5.88 Positive land Impact Reconfiguration of inter-institutional network for the Moderately Significant 5.44 Positive construction of urban life around the first Metro line Impact
Table 1.6 Hierarchy of environmental impacts for the operation stage
EXECUTIVE SUMMARY REV. 27-04-2018 ETPLMB-ET19-L16.1-ITE-I-0001_R1
46
TECHNICAL STRUCTURING OF SECTION ONE OF BOGOTA METRO LINE ONE
Hierarchal environmental impacts with project Rating (Operation) Modification of environmental noise levels -5.87 Negative Mildly Significant Impact Impact by settlement -4.65 Negative Moderately Significant Impact Modification of vibration levels -3.48 Negative Mildly Significant Impact Change in the occupancy dynamic and the value of 5.01 Positive Moderately Significant Impact the land Reduction of the GEI´s 5.32 Positive Moderately Significant Impact Change in the economic dynamic of the formal 5.34 Positive Moderately Significant Impact commerce Impact on landscape 5.58 Positive Moderately Significant Impact Cultural and urban renewal 5.64 Positive Moderately Significant Impact Alteration of air quality3 5.96 Positive Significant Impact Alteration of pedestrian or vehicle mobility 6.24 Positive Significant Impact
The Accumulated Impacts are those resulting from the successive, incremental and/or combined effects of an action, project or activity, hence the Evaluation and Management of the Accumulated Impacts (EGIA) are essential for risk management, due to the growing pressures of systematic risk factors such as climate change, water shortage, the decline of biodiversity of species, the degradation of ecosystem services and the modification the socio-economic and population dynamic, among others.
This analysis contemplated the projects defined in the 2016-2020 Economic, Social, Environmental and Public Works Development Plan “Better Bogota for All ”(District Agreement 645 of 2016), the Bogota Land Development Plan (District Decree 190 of 2004) and the Master Mobility Plan (District Decree 319 of 2006), in which the need to produce a comprehensive public transportation system - SITP, is presented, which contemplates the City´s network of trunk highways, taking the best elements of each one of the current schemes and improving the conditions of coverage, accessibility, costs, safety, connectivity and social benefit for the citizens. In the following the studies that were considered within the analysis are presented.
Table 1.7 Developing and planned projects Estimate at the start of the construction Mid-term Long-term Project Short-term (Between 2 Current (> 10 (< 2 years) and 10 years) years) Avenida Caracas Transmillenio Transportation X System Modal Interchange Complexes in the north X accesses, Street 80, Street 13, NQS, Usme Expansion of Transmilenio Trunk System X Yards and Portals Transmilenio Zone System Yards X Existing Trunk Returns and Operational X Connections Trunk road Avenida Boyacá from Yomasa to X Av. Guaymaral Trunk Highway 7 from Street 32 to Street 170 X Trunk Extension 80 from the Portal Street 80 X to the District Border with Funza –Cota
3
Alteration due to atmospheric emissions
EXECUTIVE SUMMARY REV. 27-04-2018 ETPLMB-ET19-L16.1-ITE-I-0001_R1
47
TECHNICAL STRUCTURING OF SECTION ONE OF BOGOTA METRO LINE ONE
Estimate at the start of the construction Mid-term Long-term Project Short-term (Between 2 Current (> 10 (< 2 years) and 10 years) years) Trunk Extension Caracas from Molinos to X Yomasa Trunk Road Av. 68 from the NQS to Av. Suba X Trunk road Villavicencio from the NQS to Av. X Boyacá Extension Street 26 from the Portal Dorado X
Extension of the city avenue from Cali to the TransMilenio system, between the south ring X road and avenue street 17
According to the analysis conducted and considering the projections of the projects to be executed in the short, mid and long-term, it can be concluded that these projects and the activities associated with them would present a predominant impact with respect to the additional relative portion that the BML1 project would generate, which is less in all cases. Thus, it can be said that the biggest risks regarding the accumulated impacts presented in the study area are associated with the current conditions of the city and not specifically because of the BML1 Project.
The accumulated impacts will occur if these projects materialize before or during the construction and operation of the BML1, as well as other projects related to the transportation sector.
The activities for improving relations with communities of the area of interest may include actions to improve their quality of life, more so if they are related to direct impacts of the construction or operation of the BML1 Project in the framework of the applicable environmental legislation.
1.7.1 Benefits of the project´s environmental and social impacts
In the following the analysis of the benefits associated with the positive environmental and social impacts of the projects on a country, department, local and neighborhood level is presented. Based on the evaluation of these benefits the management plans associated with the project can be seen, which generate environmental and social benefits in the direct area of influence of the project.
A concept of environmental and social sustainability of the BML1 is presented, according to the Socio- economic Evaluation for the First Line of the Bogota Metro, presented on September 13, 2017, by the companies Deloitte Consulting SLU, España, and Deloitte Asesores y Consultores Ltda. Colombia, contracted in January of 2017 by the Inter-American Development Bank (IDB) in the framework of a technical cooperation for the execution of Socio-economic evaluation and cost-benefit analysis of the first line of the Bogota metro, revision and analysis of the project first line of the Bogota metro- BML1”, as a part of the documentation indicated in CONPES 3882, necessary for the Metro Line One to be eligible for financing by the Nation.
The valuation of the impacts is associated with guaranteeing in one way or another the environmental and social sustainability in the short, mid and long-term. Considering the foregoing, in the BML1 project there is a series of environmental and social benefits associated with the positive impacts of the project.
EXECUTIVE SUMMARY REV. 27-04-2018 ETPLMB-ET19-L16.1-ITE-I-0001_R1
48
TECHNICAL STRUCTURING OF SECTION ONE OF BOGOTA METRO LINE ONE
• The reconfiguration of the inter-institutional network for the construction of urban life around the First Line of the Metro is the biggest Moderately Significant positive impact in the pre- construction and construction stage. This impact is related to the purpose of positioning the Metro Project on a District level and the latter coordinating with the different district entities to promote, develop and execute urban projects, especially urban renovation, as well as the construction and improvement of the public space in the areas of influence of the Metro line, with sustainability to generate urban life. As well as in the generation of a Metro culture to promote citizen recognition and appropriation of the Bogota Metro.
• The change in the occupancy dynamic and the value of the land, the evaluation of the impact focuses on the possible effects that a project of this magnitude would have on the occupancy dynamics and land value of the neighborhoods located in the area of influence. The citizens have high expectations regarding the purchase of property and their valuation or devaluation. However, even though it is impossible to predict with certainty what the effect of the construction and operation of the project will be, it is expected to be validated, based on other experiences, that the construction and operation of the PMLB would lead to an increase in the price of land, considering the system´s capacity to significantly reduce user travel times, which translates to the wellbeing of the owners of the properties located in the area of influence. However, this change can only be evidenced once they are transacted in any of the real-estate markets.
• The change in citizen participation is related to the way that the citizens organize and the mechanisms that they use to participate and influence the decisions of the government. The forms of citizen organization are manifest in the different sectors according to their economic, demographic and social conditions.
• The conformation of these committees represents a benefit in the creation of new spaces of participation and opinion within the community, and they include citizens that were not previously involved in similar scenarios.
• The project will contribute to increasing women´s mobility, making public transportation safer and improving women´s access to transportation, and therefore to employments and other offers in the city. In this sense, the project will design the metro stations based on a design for preventing gender violence by means of incorporation of parameters such as: lighting, openness, visibility, safety, promotion of awareness and perception of safety. The improvements in sidewalks and the infrastructure for walking, together with well-lit and monitored stations, will provide safer access to and from public transportation for women.
• In addition, as a project of urban transportation, labor during the construction phase of the project shall proceed mainly from the resident population of Bogota. Therefore, the risk of gender violence associated with the influx of labor is low.
Even so, recognizing the social and cultural diversity of the city´s population, and the effect that can be caused by the presence of a high number of workers in the construction fronts, the First Line of the Bogota Metro project has designed a management Program for the influx of labor and gender-based violence (See number 8.1.8.15) that adopts measures such as: i) the formalization of the contractors of a strictly obligatory Code of Conduct that promotes respectful and appropriate relations between these workers and their neighbors, mainly their treatment of vulnerable groups of the population, such as women, minors, LGBTI population and elderly; ii) obligatory training of workers regarding unacceptable and penalized conducts by national legislation, and the effects that this type of conduct could have on their contractual relationships; iii) promoting relations of cooperation with police authorities to ensure timely
and diligent responses when claims are filed for harassment or gender violence. These
EXECUTIVE SUMMARY REV. 27-04-2018 ETPLMB-ET19-L16.1-ITE-I-0001_R1
49
TECHNICAL STRUCTURING OF SECTION ONE OF BOGOTA METRO LINE ONE
measures seek to avoid negative social and environmental impact on the described population in a condition of vulnerability, resident or passing through, who frequent those sectors intervened by the works.
