AFRICAN DEVELOPMENT BANK GROUP
PROJECT : DAKAR REGIONAL EXPRESS TRAIN (TER)
COUNTRY : SENEGAL
SUMMARY OF THE STRATEGIC ENVIRONMENTAL AND SOCIAL ASSESSMENT (SESA)
Project Team: A. I. MOHAMED, Principal Transport Economist, OITC1/SNFO M. A. WADE, Infrastructure Specialist, SNFO/OITC1 M. MBODJ, Consulting Economist, OITC 2 M. L. KINANE, Principal Environmentalist, ONEC.3 S. BAIOD, Consultant Environmentalist, ONEC.3
Project Team Sector Director: A. OUMAROU Regional Director: A. BERNOUSSI Acting Resident Representative: A. NSIHIMYUMUREMYI Division Manager: J. K. KABANGUKA
1 Dakar Regional Express Train (TER) Summary of the Strategic Environmental and Social Assessment Project name : DAKAR REGIONAL EXPRESS TRAIN (TER)
Country : SENEGAL
Project code : P-SN-DC0-003
Department : OITC Division : OITC.1
1 Introduction
This report is the summary of the Strategic Environmental and Social Assessment (SESA) of the Dakar Regional Express Train Project. It is prepared in accordance with African Development Bank (AfDB) procedures and operational policies, through its Integrated Safeguards System (ISS) for Category 1 projects. The project description and rationale are first presented, followed by the legal and institutional framework in Senegal. A brief description of the main environmental conditions is presented and the railway project’s components are presented according to typology.
This project summary, in its Phase 1, identifies the key issues relating to major impacts and the types of measures to mitigate them. It encompasses the Environmental and Social Management Framework (ESMF) developed for this purpose. It defines the environmental assessment procedures to be followed by key project actors and partners in the various stages with regard to the Design/Implementation approach.
The regulatory and organizational mitigation measures and actions to check, minimize, mitigate or offset the negative impacts are presented in the report. The first public consultations held are presented and project-related additional initiatives such as the needed Full Resettlement Plan, which will refer to the stretches to be developed and the engineering structures to be constructed requiring acquisitions of private land as well as new construction.
The aim of SESA is to come up with the most concise vision of prevailing environmental and social conditions allowing for the assessment of all project environmental and social impacts and, thus, help to improve its efficiency by reducing the need for corrective measures in the ESIA and the environmental requirements to be included in the specifications of contractors. The conclusion mentions project acceptability in respect of which an environmental acceptability certificate is issued by the DEEC attached to the report. The main references are mentioned for further information.
2 Project Description and Rationale
Dakar’s current collective transport system comprises buses, rapid coaches, taxis and the Small Suburban Train (PTB). This system cannot satisfactorily meet travel needs estimated at 124,000 passengers during the morning peak period in Dakar. Accordingly, the project adopted by government is to replace the PTB with the future Regional Express Train (TER) to ensure transport services for the suburbs of Dakar by omnibus and possible semi-direct service. This project will blend with the lines of the Rapid Transit Bus (BRT) project and other existing and/or projected collective modes of transport.
The objective is to contribute to the reorganization and consolidation of urban space in Dakar with a view to achieving the level of GDP growth defined in the Emerging Senegal Plan (PSE). This project features in the PSE 2014-2018 Priority Action Plan (PAP). At the sectoral level, the project will help increase and diversify collective transport services to meet the travel needs generated by Dakar’s strong urban growth as well as improve the service level of collective transport, with minimum effects on the environment.
2 Dakar Regional Express Train (TER) Summary of the Strategic Environmental and Social Assessment The project will help to (i) link the Dakar City Centre to its suburbs by a railway line; (ii) initiate the decongestion of Dakar City; (iii) improve movement conditions in metropolitan Dakar by reducing VOCs and increasing traffic and travel speeds; and (iv) take into account the service needs generated by the new airport and contribute to its attractiveness. Its stretches over a total length of 57 km between Dakar and the Blaise Diagne International Airport (AIBD).
The project will consist in replacing current rail facilities, with a view to installing four future tracks: (i) an electrified double track with standard gauge (UIC) dedicated to “passenger” transport, with a reference speed of 160km/h, which will replace service on the current PTB; (ii) a metric track for freight; (iii) a strip of land reserve developed into a maintenance and service track, which could be used in future to construct a fourth track.
In addition, the project will ensure: (i) the renovation of multimodal stations (Dakar Plateau and Rufisque Stations) and the construction of a multimodal station in Diamniadio; (ii) the construction of the Thiaroye and Bargny Stations ; (iii) the construction of eight stops at Colobane, Hann, Baux Maraîchers, Pikine, Yeumbeul, Keur-Massar, M’Bao and PNR ; (iv) the development of two maintenance sites, including one in Colobane for train maintenance and another in Rufisque for infrastructure maintenance (v) acquisition of bimodal rolling stock (electricity and diesel).
Project components are presented in Table 1 below. The Bank is being solicited to finance the systems component:
Table 1 : Project components No. Component name Description A A - Studies Phases 1 and 2 studies (i) construction of a 36-km double track with standard gauge (ii) execution of System works B - Construction of over 36 km; (iii) double slewing of existing metric gauge over 38 km; (iv) Dakar-Diamniadio B construction/renovation works in 14 train stations; (v) acquisition of bimodal rolling stock; (vi) railway line (Phase environmental measures; (vii) environmental protection and safety awareness-raising; and (viii) 1) works control and supervision (i) construction of 5 multipurpose sports platforms in Hann, Pikine, Thiaroye, Rufisque and Diamniadio; (ii) construction of canteens and sheds in Colobane, Hann, Pikine, Thiaroye, C C - Related facilities Rufisque and Diamniadio; (iii) support to youth and women’s associations in Colobane, Hann, Pikine, Thiaroye, Rufisque and Diamniadio; (iv) control and supervision of ancillary works; and (v) detailed studies and BDs of related facilities (i) support for training of young people in railway operation trades; and (ii) support to Dakar D - Operation and D Dem Dik, through the procurement of buses to ensure rapid service between the Diamniadio maintenance support Station and the AIBD, up to the implementation of Phase 2 of TER (i) support to project management apart from control and supervision of Component A works; E - Project (ii) monitoring and evaluation of project socio-economic impacts; (iii) technical audit; (iv) E management accounting and financial audit; (v) the executing agency’s facilities; and (vi) the executing agency’s operation F - Clearance of F (i) Compensation of PAPs; and (ii) environmental and social monitoring rights-of-way
The preliminary cost of Phase 1 of the project, including physical contingencies (for related facilities) and price escalation, is estimated at UA 592.76 million, or CFAF 483 289.06 million.
3 Policy, Legal and Administrative Framework
3.1 Senegal’s Policy Framework
Senegal’s policy environment is a top priority thrust of the Emerging Senegal Plan (PSE). The country has a regulatory framework directly related to, and/or associated with, the environmental and social concerns of the Bank’s ISS. It is based first on the 22 January 2001
3 Dakar Regional Express Train (TER) Summary of the Strategic Environmental and Social Assessment Constitution which guarantees (Preamble, Sect. 8) each citizen’s right to a healthy environment. The Senegalese policy framework is marked by policy and planning documents of the National Action Plan for the Environment (PNAE) and the Environmental Sector Policy Paper (LPSE). Indeed, through the PSE, Senegal committed to mainstream sustainable development principles in national policies and reverse the trend noted in the loss of environmental resources.
3.2 Legal and Regulatory Framework
The legal framework in Senegal is defined in: (i) Law No. 2001-01 of 15 January 2001 on the Environmental Code, and (ii) Decree No. 2001-282 of 12 April 2001 on its implementation, (iii) measures to strengthen these instruments through Orders Nos. 009468/MJEHP/DEEC regulating public participation in EIAs; 9469/MJEHP/DEEC on the operation of the technical committee; 9470/MJEHP/DEEC setting conditions for issuing approvals for the conduct of activities relating to EIAs; 009471/MJEHP/DEEC defining the content of EIA terms of reference; 009472/MJEHP/DEEC defining the content of the EIA report. Thus, OS1 requirements are covered.
(i) Law No. 76.86 of 02/07/76 on the State Property Code, (ii) Law No. 76.67 of 02/07/76 on Expropriation for Public Interest (iii) Law No. 88-05 of 20 June 1988 on the Town Planning Code and (iv) Law No. 2004-16 of 4 June 2004 on the Agro-Sylvo-Pastoral Orientation Law (LOASP), constitute the resettlement legal framework and meet OS2 requirements.
(i) Law No. 86-04 of 24 January 1986 on the Hunting and Wildlife Protection Code (ii) the National Action Programme for the Control of Desertification (PAN/LCD), (iii) the National Strategy for Biodiversity Conservation, (v) the National Implementation Strategy (SNMO) on Climate Change as well as by (iv) Law No. 98-03 of 8 January 1998 on the Forestry Code, supplemented by its enabling Decree No. 98-164 of 20 February 1998 on Biodiversity Conservation, in relation with OS3.
(i) Law No. 81-13 of 4 March 1981 on the Water Code, (ii) Law No. 2003-36 of 24 November 2003 on the Mining Code and its enabling Decree No. 2004-647 of 17 May 2004, (iii) Circular No. 1229 MINT/CAB/CT1 of 18 December 1968 on noise control in major urban centres, (iv) Ministerial Order No. 794 MJEHP-DEEC-DEC of 6 February 2002 regulating the operation of an oil distribution activity and a hazardous, unhealthy or inconvenient installation and (v) the Senegalese Standards of July 2001 NS 05-061, regulating limit values for wastewater discharges and leachates, (DEEC) and NS 05-062 on atmospheric pollution and emissions standards meet OS4 requirements.
