United Republic of Tanzania Ministry of Transport

UNITED REPUBLIC OF TANZANIA MINISTRY OF TRANSPORT

Public Disclosure Authorized

PROPOSED TANZANIA INTERMODAL AND RAIL PROJECT (TIRP)

REHABILITATION OF RAILWAY LINE INCLUDING TRACK RENEWAL AND BRIDGES UPGRADING BETWEEN DAR ES SALAAM AND ISAKA ALONG THE CORE CORRIDOR TO MWANZA Public Disclosure Authorized

ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT (ESIA)

Public Disclosure Authorized FINAL REPORT

Prepared by Juma Kayonko, MSc Registered Environmental Expert (NEMC/EIA 0162), P.O. Box 30, Dar es Salaam, Tanzania Mobile: (+255) 0787/0754 616 700 Email: [email protected]

Public Disclosure Authorized

NOVEMBER 2013 REHABILITATION OF RAILWAY LINE INCLUDING TRACK RENEWAL AND BRIDGES UPGRADING BETWEEN DAR ES SALAAM AND ISAKA ALONG THE CORE CORRIDOR TO MWANZA

ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT

FINAL REPORT

Prepared by: Juma Kayonko, MSc Registered Environmental Expert (NEMC/EIA 0162), P.O. Box 30, Dar es Salaam, Tanzania Mobile: (+255) 0787/0754 616700 Email: [email protected]

NOVEMBER 2013

Table of Contents

Table of Contents ______ii

List of Tables ______vi

List of Figures ______vii

Abbreviations and Acronyms ______viii

Acknowledgement ______ix

Executive Summary ______x

Chapter 1: Introduction ______1 1.1 General Background ______1

1.2 The Requirement for ESIA Study______2 1.3 Objectives and Context of the ESIA Study ______2

1.4 Scope of the ESIA Study ______3

Chapter 2: ESIA Study Methodology ______4

2.1 General Approach and Context ______4

2.2 Literature Review ______4 2.3 Intensive Field Work ______4

2.4 Stakeholder Consultations ______4

2.5 Digging of Trenches Oil spills Assessment ______5 2.6 Report Writing ______6 2.6.1 Report Writing Activities ______6 2.6.2 Report Structure______7 2.6.3 Review and Approval of the Report______7

Chapter 3: Project Description ______8

3.1 Introduction ______8 3.2 RAHCO Railway Network ______8 3.3 Description of the Central Railway Line______9

3.4 Key Features of the Existing Railway Line______9 3.4.1 The Railway Track ______9 3.4.2 The Way Leave/ Railway Reserve ______10 3.4.3 Road-Railway Crossings ______10 3.4.4 Bridges and Culverts ______11 3.4.5 Railway Stations ______11 3.5 Current TRL Rolling Stock and Workshops ______12 3.5.1 Locomotives ______12

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3.5.2 Wagons ______12 3.5.3 Workshops______12 3.5.4 Environmental and Social Concerns Associated with Workshops and Depots ______13 3.6 Current TRL Operations______13 3.6.1 Freight Transport ______13 3.6.2 Passenger Transport ______13 3.6.3 Future Transportation Plan ______14 3.6.4 TRL Track Maintenance ______14 3.6.5 Environmental and Social Issues Associated with Track Operation and Maintenance ______14 3.7 Description of the Tanzania Intermodal and Rail Development Project ______14 3.7.1 Genesis of the Project ______14 3.7.2 Financing of the Project ______15 3.7.3 The Project Development Objective ______15 3.7.4 Project Components______15 4.1 Introduction ______17

4.2 Applicable Policy Framework ______17 4.2.1 Environmental- Related Policies ______17 4.2.2 Social-Related Policies______17 4.3 Applicable Legal Framework ______18 4.3.1 Environmental-Related Legislations ______19 4.3.2 Social-Related Legislations ______20 4.3.3 National Regulations, Codes and Guidelines______21 4.4 Applicable International Policies, Conventions, Regulations ______22 4.4.1 The World Bank’s Safeguard Policies ______22 4.4.2 The Convention on Biological Diversity ______23 4.5 Applicable Institutional Framework ______24 4.5.1 Overview of Institutional Framework ______24 4.5.2 Applicable Institutional Roles and Responsibilities______24

Chapter 5: Baseline Information of the Project Area ______25

5.1 Introduction ______25 5.2 The Physical Environment ______26 5.2.1 Climatic Conditions ______26 5.2.2 Altitudinal Variations along the Railway Line ______27 5.3 Biological Environment ______28 5.3.1 Flora ______28 5.3.2 Fauna ______30 5.4 Socio-economic and Socio-Cultural Environment ______30 5.4.1 Main Economic Activities ______30 5.4.2 Land Use ______30 5.4.3 Ongoing and Planned Development Activities ______30 5.4.4 Gender Issues and HIV/AIDS ______31 5.4.5 Cultural/Historic Properties ______31 5.4.6 Transportation and Communication ______31

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5.4.7 Access to Social Services within Railway Stations by Local Communities ______31 5.4.8 Social Network along the Railway Line ______32 5.4.9 Security and Safety Issues along the Railway Line ______32

Chapter 6: Stakeholders Consultations and Public Participation ___ 33

6.1 Introduction ______33 6.2 Stakeholder Identification and Consultations ______33

6.3 Stakeholders Views, Concerns, and Recommendations ______34 6.3.1 Consultations with Central Government Authorities ______34 6.3.2 Consultations with Local Government Authorities ______35 6.3.3 Consultations with Freight Forwarders Agencies ______36 6.3.4 Consultations with Railway Service Providers ______37 6.3.5 Consultations with Train Passengers ______37 6.3.6 Consultations with Railway Side Communities ______38 6.3.7 Consultations with Civil Society Organizations ______39 6.3.8 Consultations with TLR Workers and Management ______40 6.3.9 Consultations with RAHCO Management ______42 6.4 Summary of Stakeholder Consultations ______42 6.4.1 Perceived Benefits from the Proposed Project______42 6.4.2 Key Suggestions and Recommendations for Consideration ______43

Chapter 7: Environmental and Social Impacts Assessment ______44 7.1 Introduction ______44 7.2 Identification of Potential Impacts ______44 7.2.1 Impacts Associated with Construction Phase ______44 7.2.2 Impacts Associated with Operation Phase ______44 7.2.3 Impacts Associated with Decommissioning Phase ______45 7.3 Evaluation of Identified Impacts ______45 7.3.1 Evaluation Criteria ______45 7.3.2 Overall Significance Rating of Impacts ______45

7.4 Rating of Identified Impacts ______45 7.4.1 Construction Phase Impacts ______45 7.4.2 Operation Phase Impacts ______53

Chapter 8: Mitigation and Enhancement Measures ______58

8.1 Introduction ______58 8.2 Environmental and Social Management Plan ______58 8.2.1 ESMP for Construction Phase ______58 8.2.2 ESMP for Operation Phase ______63

8.3 Environmental Monitoring Plan ______64 8.3.1 Internal Monitoring Programmes ______64 8.3.2 External Monitoring Programmes ______68 8.4 Assessment of RAHCO/ TRL to Implement ESMPs and EMP ______68 8.4.1 The Need for Establishing an Environmental, Health and Safety Unit______68

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8.4.2 The Need for Appointing an Archaeological Advisor/ Consultant ______69 8.4.3 Training Needs ______69 8.4.4 Budget for Implementation of ESMP and EMP ______69

Chapter 9: Analysis of Project Alternatives ______70

9.1 Introduction ______70 9.2 The No Project Alternative ______70

9.3 Shifted Location Alternative ______70 9.4 Modified Engineering Designs Alternative______70

9.5 Modified Construction Technology Alternative ______71 9.6 Selected Alternative______71

Chapter 10: Conclusion and Recommendations ______72 4.1 Introduction ______72 4.2 Conclusion ______72

4.3 Recommendations ______72

References ______73

Appendices ______74

Appendix 1: Terms of Reference ______74 Appendix 2: TRL’s Traffic performance 2001 - 2010 ______78 Appendix 3: Chance Finds Procedure for PCRs ______79

Appendix 4: List of stakeholders consulted: MDAs ______81 Appendix 5: List of stakeholders consulted: LGAs ______81

Appendix 6: List of stakeholders consulted: Freight Forwarders Agencies ______82

Appendix 7: List of stakeholders consulted: Railway Service Providers ______82 Appendix 8: List of stakeholders consulted: Train Passengers ______83 Appendix 9: List of stakeholders consulted: Railway Side Communities______84 Appendix 10: List of stakeholders consulted: Civil Society Organizations ______93

Appendix 11: List of stakeholders consulted: TRL Workers______93

Appendix 12: List of stakeholders consulted: RAHCO Management ______96

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List of Tables Table 1: List of stakeholders consulted and main issues discussed...... 4

Table 2: RAHCO's railway network lines...... 9

Table 3: Number of bridges/ culverts and axle load profile ...... 11

Table 4: The available and serviceable TRL locomotives ...... 12

Table 5: Type and condition of TRL wagons ...... 12

Table 6: Status of TRL's passenger coaches ...... 13

Table 7: World Bank safeguard policies triggered by TIRP ...... 23

Table 8: Applicable institutional framework ...... 24

Table 9: Categories of stakeholders consulted ...... 33

Table 10: Views, concerns and recommendations from central government MDAs ...... 34

Table 11: Views, concerns and recommendations from Local Government Authorities ...... 35

Table 12: Views, concerns, suggestions and recommendations from TRL workers ...... 40

Table 13: Critical issues from key stakeholders and RAHCO Management responses...... 42

Table 14: Potential impacts associated with construction phase ...... 44

Table 15: Potential impacts associated with operation phase ...... 44

Table 16: Potential impacts associated with Decommission phase ...... 45

Table 17: Description of impact significance ratings...... 45

Table 18: Significance rating of potential construction phase impacts...... 46

Table 19: Encroachment data for Tabora railway district ...... 50

Table 20: Significance rating of potential operation phase impacts...... 54

Table 21: Depth of oil spills at different railway stations ...... 55

Table 22: Accidents records for CRL operations from 2000 to 2012 ...... 55

Table 23: Environmental and social management plan during construction phase ...... 58

Table 24: Environment and social management plan during operation phase ...... 63

Table 25: Environmental monitoring plan ...... 66

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List of Figures Figure 1: Trench digging for oil spills investigation at Dodoma railway station ...... 5

Figure 2: The Tanzania railway network ...... 8

Figure 3: Ballast production plant at Tura ...... 10

Figure 4: Sketch showing railway line, way leave and road-railway crossings ...... 10

Figure 5: Map showing Central Railway Line from Dar es Salaam to Mwanza...... 11

Figure 6: Digital elevation model (DEM) along the railway line from Dar es Salaam to Mwanza ...... 27

Figure 7: Slope variations along the railway line from Dar es Salaam to Mwanza ...... 28

Figure 8: Illegal waste/ garbage dumping along the railway line in Dar es Salaam ...... 29

Figure 9: Vegetable gardens near Morogoro station ...... 29

Figure 10: Some of the deep and sharp rock cuttings along the CRL ...... 47

Figure 11: Workers assembling track panels for track renewal at Karangasi station...... 53

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Abbreviations and Acronyms ARAP Abbreviated Resettlement Action Plan CBD Convention on Biological Diversity CBD Convention on Biological Diversity CBOs Community Based Organizations CFP Chance Finds Procedure CITES Convention on International Trade in Endangered Species CITES The Convention on International Trade in Endangered Species CRL Central Railway Line CSR Corporate Social Responsibility DED District Executive Director DRC Democratic Republic of Congo EIA Environmental Impact Assessment EMA Environmental Management Act EMP Environmental Monitoring Plan EMS Environmental Management System ESIA Environmental and Social Impact Assessment ESMF Environmental and Social Management Framework ESMP Environmental and Social Management Plan FBD Forestry and Beekeeping Division FGD Focus Group Discussion HIV/AIDS Human Immunodeficiency Virus/ Acquired Immunodeficiency Syndrome IFC International Finance Corporation ISO International Organization for Standardization MC Municipal Council MEAs Multilateral Environmental Agreements NEMC National Environment Management Council NGO Non Governmental Organization NRM Natural Resources Management OP/BP Operation Policy/ Bank Policy PCRs Physical Cultural Resources PMO-RALG Prime Minister’s Office – Regional Administration and Local Government PPE Personal Protective Equipment PSIA & ES Preliminary Social Impact Assessment and Environmental Screening RAHCO Reli Assets Holding Company RAP Resettlement Action Plan RPF Resettlement Policy Framework RoW Right of Way STDs Sexually Transmitted Diseases SUMATRA Surface and Marine Transport Regulatory Authority TANROADS Tanzania National Roads Agency TBA Tanzania Building Agency TBS Tanzania Bureau of Standards TFS Tanzania Forest Services Agency TIRP Tanzania Intermodal and Rail Development Project ToR Terms of Reference TRA Tanzania Revenue Authority TRC Tanzania Railway Corporation TRL Tanzania Railway Limited WB World Bank WHO World Health Organization

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Acknowledgement The Consultant and his team are very grateful to the management of RAHCO for the full cooperation rendered throughout the preparation of this report. Sincere gratitude is also extended to all the people who impeccably made this work a success. These include all the key public and private stakeholders to the proposed Tanzania Intermodal and Rail Development Project (TIRP) as were consulted for their opinions (chapter 6). For invaluable recognition, their names and designations are recorded and appended to this report (appendices 4-12).

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Executive Summary 1. General Introduction Reli Assets Holding Company (RAHCO) is preparing Tanzania Intermodal and Rail Project (TIRP) aimed at improving the performance of Tanzania Railways Limited (TRL) (management and operational) in carrying out intermodal transport services along the Central Corridor and hence increase its market share within the transport sector as well as improve its financial self-sustainability. The planned improvements will result in the timely delivery of goods and improve passenger traffic to acceptable levels. Among other things, the proposed project will involve rehabilitation and upgrading of the central railway line (CRL), in particular for the section between Dar es Salaam port and Isaka town in Shinyanga region, so as to facilitate revival of freight transportation to hinterland Tanzania and neighbouring countries of Rwanda, Burundi, Uganda and eastern Democratic Republic of Congo.

The project will focus on increasing the reliability of the current infrastructure and rolling stock to meet the existing and emerging intermodal transport requirements. In principal, the project covers four components, namely Component A: Track and Bridges Repairs; Component B: Rolling Stock; Component C: Port and Terminal Upgrade; and Component D: Institutional Strengthening.

A Preliminary social impact assessment and environmental screening of the proposed rehabilitation and upgrading works under the component A and B was completed in November 2011. The study recommended for a full Environmental and Social Impact Assessment (ESIA) to be undertaken to build on and appraise its findings so as to provide specific and practical recommendations to be considered in the design and implementation of the project.

2. ESIA Methodology The ESIA study has been carried out in accordance with the requirements of the Tanzania’s Environmental Management Act (EMA) No. 20 of 2004, other applicable national laws and policies, and applicable World Bank safeguard policies (particularly Operational Policy (OP) 4.01 on Environmental Assessment and OP 4.10 on Involuntary Resettlement). The World Bank is expected to be the main financier of the proposed TIRP. The preparation of this report involved literature review; field work, and comprehensive stakeholder’s consultations.

3. Project Description The proposed project development objective (PDO) has been identified as “to strengthen logistics capacity and develop the inter-modal and railway container operations on the Dar es Salaam – Isaka corridor section in Tanzania”. This will facilitate trade, economic productivity and efficiency, and global competitiveness of rail related operations in Tanzania. This will be achieved through establishment of core train operations between Dar es Salaam and Isaka, providing reliable and efficient intermodal services supported by an associated management entity. The proposed WB financing for the proposed TIRP amounts to a US$200 million International Development Association (IDA) credit.

The main elements that have been identified as being critical to improving train operations on the existing network are: (a) the condition of rail infrastructure, (b) the availability and reliability of rolling stock, (c) the strengthening of the components of the logistics chain, starting at the port (long customs clearance processes, long operating delays and insufficient inter-modal facilities), and finally (d) the capacity of the existing organizations in the rail sector to deliver a strong business model and efficient management. These elements have been reflected into the following project components.

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Component A: Improvement of Rail Infrastructure (US$154.61 million) This component includes the rehabilitation of key sections of the railway track and other infrastructure improvements to guarantee a reliable service between Dar es Salam Port and Isaka Terminal. This will include the following main activities: (a) The rehabilitation of some railway track sections requiring urgent repairs on the 970 km long Dar es Salaam - Isaka line (US$81.51 million). (b) The rehabilitation of “weak” bridges to increase the capacity to minimum of 15 tons/axle load (US$73.10 million).

Component B: Rolling Stock (USD25.6 million) Component B includes procurement of train set(s) to deliver a new inter-modal service of block container trains between the Dar es Salaam Port and Isaka Terminal at the level defined in the key results indicators of the project. It will include the following: (a) The purchase of 3 locomotives (US$7.2 million); (b) The purchase of wagons (US$4.4 million) - the block train services will require 44 wagons (assuming 90 percent availability) for a two train weekly service; and (c) The purchase of Civil Engineering Rolling stock (US$14 million): the project would purchase a new tamper and a regulator, one rail grinding machine and one mobile flash butt welder (rail or road/rail).

Component C: Development of Isaka Terminal and Dar Port Platform (US$8.29 million) This component comprises the development of intermodal container terminals in the port of Dar es Salaam and Isaka to allow for more efficient modal transfers to/from the rail. (a) The design and civil works to construct rail exchanges in the Terminal in Isaka (US$4.18 million). (b) The design and implementation of civil works to upgrade rail exchanges in Dar es Salaam Port particularly in and around the container depots in the port (US$4.10 million).

Component D: Institutional Strengthening and Capacity Building (US$11.5 million) Efficient railway organizations are an essential factor of the long term sustainability of the project and a key element for its appraisal. This component would create the proper environment for operation of a new block train. It would cover the following areas: (a) Ensure the economic sustainability of the infrastructure by implementing open access, promote business, increase and through the access fee mechanism, build the required resources for maintaining the infrastructure; (b) Allocating funding for maintenance organization and sustainability by establishing a performance based contract for the maintenance of the railway infrastructure; and (c) Building modern, efficient and profitable train operations model through capacity building program, communication and with the assistance and support of the Project Implementation Team.

4. Baseline Information Baseline information on biophysical and socio-economic settings at the site, where a given development project is located, provides important benchmarks necessary for future project environmental and social performance and compliance monitoring. The railway line runs from the coastal area in Dar es Salaam to the uplands in the central part of Tanzania and eventually to the lake zone in Mwanza. The climate varies from place to place along the railway line. The climatic condition between Dar es Salaam and Shinyanga is influenced by changes in altitude. The variation in altitude along the project area defines the differences experienced in temperature, rainfall and humidity. For

Page xi of 110 instance the temperature in Dodoma, Manyoni and Singida is relatively lower up to 15oC during the months of June and August while rising as higher as 30oC during hot months of December to March. The railway line runs at lower elevations from Dar up to Kidete station where the altitude ranges from 7 to 600m. The altitude increases from 600 to 1200m from Kidete to Manyoni. From Manyoni onwards the elevation along the railway line increases where it ranges within 1000-1500m. Variation in elevations has significant implication on slope of the area. Higher variations in elevations may lead to higher slope values. Similarly altitudinal variations contribute to variation in climatic conditions. Along the project area a total of 10 vegetation types have been classified, namely (i) settlements with alien plants, (ii) Coastal bush land with grassland patches, (iii) Thicket woodland, (iv) Cultivated land, (v) Riparian vegetation, (vi) Acacia-Commiphora deciduous bush land, (vii) Itigi thickets, (viii) Drier miombo woodland, (ix) Acacia scrubland with rice pan, and (x) Heavily degraded bush land on rocky soil. The common fauna found in the area along the railway line include large and small mammals, birds and grazing animals. Others include elephant, gazelles, some wild dogs, hyena, and others. No major disturbances are expected to affect the flora and fauna during project implementation. Due to its length, the project area along the railway line has important socioeconomic and cultural aspects related to the proposed project. These has been identified and addressed in this report as (i) the main economic activities, (ii) existing land use, (iii) gender issues and HIV/AIDS, (iv) social services that railway side communities benefit or accrue from the railway stations along the line, (v) social networks, and (vi) security and safety issues.

5. Stakeholder Consultations and Public Participation The following stakeholders were consulted: responsible government Ministries, Departments and Agencies (MDAs), Freight Forwarders Agencies/Railway and Road Transporters, Local Government Authorities (LGAs) where railway line passes, Railway side communities, and Civil Society Organizations (CSOs). These stakeholders have positive attitude towards the proposed project as it will have numerous benefits than negative effects. The perceived benefits include (i) creating employment for many people during the construction phase, (ii) reliable and efficient railway services, (iii) reduced travel time and costs, (iv) improved travel safety and comfort, (v)improving the railway services will increase and spark and promote economic growth in Tanzania and neighboring countries, (vi) improve access to social services, (vii) improved railway services will increase land value in the impact areas and modify its use and occupation patterns along the central railway line, (viii) the project area could be attractive to big investors, and (ix) the project will increase the life span of trunk roads as improved railway services could discourage many traders from using road transport.

6. Environmental and Social Impacts The assessment and analysis of impacts have been carried where each identified impact was analyzed individually according to a number of criteria. The tables below present impacts that are likely to be associated with construction and operation phase.

Potential impacts associated with construction phase Positive impacts Negative impacts 1. Employment opportunities 6. Water pollution 2. Provision of market for supply of construction materials 7. Dust and exhaust emissions 3. Gains in the local and national economy 8. Impact on floodplains 9. Extraction and use of earth materials Negative Impacts 12. Solid waste generation 1. Increased soil erosion 13. Liquid waste generation 2. Noise and vibration (triggering of landslides) 14. Disturbance to existing railway services 3. Vegetation clearing 15. Risk of accidents and injuries to workers 4. Disturbance to wildlife 16. Risk of transmission of STDs 5. Soil pollution 17. Displacement of people and loss of properties

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Potential impacts associated with operation phase Positive impacts Negative impacts 1. Improved and reliable railway services 1. Solid waste generation 2. Improved travel safety and comfort 2. Soil and water pollution from oil spills 3. Employment opportunities 3. Risk of accidents to people 4. Increased revenue to local and central government 4. Risk of accidents to livestock 5. Railway side community welfare 5. Risk of accidents and injuries to workers 6. Increased land value 6. Energy consumption 7. Promote and attract large scale investments 7. Risk of transmission of STDs 8. Prolong lifespan of trunk roads 8. Possibility of increased timber harvesting 9. Relative savings on fuel consumption for the transport sector 9. Possibility increased wildlife poaching 10. Air pollution

7. Environmental Management and Monitoring Plans A number of mitigation and enhancement measures have been proposed to address the identified potential negative and positive impacts. These have been used to develop an Environmental and Social Management Plan (ESMP) for construction and operation phase. Programs for both internal and periodic external environmental monitoring have been proposed with an overall objective of ensuring that mitigation measures are implemented effectively. Environmental monitoring will be carried out to ensure that all construction and operation activities comply and adhere to environmental provisions and standard specifications. The activities and indicators that have been recommended for monitoring are presented in Environmental Monitoring Plan (EMP). The ESMP and EMP are presented in Chapter 8. 8. Conclusion and Recommendations From the findings of this ESIA study, the proposed TIRP is socially acceptable, economically viable, and environmentally sustainable. The project has no serious or major environmental and social impacts that cannot be mitigated in short and long term. However, although the identified impacts and issues are not serious, a series of mitigation and enhancement measures has been proposed to address negative and positive impacts of the proposed project and condensed into ESMPs and EMP. Effective implementation of the two tools will optimize the intended benefits and minimize or offset the identified negative impacts of the project. In this regard, the following recommendations are made:

 The project should consider establishing a unit within the RAHCO/TRL management structure to coordinate implementation of environmental and social obligations (ESMP and EMP).