• The project will integrate a mechanism for reporting cases of violence against women and girls in public transport. A protocol of action will be developed so that the metro staff members intervene in the event of sexual harassment; this will be supplemented by training programs for the police and the metro staff.
• During the technical structuring of the BML1, the community organizations present on the corridor have mobilized to participate in the information and socialization processes. In addition, several of these community organizations have affiliated with citizen area committees to produce proposals that benefit the communities. For which, during the stages of pre-construction, construction and operation, it is expected for this participation to be constant and active throughout the corridor.
• The generation of employment makes references to the direct and indirect employments that shall be generated by the construction and operation of the First Line of the Bogota Metro. Although each and every one of the activities requires labor, it is through contracting that employment is generated. It can be affirmed that it is transversal for all phases of the project, and it shall be permanent considering the frequent staff turnover that occurs in large infrastructure constructions.
• The environmental and social benefit is associated with the positive impacts of the operation of an electrical transportation system, which are related to improved population displacement times, attention to mobility problems in the city, cultural and urban renovation produced and improvement of air quality through reduction of local pollutants (NO2, CO, SO2, PM10, PM2.5)
• It is important to note that one of the biggest environmental benefits that will be generated in the operation stage of the BML1 is the reduction of the emissions of Greenhouse Gases (GG), which are estimated at 1.8 million tCO2e for the first 30 days of operation, according to the study conducted in the year 2016 by the IDU related to the “Environmental benefits of the First Line of the Bogota Metro. Reduction of greenhouse gas emissions”. The foregoing, in coordination with the National and District Climate Control Police.
1.7.2 Accumulated impacts analysis
The accumulated impacts analysis of the BML1 project was made according to the methodology proposed by the International Financial Corporation (CFI). This methodology evaluated the contribution of BML1 and other existing or future activities or projects regarding environmental and social components and VECs selected, such as air quality (represented by particulate material PM10 and 2.5), environmental noise and vehicle mobility. In the construction stage, the contribution of BML1 and of other projects to air quality and environmental noise is significantly negative, considering that the current conditions of the baseline for these components exceeds the standards of reference. Vehicle mobility in this stage will produce indirect cumulative effects on other areas, due to the
EXECUTIVE SUMMARY REV. 27-04-2018 ETPLMB-ET19-L16.1-ITE-I-0001_R1
50
TECHNICAL STRUCTURING OF SECTION ONE OF BOGOTA METRO LINE ONE
deviation of traffic necessary to carry out the construction of BML1. In the operation stage, the contribution of BML1 is significantly positive, mainly in the components of air quality and vehicle movement. BML1 only mildly contributes to environmental noise in the operation stage, in contrast with the noise that will be produced by the activities in the general areas of public masses and the road traffic represented by other public and private transportation systems.
1.7.3 Analysis of possible environmental liabilities
Considering the activity of purchasing properties that will be intervened for the construction of the BML1, it is important to note that properties were identified that are currently used for the provision of auto parts services and similar facilities that may be environmental liabilities, for which it is necessary to establish, assign and/or assume this liability through the measures established and required by current environmental legislation. In this sense, the environmental liabilities program that the PMAS is a part of was formed, which establishes means and actions to control, prevent and mitigate the impacts or the environmental liabilities generated by the intervention of the project in the service stations and potential environmental liability infrastructure that shall be intervened. The details for managing environmental liabilities are in Chapter 8 of Social and Environmental Management, number 8.1.6.6.
1.8 RISK MANAGEMENT PLAN
The Risk Management Plan is structured as a strategic plan, which defines the structure and the organization for attention to emergencies, duties and responsibilities of the persons responsible for executing the plan, necessary resources, preventive and operational strategies to be applied in each one of the possible scenarios, defined based on the evaluation of the risks associated with the construction, operation and maintenance of the project.
1.8.1 General Objective The purpose of the Risk and Disaster Management Plan of Section 1 first Line of the Bogota Metro is to provide the project a tool that makes it possible to identify and classify events that can put at risk the operation of the activities involved in the different construction, operation and maintenance activities of the project, thereby presenting the prevention and attention to potential emergencies implied during the development of the activities, minimizing the impact of the environmental and social conditions of the area of influence should a natural, anthropogenic, technical, logistic and political risk occur.
1.8.2 Scope
The Risk Management Plan compiles the study of risks, which is developed based on the initial definition of an area associated with the First Line of the Bogota Metro. This area includes the activities that shall be executed during the construction stage of the mobility project. It should be mentioned that to define the area mentioned, the possible impacts produced on and by the abiotic, biotic and social environment are considered.
In the report the methodology for assessing the risk and identifying events of risk in the stages of the project (construction, operation and maintenance) is presented. In general terms, risk is the possibility of an event occurring that can have an impact on the project.
EXECUTIVE SUMMARY REV. 27-04-2018 ETPLMB-ET19-L16.1-ITE-I-0001_R1
51
TECHNICAL STRUCTURING OF SECTION ONE OF BOGOTA METRO LINE ONE
To determine the scales that allow the Risk Distribution Matrix to be assessed, the probability of the considered threat occurring is defined and the impacts are determined, which are assessed since they can affect the main objectives of the project (cost, time, scope, quality, environmental damage, victims and impact of the metro system construction and operation company), and with it the normal development of the same. Thereafter the probability-impact of the identified threats shall be assessed.
The initial risk study consists of the following steps:
● Identification and classification of threats ● Defining and describing the scales of probabilities and impacts to be used ● Identification of risks for the operation and maintenance stage ● Assessment and evaluation of risks ● Defining the treatment of each one of the identified risks ● Risk control
1.9 DEMAND, USE AND/OR IMPACT OF NATURAL REASOURCES
1.9.1 Surface and Underground Waters For the development of the project in the construction and operation stage, it is not required to collect water from natural surface or underground water flows.
Water will be provided for the development of the project´s activities in the construction through the provision of water from the previously installed collection and distribution infrastructure of the Empresa de Acueducto, Aseo y Alcantarillado de Bogota E.S.P, in the area of influence.
1.9.1.1 Human consumption for construction activities
To estimate the provision of water by number of users, information from the “Technical regulation of the drinking water and basic sanitation sector RAS-2000 ”has been used. Section II. Title B. Aqueduct systems. Republic of Colombia. Ministry of Economic Development Directorate of Drinking Water and Sanitation.
According to the average value considered, in the case of BML1 the number of estimated workers throughout the entire execution of the construction shall be the following:
Table 1.8 Estimated water consumption during the works construction process WATER CONSUMPTION DURING THE CONSTRUCTION PROCESS
Time of Annual Total Consump (Consump Days of Daily provision developme water expected Section # of workers tion tion the month (I/Worker/day) nt of works consumpti consumpti (I/day) m3/day) worked (months) on (m3) on (m3) 1 4000 41.7 166800 166.8 26 48 52041.6 208166.4 2 2000 41.7 83400 83.4 26 48 26020.8 104083.2 Total 6000 41.7 250200 250.2 26 48 78062.4 312249.6 Source: CONSORCIO METRO BOG, 2017
If required, purchasing water by tank car or bottled for the project´s activities are contemplated.
EXECUTIVE SUMMARY REV. 27-04-2018 ETPLMB-ET19-L16.1-ITE-I-0001_R1
52
TECHNICAL STRUCTURING OF SECTION ONE OF BOGOTA METRO LINE ONE
1.9.1.2 Industrial water consumption
The estimated water consumption for the development of the BML1 will be required for the following activities:
• Estimated volume for manufacturing of concrete: 192,835 m3 • Estimated volume for filling: 211,815 m3 • Estimated volume for pilots: 907,368 m3
The total water required is 1,312,018 m3
1.9.2 Dumping
In the construction and operation stages of the project domestic and industrial waste water will be produced, which must be dumped into the general sewage network, as well as waste water from the construction processes.
1.9.2.1 Calculation of the domestic residual effluent of workers
- Construction phase In number 1.8.1, Superficial and underground waters, the water consumption associated with the workers in the construction phase was estimated to be 312,249.6 m3 (78,062.4 m3/year).
Assuming an average domestic waste water return flow of 80% of the total consumption, a total volume of 249,799.7 m3 (62,449 m3/year; 1.98 l/sec) is established.
1.9.2.2 Industrial dumping
For the operation phase it will be necessary to process the permit for the industrial dumping that will be produced by the industrial activities developed in the workshop courtyard. This dumping must be within the maximum allowable parameters defined in valid regulations.