OS5 requirements are contained mainly in: (i) The Labour Code in Law No. 97-17 of 1 December 1997 on Working Conditions, (ii) Law No. 83-71 of 5 July 1983 on the Hygiene Code (iii) Law No. 96-06 of 22 March 1996 on the Local Authorities Code.
3.3 Institutional and Administrative Framework
Several national, regional and local institutions and structures are involved in various capacities in environmental protection. These include State technical services as well as non-governmental actors and local authorities.
- The project executing agency is the Ministry of Infrastructure, Land Transport and Road Access (MITTD). Through the Delegated Project Management agreement (MOD) signed on 27/05/2016, it delegates this responsibility to the Investment Promotion Agency (APIX-SA), which ensures implementation monitoring. APIX has an Environment and Right-of-Way
4 Dakar Regional Express Train (TER) Summary of the Strategic Environmental and Social Assessment Clearance Department comprising more than 20 executives, well-versed in environmental and social aspects.
- The Ministry of Environment and Sustainable Development (MEDD) has directorates, three of which are essential for the implementation of Senegal’s environmental policy: The Directorate of National Parks (DPN), the Directorate of Environment and Classified Establishments (DEEC) and the Directorate of Water, Forestry, Hunting and Soil Conservation. The DEEC is responsible for coordinating the various services and the Department of Water, Forestry, Hunting and Soil Conservation (DEFCCS).
- The Technical Committee assists the ministry in charge of environment in the approval of ESIAs. Its secretariat is ensured by the DEEC. It lays special emphasis on the holding of a public audience for general approval of ESIAs. At this level, worthy of note is the emergence of a civil society association called the Senegalese Association for Environmental Assessment (ASEE), set up since 1994.
- The Steering Committee of the railway project (Regional Express Train) to link Dakar to the Blaise Diagne International Airport and its environs, was created by Order No. 017618 of 25 November 2014. It is responsible for i) validating guidelines as well as preparatory and execution studies for project implementation; ii) monitoring, for compliance with timeframes and commitments, all activities directly or indirectly related to satisfactory project implementation; iii) formulating opinions on various project aspects and its dependencies; iv) monitoring the implementation of project components and activities.
- National Agency for New Railway Lines (ANCF) responsible for “coordinating and ensuring the monitoring of implementation of new railway projects in Senegal”, the Dakar Urban Transport Executive Council (CETUD), which is the regulatory organ for urban transport in metropolitan Dakar.
3.4 AfDB Policy
The regulatory framework complies with the Bank’s environmental approach and requirements, through the following five operational safeguards: (OS1) Operational Safeguard 1 relating to environmental and social assessment. (OS2) Operational Safeguard 2 relating to involuntary resettlement, land acquisition, population displacement and compensation. (OS3) Operational Safeguard 3 relating to biodiversity conservation and eco-systemic services. (OS4) Operational Safeguard 4 on pollution prevention and control, greenhouse gases, hazardous materials and resource efficiency. (OS5) Operational Safeguard 5 on labour conditions, health and safety.
The AfDB’s other applicable guidelines and policies are: (i) the Bank’s Gender Policy (2001). (ii) the Framework for Enhanced Engagement with Civil Society Organizations (2012). (iii) the Policy on Disclosure and Access to Information (2012). (iv) the AfDB Climate Risk Management and Climate Change Adaptation Strategy. (v) environmental and social assessment procedures for Bank operations (2015).
With respect to this project, the Bank’ safeguard policies and its five operational safeguards apply and are covered by Senegalese legislation.
5 Dakar Regional Express Train (TER) Summary of the Strategic Environmental and Social Assessment 4 Project Environment Description
4.1 Project Area
The project area (PA) covers the Dakar Region and the two Communes of Thiès: Keur Moussa and Diass. The project traverses nineteen (19) Communes in the Dakar and Thiès Regions as follows: Dakar Plateau, Hann Bel Air, Dalifort Foirail, Guinaw Rails Sud, Guinaw Rails Nord, Pikine Est, Pikine Ouest, Thiaroye Gare, Yeumbeul Sud, Mbao, Rufisque Ouest, Rufisque Nord, Rufisque Est, Bargny, Diamniadio and Sébikotane, for the Dakar Region; and Keur Moussa and Diass, for the Thiès Region. It covers a surface area of 802 km2, or 0.41% of Senegal’s total surface area, with a population of nearly 3 500 000 inhabitants according to 2016 projections, or 23.65% of the country’s population.
This Phase 1 of the project is developed on the existing PTB right-of-way up to Diamniadio, over a total length of 57 km between Dakar and the Blaise Diagne International Airport (AIBD)
4.2 Physical Environment The project area covers two (2) regions: Dakar and Thiès. It is part of the Sahel-Sudanese climate zone. The main climate parameters are summarized in Table 2 below.
Table 2 : Area rainfall Climate parameters Average annual Average annual Average annual Average annual rainfall temperatures relative humidity winds Dakar 1960 to 2013 446.7 mm 24.75°C 75.5% 4.5 m/s Thies 1960 to 2013 448 mm 26.75°C 65.2% 2.7 m/s Source: National Civil Aviation and Meteorology Agency
Dakar’s relief is by and large flat, with three (3) main topographic areas: (i) the peninsula head, a relatively elevated area comprising the basaltic formations of Cap Manuel, and the Almadies peak with the Mamelles as culminating point (150 metres); (ii) a depressed area consisting of dune formations and inter-dune depressions called the “Niayes,” resulting from various marine transgressions and regressions; (iii) the eastern part situated between Yène, Rufisque, Sangalkam and Sébikotane. It consists of hills and plateaus with quite gentle slopes and altitudes varying between 30 and 80 metres. This eastern part stretches eastwards to the Diass massif.
At the geological level, the Diamniadio-Sébikotane area is located in a limestone and marly upland with brown limestone soils and dark-grey vertisols. Their low permeability leads to significant runoff. These are the “Deck” soils or clay soils that are quite unstable, due to the presence of many cracks.
At the level of hydrology, the Diamniadio-Sébikotane area does not have a permanent water course. However, there are a few temporary marshlands that constitute outlets to the sea during the rainy season. Water from the surrounding plateau areas often causes floods.
Available data on the PA also show that drinking water comes from deep boreholes (100m or more). The water table, supplied mainly by runoff, is very vulnerable to pollution of all kinds. According to these data, the water’s quality has exceeded acceptable faecal Escherichia coli and coliform thresholds.
In terms of climatic fluctuations, marked climate deterioration in the last 40 years has led to prolonged rainfall deficits. It comes with a shortening of the duration of the rainy season. This has contributed to weakening ecosystems, making them more vulnerable to other disruptive events and, thus, accelerating the pace of deterioration and decline of biological resources. In
6 Dakar Regional Express Train (TER) Summary of the Strategic Environmental and Social Assessment 2013, excessive rains led to devastating floods. Almost the entire south-western part of the country was flooded: from the capital Dakar to the Mbour, Fatick, Djilor, Passy, Kaffrine and Kaolack regions.
4.3 Biological Environment
The TER line is established in the Niayes eco-geographical area. This area comprises the strip of land situated along the northern coast between Dakar and Saint-Louis. Although included in this area, it is typical of Sudano-Sahelian shrub and tree savannah. Several bird species have been identified here, including the African vulture (Gyps africanus), considered as almost threatened in the red list categories of the International Union for Conservation of Nature (IUCN). The other avifauna species observed, among others, are: pelicans, Gambia geese, whistling ducks, wood doves, pigeons, guinea fowls, egrets, parrots, ducks, francolins, hornbills, etc. Among the mammals observed are hares, African ground squirrels, warthogs, jackals, civets, patas, green monkeys, etc.
As part of the environmental and social impact assessment (ESIA) proper, field inventories will be made to characterize the species and habitats found along the TER route, the main objective being to avoid the areas where protected fauna and flora species are present. These data will further help to inform the regulatory arrangements necessary for building the infrastructure.
(i) The M’Bao forest is impacted by the project; compensatory reforestation will be necessary, in accordance with the regulations in force in Senegal. Classified on 07/06/1940, it is now considered as the green lung of Dakar. It plays an important role in the quality of the living environment of residents and an essential role in solving flooding problems in Malika and Keur-Massar.
Therefore, it is important to sustain this natural space in the heart of the city; a new forest conservation plan has been established to meet this objective. Thus, the PMOPAFCM, under the Directorate of Water, Forestry, Hunting and Soil Conservation, is responsible for implementing the M’Bao Classified Forest Development Plan (PAFCM), which aims to: (i) Conserve the forest’s ecological functions and biodiversity; (ii) Contribute to sustainable provision of the forest’s residents with agro-sylvo-pastoral products; (iii) Contribute to education, recreation and the sports and cultural development of the public; (iv) Ensure the protection of sensitive areas.
(ii) Classified on 10/02/1950, the Sebikhotane forest has a surface area of 1,730 ha, including 520 located in Rufisque Department and 810 in Thiès. Its classification was motivated by the creation of a partial hunting reserve to ensure the introduction and reproduction of certain game species. The ultimate objective was the creation of a wildlife reserve where hunting would be banned for all categories of hunters. Only grazing was authorized in the area, under rights of use for the local population.