 The project is advised to hire a qualified consultant on a retainer basis to supervise implementation of Chance Finds Procedure (CFP) for physical cultural resources (PCRs) during the construction phase.

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Chapter 1: Introduction

1.1 General Background Reli Assets Holding Company (RAHCO) was established as a semi-autonomous entity under the Railway Act No.4 of 2002 and became operational on 3rd September 2007 following a decision by the Government of Tanzania to privatize the functions of the state-owned Tanzania Railways Corporation (TRC) with a vision of having adequate, reliable and state-of-the-art railway infrastructure in the region by 2025. The mission relies on acquiring, developing and managing railway infrastructure to satisfy present and future rail transport needs. In view of this, the main objective of RAHCO is to improve the rail transportation system for goods and passengers. And the main roles and functions of the Company are as follows:

(i) to secure the provision of or to provide infrastructure; (ii) to enter into agreement with other entities in order to secure the provision of rail transport services whether by means of concession, joint venture, public/private partnerships or other means; and (iii) to delegate its own function of providing rail transport services to one or more railway operators.

In 2007 RITES Ltd, of India won a contract from the Parastatal Sector Reform Commission (PSRC) to operate passenger and freight services on a concession basis for 25 years. The concession agreement was signed on September 3, 2007. The railway was run as Tanzania Railway Ltd, with the government owning a 49% stake. Due to the fact that RITES Ltd failed to pay over USD 6 million in concession fees to the Tanzania government in 20081 and did not operate at the required standard, the government terminated the contract and resumed control in 2010. Currently, TRL operates under government supervision. RAHCO, being empowered by section 12 of the Railway Act, 2002 delegated its powers to provide rail transport services to Tanzania Railway Limited (TRL) in October 2007.

The performance of the Tanzania Railways Corporation (TRC), five years before its Concession in October, 2007, registered a declining trend. Its infrastructure and rolling stock deteriorated and remains dilapidated and services rendered continue to be well below expectations. Even after the Concession, there has been no meaningful improvement in the performance of freight and passenger services or infrastructure in general. Several reasons contributes to this state of affairs, but the main ones include aged and outdated track, weak bridges, dilapidated telecommunication system and shortage of locomotives and wagons which is also a result of age and non replacement, caused by inadequate re- investment and deferred maintenance of the permanent way and rolling stock. Budgetary constraints coupled with lack of reliable sources of funds for development aggravated the situation. Thus, operational efficiency of TRC was constrained mainly by infrastructure and equipment problems.

In 2009, TRC/TRL registered a decline in the performance of freight and passenger traffic, as well as locomotive availability, and a rise in the number of accidents during the period 2003 to 2008. Freight traffic declined by 70% from 1,442,713 tonnes transported in 2003 to 431,485 tonnes transported in 2008. The number of passengers declined from 683,681 in 2003 to 458,819 in 2008. Average train speeds declined from 30 to 27.3 km/hr on passenger trains and 15.9 to 13.3 km/hr on freight transport during the same period. Similarly, mainline locomotive availability declined from 59 locomotives in 2003 to 38.8 locomotives in 2008 and the number of broken rails incidences increased from 259 in 2003 to 316 in 2008 (RAHCO, 2009).

1 http://en.wikipedia.org/wiki/Tanzania_Railways_Corporation#cite_note-6

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In order to reverse this situation, RAHCO is preparing Tanzania Intermodal and Rail Development Project (TIRP) aimed at improving the performance of Tanzania Railways Limited (TRL) (management and operational) in carrying out intermodal transport services along the Central Corridor and hence increase its market share within the transport sector as well as improve its financial self-sustainability. The planned improvements will result in the timely delivery of goods and improve passenger traffic to acceptable levels. One of the projects areas is Infrastructure and Rolling Stock investments which will involve rehabilitation and upgrading of the central railway line (CRL), in particular for the section between Dar es Salaam and Isaka town in Shinyanga region, so as to facilitate revival of freight transportation to hinterland Tanzania and neighbouring countries of Rwanda, Burundi, Uganda and eastern Democratic Republic of Congo (DRC).

1.2 The Requirement for ESIA Study Of the four components of the proposed TIRP, component A and C are mostly likely to have some significant environmental and social implications. Component A will involve rehabilitation of existing infrastructure including relaying works, bridge/culverts construction, signals and telecommunications system while component C will involve re-design and upgrading of rail exchanges on the port and particularly in and around two container depots in the port of Dar es Salaam and the Isaka terminal. A Preliminary social impact assessment and environmental screening (PSIA & ES) of the proposed rehabilitation and upgrading works under the component A and B was completed in November 2011. The study provided baseline data/information and determined the likely potential environmental, social and economic impacts associated with the project and assessed key issues to be considered prior to implementation of TIRP. The study recommended for a full Environmental and Social Impact Assessment (ESIA) to be undertaken to build on and appraise its findings so as to provide specific and practical recommendations to be considered in the design and implementation of the project.

Like the PSIA&ES, the ESIA study has been carried out in accordance with the requirements of the Tanzania’s Environmental Management Act (EMA) No. 20 of 2004, other applicable national laws and policies, applicable World Bank safeguard policies (particularly Operational Policy (OP) 4.01 on Environmental Assessment and OP 4.10 on Involuntary Resettlement) as well as relevant international conventions or treaties commonly known as multi-lateral environmental agreements (MEAs) to which Tanzania is a party. The World Bank is expected to be the main financier of the proposed TIRP.

1.3 Objectives and Context of the ESIA Study The main objective of undertaking ESIA study is to provide baseline data/information and to determine the likely potential environmental and social impacts associated with the project and provide mitigation measures prior to implementation of the project.

The study focuses on Dar es Salaam (Dar es Salaam Port) - Isaka (Isaka Terminal) segment of the CRL by reviewing available relevant documents, namely, preliminary design, maps, previous studies

Page 2 of 110 and any other work associated with this project. The study reviews relevant laws and functions of the RAHCO and TRL in order to clearly reveal the institutional setting or administrative frameworks of the proposed project in Tanzania as far as environmental and social issues are concerned.

1.4 Scope of the ESIA Study The following key tasks have been accomplished to meet the objective of the ESIA study as presented in the Terms of Reference (ToR) (Appendix 1): (a) Task 1: Description of the Proposed Project (chapter 3); (b) Task 2: Description of the physical, biological and socio-cultural environment (chapter 5); (c) Task 3: Description of Legislative and Regulatory Considerations (chapter 4); (d) Task 4: Determination of the Potential Impacts of the Proposed Project (chapter 7); (e) Task 5: Analysis of Alternatives to the Proposed Project (chapter 5); (f) Task 6: Development of Environmental and Social Management Plan (ESMP) (chapter 9); and (g) Task 7: Assist in Inter-Agency Coordination and Public/NGO Participation (chapter 6).

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Chapter 2: ESIA Study Methodology

2.1 General Approach and Context

2.2 Literature Review Relevant TIRP documents were reviewed before and after field work to facilitate a better understanding of the assignment. All the necessary documents availed by the client on the existing projects and the proposed rehabilitation and expansion have been reviewed. With the purpose of deepening the study approach, the review went through relevant national laws, World Banks’ safeguard policies, and applicable international conventions/ treaties, standards and regulations.

2.3 Intensive Field Work An intensive fourteen days field work was carried out in Morogoro, Dodoma, Tabora and Shinyanga Regions from 25th April to 8th May 2013. The main purpose of the site visit was to make direct observation and identification of environmental and social issues along the CRL. Data collection continued in Dar es Salaam from mid May to mid June 2013.

2.4 Stakeholder Consultations Stakeholder consultations are mandatory in ESIA studies as they help to collect views, concerns and suggestions regarding the project. Stakeholder consultations were done as an integral part of the field work. Based on the recommendations of the PSIA & ES report (Hanai, 2011), the main stakeholders consulted and issues discussed are presented in the table below. Table 1: List of stakeholders consulted and main issues discussed Name of stakeholder Main issues for discussion  1.  TANROADS  Encroachment  Ministry of Infrastructure  Road reserve that overlaps railway line  2.  Ministry of Lands and Human  Contrast between old and new TP drawings in Settlements Development encroachment issues which seem to be legalized in the new TP drawings  Railway reserved areas  4.  Municipal councils where railway  Encroachment line passes  Planned development activities  District councils where railway line  Interference between Road reserves and railway line passes reserves  Building permits for buildings within the railway way leave  Town planning and railway reserve areas  Benefits to communities and the nation  5.  Capital Development Authority  Encroachment (CDA), Dodoma  Planned development activities  6.  Tanzania Forest Services Agency  Forest reserve where the railway line crosses (TFS)  Potential for Forest degradation during construction phase of the project

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Name of stakeholder Main issues for discussion  7.  Communities living along the  Benefit to communities railway line  Cost to communities  Environmental and social constraints from railway operations  Attitudes to the project  8.  Station masters at main and  Encroachment substations  Benefit to communities o  Health and safety issues  Waste management  Railway scrap management  Oil spills  Sources of pollution coming from rail operations  Attitudes to the project

A checklist of issues for discussion, as listed in the table above, and consultative meetings were the main tools used in conducting stakeholder consultations. Details and findings of the stakeholder consultations are covered in chapter 6 of this report.

2.5 Digging of Trenches Oil spills Assessment The PSIA & ES report (Hanai, 2011) suggested oil spills, along the railway track and within workshop premises, to be one of the key issues for further investigation during this ESIA study. In order to establish the extent of the oil spills and the possible chance for contamination of surface and underground water, trenches were dug close to rail trucks and direct smelling was done to detect presence of oil in the soil. At least five people were involved in the smelling for detection accuracy.

Figure 1: Trench digging for oil spills investigation at Dodoma railway station

Complementary data for the assessment of oil spills were obtained from relevant authorities such as district and municipal water supply authorities. These included water quality data as well as opinion on the likelihood of oil spills from locomotive leakages and inappropriate disposal of oil wastes from railway operations to contaminate underground water.

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2.6 Report Writing 2.6.1 Report Writing Activities This report has been prepared from primary and secondary data collected in an objective and professional manner. The objectivity and accuracy in data collection is reflected in the analysis of the issues, and presentation of the findings and recommendations. The main activities that were undertaken as part of draft and final report writing are as detailed below. (i) Data analysis: All data and information collected were analysed in terms of impacts, both positive and negative impacts. The impacts were examined with regard to their magnitude and significance in relation to the environment, and with respect to their longevity and whether they are cumulative. The analysis and review was through content analysis and expert judgement.

(ii) Thorough review of RAHCO/TRL’s environmental and social management systems in place. (iii) Development of mitigation measures: This involved examination of the observed environmental and social impacts of ongoing railway operations, and other potential impacts, which are bound to arise if certain activities continue, or from the proposed rehabilitation and upgrading works. Positive impacts were also analyzed with a view of proposing enhancement measures.

(iv) Development of an Environmental and Social Management Plan (ESMP): The proposed mitigation and enhancement measures form the basis for an ESMP to guide environmental performance and compliance of the proposed project. The ESMP include activities, impacts, mitigation and enhancement measures, time schedule, costs, responsibilities and commitments proposed. Subsequently, the ESMP will inform the environmental management system (EMS) of the project through:

(a) Ensuring that its activities are in line with applicable environmental laws and regulations;

(b) Determining priorities and set objectives and targets to be met by the EMS. A reporting mechanism shall also be established so as to determine whether the targets are met or not, and for record purposes;

(c) Identify training needs vis-à-vis the environmental and social objectives and targets, and put a plan for capacity building among staff in place; and

(d) Establish environmental and social management programs to be undertaken within given time frames and by particular persons to take corrective measures. As such, roles and responsibilities shall be defined, documented and communicated for effective environmental and social management. (v) Development of Monitoring Plan (EMP): Emanating from the ESMP, an EMP tailored to the observed and anticipated current and future environmental and social parameters of the CRL operations and their changes with time has been developed. The EMP include monitoring measures, parameters to be measured, sampling methods used, sampling locations, analytical techniques to be used, frequency of measurements, recording of data, data analysis, and dissemination of information collected and decision reached. The monitoring plan will define thresholds that will signal the need for corrective actions.

(vi) Drawing of informed conclusions and making practical recommendations: The conclusion and recommendations are made from the findings of the study and crafted in manner that is expected to promote a successful and effective implementation of the proposed ESMP and EMP for the proposed rehabilitation and upgrading of the CRL.

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2.6.2 Report Structure In line with requirements of the ToR, this report has been compiled and structured in ten chapters as outlined below.

 Chapter 1 presents project introduction and background;  Chapter 2 presents and describes the study methodology;  Chapter 3 presents a detailed description of the proposed project;  Chapter 4 presents a description of policy and legal framework of the project;  Chapter 5 presents baseline information on the project area;  Chapter 6 presents stakeholder consultations and public participation;  Chapter 7 presents an assessment of environmental and social impacts;  Chapter 8 presents mitigation and enhancement measures for the identified impacts;  Chapter 9 presents analysis of project alternatives; and  Chapter 10 presents study conclusion and recommendations.

2.6.3 Review and Approval of the Report A draft of this report was submitted to the client who also shared it with the World Bank, the main financier with keen interest in environmental and social acceptability and sustainability of all the development projects it finances, for joint review and comments. The comments were incorporated into this final ESIA report which will be disclosed in appropriate locations in Tanzania as well as at the World Bank’s Infoshop in Washington DC for public access.

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Chapter 3: Project Description

3.1 Introduction This chapter describes the project in terms of (i) location of the Central Railway Line (CRL), (ii) colonial history of the CRL, (iii), key features of the railway line, (iv) the genesis of the proposed rehabilitation and upgrading works, (v) the main objective of the proposed project, and (vi) the main activities of the proposed rehabilitation and upgrading works.

3.2 RAHCO Railway Network RAHCO rail network consists of the Central Railway Line (CRL) which connects Mwanza on Lake Victoria; Kigoma on Lake Tanganyika through Tabora, Dodoma and Morogoro from Dar es Salaam and the Northern Railway Line (NRL) which stretch from Tanga to Arusha via Moshi. The two lines are connected by a link line at Ruvu on the central line and Mruazi on the Northern line.

There are also four branch lines namely Kilosa – Kidatu, Kaliua – Mpanda, Manyoni – Singida along the CRL and Kahe – Taveta along the NRL.

———— RAHCO railway network ——— TAZARA railway line Figure 2: The Tanzania railway network

RAHCO railway network can be divided into two main categories, i.e. Main Lines with a total track length of 2,256 km and Branch Lines totalling 451 km in length with a breakdown as indicated in the table below.

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Table 2: RAHCO's railway network lines Main lines Branch lines Name of main line Length Name of branch line Length 1. Dar es Salaam – Tabora 840km 1. Kilosa – Kidatu 108km 2. Tabora – Kigoma 411km 2. Kaliua – Mpanda 210km 3. Tabora – Mwanza 379km 3. Manyoni – Singida 115km 4. Tanga – Moshi – Arusha 438km 4. Kahe – Taveta 18km 5. Ruvu junction – Mruazi Junction 188km

The entire network has 128 railway stations in total, 115 stations are on the mainline and the remaining 13 station are located on the branches.

3.3 Description of the Central Railway Line The core corridor of the Central Railway Line (CRL) starts at Dar es Salaam port (0 km) and passes through the important towns of Morogoro (200 km), Kilosa (283 km), Dodoma (457 km), Manyoni (585 km), Itigi (628 km), Tabora (840 km). From Tabora (0 km) it passes through Isaka (130 km), Shinyanga (197 km) and finally arrives at Mwanza (378 km).

3.4 Key Features of the Existing Railway Line The railway line comprise of the railway track, the way leave, road-railway crossings, and railway stations. These are considered as main features as described in the following sub-sections.

3.4.1 The Railway Track The railway track consists of the terrace onto which the rail is fixed on sleepers. Ballast is appropriately placed on the terrace for stabilization purposes. The existing rail track covers 2,724 km of single track Metre gauge railway network in 12 regions of mainland Tanzania owned and managed by the RAHCO but operated by the TRL. The rail is constructed of 2 parallel steel rails attached to perpendicular crossties (sleepers) made of steel (and wood/timber at/near crossings and stations).

The crossties are mounted on a terrace of ballast with underlying sub-ballast and fine-grained sub- grade foundation. While crossties made of timber/wood are resilient and tend to give smooth ride, they often require initial chemical treatment to reduce rot and attack by insects and are also not structurally suitable for modern high-speed tracks. In addition they have negative environmental impact since they are derived from forests. The current status of the railway line is composed of 141 km of light rails of 56.12 Lb/yd, 662 km of 60 Lb/yd and 431 km of 80 Lb/yd. The project aims to upgrade this line to 80 Lb/yd in bad sections.

Ballasts for the CRL are obtained from Tura quarry site in Tabora and generally consist of 150-225 mm deep layer of stone crushed to a size of 40-65 mm for providing support to the crossties, promoting drainage and minimising organism growth on the tracks.

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Figure 3: Ballast production plant at Tura

3.4.2 The Way Leave/ Railway Reserve The way leave or railway reserve along the railway line varies depending on the status of the area it crosses. According to the Railways Act No. 4 of 2002, in cities and towns the way leave is 15m from the centre line of the railway line on both sides (left and right sides), while in other areas outside cities and towns it is 30m.

3.4.3 Road-Railway Crossings In road-railway crossings the reserve area increases, where it takes 100m from the centre of the railway line and from the centre of the road joining the ends, thus extending the reserve area in the crossings.

Railway line

Way leave (reserve area)

100m 15m or 30m 100m

Reserve area in the road-railway crossings

Road

Figure 4: Sketch showing railway line, way leave and road-railway crossings

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3.4.4 Bridges and Culverts Existing bridges can carry between 10 to 25 tons per axle with only about 18% of them built to carry 25 tons per axle. In the entire railway network steel sleepers are predominantly used. In some bridges and Turnout wooden sleepers are used. The total number of bridges and culverts structures along the entire network is about 2351with load profile breakdown below. Table 3: Number of bridges/ culverts and axle load profile Axle load Number of bridges/ culverts Percentage 10-12 1683 71.59 13-15 442 18.80 16-18 1 0.04 19-22 1 0.04 23-25 224 9.53 Total 2351 100

3.4.5 Railway Stations A number of railway stations exist along the CRL. There are a total of 54 stations between Dar and Isaka each with single or multiple loops. The area belonging to RAHCO in the main stations and substations extends by an average of 75m from the centre line of the railway line on both sides of the railway line. Below is the map showing the CRL from Dar es Salaam to Mwanza.

Figure 5: Map showing Central Railway Line from Dar es Salaam to Mwanza

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3.5 Current TRL Rolling Stock and Workshops The types and conditions of the existing rolling stock, handling procedures for maintenance of the rolling stock and future plan of the new procured rolling stock is described below.

3.5.1 Locomotives The TRL has a fleet of 79 locomotives of different classes, including, 89xx, 88xx, 73xx, 65xx, and 64xx. Out of the available fleet 45 are serviceable locomotives, equivalent to 75.9% of the total locomotive fleet. The reduction in the number of serviceable fleet is a result of inadequate funds allocated and, or secured for purchase of spare parts and other requirements. All locomotives are old and almost all of them are beyond 30 years old. Table 4: The available and serviceable TRL locomotives Locomotive class Available locomotives Serviceable locomotives 1. 89XX 6 3 2. 88XX 28 15 3. 73XX 10 10 4. 65XX 4 3 5. 64XX 10 7 6. 37XX 5 3 7. 36XX 14 3 8. 35XX 2 1 Total 79 45

3.5.2 Wagons TRL has a holding fleet of 1,357 wagons of different types. These types include Covered wagons, Open High wagons and Container wagons. Other types are Tank wagons, Cattle wagons, Phosphate wagons and Open Low (flat wagons). The whole fleet is serviceable and can therefore be utilized for transportation of cargo. Table 5: Type and condition of TRL wagons Wagon description Label wagons Serviceable wagons 1. Covered Wagon 681 681 2. Open High Wagon 182 182 3. Open low sided Wagon 25 25 4. Container Carrier Wagon 211 211 5. Tankers 178 178 6. Cattle Wagon 39 39 7. Phosphate Wagons 41 41 8. Ballast Hopper Bogie Total 1,357 1,357

3.5.3 Workshops TRL has two major workshops one in Morogoro for locomotive’s heavy repair and overhaul and another one in Dar es Salaam for maintenance and repair of Wagons, tanks and Coaches. There are four running depots at Dar es Salaam, Morogoro, Tabora and Moshi (currently closed) for locomotive repairs. CXR and Fitter Incharge in Dar es Salaam, Morogoro, Dodoma, Kigoma, Tabora, Mwanza and Tanga for minor maintenance.

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3.5.4 Environmental and Social Concerns Associated with Workshops and Depots The Environmental Assessment and Management Guidelines for the Railways Sub-Sector (URT, 2013) identifies the following environmental concerns associated with workshops and depots operation and maintenance include:  Littering from scattered obsolete and work out scrapers, parts including coach batteries, worn- our forklifts, leaking roofs (which exposes staff and threatens equipment and machines to corrosion attack), old and unusable materials etc. Solution of the problem will depend on how much responsibilities on assets are streamlined between RAHCO and TRL;  Saw mill and carpentry dust;  Lubricating oil spills and oil washings resulting from lack of oil interceptors;  Unsorted wastes;  Oil leaks from locomotives;  Oil polluted water to the sea;  Air pollution from open burning of sawdust loaded with lubricants;  Blocked drainages; and  Oil polluted soil.

It is believed that there was good environmental care and practice before privatization in 2007. However, lately a concern had been raised over excessive lubricating oil leaks which ended with appointment of a consultant to investigate the problem. Results indicated lubricating maintenance oil leaks to be a critical problem and a cause of severe soil pollution in Morogoro and suggested to install oil interceptors in Morogoro, Mwanza and Kigoma and sell recovered waste oil.

3.6 Current TRL Operations 3.6.1 Freight Transport The TRL cargo transportation includes carriage of dangerous cargo such as, oils, fuels and explosives. Others are minerals (copper, phosphate, manganese, cobalt, and nickel), fertilizers, gypsum, sugar, salt cement, cotton, tobacco, livestock, pesticides, grains, timber, and heavy-duty equipment. The ruling speed for freight trains is 45 km/h while the allowable maximum speed is 60 km/h.