1.9.3 Waterway occupation According to the project´s designs, it is necessary to process the waterway occupation permit in the situations in which the BML1 line intersects with bodies of water, to wit: Tintal II Channel (Av. Villavicencio between Av. Ciudad de Cali and Av. El Tintal), which in the framework of the Early Transfer of Networks, the Empresa Acueducto de Bogota will be the one to carry out the procedure, since it will be responsible for building the Culvert Box on the aforementioned Channel.
It should be noted that if in the final design phase, the designs of the works interfere with any interference with a waterway, the construction contractor must carry out in the preliminary stage the process of requesting the waterway occupancy permit, according to the criteria established by the competent environmental entity.
1.9.4 Atmospheric emissions
EXECUTIVE SUMMARY REV. 27-04-2018 ETPLMB-ET19-L16.1-ITE-I-0001_R1
53
TECHNICAL STRUCTURING OF SECTION ONE OF BOGOTA METRO LINE ONE
According to the construction process, the increase in the levels of atmospheric pollution is associated with the movements of earth in the construction (excavation of material, loading and transporting).
Materials shall be obtained from the plants near the project, which must have the necessary permits according to the environmental standards and shall be valid at the moment of execution of the project.
Based on the foregoing, for the execution of the First Line of the Bogota Metro, no atmospheric emissions permit needs to be processed. However, should the contractor need to install concrete plants, asphalt and crushers, it shall need to carry out the corresponding atmospheric emissions processes before the competent Environmental Authority in the applicable cases.
1.9.5 Construction Materials The construction of the First Line of the Bogota Metro does not require that the construction contractor directly use sources of materials. These shall be supplied by providers who have environmental management plans approved by the corresponding environmental authority and the current mining permits.
Among the materials required for the constructions are filling and stone aggregate for concrete.
Table1.9 Estimate of materials to be used in the BML1
DESCRIPTION AMOUNT m3 Concrete 1,424,985 Asphalt 65,572 Paver 628,397 Aggregates for concrete 2,138,000 Filling granular material 4,707,000 TOTAL 8,963,954
1.9.6 Solid waste
1.9.6.1 Conventional Solid waste
In order to establish the production of conventional waste to be generated in the project by the activities in the different work fronts, it was estimated that waste production for each one of the sections will be approximately 300 kg/day, taking into account that a production per capita is 0.30 kg/capita/day (data based on that which is specified in the Technical Regulation of the Drinking Water and Basic Sanitation Sector - RAS of 2017, title F Urban cleaning systems), and a population of 1,000 workers for the development of the activities.
Table 1.10 Estimate of conventional waste
Description Unit Value
Rate of production of solid waste kg/capita/day 0.30
Number of workers Person 1,000* Waste production kg/day 300 (*) Number of estimated workers per section
1.9.6.2 Construction and demolition waste - RCD
EXECUTIVE SUMMARY REV. 27-04-2018 ETPLMB-ET19-L16.1-ITE-I-0001_R1
54
TECHNICAL STRUCTURING OF SECTION ONE OF BOGOTA METRO LINE ONE
In the development of the First Line of the Metro-BML1, waste will be generated from the excavation and demolition activities-RCD, in each one of the project’s development stages. Based on the calculation of the estimated values in the feasibility stage, the following results were obtained:
Table 1.11. Amounts of excavations and demolition Initial Available Activity Unit Observation volume volume
Excavation for 606,193 606,193 m³ Workshop Courtyard
Includes both piles of foundation Excavation for viaduct 962,539 822,311 m³ excavation and road reconfiguration excavation Excavation for access 218,687 218,687 m³ buildings Estimated Demolition of real based on the 562,175 562,175 m³ estate number of properties Pre-load removal 681,828 m³ Total 3,031,422 2,209,366 m³ Source: Personal elaboration CONSORCIO METRO BOG
1.9.7 Silvicultural treatment
The recommended treatments in this phase of feasibility are based on the evaluation of the physical and sanitary state, the interference with the project designs on a feasibility level, the landscape value and the species. Of the total 3,287 trees, it is indicated that 1,914 trees will be treated for preservation, root pruning or transferred, and 1,363 trees will be felled. In addition, within the landscape design it is proposed to plant 2,920 trees throughout the corridor. Given these circumstances, the tree inventory of 3,287 without the project would rise to 4,834 trees with the project.
In the case of the property El Corzo, where it is foreseen that the Workshop-Courtyard will be built, the forest inventory produced an evaluation of 58 individuals, distributed in 6 species, of which the dominant species is the Acacia melanoxylon with 44 individuals. It is additionally shown, and according to the distribution of heights, that the majority of the individuals found belong to low and medium strata.
It is important to indicate that the permits, authorizations and compensations of silvicultural intervention are established by the environmental authority, the District Environmental Department - SDA. In the case of the 58 individual trees located on the property el Corzo, assigned for the Workshop-Courtyard, the forest use permit for isolated trees will be obtained from the CAR (National Decree 1076 of 2015).
1.10 SOCIAL AND ENVIRONMENTAL MANAGEMENT
EXECUTIVE SUMMARY REV. 27-04-2018 ETPLMB-ET19-L16.1-ITE-I-0001_R1
55
TECHNICAL STRUCTURING OF SECTION ONE OF BOGOTA METRO LINE ONE
1.10.1 Social and Environmental Management Plan The Environmental and Social Management plan (PMAS) contained in this study has been prepared based on the project´s feasibility study, and the Contractor shall be responsible for updating the PMAS based on the final designs and before beginning the construction phase. This update will integrate the measures of monitoring, supervision, compensation and supervision for the project to be performed under the best national and international engineering practices.
This section contains the general guidelines that serve as a guide for the CONTRACTOR to elaborate the specific Management Plans and Programs that meet the requirements of the multilateral bank, following the established environmental standards and policies. These programs were developed in order to comply with good practices in the different stages of the project (pre-construction, construction and operation).
The following table contains the management programs developed in the EIAS for the control of the identified impacts.
Table 1.12 Environmental Management Programs for the Control of the Identified Impacts.
Environment Environmental impact Environmental Management Program File4 Use of construction materials Program for handling and disposing of surplus through decrease and reuse of PM_AB_01 excavation materials construction and demolition waste Program for handling construction materials PM_AB_02 and equipment Workshop-courtyard management program PM_AB_04 Domestic, industrial and special waste PM_AB_03 management program. Environmental liabilities program: Polluted lands, recommended remedial techniques PM_AB_06 Alteration of land quality (Service Stations) Comprehensive Management Plan of PM_AB_05 dangerous waste for the construction Program for handling spills or leaks of liquid PM_AB_07 fuels. Program for handling oils used in the Capital PM_AB_13 ABIOTIC District Temporary facilities management program PM_AB_15 Compensation management program for the PM_B_02 biotic environment due to impact on landscape Program for managing and removing vegetable PM_B_03 cover and bulldozers Alteration of landscape Program for management of the biotic environment due to impact on visual quality of PM_B_05 the landscape. Program for managing water rounds and PM_AB_14 superficial bodies of water Program for managing sources of atmospheric Alteration of air quality PM_AB_08 emissions: air. Modification of environmental Noise management program. PM_AB_09 noise levels Modification of vibration levels Vibration management program. PM_AB_10
4 The files were named as follows:
PM: Management Plan; AB: Abiotic; B:Biotic; SE: Social
EXECUTIVE SUMMARY REV. 27-04-2018 ETPLMB-ET19-L16.1-ITE-I-0001_R1
56
TECHNICAL STRUCTURING OF SECTION ONE OF BOGOTA METRO LINE ONE
Environment Environmental impact Environmental Management Program File4
Management program for reducing Reduction of greenhouse gases PM_AB_11 Greenhouse Gases-GEI Alteration of the Main Ecological Program for managing water rounds and PM_AB_14 Structure superficial bodies of water Program for managing and removing vegetable PM_B_03 cover and bulldozers Impact on vegetation cover Silvicultural management program PM_B_04 Compensation management program for the PM_B_02 biotic environment due to impact on landscape
Program for managing and removing vegetable BIOTIC Impact on urban green areas PM_B_03 cover and bulldozers
Impact on endemic vegetable species, under an agricultural ban Silvicultural management program PM_B_04 or some degree of threat
Impact on habitat of fauna Program for handling urban land fauna PM_B_01 associated with vegetation cover
Generation of expectations and Program of information and participation of PM_SE_01 conflicts groups of interest Citizen strengthening program for the Change in citizen participation for construction of urban life of the first line of the PM_SE_02 the construction of urban life Bogota Metro
Reconfiguration of inter- Institutional articulation program for the institutional network for the PM_SE_03 construction of urban life of the first line of the construction of urban life around Bogota Metro the first line of the Metro
Sustainable mobility culture program PM_SE_04 Alteration of pedestrian or vehicle mobility Traffic management plan PM_SE_14
SOCIO Impact on public and social Third party infrastructure and asset protection ECONOMIC PM_SE_05 infrastructure program.