However, illegal charcoal exploitation and timber harvesting to meet the needs of the local population have seriously damaged the forest. Furthermore, about 13.5 hectares will be deforested to implement the second phase of the Toll Highway Project.
Depending on design studies for the route’s finalization, borne by the M1 contract, infrastructure building could require declassification, on grounds of public utility, of part of the forest; compensatory reforestation will then be necessary.
However, all measures will be taken during future design phases to minimize the infrastructure right-of-way as much as possible, in consultation with PMOPAFCM vis-à-vis proposed
7 Dakar Regional Express Train (TER) Summary of the Strategic Environmental and Social Assessment projects. Similarly, worksites will be clearly demarcated to keep to what is strictly necessary for the transport system’s construction.
4.4 Human Environment
In the first part of the route (Dakar-Bargny over about 33 km), there are population densities of about 30,000 inhabitants per km². This is the case of the Diamaguène Sicap Mbao and Yeumbeul Sud Communes and many others running alongside or traversed by the railway right- of-way.
On the other hand, in the second part of the stretch with predominantly rural Communes (Diamniadio, Diass and Keur Moussa), settlement is sparse (densities hardly reach 300 inhabitants per km² and more than 4 villages are found there) in this project area, but the population’s land needs are extensive in relation to the modes of livestock and agriculture production.
Furthermore, no matter the project area, there is for need mobility for the population within and outside their community space due to the quality of motorways (bad roads in the rural area, lack of access roads to certain parts of neighbourhoods in the urban area…).
Figure 1: Dakar spatial occupation
8 Dakar Regional Express Train (TER) Summary of the Strategic Environmental and Social Assessment 4.4.1 Socio-economic Activities
The project area is characterized by: (i) the presence of several illegal and unregulated passage points created by the people for their movements; (ii) the presence of vehicles, mechanical workshops and makeshift dwellings, (iii) fish smoking activities and settlement in the Hann area (Hann triangle), (iv) the Bargny (between Pk 35 and Pk 39) and Diamniadio (Pk 40) layouts. The economic activities in the entire project right-of-way are:
- Trade on the project right-of-way: periodic markets developed in railway stations (Thiaroye and Hann Stations, Colobane Stop) and certain places on the railway line (Guinaw Rails, Keur Mbaye Fall, Kamb, Dalifort, etc.);
- Craft trades such as carpentry and motor vehicle repair workshops;
- Waste recycling activities (in Colobane, Wakhinane and Hann Triangle), fish smoking and processing activities (at Hann)
- Agricultural activities in the second part of the section (Diamniadio-AIBD), in Phase 2, and which will be affected because of loss of arable land, vineyards and farms, notably in Toglou and Gandoul and on certain peripheral neighbourhoods of Diamniadio and Sébikhotane ;
- Pastoral activities also in Phase 2, due to loss of grazing land and limited and impossible access to certain grazing areas, due to the barrier effect that the TER’s enclosed right-of-way will constitute:
- Industrial activities: with the presence of many industrial units, particularly, in the existing section. Some of these industrial units present quite significant risks that should be characterized under the studies of specific risks for OIL Libya facilities.
4.4.2 Easements and Town Planning
The drop in railway traffic, coupled with indiscipline from certain inhabitants of the neighbourhoods of Communes around the railway and uncontrolled urban growth, has created considerable encroachment on the existing right-of-way in terms of presence of inhabited buildings and transformation of railway space into uncontrolled dumps for household waste. This situation is very remarkable in the first part of the section (Dakar - Diamniadio).
Many homes will be destroyed, especially in Hann, Colobane, Pikine Est, Yeumbeul Sud and Nord and Rufisque. On the other hand, in the second part, starting with Bargny Commune, many lawful and unauthorized housing estates are found close to, and often inside, the TER right-of-way; thus, these estates should be grouped together to meet security needs by fixing a 40-m right-of-way.
4.4.3 Cultural, Religious and Historic Heritage
This is an environmental element that will be affected by project implementation, especially as concerns the presence of graveyards close to the right-of-way, for example: (i) the Bargny graveyard situated at the east entrance of the Commune, (ii) two graveyards in Toglou village (one being used and another closed but maintaining its tombs); the case of these two graveyards is very specific. Right-of-way extensions on these segments will not be authorized.
9 Dakar Regional Express Train (TER) Summary of the Strategic Environmental and Social Assessment 4.4.4 Poverty Rate
The TER route is in the “suburban” Communes of Dakar where the most underprivileged and poorest of the Dakar Region reside; thus, makeshift dwellings (shanty towns and hovels) are common there.
4.5. Environmental Sensitivities
The level of impact is obtained by including three parameters: its intensity, its extent and its duration, from impact sources and challenges identified at this pre-project stage. Secondary specific parameters are also taken into account as concerns the ripple effect (link between the affected component and other components); cumulative effects and impact frequency. The analysis presented has helped define the state of sensitivity. The problems and challenges are presented in Table 3 below.
Table 3 : Sensitivity of the PA Activities Sources Challenges Clearance of rights-of Crossing of the Mbao and Sébokhotane classified forests Tree felling way Loss of biodiversity Reduction of vegetation cover Soil erosion Land acquisition (right-of-way) Demolition of dwellings Marking of works Population displacement Loss of activities and income sources Social conflicts Loss of crops and agricultural land Mechanized field preparation works Disruption of customs and traditions Disruption of the activities of residents Water drainage disruption Anarchic disposal of solid wastes and earth Traffic disruption Disruption of operators’ networks (water supply, telephone, etc.). Base camp Disposal of solid and liquid wastes (engine waste oils, etc.) Water and soil contamination installation and commissioning Occupation of private or agricultural land Social conflicts with people Inadequate staff protection Inconveniences/nuisance by noise, dust and gas Absent, inadequate and bad worksite signalling Work-related accident Works Emission of dust particles Atmospheric pollution risk Movement of machinery Soil erosion Dumping of waste oils Degradation of crop areas Absent, inadequate and bad worksite signalling Mobilisation of contaminated soils Water and soil contamination Traffic disruption Accident risks Staff employment Presence of foreign labour Conflicts with local people TER commissioning Traffic Accidents and maintenance Periodic maintenance Traffic disruption works Waste production (used oils, batteries, etc.). This analysis follows from the overlap between the expected impact and the value of the element, as presented in Table 4 below:
10 Dakar Regional Express Train (TER) Summary of the Strategic Environmental and Social Assessment Table 4 : Summary of environmental sensitivity Environment Elements Extent Duration Feared impact Value Sensitivity/compatibility Soils local permanent low Average Low/compatible Air local temporary low Average Low/compatible Physical Average/compatibility Water local temporary low Average measures Landscape limited permanent low low Average/compatible Low/compatibility Fauna limited temporary marginal low measures Low/compensation Biological Flora/forest limited permanent low low measures Low/compatibility Protected sites limited permanent low high measures Population and housing limited permanent high high High/resettlement required Low/compatibility Agro-pastoral activity local permanent low Average measures in Phase 2 Socio-economic activity regional permanent high Positive High/resettlement required Human Low/compatibility Noise limited temporary low low measures Mobility and transport regional permanent high Positive High Infrastructure, equipment and High/improvement regional permanent high Positive intermodal area measures 5 Presentation and Selection of Project Option
5.1 “No Project” Situation
The "no project" situation means leaving the transport system and the PTB in its current state with saturation limits and inconveniences posed to users and residents. The impacts of this situation can be summarized in: (i) a “saturation’’ of the line to 2 trains/d; (ii) a total congestion of tracks and the right-of-way generating delays and cumulative delays; (iii) difficulties in setting time slots devoted to maintenance; (iv) maintenance of precarious “safety”.
This situation neither complies with Senegal’s economic and social development policy nor with the Bank’s intervention strategy paper for the country. So, the status quo does not tie in with the spirit and principles of transport system improvement in Senegal and the Emerging Senegal Plan (PSE), which is the reference framework for the country’s medium- and long- term economic and social policy.
5.2 TER Alternatives
Project alternatives concerned essentially the choice of routes and, incidentally, the setting up of maintenance sites (trains and infrastructure). The comparison is presented in Table 5 below:
Table 5 : Comparison of variants Variant1 Variant2 (close Comparison Multi-criterion (current to the Advantages/disadvantages route) highway) Average Average Functionality 5 8 Variant2 length shorter by 578 metres negative positive Variant 2 requires very major earthworks, Var1 Earthworks High positive 10 High negative 0 negligible Technical/ The specification at the pre-project stage is not economic Hydrology Not applicable adapted to comparisons issues Structures Not applicable DD studies will specify this criterion Very significant cost overruns penalize Variant Infrastructure costs High positive 10 High negative 0 2. They are due to major earthworks, more significant structures and length Average Average Geomorphology 5 5 Similar for the two variants Environmental/ negative negative social issues Average Variant 2 requires major earthworks with risks Geology/natural risks 5 High negative 0 negative related to earth/backfill
11 Dakar Regional Express Train (TER) Summary of the Strategic Environmental and Social Assessment
Crossing of protected Average Variant 1 impacts 2.3km, Variant2 impacts 5 High negative 0 areas negative 4.5km Acoustic impact High negative 0 High positive 10 Variant 2 is developed in more open spaces Space occupation and Variant2 makes it possible to avoid Touglou proximity of human High negative 0 High positive 10 Serere village establishments Average Average Minor constraints, but relatively more significant Economic activities 5 8 negative positive for Variant 1 than for Variant2 Rating Var1 45 Rating Var2 41
Variant 1, being developed on the current PTB right-of-way, shows the best multi-criteria rating, including according to the sensitivity test by considering lower weighted coefficients for the space occupation criteria. 5.3 Solution Adopted
The project consists in creating a double track “passenger” line: (i) – over 38 km in the existing railway right-of-way between Dakar and Diamniadio; in Phase 1, (ii) – over a 19-km new line between Diamniadio and the AIBD; in Phase 2. This line will be (iii) of standard UIC gauge (1435 mm) in UIC 54 rails on single-block or twin-block sleepers; (iv) Electrified in 2x25 kV; and (v) equipped with a level 2 ERTMS (European Rail Traffic Management System) railway signalling system.