Appendix 2 indicates TRL’s traffic performance for the period between 2001 and 2010.

3.6.2 Passenger Transport The available passenger coaches include 1st, 2nd and 3rd classes. The ruling speed for passenger trains is 55 km/h while the allowable maximum speed is 80 km/h. The number of passengers and facilities provided per each class coach is shown in the table below. Table 6: Status of TRL's passenger coaches Class Available Serviceable Number of coaches coaches passengers per coach 1. 1st Class 10 10 16 2. 2nd Class Sleeping 22 22 36 3. 2nd Class Sitting 4 4 60 4. 3rd Class 55 55 80 5. Restaurant Bogie 5 5 40 6. Brake Van Bogie 9 9 - Total 105 105 -

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3.6.3 Future Transportation Plan Future freight transport will include transportation of dangerous cargo (uranium, coal) and iron ore, nickel, zinc, perishable goods, livestock, soda ash, fuels and oils from Uganda and Kigoma.

3.6.4 TRL Track Maintenance For track maintenance, the TRL is organised in gangs (camps) of 8-10 people (provided with all social facilities where possible) for track maintenance whereby one gang is responsible for a track length of up to 8 km. Each gang report to a keyman and is responsible for the following:  Ensuring proper ballast and cushion on the tracks to prevent/minimise possible lateral movements of the tracks;  Clean and remove grass and related growth and dirty and cut tall grass and tree branches obstructing close to the RoW leaving a minimum of 1.5 m clean and clear view on each side of the railway track;  Clean all side drainages/furrows to avoid water logging and grow grass where necessary to minimise erosion; and  Screen and replace ballast and ensure their adequacy, proper tamping and lining.

3.6.5 Environmental and Social Issues Associated with Track Operation and Maintenance According to the Environmental Assessment and Management Guidelines for the Railways Sub-Sector (URT, 2013), environmental threats resulting from the operation and maintenance of the track includes:

 Population increase and the impact of it has led to increased releases and change in behaviours of catchment areas;  Land use changes with increased paved areas as well as increased water loads;  Quarrying;  Accident involving killing of animals (both wild and domesticated animals especially cows);  Serious littering and waste dumping on the tracks close to towns and between towns (Pugu-Dar es Salaam, Morogoro, Dodoma etc);  Invasion of TRL owned areas and assets including car parking on diamond-space which is accompanied by environmental and safety problems;  Forest destruction for wooden/timber sleepers (Mishu, Mtundu and Mkora from Tabora (Misitu) but recently from DRC, Malaysia and Mozambique;  Serious damages from flash floods (Mkondoa river in Gulwe/Kilosa and increased water flows from the mountains as a result of deforestation and climate change;  Toilet wastes which drop directly over the tracks threatening the environment and human (including gang workers) life;  Pollution in gang camps due to inadequate provision of required amenities;  Noise during blasting; and  Theft of sleepers and other railway assets.

3.7 Description of the Tanzania Intermodal and Rail Development Project 3.7.1 Genesis of the Project In December 2010, the Ministry of Transport, Ministry of Finance, and the World Bank (WB) sent out a fact-finding mission to assess the current status of the rail sector and map out the WB engagement for its revitalization. The Mission found that there was a compelling business case to finance improvements in the central line, but that a more outward looking approach would be needed. In this regard and among other things, the mission also identified the need for RAHCO to work closely with Tanzania Ports Authority (TPA) (and possibly the major shipping lines) to increase reliability and efficiency.

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Accordingly, the WB support will be based on a compelling and well defined strategy with improved management and operational performance. While RAHCO would continue to manage the rail infrastructure, the project may include an open track approach allowing qualified operators to run trains on the network under the safety regulations of Surface and Marine Transport Regulatory Authority (SUMATRA). To achieve this, the WB also identified the need for a multi-phased programme – the first phase focusing on immediate repairs to tracks and other improvements needed to guarantee freight services between Dar es Salaam and Isaka. Specifically, it is envisaged that the first phase will consist of:

(i) 240 km of track improvements between Dar es Salaam and Isaka; (ii) Re-design and upgrading of rail exchanges on the port and particularly in and around the two container depots in the port of Dar es Salaam and the Isaka terminal; (iii) Procurement of essential spares for selected locomotives and track-laying equipment; and (iv) Improvements at key nodes (Dar es Salaam and Isaka).

3.7.2 Financing of the Project The proposed WB financing for the proposed TIRP amounts to a US$200 million International Development Association (IDA) credit.

3.7.3 The Project Development Objective The proposed project development objective (PDO) has been identified as “to strengthen logistics capacity and develop the inter-modal and railway container operations on the Dar es Salaam – Isaka corridor section in Tanzania”. This will facilitate trade, economic productivity and efficiency, and global competitiveness of rail related operations in Tanzania. This will be achieved through establishment of core train operations between Dar es Salaam and Isaka, providing reliable and efficient intermodal services supported by an associated management entity.

3.7.4 Project Components The main elements that have been identified as being critical to improving train operations on the existing network are: (a) the condition of rail infrastructure, (b) the availability and reliability of rolling stock, (c) the strengthening of the components of the logistics chain, starting at the port (long customs clearance processes, long operating delays and insufficient inter-modal facilities), and finally (d) the capacity of the existing organizations in the rail sector to deliver a strong business model and efficient management. These elements have been reflected into the following project components.

(a) The rehabilitation of some railway track sections requiring urgent repairs on the 970 km long Dar es Salaam - Isaka line (US$81.51 million). The Project would conduct full depth rehabilitation of 90 km of the railway line, replenishment of ballast for 300 km, and re-ballast in stations sections for 25 km. The project would further rehabilitate 150 turn outs and station loops, conduct rock cutting and stabilization of slopes at 15 locations, construct grade separation of four rail/road intersections, and welding rail joints for 330 km.

(b) The rehabilitation of “weak” bridges to increase the capacity to minimum of 15 tons/axle load (US$73.10 million). The Project would reconstruct or repair 152 bridge structures to increase the axle load capacity of the Isaka – Dar es Salaam section to a minimum of 15 tons. The detailed

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activities to be done for each bridge would be confirmed after finalization of the bridge capacity rating study that is being financed by the Project. The bridges with axle load capacity of less than 15 tons would be upgraded to 25 tons axle load capacity, building up further the track capacity for 100 ton locomotives.

Component B: Rolling Stock (USD25.6 million) Component B includes procurement of train set(s) to deliver a new inter-modal service of block container trains between the Dar es Salaam Port and Isaka Terminal at the level defined in the key results indicators of the project. Although this rolling stock would be dedicated to this new inter-modal service, the improvement in TRL’s traction capacity together with track improvements under Component A would have a positive impact on operation of other already existing services on the Dar es Salaam - Isaka rail segment. It will include the following:

(a) The purchase of 3 locomotives (US$7.2 million); (b) The purchase of wagons (US$4.4 million) - the block train services will require 44 wagons (assuming 90 percent availability) for a two train weekly service; and (c) The purchase of Civil Engineering Rolling stock (US$14 million): the project would purchase a new tamper and a regulator, one rail grinding machine and one mobile flash butt welder (rail or road/rail).

Component C: Development of Isaka Terminal and Dar es Salaam Port Platform (US$8.29 million) This component comprises the development of intermodal container terminals in the port of Dar es Salaam and Isaka to allow for more efficient modal transfers to/from the rail.

(a) The design and civil works to construct rail exchanges in the Terminal in Isaka (US$4.18 million). The existing Isaka terminal would be relayed and the terminal platform would also be improved to be able to efficiently handle the 40 container locomotive. The project would finance the design, the works, and handling equipment; and

(b) The design and implementation of civil works to upgrade rail exchanges in Dar es Salaam Port particularly in and around the container depots in the port (US$4.10 million). The existing railway network within the port will be realigned to improve the efficiency of the loading and offloading of containers. The project would finance the design study, the realignment works, and handling equipment to enable optimal operation as an intermodal terminal.

(a) Ensure the economic sustainability of the infrastructure by implementing open access, promote business, increase and through the access fee mechanism, build the required resources for maintaining the infrastructure;

(b) Allocating funding for maintenance organization and sustainability by establishing a performance based contract for the maintenance of the railway infrastructure; and

(c) Building modern, efficient and profitable train operations model through capacity building program, communication and with the assistance and support of the Project Implementation Team.

Chapter 4: Policy, Legal and Institutional Framework

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4.1 Introduction This chapter describes the policy and regulatory frameworks applicable to the proposed project. It discusses sector policy and legislation requirements, which are relevant to environmental and social issues relevant to TIRP operations. It also describes an institutional framework for overseeing environmental compliance by responsible stakeholders.

4.2 Applicable Policy Framework 4.2.1 Environmental- Related Policies 2.2.1.1 National Environmental Policy of 1997

This Policy recognizes the importance of an EIA and requires the integration of environmental aspects in all major projects to ensure that pertinent environmental concerns are critically considered for long- term environmental sustainability. The policy requires that development should be done in a way that does not compromise environmental integrity. It stipulates that the chosen technologies should be environmentally sound, socially acceptable and economically viable. Relevant to the project, the policy emphasizes on the following objectives:

 Regular and periodic environmental audits shall be maintained to ensure the adoption of environmentally sound practices;  Project development should be planned in a manner that minimises adverse effects on the environment at all phases (i.e. location, effluent discharge, waste disposal, use and disposal of products);  Prevent and control degradation of life supporting land, water, vegetation and air;  The policy emphasizes employment of friendly environmental waste management systems;  Employee’s health and safety should be adequately protected from environmental hazards;  Raise environmental awareness and promote public participation.

This ESIA study responds to the requirements of the policy by taking into consideration the management of all significant impacts of the proposed project to ensure that adverse impacts of the proposed project are minimized for the protection of the environment.

2.2.1.2 The National Wildlife Policy of 1998

The policy recognizes that wildlife is a natural resource of great biological, economical, environmental cleaning, climate ameliorating, water and soil conservation, and nutritional values that must be conserved. In view of the dynamic and complex nature of the wildlife resource and the challenges ahead on conserving the same, the policy aim at involving a broader section of the society in wildlife conservation particularly the rural communities and the private sector. The policy explains that the role of private sector is to support the government in the conservation and management of the wildlife resources. In addition, the private sector is encouraged to invest in the wildlife industry.

4.2.2 Social-Related Policies 2.2.2.1 National Transport Policy of 2003

The national Transport Policy has set the vision of having an efficient and cost-effective domestic and international transport service for all segments of the population and sectors of the national economy with maximum safety and minimum environmental degradation. Based on this vision, its mission is to develop safe, reliable, effective and fully integrated transport infrastructure and operations which will best meet the needs of travel and transport, and to improve the level of service at lower costs in a

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The transport sector in Tanzania is characterized by high costs and low quality service, due to various reasons, including the existence of a large backlog of infrastructure maintenance and rehabilitation, inadequate institutional arrangements, laws, regulations and procedures which are not consistent or compatible with each other for creating a conducive climate for investment and hence growth of the sector, and inadequate capacity caused by the low level of investment in resources and the low level of enforcement of safety, environmental sustainability and gender issues. TIRP aims at rehabilitating the existing railway line for the purpose of improving railway services and reducing existing transport problems. This ESIA study has been done to comply with the transport policy which recognizes the need for environmental and social considerations to ensure minimal environmental degradation in the transport sector to embrace sustainable development.

2.2.2.2 National Employment Policy of 1997

Stemming from the desire to overcome the continuing increase in unemployment, the National Employment Policy was created to provide strategies for employment creation and sustainability. Among its major aims is to create, conducive environment that increases employment (wage and self- employment) opportunities for the unemployed and to promote employment mainly of Tanzania. This includes, among other things, the identification of areas that have the potential for the creation of employment and establishment of appropriate strategies to create potential jobs for the unemployed.

Relevant sections of this policy are (i) 10.6 which deals with employment of special groups, i.e. women, youth, persons with disabilities, and (ii) 10.8 which deals with the tendencies of private industries to employ expatriates, even where there are equally competent nationals.

2.2.2.3 National Health policy of 1990 The policy puts more emphasis on worker’s protection against all health hazards which occur in industries, estates and plantations. It is the responsibility of the managements to offer medical and preventive health services to their employees according to guidelines given by the Ministry of Health and Social Welfare (MoHSW).

2.2.2.4 National Policy on HIV/AIDS of 2001 This policy identifies HIV/AIDS as a global disaster, hence requiring concerted and unprecedented initiatives at national and global levels. It recognizes HIV/AIDS as an impediment to development in all sectors, in terms of social and economic development, with serious and direct implications for social services and welfare. One of the specific objectives of the policy is to strengthen the role of all the sectors, public, private, NGOs, faith groups, people living with HIV/AIDS, community based organisations and other specific groups to ensure that all stakeholders are actively involved in HIV/AIDS work and to provide a framework for coordination and collaboration.

4.3 Applicable Legal Framework Several legislations are relevant to the project. They are mainly related to land, natural resources use, management and conservation and service provision. They are briefly presented in subsequent

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sections as environmental and socio-economic related Acts as well as relevant environmental regulations, codes and guidelines.

4.3.1 Environmental-Related Legislations 2.3.1.1 The Environmental Management Act, Cap 191, No. 20 of 2004 This is an umbrella framework Act that overrides all legislations related to the general environmental management in Tanzania. It provides the legal and institutional framework for management of the environment. The law provides principles for the management of impacts, the prevention and control of pollution, waste management, etc. Part VI of the Act provides for the requirement for an Environmental Impact Assessment (EIA) and other assessments for various types of projects. It also outlines the requirement for public participation in environmental management. This study is a response to the requirement of this Act and addresses the impacts of the proposed project on the environment.

2.3.1.2 The Railway Act No. 4 of 2002 The Railway Act provides for the development and promotion of rail transport services, the establishment of RAHCO, to provide for regulatory framework of railway transport by SUMATRA and to provide for related matters. Section 6.-(1) grants RAHCO the mandate (a) to acquire by operation of this Act or otherwise, the rail transport functions of the TRC and such of its property, including choses- inaction, rights and liabilities transferred to it; (b) to secure the provision of, or to provide, rail infrastructure; (c) on behalf of the Government, to develop, promote and to manage the rail infrastructure assets. (d) to enter into agreements with other persons in order to secure the provision of rail transport services, whether by means of concession, joint venture, public- private partnership or other means, and to this end to delegate its own function of providing rail transport services to one or more railway operators.

Part IV provides for Railway safety under which section 27.-(1) gives all powers for the safe regulation of the railway to SUMATRA. The functions of SUMATRA in relation to railway safety include (a) to regulate and enforce railway safety; (b) to investigate accidents and incidents prejudicial to railway safety; (c) to approve new rail infrastructure, safety systems and unusual safety related features of rolling stock; (d) to promote railway safety; and (e) to ascertain the safety competence of the holders of railway operator licences.

Section 39 Stipulates for any rail project development an EIA be carried prior to the project implementation.

2.3.1.3 The Water Resources Management Act No. 11 of 2009 The water resources management Act of 2009 provides institutional and legal framework for prevention, conservation, control and development of water resources; outlines principles for water resources sustainable management; and provides for the participation of water users and the general public in the implementation of the National Water Policy. Its main objective is to ensure that the nation’s water resources are protected, used, developed, conserved, managed and controlled in ways that among others meet the basic human needs of present and future generations, prevent and control pollution of water resources and protect biological diversity, especially aquatic ecosystems.

Section (39) – (1) of the Act contains the measures for prevention of pollution and states that; “An owner or occupier of land on which any activity or process is or was performed or undertaken or any

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other situation exists which causes has caused or is likely to cause pollution of water resources shall take all reasonable measures to prevent any such pollution from occurring, continuing or recurring.

The Act restricts free water abstractions from the groundwater sources only to hand-dug wells. The Act further prohibits discharge of waste streams into any water body without written permit from the water officer. Such discharges are required to adhere to present environmental standards of receiving water bodies. Any discharges into underground strata or groundwater recharge areas are strictly prohibited for any person with or without the effluent discharge permit.

4.3.2 Social-Related Legislations 2.3.2.1 The Employment and Labour Relations Act No. 6 of 2004 This Act describes for the fundamental labor rights at workplace. It makes provisions for core labour rights, basic employment standards, framework for collective bargaining, prevention and settlement of disputes, and related matters. The Act prohibits employment of child labour (children below the age of 18 years) and forced labour. This Act prohibits any discrimination policies or practices and requires for equal opportunities to employment including the rights of employees to form and/or join a trade union.

The Act requires an establishment of a contract between employer and employee that specifically states the obligations of employer and employee. The contract term shall observe the labour requirements of hours of work, night work, public holidays, work leave, wages standards and employment termination procedures. The Act provides an access to employer’s premises by the organization representing the employee and gives the employees the rights to strike and lockout.

2.3.2.2 The Occupational Health and Safety Act No. 5 of 2003 The Act makes stipulation for the occupational health, safety and welfare of workers in factories and other places of work, and provides for the protection of persons other than persons at work against hazards to health and safety arising out of or in connection with the activities of persons at work.

Part IV on safety provisions, section 24- (1) provides that a thorough pre-placement and periodic occupational medical examination for fitness for employment of employees shall be carried out by a qualified occupational health physician and expenses shall be borne by the employer. Part V of the Act emphasises the provision of adequate clean, safe drinking water, sufficient and suitable sanitary conveniences and washing facilities.

Part VI. Section 60 stipulates that every factory or workplace, where activities involve hazardous processes or hazardous equipment or use of hazardous chemicals/substances, likely to adversely affect the health of people or cause serious damage to property or environment, and in the case of accidents, the employer shall ensure that (a) risk assessment annually or at any other time when a risk assessment is deemed necessary shall be done by an approved inspection authority; and (b) evidence of the risk assessment shall be provided.

Other relevant sections of the Act include Part IV section 43 (1) - Safe means of access and safe working place; Part IV section 44 (1) - Precaution where dangerous fumes are liable to be present; Part IV section 45 (1) - Precautions in respect of explosive or inflammable dust, gas vapour substance; Part VI. Section 63 stipulates that the employers shall provide protective equipment; Part IV section 50 (1) - Prevention of fire; Part V on health and welfare provisions and Part VIII section 73 (1) - General precautions in handling chemicals.

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2.3.2.3 The Workers Compensation Act No. 20 of 2008 The Act dictate compensation to employees for disablement of death caused by or resulting from injuries or death sustained or contracted in the course of employment. Most applicable parts of the Act are Part IV on Right to Compensation and Protection; Part V on Claims for Compensation; Part VI on Determination for Compensation; Part VII on Medical and Rehabilitation Benefits; Part VIII on Obligation for employers; and Part IX on Disputes Settlement. Section 71 of Part VIII requires employers to register with the Director-General of the National Workers Compensation Fund (NWCF) while Section 77 requires employers or Trade Unions to inform employees of their rights.

2.3.2.4 The HIV/AIDS (Prevention and Control) Act No. 28 of 2008 This Act provides for the prevention, treatment, care, support and control of HIV/AIDS, for promotion of public health in relation to HIV/AIDS; appropriate treatment, care and support using available resources to people living with or at risk of HIV/AIDS and to provide for related matters.

Relevant parts are provided in Part III on Public Education and Programmes on HIV/AIDS; Part IV on Testing and Counselling; Part V on Confidentiality; Part VI on Health and Support Services; Part VII on Stigma and Discrimination; Part VIII on Rights and Obligations of Persons Living with HIV and AIDS; Part XI on Offences and Penalties; and Part XII on Miscellaneous Provisions.

Section 9 requires every employer in consultation with the MoHSW to establish and coordinate a workplace programme on HIV & AIDS for employees under his control and such programme shall include provision of gender responsive HIV/AIDS education, distribution of condoms and support to people living with HIV/AIDS.

4.3.3 National Regulations, Codes and Guidelines 4.3.3.1 Environmental Assessment and Management Guidelines for the Railways Sub-Sector (Draft, February, 2013) The purpose of the Guidelines is to implement the Environmental Management Act (EMA), relevant national policies, legislations and regulations as well as relevant international conventions to mitigate environmental impact in railway sub-sector from the construction through operations stages with a view to avoiding unnecessary costs. The Guidelines aim at ensuring the following:

 Mainstreaming of environmental concerns in the railways sub-sector with a view to improve performance, efficiency and effectiveness of the sector while protecting the environment;

 Compliance to national environmental policy and EMA requirements;

 Uniform assessment and management of Railways projects and maintenance activities throughout the project cycle; and

 Reduction (mitigation, and, or adaptation) of the adverse effects of the railways sub-sector to the environment, organisms and structure and vice versa.

In view of the above, the functions of the environmental assessment process are to:

(i) Clearly describe a project, including alternative project proposals;

(ii) Describe the baseline conditions for the project environment;

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(iii) Identify potential environmental and socio-economic impacts;

(iv) Propose mitigation measures to minimize adverse impacts and to enhance beneficial impacts; (v) Improve and optimise the project; (vi) Prepare environmental management plans which “translate” mitigation measures into an operational plan that can be implemented by the railways authority and the contractor; (vii) Present a clear assessment of potential impacts to managers and decision-makers that a project (or a strategic level initiative) may have on environmental quality; (viii) Provide adequate information to the public and obtain their views; and

(ix) Support authorities in making good decisions.

4.3.3.2 Environmental Impact Assessment and Audit Regulations No.349 of 2005 Made pursuant to Section 82 (1) and 230 (h) and (q) of the EMA, these Regulations provide rules relative to the procedures for and carrying out of environmental impact studies and environmental audits. They prohibit the carrying out of projects without an EIA required and define the contents and form of an EIA and the basic principles of an environmental audit. A developer shall apply for an environmental impact assessment certificate in the form as prescribed by these Regulations. The final decision on an environmental impact assessment shall be taken by the Minister. The Regulations also provide for public hearings in relation with environmental impact assessments and appeal against decisions of the Minister.

The Regulations list categories of projects that shall require mandatory EIA and define how EIA should be conducted. Item 14 of the First Schedule of the regulations contain mandatory EIA projects under “Building and Civil Engineering Industries, part (iii) Construction and expansion/upgrading of roads, ship yards, fishing harbours, air fields and ports, railways and pipelines”. Since TIRP involves upgrading the railway line EIA is therefore a mandatory requirement. And this report constitutes the assessment.

4.3.3.3 The Land (Assessment of the Value for Compensation) Regulations of 2001 The regulation applies to any application or claims for compensation by any person occupying land and shall include (i) the value of un-exhausted improvements on the occupied land; and (ii) grazing land. The regulation states: "basis for assessment of the value of any land and un-exhausted improvement shall be the market value of such land". The market value is arrived at by the use of comparative method proved by actual recent, sales of similar properties or by use of income approach or replacement cost method, in case the property is of special nature and not saleable.

4.4 Applicable International Policies, Conventions, Regulations 4.4.1 The World Bank’s Safeguard Policies The proposed project shall be implemented in compliance with the environmental and social safeguard policies of the World Bank and all the applicable environmental policies, laws and regulations of the United Republic of Tanzania (URT).