Socio-labor inclusion program PM_SE_06 Temporary generation of employment Management program for the influx of labor and PM_SE_15 gender-based violence
Change in the economic dynamic Program for formal economic-commercial PM_SE_07 of the formal commerce sustainability
Change in the economic dynamic Management program for public space PM_SE_08 of the informal commerce occupants.
Change in the occupancy dynamic Occupancy and land value observatory PM_SE_09 and the value of the land program
EXECUTIVE SUMMARY REV. 27-04-2018 ETPLMB-ET19-L16.1-ITE-I-0001_R1
57
TECHNICAL STRUCTURING OF SECTION ONE OF BOGOTA METRO LINE ONE
Environment Environmental impact Environmental Management Program File4 Program for the construction of urban tissue of Cultural and urban renewal PM_SE_010 the first line of the Bogota Metro Cultural Equity protection management PM_SE_012 program Impact on cultural equity Monumento a Los Héroes management PM_SE_011 program Involuntary resettlement of population during the construction Resettlement program PM_SE_013 stage Source: Consorcio METRO BOG, 2017
1.10.2 Safety and health in the workplace
The Plan for Safety and Health in the Workplace was created as a guide for the Contractor with the goal of guaranteeing the implementation of the requirements for Safety and Health in the Workplace (legal, contractual, and others which apply) in the stage of construction of the BML1.
This document does not limit the responsibilities of the Contractor, but rather orients him regarding certain specific topics and clarifies those which apply. The described requirements shall not be the only ones with which he must comply. The Contractor shall comply with the scope of the contract, taking steps to assure that the personnel, the equipment and resources of the Contractor comply with the general and specific tasks in the area of Safety and Health in the Workplace.
Additionally, the Plan for Risk Management (to be known henceforth as PGR) shall be presented as a tool in the case of any emergency or the occurrence of any threat during the construction of the transport system of the metro of the city of Bogota. The PGR becomes part of a knowledge base from the beginning, with the analysis of threats, vulnerabilities, evaluation of risk and later in the definition in the levels of response and the outline of the organization for the construction activity of the project of the First Line of the Metro of Bogota.
During the construction stage, the following risks were identified, for those who are orienting the prevention and control programs: bio-mechanics (repetitive movement, posture, and the manipulation of physical loads), physics (non-iodizing radiation, noise and vibration), security conditions (mechanical, location-based, confined spaces, work at high altitudes, working conditions, oxy-fuel welding and cutting, technological conditions, soldering and public exposure), psychosocial (organizational characteristics of the work, the working day, the conditions of the workplace), biological (bacteria, virus, molds), chemical (gases, vapors and liquids) and natural phenomena.
Moreover, the risks related to the operation of BML1 have been identified. The risks were classified by: natural origin, anthropogenic origin, technical origin, logistical origin and political origin. Among these natural risks, three have been considered: seismic threats, large movements of land masses and the threat of flooding. In none of these three cases have the BML1 have found them to be at a high level of risk. Nevertheless, for the corresponding stage of operation, the contractor should update the matrix of threats and define the corresponding controls, in agreement with the same activities for the transportation system (among those accidents to be considered are: train accidents, workers ’ accidents, accidents on the platforms, and sexual harassment, among others.)
1.10.3 Plan for monitoring, environmental follow up and social follow up.
EXECUTIVE SUMMARY REV. 27-04-2018 ETPLMB-ET19-L16.1-ITE-I-0001_R1
58
TECHNICAL STRUCTURING OF SECTION ONE OF BOGOTA METRO LINE ONE
The Plan for Monitoring and Follow up includes programs for monitoring and follow up which will evaluate the efficiency of the measures for the planned management in terms of the physical, biotic and social impacts of the project and to have the basic tools needed to expeditiously decide which adjustments should be done in advance in order to obtain results.
These plans need to be adjusted to the new conditions which are presented during the construction phase of the work and the operation of the project.
1.10.3.1 Monitoring program for the abiotic environment
- Program for the integrated management of solid waste - RCD - Program for the management of atmospheric emissions and noise pollution - Program for the control of shaking or vibration. - Program for the monitoring and monitoring of water resources - crossing and run off with bodies of water.
1.10.3.2 Programs for the monitoring of the environment of living things
- Program for the monitoring of management of the environment of living things
1.10.3.3 Programs for monitoring the socioeconomic environment
- Program for providing information and participation for special interest groups - Program for strengthening social urban development in the construction of the first line of the Metro of Bogota. - Program for the development of inter institutional articulation for social urban development for the first line of the Metro of Bogota. - Program for providing information and attention for pedestrian and vehicular traffic. - Program for the protection of the infrastructure and the property of third parties. - Program for the inclusion of social labor elements - Program for economic sustainability within the formal commercial context - Program for the maintenance of those inhabiting the public space - Program for the Observation of the use and the value of land - Program for the construction of an urban fabric for the first line of the Metro of Bogota. - Program for the management of the protection of cultural heritage - Program for the management of the monument to “Los Héroes”. - Program for relocation - Plan for the management of traffic - Program for the management of the influx of laborers and gender-based violence
1.10.4 Plan for resettling
Resettlement implements part of the principal objective of mitigating and compensating for the impact generated upon the population which is the subject of the intervention, for their total or partial involuntary displacement from land taken by eminent domain for the First Line of the Metro of Bogota.
This being the case, and for the planned route of the First Line of Bogota, there will be a need for 1,462 properties, which may be found distributed in the nine areas which will be the areas where the BML1 is to be located: Bosa, Kennedy, Puente Aranda, Teusaquillo, Mártires, Santa Fe, Antonio Nariño, Barrios Unidos y Chapinero.
EXECUTIVE SUMMARY REV. 27-04-2018 ETPLMB-ET19-L16.1-ITE-I-0001_R1
59
TECHNICAL STRUCTURING OF SECTION ONE OF BOGOTA METRO LINE ONE
With the goal of moving an approximate total population to be resettled, with 1,462 properties, a preliminary study was done, employing the observation of third parties, which, through the application of licenses, permit the establishment of 899 Social Home Units - USH (exclusively), 343 Social Economic Units - USE (exclusively) and 1,449 Social Socioeconomic Units 5 - USSE for a total of 2,691 Social Units which will need to be moved.
In the face of previous results, it may be observed that in the western section of the corridor (from the courtyard up to the Caracas Avenue intersection with Calle 1a) there is a predominant residential use, while above the corridor of Caracas Avenue (from Calle 1a Up to Calle 72) a predominant commercial or institutional use may be observed.
In the same fashion, and in accordance with the observations completed, preliminary results were obtained by using the estimated number of constructions, the type of construction, the type of use, the identification of the social units (homes and economic units), and the identification of economic activity and equipment.
In the same fashion, in the following table it is observed that of the identified constructions along the length of the corridor, 547 correspond to homes, 112 to buildings, 90 lots without construction, 47 warehouses, 19 parking lots, 12 lots for homes and 5 horizontal real estate properties. In consideration of the use of these constructions, it may be said that 243 are of a residential nature, 168 are commercial, 331 are mixed use and 90 are not being used.
Table 1.13 Distribution of types of construction Type of construction Quantity Building 112 Horizontal property 5 Home 547 Lot for a home 12 Lot 90 Warehouse 47 Parking lot 19 Total 832 Source: Elaboration EMB - Management of Communications and Citizenship, 2018
Currently, through Agreement 1021 of 2017, the IDU made a socio-demographic study of the first 129 properties, which make up part of the 1,462 properties mentioned, identified as first priority and necessary in order to free up the land for the construction of an overpass for the First Line of the Metro of Bogota - BML1. These 129 properties are located in the four principal curves of the route (Curve one, 1 plot; Curve two, 76 plots; Curve three, 18 plots and Curve four, 34 plots). For their acquisition the corresponding technical experts here have supplied their input (topographic surveys, title searches and commercial appraisals) as well as the formulation of the Plan for Partial Resettlement.
Of these 129 properties, 252 social units were identified, of which 38% correspond to economic units, 29% exclusively for home units, and nearly 11.8% corresponding to homes which provide some commercial activity on the property or generate rent, cataloged as socio economic units. Finally, nearly 20% of the social units which were identified are designated as belonging to landlords. With regards to tenancy, 60.02% correspond to renters, followed by 34.6%, which are property-owners, in smaller percentages are a combination of land owners, illegal tenants and those who are subletting.