The project also involves the redevelopment of the existing metric track through slewing and which will require normative compliance.
The cross-sectional profile is designed in this Phase 1, in 3 tracks, and will finally move to 4 tracks in Phase 2. The said profile consists in: (i) sizing the engineering structures carrying the 4 tracks; (ii) constructing the triple-track platform including bypasses; (iii) reserving land for 4 tracks; (iv) securing the platform by: (a) a totally fenced right-of-way; b) eliminating level crossings (except 2 industrial); (c) restoring proving by grade-separated road and pedestrian structures.
Figure 2 : below shows the itinerary and Figure 3 presents the cross profile selected.
12 Dakar Regional Express Train (TER) Summary of the Strategic Environmental and Social Assessment Figure 2:Route selected
Figure 3: Typical cross profile selected Service and Stations
The service is virtually of the omnibus type (14 stops) from the suburb and from the AIBD Airport in 45 minutes. The peak speed is 160 km/h. The frequency planned is between 6 and 8 minutes. The 13 stations to be developed are: Dakar Plateau, Colobane, Hann, Baux maraichers, Pikine, Thiaroye, Yeumbeul, Keur-Massar, M’bao, PNR, Rufisque, Bargny, Diamniadio, (+ the AIBD in Phase 2).
Among the stations, there are plans for: (i) renovation of the classified buildings of Dakar Plateau and Rufisque; (ii) establishment of an emblematic station in Diamniadio as well as (iii) in Phase 2, the AIBD station in open-cut and connection links to terminals by tunnel. The other current stops of the PTB will no longer be served.
Maintenance Sites:
Establishment of storage tracks before the Dakar Station in Phase 2 of the project (possibly allowing for light maintenance operations).
Creation of a single site fulfilling the functions of maintenance of levels 1 to 5 trains. Its sizing in Phase 1 will be consistent with the needs of this phase by considering a line operation in single units. Protective measures will be taken in Phase 1 for the necessary extensions in Phase 2 (service up to the AIBD in a single unit), increased frequency of 10 trains per hour, and increase to double units.
Creation of an infrastructure maintenance site in Rufisque.
6 Potential Impacts and Mitigation and Enhancement Measures
6.1 Limitation of the Assessment
At the strategic environmental assessment stage, the impacts of planned activities cannot be analysed accurately; the impacts that will be presented below remain general and cross-cutting. A more detailed environmental impact assessment should be conducted as part of DD studies, so as to locally refine the guidelines defined for impact management.
The analysis of project environmental and social issues was conducted through a cross analysis at the environmental and social level of project objectives and activities. The environmental impacts caused by infrastructure development and structure and station construction operations, stem from construction activities applied to the sensitivity of environments encountered. The assessment of this sensitivity has helped to define the resistance level presented by the
13 Dakar Regional Express Train (TER) Summary of the Strategic Environmental and Social Assessment component in relation to the project in its various phases: i) Pre- construction phase during which rights-of-way will be vacated as well as the necessary preparation for worksite s (access roads, installation of equipment, etc.) ; ii) Construction phase corresponding to construction work for facilities, dewatering, broadening, construction of structures and crossing footbridges to replace Level Crossings (LC); iii) Operation and maintenance phase.
The general matrix of interrelations is summarized in Table 6 below.
Table 6 : Matrix of Interrelations Phase Pre-construction construction operation
, catenary catenary ,
development
mpacts
structures
f adjacent adjacent f
molition
and catenaries and
nstallation e
traffic
i
of i
of structures and of structures
, d ,
ation/
f residents f
osit of materials osit
Environ- sence
p
pairs
e
e roads access of pening ment o afety
Sources D Worksite Clearing O / Transport drainage / Excavation and Bridges management Waste o Disruption traffic installation Rail scaffolding Re Station rehabilit Pr facilities S repairs and Maintenance Traffic flow Soil a l l l a a l a l l l
Air l l l l
cal Hh Water l a l
Physi Landscape/Heritage a l a l l a l a l ++ + a
Flora/Forest l Hh Hh a a l l
cal
Fauna a l l a l l l
Biologi Protected areas Hh Hh l a l l
Population and settlements l a l a l a l ++ l ++ ++ ++ ++
Environment Local activities a l l l l l
Noise a a l a a a a l l l a Socio-economic activity l a ++ ++ ++
Human Mobility and transport a ++ ++ ++ Heritage a a a Hh ++ Infrastructure and facilities a l ++ ++ + Level of impact l: low a : average Hh: High ++ : positive impact
6.1 Positive Impacts
The project will have a positive impact on mobility of people between Dakar and Diamiandio. The project consists in replacing the Small Suburban Train (PTB) with the future Regional Express Train (TER) to ensure, through an omnibus and semi-direct service to the suburbs of Dakar. This project will blend with the proposed Rapid Transit Bus (BRT) lines and other existing and/or projected collective modes of transport.
Among the positive impacts, the most significant is the 43-minute time savings for users switching from conventional modes of public transport to the TER, including: (i) 32 minutes of vehicle travel time gains (for an average distance of 17 km covered on the TER), (ii) 9 minutes of other time gains (waiting, correspondence, return…), (iii) 2 minutes of time gained from less correspondences. It will also help to: (iv) reduce economic costs (estimated at CFAF 100 billion per year) of congestion on traffic routes. It also helps to (v) create direct jobs estimated at 3,300 in the construction phase, and 560 in the operational phase.
14 Dakar Regional Express Train (TER) Summary of the Strategic Environmental and Social Assessment In terms of positive impacts, the main effects are: (i) support to the development of decentralized urban centres (ii) better distribution of the population and jobs in the Dakar metropolitan structure, (iii) time, comfort and reliability gains in travel, (iv) improved attractiveness of public transport with a reduced travel cost, (v) a modal shift and its outcome; reduced congestion and parking pressure in downtown Dakar.
The environmental effects are mainly: (i) reduced fuel consumption and the CO2 emissions avoided by this modal shift (ii) reduced noise and vibrations, (iii) almost complete integration into existing railway land, (iv) environmental improvement (cleaning of polluted sites: Rufisque SMI, formerly a wastewater irrigation site, Colobane SMR with polluted soils, etc.).
In terms of safety, (i) crossings will be exposed to minimum accident risks, due to grade- separated structures and the fence erected on the entire right-of-way. (ii) travel safety and comfort due to the ERTMS 2 system.
6.2 Negative Impacts
In the project preparation phase:
i) Occupation of the right-of-way is subject to a clearance and resettlement operation.
ii) Loss of activities: markets, shops, workshops, houses and mechanical garages.
iii) The activities carried out in the immediate vicinity of adjacent roads and crossing access tracks (level or grade-separated crossings), as well as pedestrian crossings, will be disrupted. Bypasses and grade-separated crossings will be required;
iv) Network displacements will be necessitated by works, notably power, telephone and water distribution networks as well as fence displacement, clearing, tree felling alongside the right-of-way and their transplanting in the Mbao forest. This preparation is essential;
v) Due to the interventions on the tracks, a disruption of railway traffic (stops/delays, crossing, overtakings, etc…) will be observed.
In the construction phase, activities will cause:
vi) Accident risks associated with the movement of machinery on bypass routes;
vii) Gas and dust emissions from the movement of machines on worksite roads and bypasses are also sources of impacts especially on the urban environment;
viii) Risks of spillage of hazardous products, hydrocarbons, oil or lubricant leaks from worksite machines, may also be sources of pollution of soils, water resources and wadis;
ix) Risks of accidental discovery of archaeological or cultural relics;
x) The project does not, a priori, concern any archaeological or cultural site. Although, at this stage, sites that contain cultural resources are not necessarily known, it is deemed prudent to be cautious by ensuring that possible impacts on the said resources are assessed and mitigated as much as is necessary.
15 Dakar Regional Express Train (TER) Summary of the Strategic Environmental and Social Assessment In the operational phase: activities involve the use of the infrastructure constructed and the facilities that ensure its operation and maintenance.
xi) Increased capacity and speeds will result in a high frequency of passenger traffic (and freight on the metric track). That is likely to create a risk of potential accidents for local residents.
xii) Noise pollution will be exacerbated in the areas close to the line.
xiii) The project will not affect natural habitats, fauna and flora, and no further deterioration of the quality of the abiotic environment is anticipated during operation of the redeveloped line.