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Since most of the proposed activities will involve rehabilitation along the existing railway alignment (the section between Dar es Salaam and Isaka, 970 km) as well as upgrading of existing port and terminal, the TIRP has been assigned an environmental assessment Category B as the envisaged negative environmental and social impacts are expected to be limited.

The table below lists all World Bank safeguard policies with description of their application to the TIRP. Table 7: World Bank safeguard policies triggered by TIRP Policy triggered Explanation for application Required action/ recommendation

Given the project’s proposed rehabilitation and Preparation of an Environmental and Social Environmental upgrading works of existing railway related Management Plan (ESMP) from an ESIA infrastructure i.e. the project is likely to have study. This report. Assessment limited environmental risks and impacts in its (OP/BP/GP 4.01) area of influence, the policy is triggered.

Considering the length (970 km) of the railway All sub-projects involving earthworks must Physical Cultural section to be rehabilitated, there could be some include an approved Chance Finds procedure Resources (OP 4.11) undocumented physical cultural resources in construction contracts, to cover the (PCRs). TIRP’s rehabilitation and upgrading possibility of discovering PCRs in the course

works will involve significant earthworks and of excavation (see Appendix 3 for therefore have the potential to directly affect procedure). PCRs. Therefore the policy is triggered.

Project activities might affect some people who Preparation of an Abbreviated Resettlement Involuntary might lose their assets and properties along the Action Plan (ARAP) could be needed to Resettlement (OP/BP Dar es Salaam – Isaka railway segment as they compensate and resettle ostensibly a few 4.12) are encroaching the railway reserve. According to individuals and properties found within a this policy such people have to be compensated literally agreed construction/ rehabilitation

for any the loss of their properties and corridor of 7.5 meters on both sides of the resettlement regardless of their legal status of railway line. their occupancy. Therefore the policy is triggered.

Other WB’s safeguards policies which are not triggered by the project are Natural Habitats (OP/BP 4.04); Forests ((OP/BP 4.36); Pest Management (OP 4.09); Indigenous Peoples (OP 4.10); Safety of Dams (OP/BP 4.37); Projects in Disputed Areas (OP/BP/GP 7.60); and Projects on International Waterways (OP/BP/GP 7.50)

4.4.2 The Convention on Biological Diversity The Convention on Biological Diversity (CBD), known informally as the Biodiversity Convention, is an international legally binding treaty. The Convention has three main goals are (i) Conservation of biological diversity (or biodiversity); (ii) Sustainable use of its components; and (iii) Fair and equitable sharing of benefits arising from genetic resources.

Its objective is to develop national strategies for the conservation and sustainable use of biological diversity. It is often seen as the key document regarding sustainable development. The Convention was opened for signature at the Earth Summit in Rio de Janeiro on 5 June 1992 and entered into force on 29 December 1993.

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4.5 Applicable Institutional Framework 4.5.1 Overview of Institutional Framework EIA practice in Tanzania places different functions and responsibilities on all parties involved in the EIA process of any proposed development undertaking to which EIA is obligatory. The Environmental Management Act No.20 of 2004 gives the National Environment Management Council (NEMC) of Tanzania the to undertake enforcement, compliance, review and monitoring of environmental impact assessment as well as playing a central role in facilitating public participation in environmental decision- making, exercise general supervision and coordinating over all matters relating to the environment.

The Act empowers NEMC to determine the nature of assessment a proposed project should be subjected to, approves consultants to undertake EIA studies, invites public comments and also has the statutory authority to issue, in consultation with the Minister responsible for Environment, the certificates of approval. NEMC is the designated authority to carry out the review of EIA including site visit and handling Technical Advisory Committee (TAC) meeting, monitoring and auditing of environmental performance of the project (periodic and independent re-assessment of the undertaking).

4.5.2 Applicable Institutional Roles and Responsibilities Table 8 below lists key institutions together with their roles and responsibilities that are applicable to the proposed TIRP.

Table 8: Applicable institutional framework Level Institution Roles and responsibilities

 Co-ordinate Environmental Management Policy, Environmental Management Act and EIA guidelines The Vice President’s Office (Division of  Approval of ToR, Review of EIA Environment and NEMC)  Issuing an Environmental Certificate

 Environmental Monitoring and Compliance Auditing

 Advise Government on all environmental matters

Ministry of Land, Housing  Land use planning, and Human Settlements National Development  Issuing of Right of Occupancy,  Valuation and compensation.

 Project design and planning

Ministry of Works  EIA study (RAHCO and TRL)  Facilities construction

 Project implementation (operation)

 Project monitoring and internal auditing

 Project decommissioning

 Oversee and advice on implementation of national policies at Regional level Regional Municipal councils where

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Level Institution Roles and responsibilities

the railway line passes  Oversee enforcement of laws & regulations

 Advice on implementation of development projects and activities at Regional level

 Oversee and advice on implementation of national policies at District level

 Oversee enforcement of laws & regulations District District councils where the railway line passes  Advice on implementation of development projects and activities at District level

Ward Ward Development  Oversee general development plans for the Ward Committees (Ward Executive Officer, Ward  Provide information on local situation and Extension services. Extension officers), Ward Environment Committee  Technical support and advice  Project Monitoring

Village Councils (Chairman/VEO,  Information on local social, economic, environmental situation Environment Committee): and Other leaders  View on socio-economic and cultural value of the sites and operations. (Religious, Education, Elders etc) including  Rendering assistance and advice on the implementation of the project CBOs  Project Monitoring (watchdog for the environment, ensure wellbeing of residents and participate in project activities.

Chapter 5: Baseline Information of the Project Area

5.1 Introduction Baseline information on biophysical and socio-economic settings at the site, where a given development project is located, provides important benchmarks necessary for future project

Page 25 of 110 environmental and social performance and compliance monitoring. Adopted from the report on the Preliminary Social Impact Assessment and Environmental Screening (PSI&ES) of the proposed rehabilitation (Hanai, 2011), this chapter provides a description the physical environment, biological environment and socioeconomic and socio-cultural environment of the areas through which the CRL passes that may be impacted by the project activities or vice versa.

5.2 The Physical Environment 5.2.1 Climatic Conditions Tanzania being a tropical climate, experiences two seasons (wet and dry) with temperatures varying from hot during wet season and cool and drier period, particularly regions in the central plateau of the country, with more humidity on the coast areas. In the lake zone, the drier months are interrupted by short rain from late October to December followed by the heavy rain season from January to May with the peak on March. The rest of the country experiences only one wet season, from November to May.

The railway line runs from the coastal area in Dar es Salaam to the uplands in the central part of Tanzania and eventually to the lake zone in Mwanza. The climate varies from place to place along the railway line. The climatic condition between Dar es Salaam to Mwanza is influenced by changes in altitude. The variation in altitude along the project area defines the differences experienced in temperature, rainfall and humidity. For instance the temperature in Dodoma, Manyoni and Singida is relatively lower up to 15oC during the months of June and August while rising as higher as 30oC during hot months of December to March.

The coastal area experiences dual rainfall, with short rains (“vuli”) from October to December, and long rains (“Masika”) which covers the months of March to June. The rain ranges between 800mm to 1000mm per annum. Rainfall distribution however is not very reliable with the seasons. Often the short rains (“vuli”) experience more variation than the long rains (“Masika”). The coastal area is warm throughout the year, with an average temperature of 28ºC per annum. The climate is also influenced by the Southwest monsoon winds from April to October and the Northeast monsoon winds between November and March.

The areas toward the central part, e.g. Morogoro, which are mainly dominated by uplands, experience a variation in climatic conditions throughout the year. The weather is pleasant because of the high altitude. The average daily temperature is 30oC, with a daily range of about 5oC. The highest temperature occurs in November and December, during which the mean maximum temperature is about 33 oC. The minimum temperature is in June and August when the temperatures go down to about 16oC. The mean relative humidity is about 66% and drops to as low as 37%. The total average annual rainfall ranges between 821mm and 1,505mm. Long rains occur between March and May and short rains occur between October and December each year (Meteorological Department, Sokoine University of Agriculture, Morogoro, 2004).

In the central part, the project traverses through semi-arid climate with mean annual rainfall between 400-600 mm from Dodoma to Singida. The climatic data from Dodoma town metrological stations shows the average rainfall of 570mm per year, and about 85% of this falls in the months between December and April. Apart from the rainfall being relatively low, it is rather unpredictable in frequency and amount. In the long dry season, persistent desiccating winds and low humidity contribute to higher evapo-transpiration and to soil erosion in the area.

The semi arid climate of Shinyanga receives slightly higher rainfall. Data from meteorology stations in Shinyanga shows an average annual rainfall of 814 mm with potential evapo-transpiration estimated at 2,000 mm per year for Shinyanga (1995-2005, Norplan (2007)). Low humidity with temperatures ranging between 20oC and 27oC during the cooler months of June through August. Precipitation month in Shinyanga regions lasts from October to May, while the area receives virtually no rainfall in the months of June, July and August. The mean temperature is 22oC with high temperature of 30oC especially between the months of December and March. This condition is extending to Tabora Region.

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5.2.2 Altitudinal Variations along the Railway Line From the digital elevation model (Figure 4 below), the railway line runs at lower elevations from Dar es Salaam up to Kidete station where the altitude ranges from 7 to 600m. The altitude increases from 600 to 1200m from Kidete to Manyoni. From Manyoni onwards the elevation along the railway line increases where it ranges within 1000-1500m. Variation in elevations has significant implication on slope of the area. Higher variations in elevations may lead to higher slope values. Similarly altitudinal variations contribute to variation in climatic conditions as explained section 5.2.1 above.

Figure 6: Digital elevation model (DEM) along the railway line from Dar es Salaam to Mwanza Figure 7 below depicts slope variations of areas along the railway line. It indicates that a large part of the railway line has little variations in slope. A bit higher slopes are indicated at Igandu, Kidete, Mkata, and nearby stations.

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Figure 7: Slope variations along the railway line from Dar es Salaam to Mwanza

5.3 Biological Environment 5.3.1 Flora Along the project area a total of 10 vegetation types have been classified, namely (i) settlements with alien plants, (ii) Coastal bush land with grassland patches, (iii) Thicket woodland, (iv) Cultivated land, (v) Riparian vegetation, (vi) Acacia-Commiphora deciduous bush land, (vii) Itigi thickets, (viii) Drier miombo woodland, (ix) Acacia scrubland with rice pan, and (x) Heavily degraded bush land on rocky soil. Below is a detailed description of each of these vegetation types. Since the proposed rehabilitation works will be limited to the railway reserve, no impact on the vegetation outside the railway reserve is expected to occur.

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However, settlements with alien plants and cultivated lands are two vegetation types worthy some explanation in relation to the proposed project. Settlements with alien plants are commonly found at train stations in big cities and small stations. In big cities like Dar es Salaam and Morogoro some open spaces are being used as rubbish dumps, as shown on Figure 6 below. Measures should be taken to prohibit people from dumping rubbish within the railway reserve areas, as it is an environmental hazard and it blocks the railway line which can lead to accidents. In small stations outside cities common alien plants include Bouganvillea, Catharanthus rosea, Cenna siamea and Mangifera indica as shade trees.

Figure 8: Illegal waste/ garbage dumping along the railway line in Dar es Salaam

Cultivated lands are found in places where natural vegetation have been removed and replaced with annul or perennial crops. This vegetation type is very common along the railway line, especially near urban areas and wetlands. It is commonly found in the stations of Morogoro, Kilosa and Mwanza Township. Dominant garden vegetables are Chinese spinach and common spinach (Mchicha)-Amaranthus hybridus. Along the wetlands of Ruvu River, Kilosa, and Shinyanga to Mwanza the most common crops are rice (Oryza sativa) and cassava (Manihot esculenta).

This practice is not good as it encroaches on the railway reserved area and weakens the strength of the formation due to the presence of permanently stagnant water used for vegetable irrigation. Measures should be taken to prohibit agricultural activities within the railway reserved area to avoid land use conflict and damage to the railway line.

Figure 9: Vegetable gardens near Morogoro station

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5.3.2 Fauna A variety of fauna is found in the area along the railway line. The existence of forest areas and forest reserves along the railway line provides good habitats for various fauna. The common fauna found in the area along the railway line include large and small mammals, birds and grazing animals. Others include elephant, gazelles, some wild dogs, hyena, and others.

No major disturbances are expected to affect this wildlife during project implementation. In the screening study, no endangered fauna species were identified in this area.

5.4 Socio-economic and Socio-Cultural Environment 5.4.1 Main Economic Activities The main economic activities found in communities living along the railway line are agriculture and livestock keeping. Other economic activities are small commercial activities such as petty trading, etc. Agriculture is the main economic activity and most of the people in communities living adjacent to the railway line engage in farming for both subsistence and cash crops, where the major food crops are paddy, maize, beans, cassava, sweet potatoes, vegetables, fruit and bananas. The major cash crops are sisal, sugar cane, rice, maize, simsim and sunflower. However, crops like rice, maize and beans can fall into both categories. Maize is the chief food crop for most of the local communities.

Livestock keeping is another economic activity undertaken in the villages along the railway line. It includes keeping cattle, goats, sheep, pigs and poultry. Grazing is the major type of livestock keeping system used by livestock keepers, which in turn has social and environmental consequences. Zero grazing is minimally practiced by village communities along the railway line, such as Kilosa and Kimamba. In recent years, the number of livestock, especially dairy cattle, has increased. However, free grazing is the most serious problem for cattle keepers.

5.4.2 Land Use The existing land use along the railway line is primarily agriculture, grazing, forest reserves, human settlement and stone quarry. Overgrazing and poor cultivation methods close to the railway line have resulted in land degradation, particularly soil erosion, near the railway line. Grazing along the railway has contributed to degradation of the top soil, and the removal of natural vegetation cover, promoting soil erosion, with cattle crossing the railway line.

In cities and small towns there have been great changes in land use, especially on the periphery of the towns affecting the railway reserve. Rapid growth of cities and towns results in serious encroachment on the railway reserve, since there are no clear boundaries where the 15m railway reserve ends and the 30m railway reserve starts as you move out of the cities or towns. Due to delays in the implementation of redevelopment plans, the transition of agricultural/grazing/forest areas into human settlement areas on the periphery of cities and towns increases the problem of encroachment within 15/30m. Also the lack of proper infrastructure and special crossings for cattle affect railway structures at the crossings. This contributes to degradation of the railway infrastructure.

5.4.3 Ongoing and Planned Development Activities There are a number of planned activities along the railway line but of more concern are those which interfere with railway operations and which may affect the future railway development plans and operation. TANROADS is upgrading the Manyoni-Itigi road to bitumen standard. The PSI&ES Report (Hanai, 2011) noted that the project needed a clear consensus between TANROADS and TRL since

Page 30 of 110 road runs parallel and close to the railway line, intruding into the railway line reserve. TANROADS was consulted during the preparation of the PSI&ES Report (Hanai, 2011) as a result; the road was shifted away from the railway reserve. More complicated situation was observed in Dodoma Municipality where the Capital Development Authority (CDA) has made several town plans that has created some latent land issues between CDA and RAHCO/TRL. These issues are elaborated in chapter 7.

5.4.4 Gender Issues and HIV/AIDS Both men and women derive various benefits from the railway service, such as small businesses at train stations. A good example exists at Itigi, Manyoni, Saranda and Kilosa etc, where a number of people engage in various activities to make a living by vending. On the other hand there are also disadvantages due to the availability of this transport, as it stimulates charcoal making, thus increasing degradation, Illegal wood selling due to the market for it, and the spread of HIV due to increased social interaction. Nevertheless, there are more benefits than negative impacts. Therefore, it is important to provide sensitization and create awareness among TRL staff at railway stations and in local communities living along the railway line on HIV/AIDS issues. This will increase community involvement and empowerment in order to prevent the spread of HIV Infections, and to provide care and support for those infected and other vulnerable groups.

5.4.5 Cultural/Historic Properties No documented physical cultural properties (PCPs) were observed along the railway line. However, in Dodoma there is a graveyard located close to the railway line but outside the 15m railway reserve. It was noted during field work that the graveyard is almost full, so encroachment in the reserve is likely to occur in the near future. Due to the proximity to the railway reserve and in order to avoid future expansion in the reserve, the use of this graveyard should be closely monitored. Since the project is envisaged to involve some significant earthworks, there could be possibility for chance finds of PCRs during project implementation. Chance finds procedures (CFP) have been recommended (see Appendix 2) consistent with World Bank’s OP/BP 4.11 and Tanzanian laws.

5.4.6 Transportation and Communication The central railway line is a prominent transport system that serves the central part of Tanzania. It has a main station at Morogoro and a central railway workshop that makes it a special focus of railway communication in the country. Another workshop exists in Tabora, where there is a junction for the railway going to Kigoma and Katavi Regions. The Tabora workshop is smaller than the Morogoro one. There are dependable postal and digital telecommunication services all along the CRL. A landline telephone system provided by the National provider, Tanzania Telecommunication Company Limited (TTCL) is main one. Mobile phones are also used for communication where necessary. The mobile telecommunication companies providing communication services in Tanzania and used by railway staff and the communities adjacent to CRL are VODACOM [TZ], Airtel, Tigo and Zantel.

5.4.7 Access to Social Services within Railway Stations by Local Communities There are a numerous social services that railway side communities benefit or accrue from the railway stations along the line. These services include water, communication network and electricity. Although their current state is not as it used to be in the past, all the railway stations were supplied with necessary social services in which communities share and benefit from them. For example most of stations were supplied with water for railway staff and activities. However, due to poor access to water in most of surrounding communities they also depend on water services from these railway stations. On

Page 31 of 110 the other hand there is an important connecting link provided by the railways gangs distributed along the line which also form part of the social network along the line.

5.4.8 Social Network along the Railway Line The existing railway line has significantly contributed to formation of social network that is important for communities living along the railway line. The availability of social services, commercial activities, and transport services provided within railway stations and the railways gangs promotes social networks and social capital. Railway staff living in these stations and gangs has become part and parcel of the local communities surrounding them and participate in various social events. There are some of retired staff who have become residents within communities living along the railway line.

5.4.9 Security and Safety Issues along the Railway Line There are number of cases where vandalism of some properties in railway stations and gangs has been taking place. This is attributed by inadequate number of gangs along the line. Previously, before privatization to RITES Ltd there were railway gangs at an average interval of about 10km for cleaning and inspecting the railway line. After privatization some of the gangs and stations were closed, reducing the number of staff and inspection frequencies. The remaining staff did not have enough capacity to monitor safety and security along the line; hence vandalism of properties became common. These were important for checking safety and security issues along the railway line. The proposed rehabilitation project will provide an opportunity to inform and educate young populations along the line, and enforce a positive attitude regarding basic safety issues and combat vandalism.

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Chapter 6: Stakeholders Consultations and Public Participation 6.1 Introduction Public and stakeholder participation and involvement is one of the essential components in EIA study as platform for interested and affected parties to be informed of the proposed development project. This enables them to present their views either in support of or against the proposed development. Information gathered from stakeholder consultations provide views, concerns and suggestions for identifying and analyzing environmental and social impacts that should be integrated in the implementation of the project. The consultations help to draw up effective enhancement and mitigation measures for both project positive and negative impacts respectively. This section presents the process of stakeholder identification and stakeholder concerns, comments and suggestions made.

6.2 Stakeholder Identification and Consultations Section 89 of the EMA No. 20 of 2004 provides directives on public participation issues and its importance in EIA. The EIA and Audit Regulations of 2005, provides further details and procedures for public participation in environmental assessments. In this ESIA study the concept stakeholder was given a broad definition to encompass all key stakeholders as presented in the table below. The names and signatures of the people consulted are given in Appendices 4 - 12.

Table 9: Categories of stakeholders consulted Stakeholders hierarchy Position of stakeholders consulted Responsibility 1. Government Ministries, Surface and Marine Transport Regulatory Railway transport regulator Departments and Authority (SUMATRA) Agencies (MDAs) 2. Freight Forwarders Freight Forwarders Tanzania Limited Main customers and users of Agencies/Railway and (FFT), World Food Programme (WFP), S.S railway services Road Transporters Bakhresa Group Ltd, and Azania/Mikoan Traders Ltd 3. Local Government District Executive Director (DED), District Overseeing development Authorities (LGAs) where Council Chairman /Municipal Mayor, initiatives in the district including railway line passes District/Municipal Land, Livestock, environmental conservation Environment, Agricultural, Natural Resources and Planning staff 4. Railway side Ward Executive Officers (WEOs), Ward Direct beneficiary of the railway communities Councillors, Ward Agricultural Officers , services and have a role to play in Village Chairperson, Village Executive ensuring safety and security of the Officers (VEOs), and Villagers (farmers railway infrastructures and and livestock keepers) operations Vendors at railway stations 5. Train Passengers Dar es salam, Morogoro, Kilosa and Tabora stations 6. Civil Society Heads and employees (representatives) of Organizations (CSOs) NGOs, Community Based Organizations (CBOs), and research institutions 7. Ministry of Works TRL workers as operators of railway Owner of railway infrastructures infrastructure and operator of the railway Management of RHCO and TRL services respectively

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6.3 Stakeholders Views, Concerns, and Recommendations

6.3.1 Consultations with Central Government Authorities Table 10: Views, concerns and recommendations from central government MDAs Name of Views and concerns Suggestions and Recommendations stakeholder 1. Tanzania Ports The performance of Dar es Salaam port was The sooner TRL improves its services the sooner Authority (TPA) highly affected after TRL services deteriorated. the port will operate at its full capacity and This resulted into congestion as the port was increase revenue not able to handle 1000 trucks per day. Poor services has led to loss of customers as business moved to Mombasa, and the Durban (South Africa) ports 2. Tanzania Rainfall statistics from nearby rain gauge In order to control floods, the government should Metrological stations indicate that both Gulwe and consider constructing a rail track flying over from Agency (TMA) - Godegode villages (floodplains areas) where Gulwe to Godegode, this will give enough Central Zone rail track pass receive floods from the highland channel for flooding water and transported debris villages of Kibakwe and Kongwa areas. From to pass under the rail track without causing November to April Gulwe and Godegode damage to rail track. receive floods which cause severe damages to the railway track because of debris transported. The floods destroy bridges, culverts and weakening of the rail terrace. 3. Surface and  Deforestation from Illegally acquired  Illegal transportation of charcoal has to Marine Transport charcoal transported in trains by train be discouraged Regulatory staff.  Carrying out safety awareness Authority  Littering and sand mining in the campaigns throughout the railway line (SUMATRA) railway reserve areas  Proper disposal of waste from rail  Flash flooding at Gulwe – Msagali - operations Igandu area.  Continuous improvement and  Overgrown grass on and along the maintenance of the Locomotives rail track due to poor maintenance.  Constructing a suspended bridge in the  Town buses and motorcycle taxi flood prone area allowing free flow of using the railway crossover as a water thus preventing floods station.  Pollution from rail operations such as fumes, noise, oil leakages, etc)  Lack of disposal mechanism for waste such as used oils  Transportation of hazardous cargo e.g. sulphur, radioactive materials such as Uranium.  Direct disposal of human waste (faecal and urine) from trains rail track  Weakening of the rail track by removal of ballast caused by herds crossing at undesignated crossings

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6.3.2 Consultations with Local Government Authorities Table 11: Views, concerns and recommendations from Local Government Authorities Name of LGA Views and concerns Suggestions and Recommendations 1. Ilala Municipal 1. There is a possibility for resettlement in Dar es Fair compensation should be paid and removal Council, Dar es salaam (especially in Buguruni, Vingunguti and of structures should be given at least six months Salaam Kamata), Morogoro, Dodoma and Tabora before commencement of project towns where rail pass, 2. Shortage of latrines, poor health services, poor General working conditions for TRL workers sanitation, poor housing and salaries for TRL should be improved as part of TIRP workers 3. The booming illegal business in iron scrappers Iron slippers should be replaced with concrete is a big challenge to the maintenance of railway slippers to reduce vandalism infrastructure because of vandalism Proper fencing of station premises to discourage free movements in and out of the stations Littering in railway reserve areas by TRL/RAHCO should put in place an appropriate passengers, vendors and railway side waste management mechanisms and facilities for communities is a serious security and health discouraging and collecting solid waste along rail concern especially from Dar es salaam main track and ensure proper disposal of the same station to Vingunguti sub-station

2. Kilosa District Cattle crossing destroys the rail terrace by Proper cattle crossing system should be Council removing ballast constructed and mechanisms for their good use be put in place Killing of livestock and cyclists at railway Under railway track crossings should be crossings is an issue of concern especially in designed for livestock, bicycles, and motorcycles. the areas between Kimamba and Kilosa where Proper signs and markers should also be there are several livestock that must cross the appropriated placed railway track in search for pasture and water Onions growers along the rail destroy the Strengthening the rail at the flood prone areas environment especially in Mzaganza which in turn destabilize the rail terrace The district has lost revenue from the onion Improved railway services will consequently help growers who used to transport onions using the the district to increase its revenue sources train, now use road which is far more expensive The stations need to have a reliable timetable for passengers and freight trains Encroachment is not an issue because encroachers are aware that they are illegally occupying the rail reserve areas

3. Dodoma Notification should be posted to passengers prior to the commencement of rehabilitation works. Municipal Council Local people should be given priority for employment during rehab works

Proper placing of railway safety signals to reduce accidents

4. Capital CDA is aware that according to the colonial maps the current Dodoma station area has been Development encroached as per Dodoma Town Master plan of 1974. Authority (CDA) CDA has allocated an area at (about 8km from the current station) which can be acquired by RAHCO/ TRL for future development

5. Isaka Town The Isaka dry port is functioning at a very low The Isaka station should be upgraded to a better capacity that People and businesses started standard since it’s the dry port. moving away from Isaka when the rail stopped operating in 2007 The police station should be improved as the

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Name of LGA Views and concerns Suggestions and Recommendations existing one is too small and doesn’t have facilities needed for a police station, such as a holding cell, more police and security is needed for the station The project will provide jobs and income Improvement of social services such as health generating opportunities to the people through and education should go along with the proposed constructing guest houses especially in trading project centers like Isaka and Kilosa, this will reduce poverty TRL should use concrete and not iron for the slippers like TAZARA have done

6.3.3 Consultations with Freight Forwarders Agencies These include the consultative Meetings and discussions with Freight Forwarders Tanzania Limited (FFTL) representative in Isaka, S.S Bakhresa Group Limited, Mikoan traders/Azania Limited, and World Food Programme (WFP).