5 With active residency and economic activity in the property.
EXECUTIVE SUMMARY REV. 27-04-2018 ETPLMB-ET19-L16.1-ITE-I-0001_R1
60
TECHNICAL STRUCTURING OF SECTION ONE OF BOGOTA METRO LINE ONE
These units were previously mentioned as subjects for resettlement. In this regard, the table below presents a synthesis of the Plan for Resettlement, structured by the type of property disposition and the impact generated by the USH, USE and the USSE6, the same as those programs which mitigate said impacts.
Table 1.14 Plan for Resettlement and Social Management PLAN FOR RESETTLEMENT AND SOCIAL MANAGEMENT
Area of Direct Influence Fashion in which the property was Impacts from USH, USE, and USSE Programs to mitigate the impact affected The population located in the area of direct influence experiences impacts and consequences upon their habitat and their socio related dynamics and their day 1. Program for Communication and Sharing of Information to day socio economic conditions, given the definitive loss of their home or property where they develop their economic activities.
In this sense there should be, in addition, a way of dealing with the process of reestablishing the social 2. Program for Social Counseling fabric in their new living surroundings and adaptation Total to the new home or the reestablishment of the commercial networks (in the case of USE or USSE) 3. Program for Counseling and Technical Assistance for the Units which
Develop economic activities 4. Program for Real Estate Management and Support
5. Program for Legal Counseling
6. Program for Economic Compensation for Special Conditions
7. Program for Monitoring and Follow up
1. Program for Communication and Sharing of Information
2. Program for Social Counseling The population located in the areas of direct impact 3. Program for Counseling and Technical Assistance for the Units which experience after effects and consequences upon their Develop economic activities habitat and their socio relational dynamics and /or Partial day-to -day socio economic situation, given the 4. Program for Real Estate Management and Support definitive loss of part of their home or property in 5. Program for Legal Counseling which they developed economic activities. 6. Program for Economic Compensation for Special Conditions
7. Program for Monitoring and Follow up
Source: Elaboration EMB - Management of Communication and Citizenship, 2017
In conclusion, the Plan for Resettlement has as its goal to mitigate and compensate for the impacts generated upon the population which has been subject to intervention by involuntary displacement, or the partial impact by the loss of those properties surrendered under Eminent Domain for the construction of the First Line of the Metro of Bogota.
6 USH: Social Home Unit USSE: Social Socioeconomic Unit: USE: Socio economic Unit
EXECUTIVE SUMMARY REV. 27-04-2018 ETPLMB-ET19-L16.1-ITE-I-0001_R1
61
TECHNICAL STRUCTURING OF SECTION ONE OF BOGOTA METRO LINE ONE
Figure 1.11 Flow Diagram of the Plan for Resettlement, 2018 Source: Empresa Metro de Bogota, S.A
To date and in accordance with the proposed methodological process, it is hoped that an adequate intervention for the population subject to resettlement is achieved in accordance with the level of impact and the level of vulnerability. By this order, the EMB has begun a characterization of each of the social units localized in the area of direct influence of the BML1, which shall be subject to resettlement (excluding the 252 social residency units or users of the 129 properties which have been judged to be of this type). With this information shall be formed the General Resettlement Plan of the BML1 project.
1.10.5 Plan for the Integrated Management of the Tenants of Public Spaces
In compliance with the disposition of Resolution 1023 of 2017, issued by the Transportation Ministry, with respect to the management of the Tenants of Public Spaces (OEP), specifically informal vendors located in a transient fashion in the public spaces, existing in the immediate surroundings of the BML1, it has been determined that beginning with their identification7, a Plan will be formulated and implemented for an integrated solution which will have the purpose of improving the living conditions for the social units identified in the above diagnosis, which depend on the exercise of informal economic activities. This Plan will include programs oriented to the formalization, capacitation, employability, and relocation of the activities in the public spaces administered by the District Capital.
7 The diagnosis includes their customs for locating their business, their schedule for economic activities, socio economic
conditions, and level of vulnerability, among other aspects.
EXECUTIVE SUMMARY REV. 27-04-2018 ETPLMB-ET19-L16.1-ITE-I-0001_R1
62
TECHNICAL STRUCTURING OF SECTION ONE OF BOGOTA METRO LINE ONE
Table 1.15 Integrated Plan for the Tenants of Public Spaces for the AID Integrated Plan for the Tenants of Public Spaces for AID Programs for its mitigation and Population affected Impact management Permanent loss of their 1. Comprehensive entrepreneurship informal work as a and business strengthening source of income program. generation. 2. Program of education, training and employment relationship support. Public space In this respect, the 3. Associative marketing program. occupants as informal informal vendors must be vendors integrated into a process of reestablishment into a 4. Relocation project by branches of commercial alternative, activity and improvement of under new ways of infrastructure conditions. pursuing economic activity. Source: Prepared in-house by EMB based on information from the Social Enterprise Institute ('Instituto para la Economía Social') - IPES
The Comprehensive Plan for BML1 Public Space Occupants will be developed in three phases, namely: 1. Plan to be implemented during the phase prior to BML1 construction. 2. Plan to be implemented during BML1 construction. 3. Plan to be implemented during the BML1 operational phase.
According to the report presented by the Social Enterprise Institute ('Instituto para la Economía Social' - IPES), identification of informal vendors was carried out in the localities of Bosa, Kennedy, Antonio Nariño, Los Mártires, Puente Aranda, Santa Fe, Teusaquillo, Chapinero and Barrios Unidos, where 1,104 such vendors were identified.
369 informal vendors were identified along the BML1 route, and 194 users of IPES commercial alternatives that are located along the same route.
21009
EXECUTIVE SUMMARY REV. 27-04-2018 ETPLMB-ET19-L16.1-ITE-I-0001_R1
63
TECHNICAL STRUCTURING OF SECTION ONE OF BOGOTA METRO LINE ONE
Table 1.16 General results of the identification of informal vendors located on the BML1 route
Source: Comprehensive Care, IPES, 2018
In relation to the above, the population found in the area directly affected due to the BML1 construction was determined, understood to be the informal vendors and users of the IPES commercial alternatives found in the areas destined for the project's 16 stations. For this area, 137 users and informal vendors were identified.
Table 1.17 IPES users and informal vendors directly affected by the BML1 construction.
EXECUTIVE SUMMARY REV. 27-04-2018 ETPLMB-ET19-L16.1-ITE-I-0001_R1
64
TECHNICAL STRUCTURING OF SECTION ONE OF BOGOTA METRO LINE ONE
Source: Comprehensive Care, IPES, 2018
With regard to OEPs by station, a greater number was identified in the stations of Calle 10 with Av. Caracas and Primero de Mayo with Av. Boyacá.
Figure 1.12 OEPs and their relationship with the BML1 stations. Area of Direct Influence. Source: Comprehensive Care, IPES, 2018
With respect to the socioeconomic characteristics of the OEPs located in the BML1's AIDs (Areas of Direct Influence), it was found that 58% are men, and in terms of age range 32% are between 46 and 59 years of age.
In terms of population groups with special constitutional protection, 36 of the OEPs are older adults, followed by 14 female heads of household. The predominant educational level is complete primary education for 35 OEPs, followed by 34 people with incomplete secondary education.
EXECUTIVE SUMMARY REV. 27-04-2018 ETPLMB-ET19-L16.1-ITE-I-0001_R1
65
TECHNICAL STRUCTURING OF SECTION ONE OF BOGOTA METRO LINE ONE
Of the 137 OEPs, the current housing conditions of 111 are lettings and sub-lettings. Of the OEPs identified, 84 do not have an Individual Sellers Registration ('Registro Individual de Vendedores') - RIVI.
The type of products sold by the OEPs corresponds to 51% of packaged foods, followed by 28% of prepared foods.