6.3 Mitigation and Enhancement Measures
6.3.1 Regulatory Measures Governing the Project in its “Design/Implementation” Approach.
Section A1703 of Senegal’s environmental code requires an “A classification” for railway construction. The project is subject to authorization with the conduct of a detailed environmental and social impact assessment (ESIA). The environment must be treated in a cross-cutting manner in the project’s technical planning documents in order to render sustainable the actions proposed. They are summarized in Table 7 below:
Table 7 : Main planning of environmental and social assessments phase Required environmental and social actions period authority 1. PD Preliminary environmental diagnosis (concerning the This SESA APIX identification of issues, preliminary consultations, field reconnaissance and brief description of constraints on the itinerary, helping to define the optimum variants as well as the nature of studies to be conducted in the detailed studies phase 2. Project - Preparation of ESIA reports and the RAP ESIA to be planned at the APIX preparation: - Review of the ESIA to include environmental and social same time as detailed APIX Technical, actions and requirements in the BDs, in works and control design studies. They should environmental and contracts be validated before social Review of institutional provisions for implementation of effective start of works DEEC assessments environmental and social requirements 3. Request for The request for financing should be accompanied by a Before submission of the APIX financing (to summary of environmental assessments presenting request for financing since donors or the Environmental and Social Management measures with the overall project cost must State) their costs as well as the organization of their be included in these ESM implementation measures (ESMP and RAP) 4. Bid Invitations The bids analysis model should include, in the rating, an During the preparation of APIX and DEEC environmental criterion, which factors in the BDs and bid analysis environmental and social measures proposed in the models bidder’s intervention methodology. A summary of environmental and social assessments including the environmental clauses of works and the measures to be included in the unit estimates should accompany the BDs 5. Project - Start of works after compensation and, if need be, Before the effective start of APIX implementation resettlement operations works, and continuously - Works commencement meeting to inform and sensitize all Control mission institutional actors including the population on project activities, the duration and programming of works, potential impacts, recommended measures, and roles - Monitoring and control of compliance with environmental DEEC requirements and commitments and the efficiency of mitigation measures
16 Dakar Regional Express Train (TER) Summary of the Strategic Environmental and Social Assessment
- Mitigation of unexpected negative or residual impacts Contractors and/or operators 6. Project - Verification of the implementation of environmental and During acceptance of works APIX/Control completion social measures during provisional and final acceptance mission - Inclusion of environmental assessment in the project NB : To this end, DEEC/Contractors completion report environmental acceptance and/or operators grid should be prepared in the EIA report and validated 7. Operational - Supervision and monitoring of environmental and social In the operational phase and APIX/Control phase measures: (impact and result indicators) continuously mission - Environmental audit of installations, infrastructure and DEEC/Contractors facilities, if need be and/or operators
6.3.1 Regulatory Planning Measures.
During works, APIX should ensure compliance with the applicable regulations. These are: (i) Compliance with mining regulations: Contractors are bound to have the required authorizations for the opening and exploitation of quarries and borrow sites (preferably use an existing site having the required authorizations), (ii) Compliance with forestry regulations: All deforestation must comply with the procedures set out in the forestry code particularly for crossing the two classified forests; the provisions of Section L44 must be complied with. The Dakar and Thiès forestry services must be consulted for clearing arrangements. (iii) Compliance with the town planning code: in accordance with the provisions of Section IV laying down rules relating to construction – Part II of the building permit, notably Articles R195 and R19, necessary permits especially those for all associated structures to ensure the operation of the TER, as well as compliance with town planning instruments, namely Land Occupation Plans. (iv) Compensation amounts related to loss of incomes and assets through the Full Resettlement Plan: This resettlement plan should underpin implementation of the work of the regional commission for the assessment of expenses. (v) Compliance with ICPE regulations: In the worksite installation phase, contractors should declare and forward to DEEC, the complete list of classified installations used in the worksite with the technical specifications, in order to comply with Law No. 2001-01 of 15 January 2001, Part II, Chapter I on ICPEs. In the commissioning phase of the site, APIX should ensure that all classified facilities at operation sites are authorized and comply with regulations.
6.3.2 Inclusion of Environmental Measures in BDs
As stipulated in Point 4 of the preceding table, the mitigation measures provided for in the specifications are not specifically of an environmental nature. In the construction and operational phases, they concern mainly the inclusion of the principles of good environmental practices and technical civil engineering measures consistent with railway, road and construction standards. They concern: i) staff management, ii) the installation and hygiene conditions of worksite bases, iii) the organization and management of oil depots (control of flow, explosion or fire risks), iv) the origin of materials (quarries) and their transport conditions and the organization of depots necessary for works or generated by facilities and the construction of engineering structures and grade-separated footbridges, v) traffic regulations, vi) management of solid and liquid wastes, vii) restoration of sites and dismantling of temporary facilities at the end of works, and viii) the revegetation of rights-of-way. Therefore, they concern mainly the organization of works and the equipment of base camps to mitigate general nuisance from works.
The contractual documents stipulate all the necessary requirements to minimize negative effects resulting from worksites, and the amount earmarked for mitigation of the impacts of works and
17 Dakar Regional Express Train (TER) Summary of the Strategic Environmental and Social Assessment worksites is incorporated in the cost of works. They concern: (i) the Unit Price Schedule (UPS) complete with the definitions of these prices; where the environmental obligations and related payment specifications appear, (ii) the Special Administrative Terms and Conditions (SATC) where the penalties incurred in case of non-compliance appear, (iii) the Special Technical Specifications (STS) which concern the methods of implementation and rehabilitation of sites temporarily occupied during the construction phase and the terms for closing and vacating worksites.
In the operational phase, measures will concern the safety of residents and users, maintenance of the facilities and structures built, and appurtenances such as drainage ditches, embankments, systems, safety devices, etc. The measures recommended at this stage are presented in Table 8 below.
Table 8 : Main measures to be taken Impact-generating Impact and issues Mitigation measures activity identified at this stage Loss of activities, crops and - Scheduling the start of construction works after harvests incomes - A prior agreement must be reached with affected owners and the commitments
of this agreement respected. Disruption of accesses and crop - In the agricultural environment, get to the right-of-way through existing paths supply or skirt cultivated spaces and prepare accesses in consultation with farmers - In the agricultural environment, locate facilities as much as possible on the verges of plots and cultivated spaces, or share them such as to reduce the
number to the minimum. Posting of information to inform citizens of the conduct of works: scope, duration, location Destruction of built assets, - Ensure access for private owners, as well as safety for residents during works Vacating the right-of- hedges, traditional facilities and (fence, supervisor, etc). way wells - Implementation of adequate measures to reduce nuisance caused by works. - Information of users of the line and bodies concerned and taking of appropriate
measures to reduce interruptions to the minimum, during service interruption. - Adjustment of white works in order not to disrupt railway traffic. - In the urbanized environment, cleaning of streets taken by transport vehicles or
machinery to remove all accumulation of loose materials and other rubbish. Accidental discovery of - Prior inspection and reconnaissance campaign by geo-radar archaeological and cultural - Salvage excavations in case of discovery relics - - The acquisition will be in accordance with the forestry code. For land that is part of the Forestry Regime and necessary for implementation of projects having a public interest status with the establishment of an APIX/Forestry services agreement Acquisition of land Reduction of forest surface - Plan for facilities to protect the root systems of trees and transplantations. from the forest estate areas - Avoid deforestation and the destruction of vegetation outside the strictly necessary limit of the required and marked right-of-way. - Authorizations relating to works in sites of biological and ecological interest are required. - Ensure transplantation monitoring - Initiation of negotiations with land owners before the opening of depot areas Deposit of materials Risk of land speculation - Displacement of networks - Preparation of a plan for movement of vehicles outside the railway right-of- way to allow for greater mobility and accessibility for residents. It should change according to the phasing planned for works. This plan will be strengthened by the installation of signage and information signs Development of the Risk of accident - Protection during transport of materials platform - Provide on the spot absorbent materials as well as well identified watertight containers, intended to receive oil residues and wastes in case of spillage. - Information to conductors and machine operators on safety standards to be complied with at all times - Establishment of an emergency intervention plan for spillage of contaminants. Risk of accident and spillage Place a notice visible to workers indicating the names and phone numbers of
18 Dakar Regional Express Train (TER) Summary of the Strategic Environmental and Social Assessment