3.3.3.1 Views and Concerns 1. The project will foster national, international passengers and goods transport facilities leading to reduced transportation costs and so increased profits and income to all involved in business including communities along the railway line.

2. Improved market accesses both local and inter-regional and also at national level. The project is expected to create and widening market for local and international markets and promote access to the market. 3. Railway transport is cheap and more secure and reliable for both passengers and cargos because normally is under police escort.

4. Existing shortage of wagons, coaches and locomotives for transporting both passengers and cargoes has forced customers to use road transport which is more costly and insecure.

3.3.3.2 Suggestions and Recommendations

1. The government should buy new wagons, coaches and locomotives to attract many customers to use railway services.

2. The project should consider improving salaries of TRL workers as motivation for hard working and discourage them from engaging in asking for bribes from customers.

3. Modern working equipment like folk lift, frown loaders for uplifting goods/containers from Dar es Salaam port to the rail are not enough. TRL should collaborate with TPA to purchase more the equipment. This will attract many customers to use Dar es Salaam port and TRL services which complementary to each other.

4. TRL’s Control Department is still using outdated technology of scale reading using pencil and ruler system for scheduling goods/passengers train. This has to be replaced by a computerized system for reliability and efficiency.

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6.3.4 Consultations with Railway Service Providers The Tanzanian Government is funding the track renewal program between km 641 and km 730 (Karangasi and Tura stations), in total 89 kms of the oldest 56lb rail. The renewal of this section is essential for a 15t axle capacity and will be completed by December 2013. Interviews were conducted with contractor, China c/o engineering construction corporation (C.C.E.C.C), East African Ltd, aimed at getting some clues to inform the proposed TIRP in relation to the management of environmental, health and safety matters.

6.3.4.1 Views and Concerns 1. Transportation of construction materials from Dar es Salaam port to the project site is very difficult due to poor track, wagons and locomotives. One should use alternative way like road which may cause some delays.

2. Security services are poor as Contractor’s properties like construction materials are stolen.

3. Casual labourers complained of being paid low wages, provided with no personal protective equipment (PPE), no toilet facilities

4. The contractor had no environment, health and safety officer.

6.3.4.2 Suggestions and Recommendations

1. Theft of construction materials is a challenge to the company and the government should provide enough security during the implementation of the proposed project.

2. The government should protect casual labourers from unfair treatment by the contractor by putting appropriate clauses in the service contract.

6.3.5 Consultations with Train Passengers Interviews were conducted with passengers at Dar es Salaam, Dodoma, Morogoro and Tabora main stations and Kilosa, Gulwe, Nyahua and Pugu substations.

6.3.5.1 Views and Concerns 1. Lack of good waiting lounges at many stations is a source of disturbance to the passengers especially during rainy season.

2. Poor service at stations including lack of canteens, poor or no latrines and water supply is a source of environmental pollution.

3. The proposed rehabilitation project will improve both passenger and cargo transportation.

4. Sleeping on ground while waiting for passenger train sounds awkward thus, provision of accommodation facilities close to railway stations should also be considered. TRL/RAHCO may consider providing incentives to private investors to build acceptable accommodation facilities within station premises where appropriate.

5. TRL should consider reopening some of the closed stations (such as Msagala and Mzaganza) in order to bring back the services close to the people.

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6.3.5.2 Suggestions and Recommendations

1. Wait lounges should be constructed or renovated at all stations.

2. Instead of depending on private services, TRL should have its own buses at some stations that will be used for transporting passengers in case of train accident, rail sabotage, and locomotive failure.

3. First aid, latrine and security services should be improved in passenger train.

4. TRL should consider purchasing new passenger trains (wagons, locomotives etc) so as to provide reliable and efficient services.

5. Communication, for emergencies, between passengers and TRL workers at stations need some improvements.

6.3.6 Consultations with Railway Side Communities Consultative meetings with the railway side communities and vendors of Dar es Salaam, Morogoro, Dodoma, Tabora, Pugu, Vingunguti, Gongo la mboto-Kampala and Gulwe, were done through personal interview due to the nature of scattered settlement of railway side living communities and vendors. Below are the views, concerns, and suggestions and recommendations from the communities.

3.3.6.1 Views and Issues of Concern

1. Camping site should be constructed away from people’s settlement to reduce chances for direct interactions so as to reduce chances for spreading of sexual transmitted diseases (STDs) including HIV/AIDS. 2. Deteriorating environmental quality due to the pilling up of garbage which leads to the diseases outbreak to the railway side communities.

3. Project will provide jobs to the people either directly casual labourers or indirectly through trading with workers and rail users/ passengers during and after construction. Local people should be given priority by contractors in employing temporary/ casual labourers.

4. Passenger’s latrines, waiting lounges and dustbin should be constructed to reduce environmental pollution in the railway stations.

5. Railway signs and markers at road-railway crossings should be clearly shown in order to reduce accidents.

6. Majority of communities lacks basic education on environmental awareness and public education issues related to health and hygiene.

7. Where appropriate, local people should be compensated for any loss of property and assets that might be caused by the proposed project.

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3.3.6.2 Suggestions and Recommendations

1. Mechanisms should be put in place to deal with people involved in vandalizing railway infrastructure e.g. stealing of iron/steel slippers to sale as scrappers.

2. Some communities like Kidete ward will have transport problems during the rehabilitation of the railway thus; roads might be needed to be constructed within the railway reserve.

3. Contractors who will be awarded rehabilitation tenders should be reminded of their corporate social responsibility by supporting railway side community developmental projects in education, health, road, water etc.

4. Construction of appropriate crossings for livestock and cyclist in order to reduce accidents.

6.3.7 Consultations with Civil Society Organizations Some Non-Governmental Organizations (NGOs) and Community Based Organization (CBOs) dealing with HIV/AIDS and Legal Aids, Material and food production, education, poverty alleviation, environmental and health sanitation issues were consulted in Ilala, Kinondoni, Morogoro, Tabora, Dodoma, Uyui and Kahama.

6.3.7.1 Views and Concerns 1. Improved railway services might result into population pressure in the railway side villages in which farmers and retailers/vendors will be attracted to establish their settlement along railway line. This will contribute to the expansion of market and some villages will become trading centers due to the frequent movement of goods and passenger train.

2. No fixed garbage dumping points in passenger train at main and substations inviting for haphazard disposal of the same.

3. Project will be an important source employment. 4. The project might provide chances for the spread of STDs and unwanted pregnancies in areas where contractor’s camps will be located.

5. Improved railway services will minimize road deterioration and jams caused by light and heavy trucks. 6. Contractors should be advised of taking appropriate environmental protection measures in areas where there are rivers and forest.

6.3.7.2 Suggestions and Recommendations

1. HIV/AIDS awareness campaigns should be provided to railway workers and railway side communities during the implementation of the project. 2. Railway side communities should be empowered through entrepreneurship skills so as to take advantage of improved railway services. 3. Provision of health services in passenger train and at railway stations should be improved.

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6.3.8 Consultations with TLR Workers and Management TRL workers at Dar es Salaam, Mpiji, Pugu, Ruvu, Manyoni, Ngerengere, Karangas, Morogoro, Kilosa, Kidete, Gulwe, Dodoma, Tura, Nyahua, Tabora and Isaka stations were consulted.

Table 12: Views, concerns, suggestions and recommendations from TRL workers Workers category Views and concerns Suggestions and Recommendations 1. Station masters General poor working conditions (office, The proposed project should go hand in hand electricity, water, housing, medical services, with improvement of working conditions of TRL inadequate labour etc) workers Poor waiting lounges, the existing ones in Waiting lounges need major renovations bad condition Lack of loading facilities TRL dispensaries are hardly functioning Clogging of drainages during rainy season leading to spread of malaria Lots of old staff , no new staff to take over as New staff needed, the ones available are near the number of people attending the railway retirement age. TRL has recruit people and train training has decreased at the Tabora Training them at Tabora Training College college No security in the trains stations leading to vandalism and theft cases Farming in the mountainous areas in Gulwe Planting trees and grass in the mountainous causes siltation which ends up in the rail areas to reduce soil erosion and Educating people about the disadvantages of farming on the mountain area Passengers toilets are not working or are in very bad states 2. Workshops (Dar es No risk assessment done in the workshops Salaam and Morogoro) Workers are not give health and safety trainings Wastes from the workshops such as oil, Oil leakage along the rail cannot be avoided as diesel, coolants and scraps end up in the the locomotives are very old so Oil Interceptors in environment untreated, oil interceptor not the workshop need to be revived working The workshops are too old and most of the machinery used are outdated or not working Dar es Salaam workshop needs a bigger area, a new workshop need to be built in Tabora There are no safety standards in the workshops for emissions, noise, etc no environmental policy Waste from Dar workshop ends up in Ilala yard untreated, and from there it is taken to the city dump site 3. Medical Staff - Chief Lack of PPE such as gloves, helmets, The workers should be supplied with PPEs Medical Officer and overalls, etc. for the staff working in different according to the nature of their work health workers at departments eg. Workshops, storage and stations Gang men Lack of equipment to measure parameters Work places should have manuals for quality such as noise, dust and fumes in assurance, eg workshops should have emission workstations especially workshops standards and ergonomics for offices Health and safety training not given to Every, unit, station and gang should have a first workers due to shortage of staff aid kit with two trained first aiders The clinics do not have enough equipment Every clinic should have at least a doctor, a and they suffer shortage of medicines nursing officer, midwife, two lab technicians and

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Workers category Views and concerns Suggestions and Recommendations more for bigger stations like DSM No Nurse in the train ever since the A nurse should be available in every train, at privatization time in 2007 least main stations should have ambulances Medical trolley which used to supply The medical trolleys for transporting health medicines and transport health providers providers as well as medicines should start stopped in 2005. TRL does not have operating again ambulances to attend patients at stations Compensation procedures for people who The company should have up to date have been injured at workplaces are very compensation policies for workers who have outdated been injured at work Health and environmental units in charge of cleanliness and hygiene in the stations should be re-installed

A health centre is needed in Kilosa near the flood prone areas and Tura station as well.

4. General Workers at Recent management changes (TRC, RITES, Railway Stations TRL to RAHCO) have somewhat demoralized workers as some are not yet paid their outstanding claims Inadequate working equipment like hummer, Residential houses, water supply, toilets, clock overalls, protective gear, gloves, mountain room offices, working equipments, boots, gunboat, tamping and light machines, communication facilities, TRL shops, hotels, caterpillar, heavy duty, troll etc passenger’s waiting lounges should be either Shortage of workers since the unsuccessful renovated or constructed. privatization in 2007 The government should specify the duties RAHCO should appoint its representatives at and responsibilities for both TRL and RAHCO each station protect its assets instead of as there are latent frictions depending on TRL who are just operators Encroachment is an issue of concern General poor working conditions (low salaries, poor social services etc)

Upgrading of the rail will reduce passenger/goods train accident caused by overloading and weak rail. This will result into reliability of services which might attract investors in agriculture sector especially in areas such the Ruvu basin, Goweko, Kilosa and Isaka etc Encroachment due to urban planning and development e.g. in Dodoma where CDA have taken which originally belonged to railway reserve. New quarry plant and power generators will be required at Tura Quarry site to provide enough ballast for the proposed project

All station premises should be strongly fenced to discourage encroachment and free movement Accidents at crossings Placing of appropriate signs and markers plus cleaning of railway reserve around the crossings Frequent locomotive failures and breakdowns Construction of a tunnel might be considered due to high gradients at areas like Salanda escarpment Vandalism of rail asset such as slipper, fish Use of concrete slippers and the government

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Workers category Views and concerns Suggestions and Recommendations plates, fittings and rail should enact a law against illegal trade of iron scrappers No environmental policy for environmental An environmental policy and department is conservation and protection against railway needed operations 5. Railway Police Accidents at level crossings Prohibit any human activities within the railway Officers reserve to reduce accidents caused by obscured visibility Improve signal system Demarcation of the railway reserves Shortage of policemen Shortage of working tools such as reliable A motor trolley is needed for effective railway motor trolley for operations (patrol, police operations inspections, emergencies, etc) Lack of break van for cargo train Lack of orientation training for new railway policemen Poor working conditions including inadequate housing facilities and other incentives

6.3.9 Consultations with RAHCO Management Consultations with RAHCO management were purposely done after completion of consultations with other key stakeholders in order to solicit responses to some of the pertinent and critical issues of concerns raised by other stakeholders. These issues, as summarized in the table below, are considered being critical in the implementation and sustainability of the proposed project.

Table 13: Critical issues from key stakeholders and RAHCO Management responses Issues of concern RAHCO Management responses 1. Encroachment into railway reserve Preparations are underway to address the problem by observing applicable national guidelines and regulations 2. Vandalism of railway infrastructure 3. Improvement of security services 4. Lack of representation on ground These will be addressed as the Company grows 5. Lack of environmental policy

6.4 Summary of Stakeholder Consultations Stakeholder’s attitudes towards the project are summarized in form of the perceived benefits from the project as well as suggestions and recommendations for the proposed project as below.

6.4.1 Perceived Benefits from the Proposed Project

1. The proposed project will create employment for many people during the construction phase.

2. Reliable and efficient railway services.

3. Reduced travel time and costs

4. Improved travel safety and comfort

5. Increased economic growth: Improving the railway services will increase and spark and promote economic growth in Tanzania and neighboring countries.

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6. Improve access to social services.

7. Increased land value: improved railway services will increase land value in the impact areas and modify its use and occupation patterns along the central railway line. The project area could be attractive to big investors.

8. The project will increase the life span of trunk roads as improved railway services could discourage many traders from using road transport.

6.4.2 Key Suggestions and Recommendations for Consideration

1. Improvement of the working conditions for TRL workers.

2. The railway reserve should be clearly demarcated with beacons

3. During the rehabilitation the priority for employment opportunities should be given to the local people.

4. Camping site should be constructed away from peoples settlement this will reduce at least rate of spreading of sexual transmitted diseases like HIV/AIDS that will be caused by peoples interactions.

5. Improve health and safety in passenger train and with railway station premises.

6. HIV/AIDS awareness campaigns should be done during project implementation.

7. Police railway station especially in Isaka should be rehabilitated and improved; in the sense that Isaka is inland port and expected to be important trading centre in the near future especially after the accomplishment of the project.

8. Encroachments into the railway reserve need to be tackled.

9. All stations should be fenced and only passengers will be allowed to enter in the station, this will reduce vandalism and theft cases.

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Chapter 7: Environmental and Social Impacts Assessment

7.1 Introduction This chapter presents an assessment and analysis of environmental and social impacts identified in this ESIA study as well as those identified in the PSI&ES report (Hanai, 2011).

7.2 Identification of Potential Impacts Potential environmental and social impacts have been identified per project phases and the associated main activities. The project phases are construction, operation and decommissioning. The process of impact identification aimed at ensuring that all potential impacts were identified. Simple checklists with a matrix of issues /impacts in relation to various project activities in different phases were used to identify potential impacts. The identified impacts are presented in the next subsections.

7.2.1 Impacts Associated with Construction Phase The table below present impacts that are likely to be associated with the construction phase. Table 14: Potential impacts associated with construction phase Positive impacts Negative impacts 1. Employment opportunities 7. Dust and exhaust emissions 2. Provision of market for supply of construction materials 8. Impact on floodplains 3. Gains in the local and national economy 9. Extraction and use of earth materials 10. Storage of construction materials 11. Energy consumption 12. Solid waste generation including old rails and sleepers Negative Impacts 13. Liquid waste generation 1. Increased soil erosion 14. Disturbance to existing railway services 2. Noise and vibration (triggering of landslides) 15. Risk of accidents and injuries to workers 3. Vegetation clearing 16. Risk of transmission of STDs 4. Disturbance to wildlife 17. Displacement of people and loss of properties 5. Soil pollution 18. Impacts from rehabilitation of bridges and culverts 6. Water pollution (erosion of the river banks and bridge end, water pollution, and local inundation)

7.2.2 Impacts Associated with Operation Phase The table below present impacts that are likely to be associated with the operation phase. Table 15: Potential impacts associated with operation phase Positive impacts Negative impacts 1. Improved and reliable railway services 1. Solid waste generation 2. Improved travel safety and comfort 2. Soil and water pollution from oil spills 3. Employment opportunities 3. Risk of accidents to people 4. Increased revenue to local and central government 4. Risk of accidents to livestock 5. Railway side community welfare 5. Risk of accidents and injuries to workers 6. Increased land value 6. Energy consumption 7. Promote and attract large scale investments 7. Risk of transmission of STDs 8. Prolong lifespan of trunk roads 8. Increased timber harvesting 9. Relative savings on fuel consumption for the transport sector 9. Increased wildlife poaching 10. Air pollution

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7.2.3 Impacts Associated with Decommissioning Phase Impacts identified during decommissioning phase are as indicated in the table below. Table 16: Potential impacts associated with Decommission phase Positive impacts Negative impacts 1. Employment opportunities 1. Increase in waste generation 2. Business opportunities for service provisions 2. Noise and vibration 3. Supply of used project materials for reuse 3. Dust emissions 4. 4. Risk of accidents and injuries to workers 5. 5.

7.3 Evaluation of Identified Impacts 7.3.1 Evaluation Criteria Evaluation and analysis of impacts was carried out according to national and internationally accepted procedures, where each identified impacts was analyzed individually according to a number of criteria including descriptions of their magnitude, extent; duration; and probability of occurrence; the value of the affected environment; likely degree of recovery of the affected area, the level of public concern of the affected area and political repercussions arising from the impact.

The evaluation aimed at identifying the most significant impacts, which would require interventions in terms of mitigation and enhancement measures. While it is acknowledged that all development activities cause negative and positive impacts on social, environment and economic parameters, not all impacts deserve considerations for mitigation or enhancement measures. Too often, and due to consideration of efficient use of resources, attention is directed to significant impacts that are identified with the aid of the criteria mentioned above which helps to prioritize impacts.

7.3.2 Overall Significance Rating of Impacts The overall significance of the impacts was defined based on the result of a combination of the consequence rating and the probability rating. The results of the assessment of the significance of the residual impacts were then linked to decision-making by authorities in the following manner: Table 17: Description of impact significance ratings Significance rating Implication Low Should not have an influence on the decision to proceed with the proposed project, provided that recommended mitigation measures to mitigate impacts are implemented Medium Should influence the decision to proceed with the proposed project, provided that recommended measures to mitigate impacts are implemented High should strongly influence the decision to proceed with the proposed project regardless of mitigation measures

7.4 Rating of Identified Impacts 7.4.1 Construction Phase Impacts The main activities during mobilization phase of the project will be the transportation of construction equipment to the site, construction of camp sites, and establishment of sources of locally available sources of natural construction materials. The potential impacts during construction phase along the Dar es Salaam to Isaka segment of the CRL are related to impacts on the physical, biological and socio-economic environments. Significance rating of the potential construction phase impacts are summarised in the table below and briefly discussed in subsequent sub-sections.