1.11 PROCEDURES AND PROGRAMS ASSOCIATED WITH THE CONSTRUCTION PHASE TO BE REQUESTED FROM THE CONTRACTOR
The procedures and programs to be incorporated during the next phase to be implemented by the Project contractor are presented as follows:
Contractor management
• Supervision and inspection procedure • Contracting services and goods procedure • Procedure for the management of subcontractors • Contractor's internal supervision procedure • Procedure for documentation preparation and control
Environmental management
• Procedure for reporting findings and non-conformance • Procedure for the protection of rivers and water canals during construction • Good environmental practices procedure • Monitoring program for the implementation of the waste management plan • Monitoring program for the implementation of the restoration plan for affected areas • Monitoring program for the implementation of the closure and abandonment plan • Monitoring and control program for impacts on the landscape
Industrial Safety
• Entry procedure for site visits • Procedure for the construction and installation of screens on site • Procedure for the construction and installation of piers/piles • Equipment ordering procedure • Safe stacking procedure • Procedure for works in confined spaces • Procedure for the issuing of work permits • Hazardous work procedure • Procedure for load-lifting equipment certification • Procedure for construction equipment certification, such as for scaffolding, ladders, among others • Personnel induction procedure • Procedure for documentation management and control • Auditing procedure • Response procedure for hydrocarbon and chemical substance spills • Monitoring program for the implementation of the contingency and emergency response plan
EXECUTIVE SUMMARY REV. 27-04-2018 ETPLMB-ET19-L16.1-ITE-I-0001_R1
66
TECHNICAL STRUCTURING OF SECTION ONE OF BOGOTA METRO LINE ONE
Occupational health
• Immunization and prevention procedure • Incidents and accidents investigation procedure • Procedure for on-site and temporary facility health inspections • Alcohol and drug avoidance procedure • Medevac. emergency medical procedure
1.12 BUDGET
The consolidated environmental budget is $ 135,173,037,794 pesos and the social budget is $ 133,576,176,214 pesos. It must be noted that the environmental budget does not include mitigation, control and compensation measures derived from the Environmental and Social Management Plan ('Plan de Manejo Ambiental y Social') update and the SG-SST Plan, which must be adjusted in the next phase of the project. . Furthermore, the social budget does not include costs of the resettlement program and archaeological program, the latter due to approval being required by the ICAHN Management Plan.
The detailed budget by program is shown in the following tables.
Table 1.18 Consolidated Environmental Budget
CONSOLIDATED ENVIRONMENTAL BUDGET Program Total Amount Compliance program for environmental $ 36,418,649,107 obligations Temporary facilities management program $ 12,070,437,424 Management and disposal program for leftover $ 30,510,852 excavation material Solid, industrial and special waste management $ 5,554,045,337 program Environmental liability program: soil contamination, remedial technique $ 6,450,330,000 recommendations (service stations) Liquid fuel spill or leakage management program $ 471,178,800 Management program for the source of environmental air emissions and management $ 68,771,021,204 program for noise and vibrations Supervision and monitoring program for water $ 133,405,902 resources - crossing and bodies of water Forestry management program $ 3,839,470,333 Urban wildlife management program $ 105,140,001 Biotic environment compensation program due to $ 1,328,848,833 landscaping damage Total $ 135,173,037,794
The associated costs of the following programs are included in the overall project budget. • Management program for efficient water use. • Supervision and monitoring program for public utility companies.
EXECUTIVE SUMMARY REV. 27-04-2018 ETPLMB-ET19-L16.1-ITE-I-0001_R1
67
TECHNICAL STRUCTURING OF SECTION ONE OF BOGOTA METRO LINE ONE
• Construction material and equipment management program. • Program for the development of the hazardous waste Comprehensive Management Plan. • Management program for waste oil in the Capital District ('Distrito Capital').
In addition, the costs of the following programs must be estimated in the next phase of the project: • Rail Yard and Maintenance Shop management program. • Program for the reduction of Greenhouse Gases - GEI ('Gases de efecto Invernadero').
Table 1.19 Consolidated Social Budget
CONSOLIDATED SOCIAL BUDGET PROGRAM Total Amount Community information and relationship program $ 29,246,132,421 Citizen strengthening program for the construction of urban life on the $ 6,448,332,043 first line of the Bogota Metro Inter-agency articulation program for the construction of urban life on $ 2,490,651,621 the first line of the Bogota Metro Pedestrian and vehicular movement information and care program $ 21,686,664,086
Protection program for damage to third party infrastructure and $ 10,890,812,464 property
$ 12,971,980,800 Socio-labor inclusion program Formal trade economic sustainability program $ 11,555,952,000
Management program for public space occupants $ 9,275,980,800
Land occupation and value observatory program $ 4,805,990,400
Program for construction of the urban fabric of the first line of the $ 13,139,942,400 Bogota Metro Cultural heritage protection management program $ 4,705,835,791 Monument to the Heroes ('Monumento a los Héroes') management $ 147,480,639 program Resource agreements and activities to be enforced by the EMB $ 8,725,000,000 Archaeological management plan (Rail Yard and Maintenance Shop, $ 91,378,368 does not include viaduct) Total $ 136,329,614,472
1.13 SCHEDULE
The BML1 Environmental Impact Study includes a schedule specifying the programming of environmental measures included in the Environmental and Social Management Plan and the Monitoring and Supervision Plan. This schedule includes the pre-construction, construction and operational phases. For the Schedule preparation, development of the works consisting of the simultaneous execution of the six sections that constitute the route has been estimated, with a total time for the works duration of 60 months.
EXECUTIVE SUMMARY REV. 27-04-2018 ETPLMB-ET19-L16.1-ITE-I-0001_R1
68
TECHNICAL STRUCTURING OF SECTION ONE OF BOGOTA METRO LINE ONE
In reality, therefore, the Environmental Impact Study Schedule is made up of two schedules: one for the construction phase and another for the operational phase. The schedule that has been developed for the construction phase covers a period of 60 months: the duration that has been estimated for the construction of all sections in the work schedules developed. The schedule for the period of operation was programmed in the Gantt Chart with an initial 5-year cut-off period, although the operation is planned until 2050.
1.14 OPERATIONAL ORGANIZATION FOR THE ENVIRONMENTAL AND SOCIAL MANAGEMENT PLAN ('PLAN DE MANEJO AMBIENTAL Y SOCIAL') - PMAS
A description of the role of stakeholders participating in the PMAS is as follows:
- Empresa Metro de Bogota - EMB: has the role of planning, coordinating, providing the guidelines and directives for the implementation of the BML1 project, including the Environmental and Social Management Plan ('Plan de Manejo Ambiental y Social' - PMAS) that is part of the Environmental and Social Impact Study ('Estudio de Impacto Ambiental y Social' - EIAS), as well as the requirements established by the multilateral bank.
- Controller: responsible for monitoring and verifying the implementation of the PMAS. In addition, it must carry out information quality assurance. It will report directly to the EMB.
- Contractor: responsible for implementing the PMAS, therefore this is the party with the function of implementing prevention, control, mitigation, compensation, promotional and/or correctional measures for each program. The contractor will report directly to the Controller.
Accordingly, in order to develop the process of environmental and social management and to ensure compliance with the proposed objectives and the best use of resources, the administration and coordination of Environmental and Social Management Plan actions will be the responsibility of an interdisciplinary team that implements, determines and assesses the socio-environmental aspects during the pre-construction, construction and operational process of the Project, through the formation of the Environmental and Social Management Unit ('Unidad de Gestión Ambiental y Social' - UGAS), which will depend on the Contractor as executor of the project's construction and operational activities, and is in charge of, among other things, permanent community relations and the implementation of the Environmental and Social Management Plan in the various areas of work and operation.
The UGAS team will be interdisciplinary and conceived as a system for administration, operations, planning, execution, management and monitoring for the entire process in accordance with the Environmental and Social Management Plan (PMAS). UGAS will have a director who will report directly to the BML1 Project controller, will be supported by a quality assurance and auditing group, and will lead two action groups: social management and environmental management. This is all part of the Contractor's organizational structure.
Thus, the environmental and social management team shall be the contractor's and will form an environmental works committee, which will include the main environmental and social responsible parties, subcontractors and the environmental auditing team. During the Project operation, the monitoring of the Environmental and Social Management Plan will be in charge of the auditing team, which will report directly to the EMB.
EXECUTIVE SUMMARY REV. 27-04-2018 ETPLMB-ET19-L16.1-ITE-I-0001_R1
69
TECHNICAL STRUCTURING OF SECTION ONE OF BOGOTA METRO LINE ONE
1.15 ENVIRONMENTAL AND SOCIAL SAFEGUARDS FROM THE WORLD BANK AND IDB
The project has been classified as Environmental Category A by the WB and the IDB, considering the scale and magnitude of the environmental and social impacts. The Environmental and Social Safeguards activated by the World Bank are: OP/BP 4.01, Environmental Assessment; OP/BP 4.04, Natural Habitats; OP/BP 4.09, Pesticide Management; OP/BP 4.11, Physical and Cultural Resources; and OP/BP 4.12, Involuntary Resettlement. These Safeguards requirements have been duly considered in the Environmental and Social Impact Study.
In relation to the IDB, the activated environmental and social safeguards are: OP-102 Access to Information Policy, OP-703 Environment and Safeguards Compliance Policy, OP-704 Natural Disaster Risk Management Policy, OP-710 Involuntary Resettlement Operational Policy and OP-761 Gender Equality in Development.