Impact-generating Impact and issues Mitigation measures activity identified at this stage Installation and officials and describing the alert system and ensure that all workers adhere to commissioning of the the plan contractor’s base camp Risk of fire - Fire-fighting equipment Destruction of soils by - Rehabilitation of bases at the end of works compacting at the contractor’s base camp Parking of vehicles and - Establishment of a waste disposal system at worksites engine oil leaks Production of wastes at worksites and risk of soil and - Development of secondary bases for contractors far from boreholes, water pollution watercourses and dwelling places. The main bases and offices will be in already developed stations. Earthworks, compacting - Regular watering of platforms and regulation of the water content of materials of soils by vibrating during unloading. Temporary deposits of backfill and rubble could also require vehicles, crushing, Dust and gas emissions humidification Platform development, - Protection of loads by sheeting rubble, ballast… - Checking of vehicles - Avoid the movement of heavy vehicles and the execution of noisy works Movement and parking outside normal working hours, near inhabited areas. Noise and gas nuisance of worksite vehicles - Maintenance of transport vehicles and machinery in good operating order to and machines avoid oil and fuel leaks or any other pollutant and minimize gas emissions and noise. Respiratory diseases - Personal protective equipment (PPE) - Storage of oxygen, propane and acetylene for the welding and cutting of catenary scaffolding or rails, in places provided for this purpose. They will be Involuntary or fenced and protected from any possible accident with a track inspection car or accidental disposal of Pollution of surface and ground a vehicle chemical pollutants and water by hydrocarbons and - Collection of waste oils in watertight drums and recycling under conditions machinery maintenance other wastes imposed by regulations and the ONCF environmental charter hydrocarbons, - Plan the intervention periods in areas that are flood-prone or presenting high runoff outside flood and heavy-rain seasons - Avoid blocking surface water drainage and provide for restoration measures. - Establishment of a system of collection and disposal of wastes from the site - Possible deposits of oily and oil products (by vehicles) will be designed Dumping of rubble or Pollution of soil by wastes meticulously to avoid flow on the soil and in watercourses. Solid waste from excess ballast worksites will be transported to licenced municipal rubbish dumps for sorting and recycling, especially for wood, metals and organic compost. - Establishment of a mechanical workshop with specific facilities. Vehicle washing and maintenance water should be subject to water-oil separation
treatment; the water will be drained off to septic tanks and the oil wastes collected. - Avoid dumping rubble, excess ballast and spilling hydrocarbons - Keep vegetation near streams and watercourses - Avoid multiple crossing of permanent-flowing watercourses. Pollution of low-lying areas - Take all possible precautions during refuelling of transport vehicles and machinery on the worksite to avoid possible spillage. Prohibit refuelling near watercourses. - Rehabilitation of dumping areas and worksite tracks - Provide facilities for the movement of vehicles whenever there is risk of compaction or alteration of the surface - Stabilize the soil mechanically to reduce erosion risk. Soil degradation - Provide for site redevelopment after earthworks. Operation of the - Limit interventions on erosion-prone soils. worksite - Implementation of stabilization/embankment technical solutions - At the end of works, compact the disrupted soils and encourage the planting of a local vegetation stratum. Destruction or loss of plant - Turfing of the dumping areas after levelling cover - - Refuse collection and sorting Disruption by refuse dumps - Collection of hazardous wastes in watertight tanks for treatment and/or disposal Disruption caused by rubbish - Dump to be provided for in the right-of-way of the Rufisque and Bargny dumps (catenary scaffolding, Stations sleepers, rails…)
19 Dakar Regional Express Train (TER) Summary of the Strategic Environmental and Social Assessment
Impact-generating Impact and issues Mitigation measures activity identified at this stage - Sensitization and information of the population on the works period and the rules to be observed, Risk of accident and disruption - Keeping the population away from the areas of operation of worksite vehicles of access to homes and social and machines during mechanized works facilities - Establishment of full enclosures - Installation of worksite and speed-limit signs close to the exits of socio- economic or cultural facilities - Development of bypasses complete with signage and phase information Disruption of traffic panels Propagation of STIs - Organization of STI awareness and prevention campaigns Train traffic - Milling of rail heads and technical inspection of tracks and vehicles Noise nuisance and vibrations - Establishment of acoustic protection (full enclosures in residential areas) - Limitation of acoustic level to 60 decibels at most between 6 a.m. and 10
p.m., and to 55 decibels at most between 10 p.m. and 6 a.m. - Sensitization of the population on transport safety-related issues Increased risks of accident at Increased railway traffic - Establishment of grade-separated footbridges/passages guarded and unguarded level and speed crossings - Organization of a sensitization and information campaign on compliance with railway safety/signalling/crossing regulations Commissioning of Degradation of infrastructure - Maintenance, supervision and periodic inspections (tracks, signalling, tracks components catenaries…) Dirty tracks - Blowing and regular cleaning of the track and its components
6.4 Expected Residual Impacts
Residual impacts are those resulting from the implementation of mitigation measures at the end of works. At this stage, they are expected, in the operational phase, to concern: (i) landscape aspects due to the presence of grade-separated crossings (structures) and catenary scaffolding; (ii) safety aspects of the movement of persons and goods, residents and cross traffic, exacerbated by the increased frequency of trains with higher speeds; (iii) noise nuisance due to the same causes.
Safety is enhanced by the establishment of more footbridges with parallel roads adjacent to fences. TER’s safety is an absolute and fundamental priority as well as an essential lever of its commercial activity. Under the project, the equipment and signalling subcomponents highlight this dimension: (a) the Automatic Light Block (BAL) is an automatic railway signalling system used to ensure the spacing out of trains moving on the same track. It uses light signals and track circuits helping to change its appearance according to the progress of trains. (b) Computerized Signalling Panels (PAI), a tool and equipment allowing for: (c) the implementation of level 2 ERTMS (European Rail Traffic Management System), which aims to harmonize railway signalling and its constant supervision, and which includes all emergency procedures at various levels of intervention, maintenance and programming, be they lines dedicated to TER or new and future adjacent “freight” lines.
Noise nuisance, on its part, is mitigated using the ‘’Long Welded Rail’’ (LWR) provided and with full fences, and additionally by noise mitigation devices (rail dampers), as track reinforcement on residential segments close to the right-of-way. This measure should be highly recommended in case of unspent balances in the project budget.
6.5 Cumulative Impacts
Cumulative impacts are those resulting from the combined action of project-related activities and those of associated actions and/or projects in the same area. For this project, these are mainly impacts cumulated to those of the AIBD project that will be served by the TER, and the Promovilles project, which for Senegalese cities, targets the upgrading of two urban roads in the project area that are in line with the terminal hauls and contribute to inter-modality in association with the Rapid Bus Transit (BRT) project, and the Urban and Suburban Transport Development and Improvement (CODATU) project, as a whole. The latter will relate to the modal linkage
20 Dakar Regional Express Train (TER) Summary of the Strategic Environmental and Social Assessment mechanism with an investment programme and the identification of alternative sources of financing to FDTU.
Concerning the cumulative impacts of the AIBD project, general impacts are handled in this SESA, and will be fine-tuned and specified in the specific Phase 2 ESIA/ESMP (Diamniadio-AIBD).
For the cumulative impacts of the Promovilles project, these are mainly: (i) the disruption of accesses with risks of accident related to the circulation of vehicles, (ii) gas and dust emissions from the vehicle traffic on roads under construction and detours, (iv) increased exploitation of existing borrow areas, (v) base camps on the worksites and risks of pollution by wastewater or poor waste management.
7 Environmental Risk Management and Climate Change
7.1 Project-related Risks
The track route, in its first section (Dakar - Diamniadio), is dangerously close to classified facilities like the hydrocarbons depot at Hann Bel Air), factories like the flour mill, and the Diamniadio Children’s Hospital (sensitive areas). This closeness is likely to be a major risk for TER’s operation in case of an internal accident (derailment, etc.) or involving these facilities (fires/explosion).
Another major safety stake is related to TER’s energy supply (high voltage line and diesel supply tanks to be installed), risks of fire in the Mbao forest.
Detailed technical studies should take into account these safety risks with a full hazard study that will help to define safety fences as well as all safety measures and procedures to protect the railway, its users and residents.
7.2 Climate Change
The project was classified in climate category 2. Certain segments (Pikine and Bargny) are subject to frequent and unpredictable floods, due to silting of existing drainage structures. However, from the nature of the infrastructure itself, the line is not seriously affected.
21 Dakar Regional Express Train (TER) Summary of the Strategic Environmental and Social Assessment Figure 3: Project’s hydrological context
(i) It follows from the irregular rainfall ranging from unexpected droughts to sudden floods in the last six years that floods have then become an annual phenomenon. The main risks associated with the establishment of the new infrastructure are reduced soil infiltration capacity by vegetation cover stripping, increased rainfall runoff, flow speeds and the barrier effect of the new infrastructure on natural water flow lines.
This risk can be avoided by the design of an appropriate drainage network capable of receiving maximum flows. In addition to the operational phase, a drainage network specific to the construction phase should be implemented and the natural water flow channels should not be obstructed.
In order not to aggravate the flood risk, the sanitation network, defined during the detailed design studies, should be sized to take account of rainfall during the rainy season and structures allowing for possibly intercepted water flows and should guarantee their hydraulic transparency. These measures will be adapted and addressed at the level of each watershed, in collaboration with the Water and Forestry Service.
(ii) In terms of carbon footprint, the project in its operational phase will ensure savings of nearly 8440 tCO2 per year, or 337600 tCO2 over a 40-year duration solely owing to the modal shift of travel from road to rail. The emissions thus avoided are likely, in a future phase, to be combined with traction energy supply from an emission-free renewable energy source, necessary for the TER’s operation in electric traction.
The stations and central control station will be equipped with mini solar plants. The operation of certain equipment for ticketing, surveillance system, telecommunications and lighting will be powered by these plants.
22 Dakar Regional Express Train (TER) Summary of the Strategic Environmental and Social Assessment 8 Environmental and Social Monitoring Management Framework
The ESMF resulting from the SESA, defines the key requirements, actions and measures aimed at reducing, offsetting or eliminating thee negative impacts, both for the promoter (APIX) and main contractors as well as supervisors and controllers. These requirements are included in the BDs and ToRs destined for control missions, and provide for the preparation of a worksite ESIA and ESMP, in the Design/Implementation configuration adopted. General Booklet 00 of the BDs clearly explains this requirement for each of the three lots M1, M2 and M3.