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Table 18: Significance rating of potential construction phase impacts Consequence Significance rating Without With Impact Nature Extent Intensity Duration Rated Probability mitigation/ mitigation/ enhancement enhancement Physical Environment 1. Increased soil erosion (-) Local Low Short-term Low Probable Low Low 2. Noise and vibration (triggering of (-) Local Low Short-term Low Definite Medium Low landslides) 3. Soil pollution (-) Local Low Short-term Low Probable Medium Low 4. Water pollution (-) Local Low Short-term Low Probable Medium Low 5. Impact on floodplains (-) Local High Long-term High Definite High Medium 6. Impacts from rehabilitation of (-) Local High Long-term High Definite High Medium bridges and culverts 7. Extraction and use of earth (-) Local Medium Short-term Low Definite Medium Low materials 8. Storage of construction materials (-) Local Low Short-term Low Probable Low Low 9. Energy consumption (-) Local Low Short-term Low Probable Low Low 10. Solid waste generation (-) Local Medium Short-term Low Definite Medium Low 11. Liquid waste generation (-) Local Low Short-term Low Probable Low Low

Biological Environment 1. Vegetation clearing (-) Local Low Short-term Low Definite Low Low 2. Disturbance to wildlife (-) Local Low Short-term Low Highly Low Low probable

Socioeconomic Environment 1. Employment opportunities (+) Regional High Long-term High Definite High High 2. Provision of market for supply of (+) Regional Medium Short-term Medium Definite Medium High construction materials 3. Gains in the local, national, and (+) Regional High Short-term High Definite High High regional economy 4. Displacement of people and loss (-) Local Medium Long-term Medium Definite High Medium of properties 5. Disturbance to existing railway (-) Regional Medium Short-term Medium Definite Medium Low services 6. Dust and exhaust emissions (-) Local Low Short-term Low Definite Low Low Noise and vibration (-) Local Low Short-term Low Definite Medium Low 7. Risk of accidents and injuries to (-) Local Medium Short-term Low Definite Medium Low workers 8. Risk of transmission of STDs (-) Regional High Long-term Medium Definite High Medium

7.4.1.1 Solid Waste Generation including Old Rails and Sleepers These will come from waste gravel and stone in construction phase, concrete mortar and waste asphalt concrete at construction site and domestic solid waste of workers; demolition and disposal of old rails and sleepers; and domestic waste from workers’ camps.

7.4.1.2 Increased Soil Erosion The project activities during construction phase will involve clearing of vegetation to prepare the site for construction. Such activities are likely to cause soil erosion or expose the soil to erosion agents. However, the erosion will be temporary, especially when construction takes place during the rainy season, when runoff will exacerbate erosion in the cleared and excavated areas. Soil erosion may also occur due to agricultural activities along the railway line as they destabilize the railway terrace. If agricultural activities take place just after construction this could affect the railway line and cause serious soil erosion. In addition, pedestrian ways across or close to the railway line also exacerbate soil erosion. This may happen in areas where the project takes place before the soil stabilises after construction.

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7.4.1.3 Noise and Vibration

During construction phase, noise and vibration levels at the site and surrounding areas will increase as result of construction activities which will involve use of machines and equipments. These may include compaction machines, heavy duty vehicles bringing material at site, concrete mixer, grilling machines, welding machine, iron and timber cutting machines, etc. For example, substantial noise will result when welding, grilling, cutting timber or iron and when vehicles unloading building materials like sand, gravel, etc. In case of excessive noise, this impact will affect project workers and railway side communities. However, this impact will be short term and will end after construction activities.

7.4.1.4 Triggering of Landslides High levels of vibrations caused by construction equipment might trigger landslides especially where there are very unstable rocks along the railway line. Observations indicated that there are no major signs of landslides along the railway line but there are a number of sharp and deep rock cuttings that are receiving regular attention as a result of rock falls onto the railway. This is a serious safety hazard. These cutting slopes need to be stabilized and where necessary cut back. There are considered to be 15 cuttings in this condition.

Figure 10: Some of the deep and sharp rock cuttings along the CRL

7.4.1.5 Soil and Water Pollution If any hazardous materials will be used in any aspect of construction, there is potential for their introduction into the environment and subsequent transfer to the soils and water resources. During construction of the proposed project, trolleys and trains will be responsible for the delivery of construction materials to the site. Oil spills and emissions from old engines will contribute to pollution of the environment.

7.4.1.6 Impact on Floodplains

Floodplains and rivers exist in various parts along the railway line from Dar es Salaam to Mwanza. The areas causing the most problems are those needing special attention throughout the year or mainly during the rainy season. The noted areas were those just after Kilosa station up to Gulwe station where the Mkondoa River runs close to the railway, affecting the railway line in many parts. For example, at 287/8km the railway line had shifted due to serious river bank erosion, and at 293/2km at

Page 47 of 110 the bridge where the Mkondoa River crosses the railway line floods that occurred in December 2009 destroyed the line.

Currently the potential for flooding is still high; the 303/8km section is often flooded; at 313km the threat of flooding is common; at 325/4km at Kidete station, there is the potential for soil erosion; at 330/1km there is serious erosion from the river bank up to the railway line; at 355/7 km there is serious soil erosion and the river will have to be diverted for a few metres to prevent erosion along the railway. Flooding has significant implications on the railway infrastructure and operations as for example during 2009 floods in Kilosa - Gulwe depression; almost 30 billion Tanzanian Shillings were spent for the rehabilitation of 65 km of damaged railway line. It is important that necessary railway structures are designed to avoid such costs in the areas where the CRL passes through floodplains.

7.4.1.7 Impacts from Rehabilitation of Bridges and Culverts

Erosion of the river banks and bridge end, water pollution and local inundation are the likely impacts from the envisaged rehabilitation of bridges and culverts. Rehabilitation work on bridges may change water flow (flow distribution and velocity) in the bridge building position. With characteristics of rather flow discharge in flood season in bridges, the river banks at two end of the bridge may be eroded and slid during construction and operation phase. Constructing bridge ends and may cause soil erosion and increase sedimentation in the river that can affect water quality and life of bottom species. Water surface resource in the construction sites may be contaminated by oil from machinery and construction equipment. On the other hand, local inundation occurs due to drainage surface area obstructed in building bridge, particularly during heavy rains.

Design work plays an important role in mitigating negative effects of a project. In this project, attentions should be paid to mitigation of environmental impacts in bridge (scope of bridge). Climate change uncertainties could lead to heavy rains and flooding, which could weaken or wash out the soil that support and bridges. Bridge designs need to consider climate change to mitigate adverse impacts caused by increased volumes of water during heavy rains.

7.4.1.8 Extraction and Use of Earth Materials Construction materials such as hard core, ballast, cement, rough stone and sand required for construction will be obtained from quarries and sand mines whereby this involves extracting from natural resource banks, such as rivers and land. Since substantial quantities of these materials will be required for construction, the availability and sustainability of such resources at the extraction sites will be strained as they are not renewable.

7.4.1.9 Vegetation Clearing and Loss of Biodiversity During rehabilitation of the railway line, vegetation along the railway line and within the way leave will be cleared. Clearing of the way leave is the normal routine of the TRL, and so the rehabilitation process will not involve the clearing of new vegetation. The railway line crosses various forest areas, some of which are protected by the government. These include Aghondi Forest Reserve in Manyoni District, Nyahua Forest Reserve and the one just after Kakola station that extends up to Nzubuka and Ipala. From Kakola to Nzubuka it belongs to villagers but from Nzubuka to Ipala it belongs to the Government. Generally, none of these forest reserves will be disturbed during rehabilitation of the railway line as the clearing of vegetation will be limited to the way leave.

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7.4.1.10 Disturbance to Wildlife Wildlife disturbance is likely to occur during construction activities for rehabilitation of the railway line, especially where it crosses significant forest areas that harbour wildlife. Disturbance will mainly come from construction workers and the movement of trolleys for the delivery of railway sleepers and other construction materials and machines. These construction activities will somewhat disturb the stillness of the area for wildlife. This may negatively impact wildlife if not well addressed. Wildlife movement may also be negatively impacted, especially of animals that use the area for grazing. However, these effects have been found to be minimal in the operation of the railway since very little wildlife cross the railway line.

7.4.1.11 Contribution to Air Pollution The trucks used for transporting various building materials from their sources to the project site. It contributes to increases in emissions of CO2, NO and fine particulates along the way as a result of diesel combustion. Such emissions can lead to several environmental impacts including global warming and health impacts. Because large quantities of building materials are required, such emissions can be enormous and may affect a wider geographical area. The impacts of such emissions can be greater in areas where the materials are sourced and at the construction site as a result of running vehicle and train engines, frequent vehicle turning and slow vehicle movement in the loading and offloading areas.

7.4.1.12 Creation of Employment Opportunities There will be employment opportunities especially for casual workers from the railway side communities. Establishment of construction campsites will create direct and indirect employment to the local as well as people from other places. Direct employment will be in the form of unskilled laborers and skilled laborers. Indirect employment will include employment of food vendors (especially women) and other small businesses like soft drinks.

Creation of employment opportunities has both economic and social benefit. In the economic benefit, abundant unskilled labour will be used in economic production while socially the young and energetic otherwise poor people will be engaged in productive employment other than remaining idle. Employees with diverse skills are expected to work on the site during the construction period. Unskilled employees will gain some skills. As it continues to be one of the benefits of railway side communities, vending in a variety of items will continue at railway station after completion of the project.

7.4.1.13 Provision of Market for Supply of Building Materials The project will require supply of large quantities of construction materials most of which will be sourced locally from the surrounding areas and Dar es Salaam in particular. This provides ready market for building material suppliers such as hardware shops and individuals with such materials.

7.4.1.14 Gains in the Local and National Economy There will be gains in the local and national economy as a result of the construction of the proposed project, through consumption of locally available materials including: timber, metals and cement. The consumption of these materials in addition to fuel oil for the machines to be used at the site and others

Page 49 of 110 will attract taxes including Value Added Tax (VAT) and Income Tax which will be payable to the government. The cost of the materials will be payable directly to the suppliers.

7.4.1.15 Possibility for Displacement and Loss of Properties Encroachment is one of the challenges that need appropriate measures to be resolved as a number of people are occupying railway reserves particularly near railway main stations from Dar es Salaam to Isaka. It would be beyond the ToR for this ESIA study to establish the types of encroachments, numbers of people involved, nature of business etc. RAHCO and TRL (Station Masters and Permanent Way Inspectors) are aware of the problem but no accurate data was availed except from Tabora railway station where some incomplete data were obtained as presented in the table below.

Table 19: Encroachment data for Tabora railway district Location along the track Type of Kilometrage Distance from the Open Level Station Remarks encroachment post (Km) track centre (m) line crossing area 1. One house 1/3.0 64  2. -//- 1/3.1 64  3. -//- 1/3.2 45  4. -//- 1/3.3 32.40  5. -//- 1/3.4 20.10  6. -//- 1/3.5 26.20  7. -//- 90/4.3½ 51  8. -//- 90/4.6 51.3  9. -//- 90/4.6 80  10. -//- 90/4.8½ 51.4  11. Two houses 90/5 51.07  12. One house 90/5.2 51.10  13. -//- 90/5.1½ 51.09  14. Two houses 90/5.3½ 51.20  15. -//- 90/5.9½ 51.09  16. -//- 90/15.5 51.05  17. -//- 90/5.7 51.20  18. -//- 90/5.8 51.15  19. -//- 90/5.9 51.08  20. -//- 90/6.1 37.50  21. -//- 90/6.1 65  22. -//- 131/0 57  23. -//- 149/2 60  24. -//- 149/3 60  25. -//- 149/3.1 60  26. -//- 149/5 45  27. -//- 149/5.1 45  28. -//- 149/5.3 60  29. -//- 158/5 15  30. -//- 158/5.1 15  31. -//- 175/9.1 39.4  32. -//- 175/9.2 39.4  33. -//- 175/9.3 39.4  34. Mosque 175/9.4 50.5  35. Kiosk 175/9.5 26.4  36. One house 175/9.6 59  37. -//- 175/9.8 54.4  38. -//- 149/.5.2 55  39. -//- 1/065 Missing 

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Location along the track Type of Kilometrage Distance from the Open Level Station Remarks encroachment post (Km) track centre (m) line crossing area 40. -//- 1/066 -//-  41. -//- 1/067 -//-  42. -//- 1/068 -//-  43. -//- 1/069 -//-  44. -//- 90/47 -//-  45. -//- 90/48 -//-  46. -//- 90/49 -//-  47. -//- 90/50 -//-  48. -//- 90/51 -//-  49. -//- 90/52 -//-  50. -//- 90/53 -//-  51. -//- 90/53 -//-  52. -//- 90/54 -//-  53. -//- 90/45 -//-  54. -//- 90/46 -//-  Source: Tabora Railway District

In addition to the 54 properties indicated in the table above, it was reported that other collected data on encroachment were missing or incomplete suggesting that the number could be more. The Tabora railway district covers the track line between Tabora and Isaka stations.

RAHCO has confirmed that construction/ rehabilitation corridor for the proposed TIRP’s activities will be 7.5 meters on both sides from the centre of the railway line. Based on Tabora district encroachment data presented in the table above, and assuming the data were complete and reliable, no property or individual would be affected to the extent of being compensated and resettled as none is within the construction/ rehabilitation corridor.

Within a diameter of 7.5 meters of railway reserve, all along from Dar es Salaam to Isaka, it is likely that the number of encroachers with fixed properties and assets is overall minimum but need a separate verification assessment especially in urban areas such as Dar es Salaam and around main railway stations where there is heavy encroachment within 15 meters railway reserve. In the country side or rural areas where the legal railway reserve is 30 meters, the main form of encroachment is through cropping of seasonal crops such as maize, rice, vegetables etc.

According to Civil Engineering Manual (TRC, 1998), cultivation within the railway reserve by outside parties (non-railway employees) is not permitted. In special circumstances, Headquarters may grant a license to an applicant to cultivate within the Railway Reserve. The properly executed Agreement provides that:

(a) there shall be no cultivation on land having a slope steeper than 35 per cent, or within 9m (30 ft) of the centre line of the nearest railway track; (b) no permanent or temporary buildings, walls, or fences shall be constructed; (c) there shall be no afforestation; and

(d) the land must be kept in a clean condition. Subject to the approval of the District Civil Engineer, a Railway employee may be permitted to cultivate food crops in a small area within the Railway Reserve. The employee may grow sufficient crops to meet the needs of his family only and not for sale. This is not a right, and is contingent on conditions

Page 51 of 110 such as soil erosion, interference with drainage, fire damage to the telecommunications route, and visibility for trains on curves and at level crossings. Such cultivation should not be permitted in townships because the farm plots tend to become unsanitary when adjacent to dwellings (ibid).

While it might be in the best interest of the proposed TIRP, care should be taken to the possible negative outcomes that might be associated with 7.5 meters construction/ rehabilitation corridor as it might encourage further encroachment of the whole railway reserve considering that it is not demarcated except around some railway stations. It was reported in the PSI&ES Report (Hanai, 2011) that “Some retired TRC/TRL staff have constructed their houses within the way leave…. …. some people assume that they might be compensated later on based on lessons learned from the previous World Bank (WB) project that partially compensated people who encroached within 15m, which is believed to have encouraged more encroachers who expect that they will be compensated and benefit from encroachment”.

Another possible negative outcome that might be the likely safety and security issues in terms of accidents especially at foot and level crossings in urban areas. This said, the 7.5 meters will have to be taken with care both for the proposed TIRP and future railway operations. RAHCO expects to deal with the encroachment problem using national regulations and procedures. According to the Civil Engineering Manual (TRC, 1998), on no account are squatters allowed to settle on or occupy Railway land for residential, grazing, or agricultural purposes. Engineering Staff shall acquaint themselves with the boundaries of all Railway Reserves. The Permanent Way Inspector shall report to the District Civil Engineer when he has reason to believe that encroachments of any kind have been, or are being, made. Particular attention shall be paid to the erection of buildings, fences, and reservoirs and the planting of large trees.

7.4.1.16 Disruption of Existing Railway Services The proposed project might create some disruptions to the existing railway services such as passenger and goods trains. The proposed upgrading and rehabilitation works will have to be implemented in such a manner to allow for a scheduled service provisions.

7.4.1.17 Risk of Accidents and Injuries to Workers From intensive engineering and construction activities including fastening and installation of railway track panels, metal grinding and cutting, concrete work, steel erection and welding among others, construction workers will be exposed to risks of accidents and injuries. Such injuries can result to accidental falls from high elevations, injuries from hand tools and constructor equipment cuts from sharp edges of metal sheets and even fatality. Thus, a priority should be given to safety of the workers directly working at construction sites by both developer and contractor.

Lack of or provision of inadequate personal protective equipment (PPE) was observed and complained about by casual labourers at the ongoing track renewal between Karangasi and Tura Stations.

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Figure 11: Workers assembling track panels for track renewal at Karangasi station

7.4.1.18 Increased Transmission of STDs Improvement of the CRL and its services will increase mobility, migration and interaction of people, communities and nations at large. This is likely to increase transmission of communicable diseases such as HIV/AIDS and other STDs. Increased spread of transmission of HIV/AIDS during and after the construction is one big potential challenge that has to be taken into consideration during and after the rehabilitation and upgrading of the CRL. This negative impact will be major, long term, and irreversible.

7.4.1.19 Dust Emissions The renewal of the railway lines will involve a lot of construction activities that emit dust. Some of these activities are site clearance, excavation and removal of old railway sleepers, removal and replacement of ballast on the railway embankment and the quarrying of stone for constructing the railway line. The quarrying of stone is mainly done at Tura, where a lot of dust is formed. All these activities will generate a lot of dust. However, the level of dust produced by these construction activities will be significant for workers within the vicinity of the construction area but will be minimal for people far from it. Dust may cause some health problems for laborers and others who will be in the area during the period of construction. Dust is one of the major causes of respiratory diseases.

7.4.2 Operation Phase Impacts

The potential impacts during the operation phase are related to impacts on the physical, biological and socio-economic environments. Significance rating of the potential construction phase impacts are summarised in the table below and briefly discussed in subsequent sub-sections.

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Table 20: Significance rating of potential operation phase impacts Consequence Significance rating Without With Impact Nature Extent Intensity Duration Rated Probability mitigation/ mitigation/ enhancement enhancement Physical Environment 1. Solid waste generation/ railway (-) Local Low Short-term Low Definite Medium Low side littering 2. Soil and water pollution from oil (-) Local Low Long-term Low Definite Low Low spills Biological Environment 1. Increased timber harvesting (-) Local Low Long-term Low Probable Low Low 2. Increased wildlife poaching (-) Local Low Short-term Low Probable Low Low Socioeconomic Environment 1. Improved and reliable railway (+) Regional High Long-term High Definite High High services 2. Improved travel safety and (+) Regional Medium Long-term Medium Definite Medium High comfort 3. Employment opportunities (+) Regional High Short-term High Definite High High 4. Increased revenue to local and (+) Local Medium Long-term Medium Definite High High central government 5. Railway side community welfare (+) Local Medium Long-term Medium Definite Medium High 6. Increased land value (+) Local Medium Long-term Medium Definite Medium Medium 7. Promote and attract large scale (+) Regional Medium Long-term Medium Definite Medium Low investments 8. Prolong lifespan of trunk roads (+) Local Medium Long-term Medium Definite Medium Low 9. Risk of accidents to people (-) Local Medium Long-term Medium Definite Medium Low 10. Risk of accidents to livestock (-) Local Medium Long-term Medium Definite Medium Low 11. Risk of accidents and injuries to (-) Local Medium Long-term Medium Definite Medium Low workers 12. Risk of transmission of STDs (-) Regional Medium Long-term Medium Definite Medium Low

Potential Negative Impacts

7.4.2.1 Solid Waste Generation/ Railway Side Littering From the current experience of the ongoing railway operations, the project is expected to generate significant amounts of solid waste during its operation phase. The bulk of the solid waste generated during the operation of the project will consist of food remains, plastics, old clothes, metal, textile and organic wastes littered by railway service users. Such wastes can cause blockage to drainage systems, choking of water bodies and negative impacts on animal health. Some of these waste materials especially the plastics/polythene which are not biodegradable may cause long-term injurious effects to the environment.

7.4.2.2 Soil and Water Pollution from Oil Spills The screening study observed significant oil spills along the railway line. Discussions with station masters and other technical staff revealed that most of the oil spills come from locomotive engines. Most of the locomotives in use are very old and have been running some decades without reliable repair and maintenance. The engines do not retain the oil used in them, thus the spills along the railway tracks and other areas where oil and diesel is used for repair of` the engines such as the workshops.

Investigation during the study indicated that the top soil had the most amount of oil, this could be observed by the eye and also by smell, the further down the hole went the smell started to disappear. The soil sample was analyzed after every several centimeters to detect the presence of the oil in the

Page 54 of 110 soil; the smell was not detected after several meters. The table below indicates the depth at which the oil smell disappeared. Table 21: Depth of oil spills at different railway stations Name of railway station Location (GPS Coordinates) Depth (m) at which oil smell disappeared X reading Y reading Morogoro main station 0353387 9245688 0.2 meters Morogoro Workshop 0354459 9246072 1.0 meters Dodoma main station 9315696 0804138 13.0 meters Tabora main station 0493673 9568714 2.5 meters Isaka station/ terminal 0493693 9568808 1.0 meter

Consultations with authorities dealing with water supply and sanitation in Morogoro (MURUWASA), Dodoma (DOWASA), Tabora (TUWASA), and Isaka town revealed that hydrocarbons (oils) from railway operations were not a concern to the water supply since none of them has detected the presence of oils in the water sources used to supply the communities. And none of the authorities had received complaints from individuals with boreholes or wells close to railway stations.

7.4.2.3 Increased Timber Harvesting and Wildlife Poaching The assumption is that increased illegal timber harvesting and wildlife poaching might be facilitated by improved railway services along the CRL. However, field observations and interviews with relevant stakeholders reveal that there is a very negligible connection between illegal forest resources extraction and transportation and the existing railway operations.

7.4.2.4 Risk of Accidents to Humans Evidence from accidents records of the existing railway operations (Table 22 below) suggests that measures are required to reduce the number of accidents for the proposed project. Such accidents occur at level crossings especially where there are sharp curves obstructed with crops grown or tall grasses within the railway reserves. Table 22: Accidents records for CRL operations from 2000 to 2012 Number of accidents Total No. of Number of human deaths Total No. Year Morogoro Dodoma Tabora accidents Morogoro Dodoma Tabora of deaths 2000 10 3 6 19 3 1 2 6 2001 10 12 10 32 0 6 4 10 2002 24 15 12 51 12 10 1 23 2003 7 10 18 35 2 7 8 17 2004 17 18 22 57 7 15 12 34 2005 13 6 20 39 5 3 5 13 2006 6 13 21 40 0 10 11 21 2007 15 6 17 38 5 4 8 17 2008 13 4 13 30 4 4 3 11 2009 10 9 15 34 9 10 5 24 2010 10 2 9 21 3 4 2 9 2011 5 2 11 18 2 2 1 5 2012 5 3 12 20 2 2 3 7 Total 145 103 186 434 54 78 65 197 Source: Railway Police Stations – Accident Record Books (Morogoro, Dodoma and Tabora)

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For the safety of trains, trolley users, and staff working on the track, the Civil Engineering Manual (TRC, 1998) requires that, all grass, bushes, trees and high crops on the inside of a curve and in the railway reserve shall, wherever possible, be cleared to provide good visibility.

7.4.2.5 Risk of Accidents to Livestock The CRL passes through the areas where livestock keeping is one of the main economic activities to the majority of the local people. From the current experience, trains kill a number of animals on crossing the railway line for pasture. This situation was highlighted in Kilosa district, the area between Mkata ranch and Kilosa railway station, where there are at least two accidents each involving killing of at least four cattle in every month. This is said to be aggravated by lack of well planned crossings.