1.16 CONSULTATION AND PUBLICATION TO THE INTERESTED PARTIES
Within the framework of the World Bank and the Inter-American Development Bank environmental and social safeguards, the First Line of the Bogota Metro - BML1 project is classified under category A, which requires a minimum of two consultations with the interested parties. Therefore, the participation and consultation of the Environmental and Social Impact Study advanced in two stages, the first aimed at making public the progress in the Project structuring and the scope of the EIAS (technical specifications 19 and 20) terms of reference, and the communities of the BML1 influence area and the area where the Workshop will be implemented participated, as well as multilateral banking, academia, and environmental organizations (NGOs).
The second stage was aimed at the participation and attention of two scenarios: i) Presentation of the Environmental and Social Impact Study -EIAS in order to receive contributions, suggestions, complementation, recommendations from citizens to enrich, implement and incorporate into the EIAS, ii) first instance of making public the land acquisition and resettlement plan process.
Within the framework of these two stages, the EMB advanced in the information and dissemination program to the direct influence area community, for which the layout of the PLBM was divided into six zones, considering the length and attending the residential, commercial or industrial use. A total 25 meetings were held, with the participation of approximately 5,700 citizens.
The technical structuring scope, the project location, the expected schedule, the structuring products, the property acquisition process and the scope of the exercise of citizenship were presented in these meetings. Likewise, the scope of the environmental and social impact study was also made public, which included the baseline characterization, the identification of the impacts for each of the project stages in the influence area, impact management proposals and the identification of citizen recommendations regarding public space and identity elements, among others.
It is important to mention that for the EIAS consultation process, the different actors were involved, at the levels of district, local governments, academia, organizations or NGOs, trade unions and traders located along the tracing of the BML1, as well as local social organizations through the leaders and representatives of Community Action Boards, and citizens living in the project influence area, who are the population directly affected.
1.17 NEXT STEPS
EXECUTIVE SUMMARY REV. 27-04-2018 ETPLMB-ET19-L16.1-ITE-I-0001_R1
70
TECHNICAL STRUCTURING OF SECTION ONE OF BOGOTA METRO LINE ONE
The Bogota Metro Company (EMB) will continue to work on the preparation of the activities in order to comply with the necessary requirements to present the project to the World Bank and the Inter- American Development Bank decision board in July 2018. The activities to be developed are listed as follows:
• Resettlement Plan:
o Formulation of the Resettlement Plan:
. Application of the socioeconomic characterization survey (census) to the social units to be resettled due to the project. . Analysis of the information collected in the surveys. . Identification of the impacts generated by the project on these social units. . Preparation of the Resettlement Plan document.
o Conducting meetings to present the Resettlement Plan to the public, this includes presenting the social units that must resettle issues such as: i) the land acquisition process; ii) economic recognition to those who are entitled; iii) mechanisms provided by the EMB for dealing with complaints, petitions, claims and recommendations. o Progress in the contractual process for the preparation of technical and legal supplies for property acquisition: topographic surveys, title deed studies.
1.18 CONCLUSIONS
• The successful bidding contractor will have to update the respective environmental, social and TSS management plans, depending on the outcome of the final design studies. This update will integrate the monitoring, follow-up and supervision measures so that the project is carried out under the best national and international engineering practices.
• The EIAS is a dynamic study, which allows the PMAS to be updated as more definitions are available; it also allows baseline updates throughout the project cycle. This study also indicates the procedures to be followed to attain the environmental permits required for the construction and operation phases, which will be in line with the programs and processes established at the time by the Mayor's Office of Bogota and the Bogota Metro Company.
• The quality of the landscape in the scenario without the project presents some infrastructure of public space in the Metro project influence area, which shows deterioration along a great part of the corridor . Likewise, unsafe crossing points are identified (no street furniture, damaged furniture, no signposting), and most of them are not integrated into the bike path system. There is a tendency increasing the infrastructure deterioration due to the lack of contingent projects to improve pedestrian and vehicular mobility infrastructure and the non- existence of bike paths. Regarding the vegetation, there are tree specimens located on the separator, which are affected by the pollution generated by the vehicles that circulate there, the trees will tend to deteriorate due to the increase of particle matter emitted from the mobile sources.
• The air quality conditions in the city of Bogota, according to the monitoring carried out, presents pollutants in the BML1 corridor such as PM10, PM2.5, NOx, SOx and CO. It is evident that in the stations where there is an incidence of industry, hospitals and commerce, the presence of particle matter and gas pollutants exceeds the permissible limit in accordance with the provisions of Resolution 610 of 2010. Based on the information obtained during the
EXECUTIVE SUMMARY REV. 27-04-2018 ETPLMB-ET19-L16.1-ITE-I-0001_R1
71
TECHNICAL STRUCTURING OF SECTION ONE OF BOGOTA METRO LINE ONE
sampling period, it was found that 72% (233 out of 324 records) of the estimated values were in the green "Good Air Quality" band and 28% (91 out of 324 records) of the values were in the yellow "Moderate Air Quality" band. This representation indicates that the current risk to the population health in the study area due to the effect of air quality is from low to zero.
• The environmental noise levels occurring in the BML1 influence area are the result of commercial activities, road traffic, daily urban activities, community urban activities, public works, etc., which affect environmental conditions and human health. The noise levels in the zones were identified as being between 55 to 70 dB established for moderate noise and restricted intermediate noise sectors.
• As for the vibrations that occur in the BML1 area of influence, they are the result of road traffic activities, daily urban activities, community urban activities, public works, which affect environmental conditions and human health. Although the vibration levels recorded at some points are perceptible to human beings, and in the case of the point with the highest vibration levels (Historical Center), it is classified from easily perceptible to intense for people, they do not exceed the impact limits on structures, even for structures with an architectural heritage character.
• During the construction stage, the different activities carried out will modify the landscape and cause changes in the high and medium visual quality, as a result of the presence of transitory elements such as machinery and equipment, as well as the closures that must be set to protect the population in the intervention area.
• The urban vegetation cover is constituted by the set of plant specimens located in urban spaces and that offer the city a series of landscape and environmental benefits day by day, but that, at the same time, require a suitable planning and technical management that allow to settle conflicts with the dynamics of urban growth and the public space demands to which cities in constant expansion are subject. Although the number of trees in Bogota is not enough according to the defined urban standards, the total number of trees has increased slowly year after year, which indicates that in a scenario with a project, the impact of the vegetation cover would be positive, bearing in mind that the road corridors impacted by the project will have planting that will increase the current stock of individuals.
• In the project Direct Influence Area - AID , there are components of the Main Ecological Structure, corresponding to the river setback Ecological Corridors and the Bogota river Special Management Area. In addition to the areas of the ZMPA and Hydraulic Setback of the Bogota river required in the study area for the adaptation of the Workshop, there are other elements of the EEP that are crossed by the viaduct, such as Tintal II Canal, Fucha Canal, Albina Canal, Cundinamarca Canal, Arzobispo Canal and Sector 1 Río Seco Canal.
• The Workshop and Technical Branch, as they are to be located within the area delimited as the Management and Preservation Zone of the Bogota River (ZMPA) - referred to in Articles 109 and 110 of District Decree 190 of 2004, require a modification of this ZMPA, since it currently represents an environmental restriction.
• For the scenario with project in the pre-construction and construction activities, the demolition and excavation activities to be carried out during the construction of the BML1, 30% of RCD will be used in accordance with the provisions of Resolution 472 of 2017 of the Ministry of Environment and Sustainable Development, which is 957,935 m3.
EXECUTIVE SUMMARY REV. 27-04-2018 ETPLMB-ET19-L16.1-ITE-I-0001_R1
72
TECHNICAL STRUCTURING OF SECTION ONE OF BOGOTA METRO LINE ONE
• There is a negative impact on air quality alteration due to the pre-construction and construction activities, which represents an impact on the population directly exposed to emissions. The air quality alteration in the study area is related to the duration of the works to be carried out, which is temporary; the contributing emission sources are represented by the operation of machinery to be used in the processes of land clearing, movements and transportation of materials, as well as the combustion of the heavy machinery and vehicles in the study area.
• The levels of environmental noise generated by the pre-construction and construction activities of the project will represent a change in the acoustic parameters in the influence area, due to the introduction and the temporary operation of equipment and machinery, such as bulldozer, backhoes, compactors , tank cars, dump trucks, loaders, cranes, among others. The emission sources come from the machines used for the development of each of the mentioned activities during specific work days, and from the projected vehicle traffic in the influence area. The modification of the noise levels in the project influence area is temporary, considering that the emission sources come from the machines used for the development of each one of the constructive activities, which are covered by a specific operation and work schedule.