8.1 Responsibility
The responsibility for implementing the Environmental and Social Management Framework as well as the monitoring of project achievements, will be organized and conducted by APIX, the Delegated Project Contracting Authority, through its TER Project Department (DPTER), strengthened by the Environment and Right-of-way Vacation Department (DELE). DPTER will be assisted by Project Management Assistance (AMO). It will be followed by works supervision and control missions acting as external control. Periodic monitoring will be conducted by DEEC in the form of external control.
DELE/APIX will comprise an environmental officer, responsible for ensuring project compliance with the Bank’s environmental and social safeguard measures, during the detailed studies and construction phases. AMO will recruit a consultant to assist it in (i) analysing and summarizing studies information and documents as well as monitoring reports received from project managers, (ii) validating environmental and social assessments in association with the DEEC, (iii) validating/verifying the required worksite ESMP, (iv) verifying on the spot the control mission’s monitoring documents for compliance with detailed environmental measures and (v) preparing half- yearly progress reports that will be forwarded to AfDB before project supervision missions.
The project, in this first phase is subdivided into three lots: (i) M1, devoted to infrastructure, (ii) M2 to systems, and (iii) M3 to stations. DPTER will manage the interfaces between the three lots, with the assistance of AMO.
The Contractors’ project managers will be responsible for all activities relating to the implementation of the 3 sub-projects (M1, M2 and M3), including those relating to mitigation measures, both for the main contractor and subcontractors. They will be the counterparts of DPTER/APIX for all that relates to sub-projects under their responsibility.
Control and Supervision Missions (DPM) for each of the 3 lots will include Environmentalists, who will be recruited for supervision and monitoring on behalf of DPTER/APIX. They will ensure regular field supervision of ESMP implementation and will see to it that works contractors comply with their environmental and social contractual commitments.
23 Dakar Regional Express Train (TER) Summary of the Strategic Environmental and Social Assessment Figure 4: Organization chart
Ministry of Ministry of Land Transport Infrastructure and Improved Access Environment and Sustainable Development DEFCCS A P I X (Delegated Contracting Authority) DEEC
DGT Technical Committee DPTER DLEE A. M. O.
DPM 1 (in charge of f Contractor 1 - lot M1 coordination) (in charge of coordination)
Contractor 2 - lot M2 DPM 2
Contractor 3 - lot M3 DPM 3
Phase 1 project works Infrasructure Systems Stations Related facilties
8.2 Conduct of Surveillance and Monitoring
The ESMF lays down a number of principles aimed at proper management of the environmental and social dimension, which will be defined for each EMSP specific to the 3 lots. Environmental surveillance of all worksites and works will be conducted by environmentalists recruited within the framework of control and supervision missions (DPM). Environmental monitoring will be conducted periodically by DELE/APIX as well as by DEEC inspectors. Monthly surveillance reports and quarterly reports on the monitoring of environmental measures, the effectiveness of these measures and solutions to unidentified or unforeseen environmental problems will be submitted to DPTER/APIX.
Generally, the elements subject to surveillance/monitoring during the construction or operational phase are described below:
24 Dakar Regional Express Train (TER) Summary of the Strategic Environmental and Social Assessment Table 9: Surveillance parameters Purpose of general supervision Parameters to be supervised and Schedules Documents to be produced by APIX ESIA Timeframe for production (1 month at least before launching of BDs) RAP Documents to be produced by Contractors CESMP (Works) Provide within thirty (30) days from the date of notification of the contract award: a detailed final environmental and social management plan (ESMP) to be established and submitted for approval by the representative of the delegated contracting authority Environmental monitoring reports The contractor’s organization chart (for each of the 3) Worksite internal rules and regulations (for each of the 3) Authorizations for sites to be exploited and on rights-of- way Staff in charge of worksite environmental management Profile of staff (for each of the 3 contractors) Curriculum vitae (before recruitment) Effective mobilisation on the field Employment contract (before start of works) Solid waste management Management systems (twenty days before worksite Presence of waste bins and a waste reception centre (before start of works) installation) Approved dumps for inert worksite wastes (before start of works) Hazardous waste management procedure (before start of works) Presence of standardized waste bins (operational phase) Contract with operators for waste collection (operational phase) Management of dangerous products (hydrocarbons and waste oils) and liquid wastes Management systems (twenty days before worksite Worksite installation layout plan (before worksite base installation) installation) Development of oil-change areas (before start of works) Development of washing areas (before start of works) Development of storage areas (before start of works) Presence of absorbent products (before start of works) Frequency of collection of waste oils Final destination of oils Sanitation facilities (before start of works and operation) Drinking water supply (construction and operational phase) Signage (construction and operational phase) Wastewater management systems (construction and operational phase) Rights of residents and project fallouts Accidental destruction or not of property Compensation: effectiveness before start of works Traffic and movement of vehicles Respect for private property (continuous) Use of local labour Number of residents recruited for works Reduction of inconveniences and nuisance Number of complaints recorded Livestock protection system Number of sensitization campaigns organized
Surveillance will be based on environmental indicators and will also take into consideration the requirements of the Bank and other partners. The population information needs should also be included in the surveillance system.
Monitoring will consist in observation, inspection and assessment of measures aimed at determining actual impacts relative to the impacts forecast during the ESIA. This is a fundamental operation, which consists in verifying the assumptions made concerning sources of impacts, allocated resources and environmental protection measures. Environmental monitoring elements will be determined by the ESIA to be planned in the DD phase.
The technical services of the Administration will be responsible for this monitoring, under DEEC coordination.
25 Dakar Regional Express Train (TER) Summary of the Strategic Environmental and Social Assessment 8.3 Cost Estimates
At this stage of the assessment, a cost estimate of the measures recommended in the ESMF is made in Table 10 below. It is estimated at nearly CFAF 1,100 million, which accounts for 0.3% of the project cost, excluding compensation.
Table 10: ESMP cost Item Unit Lot Nbr UP in CFAF Cost estimate Observations s in FCFA Construction phase General measures Environmental management related to works: Safety and Fixed rate 1 1 100 000 000 100 000 000 To be included in the environmental measures (marking, watering, etc.) Unit Price Schedule (UPS) Provision for the conduct of the Phase 1 ESIA, including a study 1 1 150 000 000 150 000 000 of dangers Provision for the conduct of a RAP 1 1 100 000 000 100 000 000 Specific measures Training of worksite actors Fixed rate 1 1 6 000 000 6 000 000 To be included in the UPS Anti-polluting equipment Fixed rate 1 1 50 000 000 50 000 000 To be included in the UPS Personal protective equipment Fixed rate 1 1 50 000 000 50 000 000 To be included in the UPS Worksite waste management Fixed rate 1 1 75 000 000 75 000 000 To be included in the UPS Worksite sanitation management Fixed rate 1 1 50 000 000 50 000 000 To be included in the UPS Strengthening of E&S DPTER/APIX expertise (Senior expert) p/month 1 48 1 500 000 72 000 000 Control mission environmentalist p/month 3 36 1 500 000 162 000 000 To be included in the DPM UPS Contractor’s environmentalist p/month 3 36 1 500 000 162 000 000 To be included in Contractor’s UPS Information/sensitization Fixed rate 1 1 5 000 000 5 000 000 To be included in the UPS Monitoring support (Protocol with DEEC) Fixed rate 1 1 60 000 000 60 000 000 DEFCCS support/development of Sébikhotane FC (Protocol) Fixed rate 1 1 300 000 000 300 000 000 Contribution of the TER project to the strategic study of the Fixed rate 1 1 30 000 000 30 000 000 changes undergone by the watersheds in the Diass area Operational phase Sensitization of users to observe hygiene measures Fixed rate 1 1 30 000 000 30 000 000 Operating budget Support to technical monitoring (nuisance, vibrations, etc) Fixed rate 1 1 20 000 000 20 000 000 Maintenance budget TOTAL 1 072 000 000
8.4 Schedule and Reporting
The schedule of activity implementation and reporting are the same as for project implementation. The reports provided should include the physical achievements of works, environmental impact assessment forms and the audits conducted. The environmental monitoring units attached to the Delegated Project Management (DPM) on behalf of DPTER/APIX will, for each of the lots M1, M2 and M3:
i) Produce a monthly environmental and social control report. It will comprise a summary of activities carried out, the level of ESMP implementation by contractors complete with all documents that can illustrate and justify the environmental control’s intervention.
ii) Produce a quarterly environmental and social report on construction works addressed to DPTER/APIX.
iii) Produce a yearly environmental and social report on construction works; submitted to the Ministry of Transport and DEEC for the latter’s inspection, complete with the latter’s disclosure for purposes of maintaining environmental certification, and
26 Dakar Regional Express Train (TER) Summary of the Strategic Environmental and Social Assessment iv) Produce a final report. At the end of works, the DPM of Lot M1, coordinator of Lots M2 and M3, will review the actions carried out in the field and assess the effectiveness of measures and methods used on the worksite to prevent the temporary impacts of the latter. The final report will, among others, make a summary of the contents of the complaints registers. These registers will be submitted to the Environment Service Head of the Delegated Contracting Authority (DPTER/APIX).
The quarterly, annual and final reports will be forwarded to the Bank, as well as the audit reports.
9 Public Consultations and Information Disclosure
APIX started a series of information meetings with the potentially impacted population in the various Communes crossed by the project. These meetings follow the institutional workshop held on 2 February 2016 at the King Fahd under the chairperson of the Secretary of State for the railway network, in the presence of the General Manager of APIX as well as administrative and local authorities. Meetings were held, in the first phase, on the Dakar-Diamniadio stretch and specifically in 16 out of the 18 Communes concerned, spread across the Dakar ( 2 Communes), Pikine ( 11 Communes) and Rufisque ( 5 Communes) Divisions.