Luckily, the TIRP is aware that there are a considerable number of unauthorized foot crossings that have over time resulted in ballast erosion and in extreme cases the loss of support to the sleepers. Lack of regular maintenance in recent years has led to this unsatisfactory situation. This situation must be addressed through a program of repair work on an estimated 250 locations. Level-crossings in urban area will remain, and a speed restriction will be in force to mitigate the safety risk. However there are 4 level-crossing in the country where the operating speed could be much higher. From both a safety and journey time reduction opportunity these level crossings should be replaced with an over-bridge.

7.4.2.6 Risk of Accidents and Injuries to Workers In absence of provision of appropriate and adequate personal protective equipment (PPE) as it is currently, railway workers especially gang men who are responsible for the maintenance of the railway are likely to be injured during their manual operations. They currently have no tamping machines for replenishing and lining of ballasts. They could also be at risk of accidents in case of poor communication and signal systems which seem to be the case with the current railway operations.

7.4.2.7 Risk of Transmission of STDs Improved railway services might create chances for increased transmission of STDs including HIV/AIDs as it will intensify interaction of people at service points such as at railway stations. A small town of Isaka is likely to grow fast and transformed by the proposed project as it will be a railway gateway to other beneficiary countries of Burundi, Rwanda, Uganda and DRC.

Potential Positive Impacts 7.4.2.8 Improved and Reliable Railway services It is expected that the proposed project will result into improved and reliable services for both passengers and goods trains.

7.4.2.9 Improved Travel Safety and Comfort Improved and reliable services will consequently lead into improved travel safety and comfort to passengers and other customers.

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7.4.2.10 Employment Opportunities The project will certainly create new job opportunities whereby some people will be employed by the project as management and enforcement agents, caretakers, cleaners, security personnel and technicians.

7.4.2.11 Increased Revenue to Local and Central Governments Through payment of relevant taxes, rates and fees to the government and the local authorities the project will contribute towards the national and local revenue earnings.

7.4.2.12 Contribute to Railway Side Community Welfare Railway side communities especially near railway stations depend on the railway operations as an alternative source of income from vending. The project is likely to increase the vibrancy of their businesses as a result of improved and reliable railway services.

7.4.2.13 Promote and Attract New Investments The project is likely to promote ant attract businesses and investments along the CRL due to the improvement and reliability in railway transport services which are comparatively cost effective. Shopping and business centres are likely to be constructed in a small town of Isaka whereas investments in agriculture and mining along the CRL could be promoted by the project.

7.4.2.14 Increased land value In the long-term, land value will gradually increase as a result of successful operation of the project.

7.4.2.15 Prolong Lifespan of Trunk Roads Improved and reliable railway services will significantly reduce the use of trunk roads for transportation of goods by heavy vehicles and so prolong the lifespan of the roads.

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Chapter 8: Mitigation and Enhancement Measures

8.1 Introduction This chapter presents mitigation and enhancement measures for the identified negative and positive environmental and social impacts of the proposed project. The measures have been proposed based on the findings of this ESIA study. From these measures, detailed Environmental and Social Management Plan (ESMP) and Environmental Management Plan (EMP) will be developed to inform environmental and social performance of the proposed project.

8.2 Environmental and Social Management Plan ESMPs for implementation of environmental and social mitigation and enhancement measures for the implementation of proposed project during construction and operation phases are given below.

8.2.1 ESMP for Construction Phase Table 23: Environmental and social management plan during construction phase Impacts Identified Mitigation Measures/Enhancement Measures Responsibility Time

Solid waste generation  Ensure promptly cleaning of construction wastes. Contractors, During including old rails and construction sleepers  Reusable construction wastes should be piled up Supervising in the scope of site clearance for collection and Consultant, the transportation to designated re-use site.

 Non-reusable construction wastes should not be RAHCO/TRL kept in the construction area and to be transported to designated site.

 Monitor usage of reusable old rails and sleepers both for rehabilitated segments and the remaining segments of the network to ensure adherence to environmental and safety measures.

 Strictly forbidding all actions of burning refusal at project site.

 To provide regulation on solid waste management at construction site, specifying strict prohibition of discharging solid wastes in uncontrolled manner to the surrounding environment and to the river flows.

 Provide camp site with portable toilets, collect sludge from septic tank and remove toilets after finishing construction.

 Collecting waste into proper storage yard, keeping temporarily and transporting the waste to designated sites – dump sites or waste treatment points.

 Ensure efficient use of construction materials to avoid unnecessary waste.

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Impacts Identified Mitigation Measures/Enhancement Measures Responsibility Time Increased soil erosion  Rehabilitated railway sections should be RAHCO/ TRL During constructed with storm water drainage being Contractors construction provided in order to minimize soil erosion.

 Movement/passage by pedestrians in the rehabilitated sites should be controlled to minimize trampling of the soil.

 The developer and contractors should confine activities to the core project area to minimize the area of impact.

 Construction activities should preferably take place in the dry season.

Soil and water pollution  Install oil trapping equipments in areas when During =//= from oil spills there a likelihood of oil spillage such as during construction the maintenance of construction equipment. Vegetation clearing  Clearing should not exceed way leave specifications Developer (RAHCO/ TRL) During  Construction workers should not clear vegetation construction for use as fuel wood as it will exacerbate more Contractors clearing.

Disturbance to wildlife  Illegal hunting of wildlife by construction workers as a source of food should be strictly prohibited.

 Limit trolley speeds during delivery of construction materials to the site. Speeds should be controlled within prescribed railway RAHCO, TRL, sections. During construction  Station masters to enforce strict code of Contractors conduct for trolley operators so that they respect and adhere to the rules, including observing speed limits between stations.

 Limit construction to as short a time as possible and it should not take place during the daytime when the visual range is substantial. Impact on floodplains During  Consider using suspended railway track for RAHCO lasting solution construction

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Impacts Identified Mitigation Measures/Enhancement Measures Responsibility Time Impact from rehabilitation Erosion of the river banks and bridge end of bridges and culverts  Restore the river to original course upon completion of bridge construction

 Construction of temporary bridge for transportation where necessary and providing instruction board of the by-pass Contractors

 Dismantle the temporary works, access, bridge on the river,

 Provide signals and alarms at the two ends of the bridge and the bridge posts During  Stabilizing the current, river bank at the location construction of bridge construction.

Local inundation Control  To regularly check along the construction area; if

detecting local inundation, it is required to promptly clear for draining and conveying water Contractors to natural flows without roiling water source by installing the screen to collect mud and no-mud water is flowed to water source;

 To collect and transport the whole of soil overflowing within and beyond the project scope upon excavating and embanking.

Water pollution control  After completing bridge, cleaning up whole temporary constructions on shore as well as under the river, including steel, redundant Contractors concrete, surrounding frame and equipment such as excavators, bucket, crane, etc.

 Minimize of effects to surface water and deposit.

Minimizing of effects in bridge design work  Bridge design should take into account the Contractors During inherent uncertainties of climate change to construction ensure long term sustainability of the infrastructure by building robust and resilient systems; Contractors  Include reinforcement at risk structures particularly to protect bridges from scouring;

 Bridges should be designed to accommodate RAHCO/TRL higher flood; and

 During monitoring, inspects signs of any effects that bridge structures may be having.

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Impacts Identified Mitigation Measures/Enhancement Measures Responsibility Time Increase of noise levels  Use of PPE like earplugs to those working in or close to the project site.

 Ensure regular servicing of construction equipment

 Use low noise generating equipment RAHCO  Confine activities to core project area During construction Contractor  Avoid construction at night from 10:00 to 6:00. If work must be done at night, coordinate with the community leadership to inform the people surrounding the construction site of the plan (schedule and time) to arrange life activities accordingly and sympathize towards the construction team.

Dust pollution  Use PPE like masks when people are working.

 Where necessary, fence the project site to minimize blowing air in order to reduce the spread of dust. RAHCO During  Watering the project site to reduce the dust Contractor construction  Cover construction materials (sand, gravel, cement, etc) on transit and on site.

 Restrict activities to core construction area.

Risks of accidents and  Set up safety rules at sites Injuries to workers  Provide first aid kit

 Provide and ensure use of PPE to workers RAHCO/TRL During  Construction workers should be well trained on construction safety measures Contractor

 Prepare emergency rescue plans

 Conduct frequent safety audits to check status and compliance with safety measures

Risks and hazards  Fence the construction site to strictly avoid other people from construction site RAHCO/TRL During  Put signs and warnings in the construction site in construction all risky areas Contractor

 Ensure safety measures are followed

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Impacts Identified Mitigation Measures/Enhancement Measures Responsibility Time Employment  Ensure people from local community are given opportunities priority where appropriate

 Provide information about the availability of RAHCO/TRL employment opportunities and qualifications During

needed Contractor construction  Training to be provided to workers recruited from local communities with minimum qualifications to equip them with necessary skills

Provision of market for  Encourage and motivate contractors to buy RAHCO During supply of construction locally available construction materials construction materials

Gains in local, national  RAHCO to implement this project efficiently to RAHCO and regional economy enhance the benefits from a better transport system. TRL During  RAHCO should plan to expand the scope of the construction project for future and further improvement of the TRA railway transport service.  TRA to introduce and implement an efficient tax collection system. Possible displacement of  Prepare an Abbreviated Resettlement Action people and loss of Plan for (ARAP), in line with the WB’s OP 4.122 property and Tanzanian laws, for the project affected RAHCO and Before the persons (PAPs) within the diameter of 7.5 meters TRL start of construction/ rehabilitation corridor. rehabilitation works  Prepare a Resettlement Action Plan (RAP) in case the number of PAPs becomes more than what is required under ARAP, again as per WB’s OP 4.12

 In order to deter further encroachments, boundary marks and other beacons, should be provided and carefully preserved and maintained. This is particularly important on Railway land in townships and industrial areas.

Risk of transmission of  HIV/AIDs awareness campaigns to be part of the RAHCO, TRL, STDs including HIV/AIDs project Contractors

Chance Finds of Physical  Project activities involving earthworks must RAHCO, TRL, Cultural Resources include an approved Chance Finds procedure in Contractors (PCRs) construction contracts, to cover the possibility of discovering physical cultural heritage in the course of excavation (see Appendix 3 for procedure3).

2 According to this Safeguard policy, a Resettlement Policy Framework (RPF) should be prepared to guide the handling of compensation and resettlement activities through ARAP (when the number of PAPs is less than 200 people) or RAP (when the number of PAPs is more than 200 people).

3 The key elements of the contractual provisions are (i) that as soon as suspected PCR is discovered during any aspect of construction works, the contractor shall take steps to safeguard the item or feature and shall notify the concerned authority; (ii) the responsible authority shall then direct the contractor as to his subsequent actions; (iii) the contract should also refer to the relevant national law and regulations concerning compensation (if any) for any delays or expenses incurred.

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8.2.2 ESMP for Operation Phase Table 24: Environment and social management plan during operation phase Impacts Identified Mitigation Measures/Enhancement Measures Time of Mitigation/ Responsibility Enhancement

Solid waste generation/  Prepare and implement an effective railway side littering solid waste management at railway stations and within passenger and RAHCO, TRL During operation goods trains

 Wagons with mobile toilets

Soil and water pollution  Buy and ensure regular serving of from oil spills locomotives RAHCO, TRL During operation  Install new oil traps in railway workshops

Transportation of illegally  Prohibit transportation of forest products harvested forest products with no applicable permits for extraction RAHCO, TRL During operation and transportation

Risk of accidents to people  Place signs and signals at appropriate distances and locations RAHCO, TRL During operation  Regular cleaning of railway reserve

Risk of accidents to  Consider designing culverts as animals crossings RAHCO, TRL During operation  Collaborate with local authorities and livestock keepers in identifying appropriate locations for crossings

Risks of accidents and  Provide first aid kit Injuries to workers  Provide and ensure use of protective RAHCO and During operation gears to workers TRL

 Ensure safety measures are followed

Risk of transmission of  Establish a HIV/AIDS program in TRL and STDs including HIV/AIDs collaboration with local service providers During operation RAHCO at each railway station

New employment  To inform local community about opportunities available employment opportunities and encourage them to apply

 Training necessary skills to local people RAHCO, TRL During operation in order to suit the requirements of the job.

 Give first priority to Tanzanians with the required qualifications

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Impacts Identified Mitigation Measures/Enhancement Measures Time of Mitigation/ Responsibility Enhancement

Improved and reliable  Implement the project as proposed services/ Improved travel RAHCO, TRL During operation safety and comfort  Provide new locomotives, wagons etc

Increased revenue to local  The Government to ensure efficient use and central governments of tax collected in its development RAHCO, TRL During operation programmes

Prolonged lifespan of trunk  Ensure reliable and cost effective RAHCO/ TRL During operation roads railway services

8.3 Environmental Monitoring Plan This section discusses the need for programmes covering both internal and periodic external monitoring. The overall objective of environmental and social monitoring is to ensure that mitigation measures are implemented and that they are effective. The activities and indicators that have been recommended for monitoring are presented in the EMP in the next section. Environmental monitoring will be carried out to ensure that all construction and operation activities comply and adhere to environmental provisions and standard specifications, so that all mitigation measures are implemented. Such monitoring can act as an early warning system to management, providing a feedback mechanism to enable damaging practices to be altered.

Monitoring should be undertaken at a number of levels. Firstly, it should be undertaken by the Contractor at work sites during pre-construction, construction, under the direction and guidance of the Supervision Consultant who is responsible for reporting the monitoring to RAHCO. It is recommended that the Contractor employ local full time qualified environmental inspectors for the duration of the Contract. The Supervision Consultant should include the services of an environmental expert on a part time basis as part of their team.

Environmental monitoring is also an essential component of project implementation. It facilitates and ensures the follow-up of the implementation of the proposed mitigation measure, as they are required. It helps to anticipate possible environmental hazards and/or detect unpredicted impacts over time. Monitoring includes:

 Visual observations;

 Selection of environmental parameters at specific locations;  Sampling and regular testing of these parameters. Periodic ongoing monitoring will be required during the life of the Project and the level can be determined once the Project is operational.

8.3.1 Internal Monitoring Programmes It will be the responsibility of RAHCO/TRL to conduct regular internal monitoring of the project to verify the results of the Contractor and to audit direct implementation of environmental mitigation measures contained in the EMP and construction contract clauses for the Project. Should there be the need for preparation of an Abbreviated Resettlement Action (ARAP) or Resettlement Action Plan (RAP) prior or

Page 64 of 110 during the construction phase, RAHCO/TRL will also have the direct responsibility to implement and monitor compensation and resettlement activities that will be outlined in the ARAP or RAP. It will therefore be their responsibility to undertake regular internal monitoring of the process.

The responsibility for mitigation monitoring during the operation phase will lie with the Environmental Section/ Unit, which is currently missing, in RAHCO/TRL. The monitoring of many parameters will form part of the routine management of the proposed project from implementation to operations. Monitoring must be seen as more than merely satisfying compliance with environmental rules and regulations. Without a specific reporting, response mechanism and auditing, monitoring is of little value. The interpretation of monitoring data and its implication for management should be provided to senior management. The monitoring unit should produce an annual report which is reviewed by the project's key stakeholders. To ensure the project is meeting its environmental and social standards, a periodic environmental audit of the project should be commissioned. The contents of such an audit should be publically available for inspection.

The table below presents an environmental monitoring plan (EMP) for the proposed TIRP. The recommended monitoring parameters should be taken as a minimum for the Project.

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Table 25: Environmental monitoring plan Parameters Standard Location Frequency Implementation Supervision Vegetation Monitor clearing to ensure ESMP Along construction As required Contractor Supervision Consultant Clearing consistence with ESMP corridor

Waste Evidence of waste collection ESMP Construction corridor Immediate Contractor Supervision Consultant management and disposal

Noise levels Noise levels on dB (A); Tanzanian Bureau of Construction corridor and As directed by the Contractor Supervision Consultant PPE provided to workers Standards (TBS) adjacent communities supervision consultant

Noise levels on dB (A) scale; Tanzanian Bureau of At equipment yard Required by the Contractor Supervision Consultant PPE provided to workers Standards (TBS) supervision consultant

Soil erosion Turbidity in stormy water Tanzanian Bureau of As identified by RAHCO During and after the Contractor Supervision Consultant Standards (TBS) rainy seasons

Oil spills Oil spills marks ESMP Construction corridor/ As directed by the Contractor (during Supervision Consultant/ equipment yard (during supervision consultant construction); RAHCO construction) and at and RAHCO/ TRL RAHCO/ TRL (during refueling points within operation) stations and workshops (during operation)

Water pollution Nitrate, Lead, Sulphate, Tanzanian Bureau of River/streams and As may be directed by Contractor (during Supervision Consultant/ Turbidity, Hydrocarbons, pH Standards (TBS) shallow wells along supervision consultant construction); RAHCO construction corridor and RAHCO RAHCO/ TRL (during operation)

Air pollution SO2, NOx, PM 10, CO2 Tanzanian Bureau of Construction corridor As may be directed by Contractor (during Supervision Consultant/ Standards (TBS) supervision consultant construction); RAHCO and RAHCO RAHCO/ TRL (during operation)

Accidents Safety training for workers, ESMP Construction corridor Monthly Contractor Supervision Consultant accident reports, community consultations

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Parameters Standard Location Frequency Implementation Supervision

Health Signs, posters displayed, first EMP /as in the social Construction site and Monthly Contractor Supervision Consultant/ aid kit HIV/AIDS awareness impact assessment railway side communities RAHCO campaigns workers and report communities, health checks for workers etc Benefits to local Employment Report on survey of Communities near Monthly (during Contractor (during Supervision Consultant/ community wage levels local economy construction camps and construction) construction); RAHCO creation of local railway stations annually (during RAHCO/ TRL (during markets operation) operation)

Benefits to local Clinics, schools, water, Report on services and Along the CRL Contractor (during Supervision Consultant/ community community buildings, etc facilities available to Annually construction); RAHCO local community RAHCO/ TRL (during operation)

Chance Finds Awareness about and efforts to Chance Finds Along the construction On daily basis during Contractor (during Supervision Consultant/ of Physical follow Chance Finds Procedure Procedure (CFP) corridor from Dar port to earthworks construction); RAHCO Cultural (CFP) Isaka terminal in RAHCO/ TRL (during Resources Shinyanga operation) (PCRs)

Compensation/ Ensure relocation/ ARAP/ RAP Relocation units for all Monthly until completion RAHCO/ TRL RAHCO/ TRL relocation/ compensation is as per PAPs ARAP/RAP

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8.3.2 External Monitoring Programmes EIA and Audit Regulations 50.-(1) requires that, in executing a project or development, after an environmental impact statement has been approved by the Minister, the developer shall take all practical measures to ensure the implementation of the EMP by- (a) carrying out self auditing annually;

(b) preparing an environmental audit report after each audit and submitting the report to NEMC annually or as may be prescribed by NEMC; and (c) ensuring that the criteria used for the audit is based on the environmental impact assessment process or after the initial audit. The Consultant recommends that a consultant should be hired to carry out Annual Environmental Audits in line with NEMC requirements. NEMC has the overall responsibility for issuing approval for the Project and ensuring that ESMP and EMP are implemented accordingly. NEMC reviews environmental monitoring and environmental compliance documentation submitted by the developers and they would not normally be directly involved in monitoring the Project unless some specific major environmental issue arises.

RAHCO through the consultant will therefore provide NEMC with reports on environmental compliance during implementation as part of their annual progress reports and annual environmental auditing reports. Depending on the implementation status of environmentally sensitive project activities, NEMC will perform annual environmental reviews in which environmental concerns raised by the project will be reviewed alongside project implementation.

Should ARAP or RAP be prepared, the project affected persons (PAPs) should be represented in some of the external monitoring missions.

As it is a condition for World Bank financed projects, should the proposed TIRP become effective, implementation of the ESMP, EMP and/ or ARAP/RAP would be monitored during regular implementation support missions throughout the implementation duration.

8.4 Assessment of RAHCO/ TRL Capacity to Implement ESMPs and EMP Although specific responsibilities are outlined within, successful implementation of the proposed ESMP and EMP will rely on (a) RAHCO/TRL commitment and competence; and (b) regular monitoring and reporting to track performance of contractors who will be responsible for the actual implementation of the two environmental and social management tools.

8.4.1 The Need for Establishing an Environmental, Health and Safety Unit Currently, RAHCO/TRL has no requisite environmental, health and safety unit that could be responsible for overseeing the obligations that TIRP comes with. It is recommended that a unit within the RAHCO/TRL management structure be established to coordinate implementation of environmental and social obligations. The unit could be given any appropriate name desirable to RAHCO/TRL but will definitely need to be headed or include a qualified Environmental Officer who could also be positioned and given appropriate responsibilities in a manner that fits into RAHCO/ TRL’s structure. Since RAHCO

Page 68 of 110 has no ground representation as TRL, it is up to RAHCO as the owner of railway assets, to orchestrate the formation of the unit being proposed.

If appointed, an Environmental Officer would oversee implementation of RAHCO’s environmental and social obligations. In favour of the proposed TIRP, responsibilities of a permanent Environmental Officer would include the following: (i) Oversee and ensure regular reporting on implementation of the ESMP and EMP as provided in this report. This could involve organizing for training workshop on the implementation of the same and helping contractors to adopt the ESMP and EMP when the project become effective; (ii) Coordinate and monitor the implementation of the ARAP/RAP, if required; (iii) To liaise with relevant authorities on issues of environmental and social concern such as in arranging for external monitoring; (iv) Prepare an environmental policy for RAHCO; (v) Monitor conflicts of shared resources between RAHCO and local communities; (vi) Ensure that all workers have adequate protective equipment/training, and that other environmental protection specifications are followed; and (vii) Coordinate accident investigation and recording.

8.4.2 The Need for Appointing an Archaeological Advisor/ Consultant The possibility for chance finds of physical cultural resources (PCRs) requires the presence of an archaeologist who should be a person who meets the requirements for granting of a licence as defined in Section 12 of the Antiquities (Amendment) Act, 1979, i.e. an expert who “has had sufficient scientific training or experience to carry out the proposed excavation, search or collection satisfactorily. The project does not need to have a permanent staff for this position rather hire a qualified consultant on a retainer basis throughout the construction phase of the proposed TIRP.

8.4.3 Training Needs Environmental Monitoring and Management should also include the education of contractor employees and representatives from local communities in the practical aspects of environmental monitoring and management. For example, workshops or inductions on the implementation of mitigation measures should be done involving all contractors’ workers with the help of experts and run by environmentalist/ Environmental officer. Secondly local people should be better informed of the mitigation measures and methods of their implementation so that they understand the nature of how liquid and solid wastes, land and soil loss problems are handled.

8.4.4 Budget for Implementation of ESMP and EMP There is no easy way for calculating or establishing the costs of implementing an ESMP and EMP of a given development project. However, cumulative experience from related projects, the costs for implementing ESMP and EMP ranges from 0.5 to 3% of the total project budget. This is exclusive of compensation and resettlement costs, if any. Thus, if the proposed WB financing for the proposed TIRP amounts to a US$200 million IDA credit is the total project budget, the costs for implementing ESMP and EMP will range from US$2 million to US$6 million.