• The impact generated by the project footprint (DIA) on the different components of the Main Ecological Structure - MES, is conceived as the intervention of an urban development on an area already bounded by a district environmental authority. It is defined as an invasion of the space already granted by a valid legal administrative act. This intervention does not imply canal occupations in most of the cases given by the pilot works project; however, it is confirmed that the Metro de Bogota company has all the rights to request a declaration by the competent environmental authorities (District Environment Department - SDA, CAR and Empresa de Acueducto y Alcantarillado de Bogota -EAAB), in order to indicate or describe the environmental effects generated by the intervention in the DIA of the Metro de Bogota project.
• The affectation of the vegetation coverage is associated with the results of the silvicultural evaluation carried out in the project biotic DIA, which gave a total of respectively 3,229 in the corridor, and 58 in the Rail Yard and Maintenance Shop, specimens of arboreal strata, shrubs and palms. Within the context of this relative abundance, two abundant species stand out from the total group: first, the Sabanero Rubber (Ficus soatensis), with 17%, and the False Pepper Tree (Schinus molle), with 16% of the total. The affectation on the resource is temporary, since silvicultural treatments of root pruning, felling and transfer will be carried out; another group of specimens is conserved, and new specimens will be planted as part of the implementation of the landscape design.
• As concerns landscape management, a landscape proposal, which established general criteria, defined by multiple stages with a cross-disciplinary approach ensuring an integrated and structured strategy, was elaborated. Here are some of these criteria are as follows: the vegetation must be adaptable to the territory, to the needs of the place and the project; the visual relationships determined by the constructive parameters of the immediate environment vs. the available profile and the general visual appearance of the place, must be considered. Finally, the urban context in which textures, materials, buildings and other elements that make up the urban context are appreciated.
• The viaduct will generate a change in the landscape on account of its elevated structure; it will change and renovate the landscape in abandoned sectors of the city and will intervene in residential sectors of the city.
EXECUTIVE SUMMARY REV. 27-04-2018 ETPLMB-ET19-L16.1-ITE-I-0001_R1
73
TECHNICAL STRUCTURING OF SECTION ONE OF BOGOTA METRO LINE ONE
• The environmental and social management process will ensure compliance with the proposed objectives, as well as the optimal use of resources, administration and coordination of the actions of the Environmental and Social Management Plan.
• The study includes the consolidation of the environmental and social budget of the project; these resources are part of the CAPEX and will be secured by the construction contract related to the project. On the other hand, the mitigation, control and compensation measures deriving from the update of the Environmental and Social Management Plan and the OHSMS Plan, among others, which must be adjusted in the next phase of the project, are not included in the budget.
• As part of the Tender Documents and the construction contract, the type of bank guarantees required in order to comply with environmental, security and social obligations will be specified, considering the new World Bank’s procurement framework regarding category A environmental projects.
• The Bidding Documents and the construction contract shall establish who will be responsible for the assurance and/or review and/or monitoring and auditing of the of the updated PMAS, which will have to be updated by the Contractor who has been awarded the Works project.
• The increase in the circulation of people in all transport modes is expected to boost the various sectors of the economy along the route line.
• The integration of the BML1 within the Transmilenio system will allow to improve the transportation times, a decrease in the accident rate, safe and optimal transportation conditions while generating a significant impact on the citizens ’living conditions. In addition, the project will result in a reduction in Greenhouse Gases - GHG through improving the efficiency of the city's public transport system with the operation of an electric transport system. Based on the study carried out by the Urban Development Institute - IDU in 2016,
the GHG reduction brought about by the BML1 is estimated at around 1.8 million tons of COR2R over a period of 30 years of operation, which suggests a highly positive impact, both at the local and national levels.
• It should be mentioned that the most relevant manifestations of climate change, such as the intensification of the dry and rainy seasons, and their effects on the territory: heat waves, hailstorms, torrential avenues, puddles and floods, were considered by the analyzes carried out for the construction and operation of the BML1. Further to the recognition of these effects, various adaptation measures were proposed to be included in the design of the infrastructure and architecture of the viaduct and the stations, and in the urban planning design. As regards the proposed measures affecting urban design and storm sewer networks (Urban Storm Drainage Systems), these should be elaborated together with the District Environment Department and the Bogota Aqueduct Company, in order to ensure their harmonization with the guidelines or strategic lines on the subject matter.
• The construction of the Metro will contribute to the development, rehabilitation, renewal and planned densification of the city, while attracting national and foreign investment, encouraging economic growth and contributing to the growth of the national GDP.
• The project will result in an involuntary resettlement of population due to the purchase of properties required for the construction of the Line and the Stations; this will impact a corridor characterized by diverse uses, building capacities and urban qualities, and by the presence of different population groups in terms of interests and relationship with the territory.
EXECUTIVE SUMMARY REV. 27-04-2018 ETPLMB-ET19-L16.1-ITE-I-0001_R1
74
TECHNICAL STRUCTURING OF SECTION ONE OF BOGOTA METRO LINE ONE
• The impact produced by the involuntary resettlement of approximately 2,500 social units (including owners, tenants, subtenants) poses a high social risk to the project, which may result in delays in construction. The reduction of risk and the reduction of opposition to the project depends on the correct and adequate implementation of the programs and actions defined in the Resettlement Plan.
• Communication canals will be promoted to provide clear and transparent information to the population to be resettled and to the general public.
• Due to the impacts that will be generated on the population of the directly affected area during the construction phase, conflicts may arise, unless an efficient, direct, timely and clear communication process with the community and the general public is established. In view of the above, the resettlement plan will involve programs of communication, information, attention to PQR, in addition to a comprehensive social support scheme for the benefit of the social units affected by the resettlement.
• Temporary employment will be generated as part of the development of the project activities through its separate phases, which will benefit to both the people hired and those living in the area of influence, insofar as the income level of families will be improved as a result of the improvement of their quality of life and the increase in the demand for goods and services.
• The Monument to the Heroes, located on Calle 80 adjacent to the TransMilenio station, will be affected; this will generate discomfort among the citizens, and a specific program for this impact should be implemented.
• The metro project will provide the occupants of the public space and those currently involved in informal sales activities, with formal work opportunities, workshops and training for the formalization and company management, with a view to improving the living standards of this population.
• Citizen participation spaces will be promoted during the stages of project development in order to involve the community and the general public in the system development.
• The project will contribute to increasing women’s mobility by making public transport safer and by improving women's access to transportation, while generating greater and better access to jobs and other offers available in the city. In this sense, the project will design metro stations based on the criteria of gender violence prevention through the incorporation of parameters such as: lighting, opening, visibility, security and sense of security. Improvements in sidewalks and walking infrastructure, along with well-lit and camera-monitored stations, will provide women with safer access to and from public transportation.
• On the other hand, as it is an urban transport project, the labor force during the construction phase of the project will come mainly from the population residing in Bogota. Therefore, the risk of gender violence associated with labor population influx is low.
Even so, considering the social and cultural diversity of the population of the city, and the effect that the presence of a high number of workers on the work premises can generate, the First Line Metro project in Bogota has designed a Labor Population Influx and Gender Violence Management Program (See numeral 8.1.8.15), which adopts measures such as: i) the formalization by contractors of a strict compliance Code of Conduct promoting respectful and appropriate relationships among workers and their neighbors, regarding in particular the
EXECUTIVE SUMMARY REV. 27-04-2018 ETPLMB-ET19-L16.1-ITE-I-0001_R1
75
TECHNICAL STRUCTURING OF SECTION ONE OF BOGOTA METRO LINE ONE
treatment of vulnerable population groups such as women, minors, LGBTI population, older adults; ii) mandatory training for workers on unacceptable behavior and actions punishable by national legislation, and the effects that this type of behavior could have on their contractual relationships; iii) promotion of cooperative relationship with the police authorities to ensure timely and diligent responses in the event of complaints of harassment or gender violence. These measures seek to avoid negative social and environmental impacts on the population which is in the described situation of vulnerability, whether transient or residing, and inhabits those areas affected by the works.
• The project will integrate a mechanism for reporting cases of violence against women and girls in public transport. A protocol of action will be developed so that the metro staff members intervene in the event of sexual harassment; this will be supplemented by training programs for the police and the metro staff.
• Programs and activities will be developed, as part of the resettlement plan and the social management plan, considering the needs and characteristics of the population.
• The work will generate an impact on the population settled on the corridor during the pre- construction and construction stages, which will involve the implementation of work management plans related to the information on modifications regarding mobility and safety, among others.
• The project will seek to promote changes in mobility habits, the use of alternative modes of transport, as well as the use of public transport.
EXECUTIVE SUMMARY REV. 27-04-2018 ETPLMB-ET19-L16.1-ITE-I-0001_R1
76