These meetings were aimed mainly at: (i) providing useful information on the TER project to local elected representatives, the population and community organizations, (ii) identifying the expectations of local authorities and communities on the project. They saw the participation of: (i) administrative and local authorities, (ii) APIX teams, (iii) delegates of neighbourhoods, Imams and notables, (iv) members of communities bordering the rails, (v) economic actors (vi) officials of grassroots community organizations, opinion leaders, and representatives of women’s NGOs and associations. A complete report has been published.
Consultants responsible for SESA/ESMF and RAP studies also held meetings and discussions with the population.
All the consultations made as well as the PAP are published on the APIX website, under the link:
The successful bidder for the design phase is expected to do same for the ESIA specific to Phase 1, and environmental public consultations will also be held by DEEC and the technical committee to validate the required detailed ESIA and its disclosure.
This process will continue during project appraisal and implementation. The information and sensitization of the beneficiary population is crucial mobilising and involving the latter and will very certainly contribute to better ownership of the project and its achievements.
10 Additional Initiatives
10.1 Full Resettlement Plan
The total projected budget reserved for compensation stands at CFAF 42,823,655,502. It is entirely borne by the Senegalese Government. The RAP support and implementation budget stands at CFAF 4,282,365,550.
However, to carry out the compensation of project affected persons within a short time, it is necessary to make the RAP financial mechanism as flexible as possible and secure the funds by reporting the amounts.
27 Dakar Regional Express Train (TER) Summary of the Strategic Environmental and Social Assessment The summary of the Resettlement Framework is published on the AfDB website.
10.2 Institutional Strengthening
Since the staff of APIX and other services involved in the TER are not familiar with the Bank’s 2014 ISS, capacity building is necessary for the implementation of CESMPs specific to the 3 lots, during works and project operation. This is an essential measure that must be taken before the start of works and continued throughout the project.
Capacity building (training and technical assistance) needs are determined on the basis of currently available data on the TER project and the outcomes of discussions with APIX. Implementation of the environmental strategy requires the signing of an agreement between DEEC and APIX. It will enable APIX, in addition to continued monitoring of works, to receive technical support from DEEC on specific issues and problems during works and activity planning (integration of environmental measures, evaluation of bids, etc.).
Actions recommended for institutional strengthening: (i) Training in safeguard policies: a training session of 3 to 4 days will be organized before the start of works, for executives of DPTER/APIX and the departments concerned (See Table 11 below). DPTER/APIX will recruit a consultant, specialist in environmental and social safeguard measures, to prepare the training documents and conduct the session.
Table 11: Capacity building Capacity building proposal Target Current ESM capacities Institutional measures Technical measures institution Inadequate material and Establish a protocol agreement between APIX and Equip the Environment Department DEEC financial capacities to properly DEEC for partnership in TER environmental with the technical and logistical means carry out its mission monitoring to conveniently fulfil its mission Presence of an “environment This service was, initially, established for the “toll Recruit a “senior environment and and social” service highway” project. Because of its experience in social expert” for the coordination of environmental coordination and monitoring, the monitoring activities APIX missions of this service could be extended to monitoring of TER, whose problems are similar to those of the “toll highway” project Inadequate environmental and Include the Ministry of Environment (DEEC and Hold a session to update Project Project social management capacity of DEFCCS) in the Steering Committee Steering Committee members on Steering certain members TER’s social and environmental Committee problems Inadequate material and Establish a protocol agreement: APIX/DEFCCS to Support to the development of the financial capacities to properly ensure passage in the Mbao and Sébikhotane Sébikhotane classified forest DEFCCS ensure the monitoring and classified forests Strengthening of implementation of
upkeep of classified forests the Classified Forest Development Plan
Training Plan on the implementation and monitoring of environmental and social safeguard measures: This is operational training that acquaints participants with the various above-mentioned documents, procedures for the implementation and monitoring of environmental and social measures during the construction and operational phases. A detailed programme of these training sessions should be defined in a training and sensitization plan to be implemented by the works contractor. The objective is to enable the various stakeholders to master the key issues that guarantee project compliance with safeguard requirements and Senegalese national environmental regulations and the International Union of Railways (UIC), document them and prepare regular monitoring reports, as provided for in the various project environmental and social assessment documents.
The health and safety training programme should include at least:
- A summary of the legal and regulatory obligations, and local, national and other policies applying to the project and site;
28 Dakar Regional Express Train (TER) Summary of the Strategic Environmental and Social Assessment - Training in the assessment of occupational risks and safety procedures;
- Training in the emergency evacuation plan: fire-fighting procedures and emergency interventions in case of pollution;
- Health and safety risks related to certain tasks and first aid.
The works contractor should subscribe to all safety and environmental policies and procedures included in the BD and Statement of Works.
11 Expected Outcomes
The main results expected through the strategic environmental and social assessment depend on the project’s technical planning documents with a view to taking into account environmental and social aspects, in order to sustain the actions proposed. The various phases allowing for environmental and social mainstreaming are as follows:
Table 12: Results Activities Responsible authority Finalization of ToRs DPTER-APIX Validation of ToRs DEEC Recruitment of an approved consultant DPTER-APIX Delivery of services APIX/Consultant Examination, approval of ESIA reports and validation APIX/National Technical Committee/DEEC Public consultations and disclosure DEEC DPTER-APIX Communes Inclusion of environmental and social measures in BDs DPTER-APIX Project implementation The preparation of CESMPs specific to the sub-projects (Lots M1, M2 and Contractors M3) before the start of works, as recommended by the ESMF Review of CESMPs, DPM Validation of the said CESMPs in accordance with the recommendations DEEC made by DEEC Monitoring and evaluation - audit DPTER-APIX DPM DEEC/CSE Consultants (if need be)
12 Conclusion The main issues arising from the strategic environmental analysis and assessment were addressed, and the issues and impacts identified at this stage are associated with the adequate measures and actions likely to prevent, offset or minimize them. The prevailing environmental and social conditions and issues make it possible to examine the project’s cumulative environmental and social impacts and, thus, improve their effectiveness by reducing the need for corrective actions at the level of project stages and phases. Impacts affect the State’s public railway assets. Taking into account identified impacts and measures, this project is deemed acceptable at the environmental and social levels.
13 References and Contacts - TER’s SESA report and Environmental and Social Management Framework - Resettlement Plan Report
29 Dakar Regional Express Train (TER) Summary of the Strategic Environmental and Social Assessment
For further information, please contact:
- Kurt LONSWAY, Environment and Climate Change Division (ONEC-3), email: [email protected] - Ali Ismael MOHAMED , OITC1/SNFO, email: @afdb.org - Modeste KINANE, ONEC-3, email: [email protected] - Salim BAIOD, ONEC-3, email: [email protected]
30 Dakar Regional Express Train (TER) Summary of the Strategic Environmental and Social Assessment
Republic of Senegal No. 3626 MEDD/DEEC/DEIE One People-One Goal-One Faith
MINISTRY OF ENVIRONMENT AND SUSTAINABLE DEVELOPMENT Dakar, 31 December 2015
Department of Environment and Classified Establishments
THE DIRECTOR
CERTIFICATE
The technical committee met on Wednesday 16 September 2015 at the Department of Environment and Classified Establishments, to examine the strategic environmental assessment report of the Regional Express Train (TER) project between Dakar and the Blaise Diagne Airport.
Following this procedure and taking into account the observations made, I hereby certify that the Regional Express Train (TER) project complies with the provisions of the Environment Code relating to impact assessments.
This certificate is issued to APIX for all intents and purposes, pending the signature of the ministerial order on the environmental compliance certificate.
Non-compliance with the Environmental and Social Management Framework plan, contained in the validated strategic environmental assessment report, will lead to withdrawal of the environmental compliance certificate.
(Signed): Mariline Diarra Director
31 Dakar Regional Express Train (TER) ANNEX 3 of the SESA Summary CSS climate risk
Report on project’s climate Titre risks DAKAR REGIONAL EXPRESS TRAIN (TER) Ratings card Transport - Roads SAP ID P-SN-DC0-003
Category 3
The projects are not vulnerable to climate change-related risks. Optional management analysis
Table 1 - Notes The table below shows ratings for selected options in the ratings card. Item Selected options Rating
Damage to road infrastructure The project routes cross a completely flat or slightly undulating 5 terrain, away from constantly eroded steep slopes or coastal edges
Impact of floods Project routes have never been impassable in the past due to 5 floods and no stretch of the route passes through a river or coastal flood zone
Essential infrastructure The project covers mainly route improvement or construction 1 in the rural area and/or urban areas
Impact of road network Less than 50% of major routes are effectively maintained and 7 maintenance practices regulated
Nominal pavement life The pavement provided for in the project is generally coated 1 with substrate Total rating 19
Table 2 - Justifications Below are the justifications given for each issue.
Item Rationale for the selected option Damage to infrastructure Existing railway line being modernized, on a flat terrain Impact of floods The railway line has never been impassable due to floods Essential infrastructure The project is a UIC modernization and upgrading urban line (Dakar and its suburb). Impact of network maintenance The railway line is poorly maintained and worn practices Nominal pavement life Not applicable, for the railway, for which runoff penetrates the track and ballast by nearly 50 cm before trickling and flowing on the platform.
32