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Chapter 9: Analysis of Project Alternatives

9.1 Introduction Identification an analysis of project alternatives provides a basis for choice among options available for decision making. Consequently, four main alternatives will be analysed including (i). The no project option;

(ii). The shifted locations option; (iii). The modified engineering designs option; and (iv). The modified construction technology option.

9.2 The No Project Alternative The no project or zero alternative entails retaining the existing railway line in its current condition. This alternative would eventually evade any potential negative impacts from project execution. However, this option will not be the best following the project development objective (PDO) which has been identified as “to strengthen logistics capacity and develop the inter-modal and railway container operations on the Dar es Salaam – Isaka corridor section in Tanzania”. This will facilitate trade, economic productivity and efficiency, and global competitiveness of rail related operations in Tanzania. This will be achieved through establishment of core train operations between Dar es Salaam and Isaka, providing reliable and efficient intermodal services supported by an associated management entity. The no/ zero project option would, in contrary, not provide the much needed railway improvements in Tanzania and consequently it is not a preferred option.

9.3 Shifted Location Alternative The current railway line was constructed during the colonial times with some adjustments since then and now. In this regard, undertaking the proposed rehabilitation on the same railway line sounds more viable compared to moving it to an alternative location that might have major environmental and social consequences. Shifting the railway line would also increase the cost of the proposed project.

9.4 Modified Engineering Designs Alternative The 970 kms between Dar and Isaka is made up of track installed since the construction of the railway in 1908 and that is currently being renewed in modern materials. Although a detailed engineering design will be undertaken for the proposed rehabilitation works, it is expected that such designs will aim at improving the railway track with negligible environmental and social consequences as the rehabilitation will be done on the same line and within a construction corridor of 7.5 meters. However, it should be noted that design work plays an important role in mitigating negative effects of a project. Floodplains and rivers exist in various parts along the railway line from Dar es Salaam to Mwanza. The areas causing the most problems are those needing special attention throughout the year or mainly during the rainy season. The noted areas were those just after Kilosa station up to Gulwe station where the Mkondoa River runs close to the railway, affecting the railway line in many parts. For example, at 287/8km the railway line had shifted due to serious river bank erosion, and at 293/2km at

Page 70 of 110 the bridge where the Mkondoa River crosses the railway line floods that occurred in December 2009 destroyed the line. Therefore, attentions should be paid to mitigation of environmental impacts in bridge (scope of bridge). Climate change uncertainties could lead to heavy rains and flooding, which could weaken or wash out the soil that support and bridges. Bridge designs need to consider climate change to mitigate adverse impacts caused by increased volumes of water during heavy rains.

9.5 Modified Construction Technology Alternative It is expected that the construction methods and equipment that will be used during the rehabilitation works are very familiar to most local and international contractors with experience in the relevant construction technologies as revealed by an ongoing track renewal program between km 641 and km 730 (89 km) of the railway line. Use of appropriate technology will increase the possibility of minimizing the identified negative impacts associated with the proposed rehabilitation works.

9.6 Selected Alternative From the findings of this ESIA study, the existing track designs which will be slightly modified to accommodate the renewal of the track provide the optimum alternative for implementing the proposed project subject to the consideration of environmental and social parameters presented in this report.

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Chapter 10: Conclusion and Recommendations

4.1 Introduction This chapter winds up the ESIA study by providing conclusion and recommendations based on the findings presented in this report. A conclusion is given as a general statement leading to the recommendations for the implementation of the developed ESMPs and EMP for the proposed project.

4.2 Conclusion The findings of this full ESIA study support the conclusion given in the PSI&ES report (Hanai, 2011) that, the proposed TIRP is socially acceptable, economically viable, and environmentally sustainable. The project has no serious or major environmental and social impacts that cannot be mitigated in short and long term.

However, although the identified impacts and issues are not serious, a series of mitigation and enhancement measures has been proposed to address negative and positive impacts of the proposed project and condensed into ESMPs and EMP. Effective implementation of the two tools will optimize the intended benefits and minimize or offset the identified negative impacts of the project.

4.3 Recommendations From this ESIA study, it is evident that the proposed project is associated with both positive and negative impacts during construction, operation and decommissioning phases of the project. The following recommendations are made to enhance the viability of the project:

 The proposed mitigation and enhancement measures (the ESMP) should be implemented in order to minimize and/ or avoid the identified adverse environmental and social impacts of the proposed project. The ESMP should be provided as part of the Contractor’s contract.

 The EMP should also be implemented to track the effectiveness of mitigation measures and hence further improvement of the mitigation plan. Monitoring will be used as a means of ensuring compliance with national or international standards.

 The project should consider establishing a unit within the RAHCO/TRL management structure to coordinate implementation of environmental and social obligations.

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References

1. Project Documents Aide-Memoires: Tanzania Intermodal and Railway Development Project (P127241); World Bank Pre-Appraisal Mission; February 12-26, 2013

Detailed Project Description (Draft): Tanzania Intermodal and Rail Development Project (TIRP), August 2013 Hanai, E.E (2011) Report on Preliminary Social Impact Assessment and Environmental Screening for Proposed Rehabilitation of the Railway Line from Dar es Salaam to Mwanza, RAHCO, Dar es Salaam

2. Policies and Regulations United Republic of Tanzania (URT), (2013), 2012 Population and Housing Census, Population Distribution by Administrative Areas, Ministry of Finance

URT, (2010), National Strategy for Growth and Reduction of Poverty II (NSGRP II), Dar es Salaam, Ministry Of Finance and Economic Affairs

──, (2009), Acoustics - Limits for Environmental Noise, TZS 2009, TZS 932, Tanzania Bureau of Standards, Dar es Salaam

──, (2008), The HIV and AIDS (Prevention and Control) Act No. 28, Dar es Salaam, Ministry of health and Social Welfare

──, (2007), Environmental Management (Soil Quality Standards) Regulations, Dar es Salaam, Government Printers, 2007

──, (2007), Environmental Management (Water Quality Standards), Dar es Salaam: Government Printers, 2007

──, (2005), Environment Impact Assessment and Audit Regulations, 2005, Government printer, Dar es salaam, Tanzania

──, (2004), National Environmental Management Act No. 20, Government Printer, Dar es salaam, Tanzania

──, (2003), National Health Policy, Dar es Salaam, Ministry of Health and Social Welfare

──, (2002): National Water Policy. Government printer, Dar es salaam, Tanzania,

──, (2002): Railway Act No.4, Ministry of Transport, Dar es Salaam

──, 1997: National Environmental Policy. Government printer, Dar es salaam, Tanzania

World Bank’s Operational Manual - OP 4.01 - Environmental Assessment (OP 4.01 January, 1999, revised February 2011)

World Bank’s Operational Manual - OP 4.12 - Involuntary Resettlement (OP 4.12 December, 2001, revised February 2011)

World Bank’s Operational Manual - OP 4.11 - Physical Cultural Resources (OP 4.11 July, 2006)

3. Other References

Annual Inspection Report on TRL Equipment and Infrastructure – Central, Mwanza, Mpanda, and Dar es Salaam - Ubungo Maziwa Lines, April 2013, Directorate of Railways Regulation, Surface and Marine Transport Regulatory Authority (SUMATRA), Dar es Salaam, Tanzania

Tanzania Railways Corporation (1998), Civil Engineering Manual, Dar es Salaam, Tanzania

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Appendices

Appendix 1: Terms of Reference

TERMS OF REFERENCE (TORS) FOR ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT OF TANZANIA INTERMODAL RAILWAY PROJECT (TIRP)

1. Introduction The purpose of the ToR is to have detailed scope for undertaking Environmental and Social Impact Assessment (ESIA) to guide the consultant to address relevant issues during assessment process in relation to proposed rehabilitation and upgrading of the railway line, in particular for the section between Dar es Salaam and Isaka, so as to facilitate revival of freight transportation to hinterland Tanzania and neighboring countries of Rwanda, Burundi, Uganda and eastern DRC. Preliminary Social Impact Assessment and Environmental screening was conducted in January 2012 provided baseline data/information and determined the likely potential environmental, social and economic impacts associated with the project and assessed key issues prior to implementation of the proposed project. The ESIA shall review the screening study.

2. Background Information The performance of the Tanzania Railways Corporation (TRC), five years before the Concession in October, 2007, registered a declining trend. Its infrastructure and rolling stock deteriorated and remains dilapidated and services rendered continue to be well below expectations. It is unfortunate that, even after the Concession in October 2007, there has been no meaningful improvement in the performance of freight and passenger services or infrastructure in general. Several reasons contributed to this state of affairs, but the main ones include aged and outdated track, weak bridges, dilapidated telecommunication system and shortage of locomotives and wagons which was also a result of age and non replacement.

Operational efficiency of TRC was constrained mainly by infrastructure and equipment problems, caused by inadequate re- investment and deferred maintenance of the permanent way and rolling stock. Budgetary constraints coupled with lack of reliable sources of funds for development aggravated the situation.

Reli Assets Holding Company is preparing a project aimed at improving the performance of TRL (management and operational) in carrying out intermodal transport services along the Central Corridor, and hence increase its market share within the transport sector as well as improve its financial self-sustainability. The strategy will focus on increasing the reliability of the current infrastructure and rolling stock to meet the existing and emerging intermodal transport requirements. In principal, the project covers four areas, namely (i) Infrastructure and Rolling Stock investments; (ii) People, Organization, Performance monitoring; (iii) Regulation, Procedures and Processes; and (iv) Business Plan and Objectives:

Infrastructure investment will involve relaying works, bridge/culverts construction, signals and telecommunications system.

3. Objectives The main objective of undertaking Environmental and Social Impact Assessment for rehabilitation of the railway line from Dar es Salaam to Mwanza is to provide baseline data/information and to determine the likely potential environmental impacts associated with the project and provide mitigation measures prior to implementation of the proposed project.

The study will focus on Dar-Isaka segment and will review all available relevant documents, namely, preliminary design, maps, previous studies and any other work associated with this project. The study will be carried out in accordance with the requirements of the Environmental Management Act (2004), other applicable national laws and the World Bank Safeguard Policies) for undertaking the Environmental and Social Impact Assessment including International Conventions/Treaties.

The study will also review relevant laws and functions of the RAHCO and TRL in order to clearly reveal the institutional setting or administrative frameworks of the proposed project in Tanzania as far as environmental and social issues are concerned.

4. ESIA Requirements Regulations and guidelines that will govern the conduct of the assessment of the study will include the following: (i) National laws and/or regulations on environmental assessment; (ii) Regional, provincial or communal environmental assessment regulations; and World Bank Operational Policy 4.01: “Environmental Assessment” and other pertinent environmental/social safeguard policies, e.g., resettlement; and (iii) Relevant international environmental agreements/conventions to which the country is a party.

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5. Study Area The study area is between Dar es Salaam and Isaka on the central line railway corridor. It is an existing railway line which is being rehabilitated.

6. Scope of Work The consultant shall carry out all necessary tasks provided in this ToR. In cases, where information deficiencies need to be identified and resolved or specialized field studies performed to assess impacts, the consultant should define such particular tasks in more detail for the contracting agency’s review and approval. The consultant’s tasks shall include but not necessarily limited to the following:

Task 1. Description of the Proposed Project: Major components of the project to be described include, as appropriate Railway route(s), type of upgrading, Right of Ways, adjustments to alignments, including earthworks; repair/replacement of bridges; widening and stabilization of embankments; improvements to drainage and service ducts; sources of materials used during proposed railway infrastructure works; generation of wastes and their disposal expected volume of use and traffic impacts, necessary rehabilitation activities resettlement, land acquisition and temporary re-routing of traffic, safety features; staffing and accommodation of employees, including site clearance, scheduling of project activities; formation works relaying ,bridges/culvert rehabilitation, operation and maintenance activities (e.g. clearing of ditches, prevention of erosion, especially at culverts), Signals and Telecommunications system

Provide maps at appropriate scales to illustrate the general setting of project-related development sites, as well as surrounding areas likely to be environmentally affected. These maps shall include topographic contours, as available, as well as locations of major surface waters, roads, villages/towns, parks and reserves and political boundaries. Also provide, as available, maps to illustrate existing land uses.

Task 2. Description of the Environment: Assemble and evaluate and baseline data on the environmental characteristics of the study area. Include information on any changes anticipated before the project commences.

(a) Physical environment: geology (general description for overall study area); topography; soils; monthly average temperatures, rainfall and runoff characteristics; ambient air quality, surface and ground water hydrology; identity of streams, lakes, or marine waters; receiving water quality).

(b) Biological environment: flora and fauna; rare or endangered species within or in areas adjacent to project-related development sites and any adjustments to the present alignment; sensitive habitats, including wetlands, parks or reserves terrestrial communities in areas affected by construction, facility sitting, land application or disposal; aquatic, estuarine or marine communities in affected waters; significant natural habitats, species of commercial importance in land application sites and receiving waters.

(c) Sociocultural environment: present and projected population; present land use/ownership; planned development activities; community structure; present and projected employment by industrial category; distribution of income, goods and services; recreation; public health; cultural or historic sites, etc. Presence of HIV/AIDS and other sexually transmitted diseases

Task 3. Legislative and Regulatory Considerations: Describe the pertinent laws, regulations and standards governing water quality and use, pollutant discharges to surface waters and land, health and safety, protection of sensitive areas and endangered species, siting, land use control, etc., at international, national, regional and local levels (The TORs should specify those that are known and require the consultant to investigate of others).

Task 4. Determination of the Potential Impacts of the Proposed Project: Identify all significant changes that the project is likely to generate. Distinguish between significant positive and negative impacts, direct, indirect and cumulative impacts, and immediate and long-term impacts. Include indirect impacts (e.g., increased access to forests and other sensitive areas and increased urbanization). Identify impacts that may occur due to accidental events (e.g. spillage of toxic materials). Identify impacts that are unavoidable or irreversible. Wherever possible, describe impacts quantitatively, in terms of environmental costs and benefits. Assign economic values when feasible. Characterize the extent and quality of available data, explaining significant information deficiencies and any uncertainties associated with predictions of impact. If necessary, provide TORs for studies to obtain the missing information.

The engineering plans should reflect “best practice” in Railway alignment and construction to ensure that potential negative environmental impacts are minimized (e.g., through measures to prevent soil erosion, to ensure proper drainage, and provide for waste disposal such as of cut and fill material and used oil, spoil and borrow area restoration; avoidance/contro l resettlement, etc.).

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The ESIA should focus on the potential for negative environmental and social impacts caused by planned and unplanned (spontaneous) in-migration of people: clearing of forest lands for agriculture; increased pressure on fuel wood, fodder and water resources; social disruptions and conflicts; threat to natural habitats and important wildlife species, etc.

Special attention should be given to: (i) Air quality: air pollution from Ballast production plants; dust; noise from construction, equipment and blasting; (ii) Land resources: landslides; erosion; railway side litter; (iii) Hydrology: crossing of rivers, streams, canals and ravines; foreclosure of other land uses (if new alignment proposed); landslides; erosion; modifications to natural drainage patterns and groundwater elevation; flash flooding; (iv) Water quality: river/stream and lake sedimentation; use of pesticides; fuel and oil spills; water pollution from spills or accumulated contaminants on road surfaces; (v) Biological: impacts on biodiversity caused by facilitation of access to and spontaneous settlements in natural areas; impacts on coastal/wetland management; control of hunting and poaching/wood-cutting; and (vi) Socio-economic: loss of agricultural and residual lands; if applicable, destruction of properties; loss of livelihood or other social disruption; relocation of infrastructures; unplanned settlements; noise; threat to cultural and historical sites or artifacts; demographic changes; potential for HIV/AIDS and other sexually-transmitted diseases.

Task 5: Analysis of Alternatives to the Proposed Project:

 Describe alternatives that were examined in the course of developing the proposed project and identify other alternatives that would achieve the same objectives. The concept of alternatives extends to site and design of new alignments, rehabilitation techniques and phasing, and operating and maintenance procedures.

 Compare alternatives in terms of potential environmental and impacts; capital and operating costs (including mitigation measures and their monitoring); and institutional, training and monitoring requirements. To the extent possible, quantity the costs and benefits of each alternative, incorporating the estimated costs of any associated mitigating measures.

Task 6: Development of an Environmental and Social Management Plan (ESMP):

 Estimate the impacts and costs of the mitigation measures and of the institutional and training requirements to implement them. If appropriate, assess compensation to affected parties for impacts that cannot be mitigated

 Prepare an ESMP, including proposed work programs, budget estimates, schedules, staffing and training requirements, and other necessary support services to implement the mitigating measures, monitoring, etc. Include measures for emergency response to accidental events (e.g. entry of raw sewage or toxic wastes into rivers, streams, etc.).

 Prepare a detailed plan to monitor the implementation of mitigating measures and the impacts of the project during rehabilitation and operation (e.g. emission and ambient levels of pollutants where these may be detrimental to human health, soil erosion, changes in the floodplain). Include in the plan an estimate of capital and operating costs and a description of other inputs (such as training and institutional strengthening) needed to implement to plan. Include a regular schedule of monitoring the quality of surface and ground waters to ensure that mitigation measures are effective.

 Provide guidance for reporting and enforcement and conducting environmental audits.

 Depending upon local conditions and predicted impacts upon communities/individuals, there may be need for a resettlement Policy Framework and/or Resettlement Action plan.

 Review the responsibilities and capability of institutions at local, provincial/regional, and national levels and recommend steps to strengthen or expand them so that the ESMP may be effectively implemented. The recommendations may extend to new laws and regulations, new agencies or agency functions, intersectoral arrangements, management procedures and training, staffing, operation and maintenance training, budgeting and financial support.

An outline of the contents of the EMP to be included in the project’s Operational Manual should be provided along with environmental/social protection clauses for contracts and specifications.

Task 7. Assist in Inter-Agency Coordination and Public/NGO Participation: The Consultant will assist the government in coordinating the ESIA with relevant agencies and the government that will consult with affected groups likely to be affected by the proposed project and with local NGOs on the environmental and social aspects of the proposed project. These groups should be consulted when a draft ESIA is available (a summary of the ESIA will be available prior to the

Page 76 of 110 meeting). The draft ESIA should also be available in a public place accessible to affected groups and local NGOs being consulted.

Relevant materials will be provided to affected groups in a timely manner prior to consultation and in a form and language that is understandable and accessible to the groups being consulted. The Consultant should maintain a record of the public consultation and the records should indicate: means other than consultations (e.g. surveys) used to seek the views of affected stakeholders; the date and location of the consultation meeting, a list of the attendees and their affiliation and contact address; and summary minutes.

7. Deliverables and Duration of Assignment The following are principle deliverables for this assignment: (i) Inception Report for the ESIA ; (ii) Draft Final Rep orts for the ESIA & (iii) Final ESIA .

The timeframe for the entire consultancy services is estimated to be two (2) months.

8. Report Layout Provide an ESIA report that is concise and limited to significant environmental and social issues. The main text should focus on findings, conclusions and recommended actions, supported by summaries of the data collected and citations for any references used in interpreting those data. Detailed or uninterrupted data are not appropriate in the main text and should be presented in appendices or a separate volume. Unpublished documents used in the assessment may not be readily available and should also be assembled in an appendix. The environmental assessment report should provide the following (i) Executive Summary; (ii) Policy, Legal and Administrative Framework; (iii) Description of the Proposed Project; (iv) Description of the Environment; (v) Significant Environmental and Social Impacts; (vi) Analysis of Alternatives; (vii) Environmental Management and Social Plan, incl. mitigation, monitoring, capacity development and training and implementation schedule and costs; (viii) Inter-Agency and Public/NGO Consultation; (ix) List of References; (x) Appendices; (xi) List of Environmental Assessment Preparers; (xii) Records of Inter-Agency and Public/NGO Communication; and (xiii) Data and Unpublished Reference Documents.

9. Consultant Qualifications and Experience The individual consultant for conducting the assignment should have the following qualifications: (1) At least MSc. in Environmental Management, Environmental Planning or related field; (2) Sound knowledge of social aspects; (3) a proven ability for undertaking environmental and social assessments; (4) Proven skills for communication and working with the community; (5) Demonstrated understanding, knowledge and experience from undertaking environmental and social assessments; (6) Knowledge and experience on World Bank Environmental and Social Safeguard Policies; (7) At least 5 year experience of conduct similar assignments; (8) Registered by the National Environment Management Council in accordance to the EIA and Audit Regulations of 2005.

10. Services to be Provided by the Client The RAHCO will provide liaison with the Government Ministries and Departments in order to introduce the Consultant to them. However, the Consultant shall be fully responsible for collecting data and information from these agencies; paying for them where applicable.

The RAHCO shall provide transport to the project area and make available necessary reports /documents relevant to the assignment. RAHCO will assist the Consultant to: (i) Obtain formal consent from outside authorities or persons having rights or powers in connection with the works or the site thereof; and (ii) Obtain ministerial orders, sanctions, licenses and permits in connection with works.

11. Payment Schedule Payment will be as follows: (i) 30% of contract sum as an advance payment upon submission of an inception report ; (ii) 50% of contract sum upon submission of the draft final ESIA report ; and (iii) 20% of contract sum upon submission and acceptance of final ESIA documents by RAHCO.

12. 12. Confidentiality Statement All data and information received during the assignment, from respondents, RAHCO and the World Bank are to be treated confidentially and are only to be used in connection with the execution of these Terms of Reference. All intellectual property rights arising from the execution of these Terms of Reference are assigned to RAHCO. The content of written materials obtained or prepared in this assignment not be disclosed to any third parties without the expressed advance written authorization of RAHCO and/or the World Bank.

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Appendix 2: TRL’s Traffic performance 2001 - 2010

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Appendix 3: Chance Finds Procedure for PCRs

Applicability of the Chance Finds Procedure The following procedure shall apply to all TIRP activities that will involve physical works that have the potential to uncover or otherwise disturb tangible cultural heritage or PCRs.

Under TIRP implementation arrangements, a contract will be put in place with an ‘on-call’ archaeological monitor (RAHCO/TRL Consultant) who will advise on chance finds and any other cultural heritage issues arising from the implementation of activities under the TIRP.

Purpose of the procedure The objective of this Chance Finds Procedure (CFP) is to identify and protect previously unrecorded archaeological sites, artefacts or features from the potential impacts of TIRP-related activities. The Procedure applies to potential cultural heritage objects, features or sites identified as a result of any and all ground disturbing activities associated with TIRP. As a key part of the CFP an archaeologist with relevant field experience should be identified who can assist with dealing with the authorities in Tanzania designated with responsibility for cultural heritage.

Legal Requirements There are two principal pieces of Tanzanian national legislation that pertain to chance finds:

 The Antiquities Act, 1964; and

 The Antiquities (Amendment) Act, 1979.

The Antiquities (Amendment) Act, 1979 states that it should be read as one with the 1964 Act. The Antiquities Act, 1964 defines monuments and other protected objects, and it also sets out that in the case of a discovery (i.e. a chance find):

“….the occupier of any land who knows of any such discovery on or under such land, shall forthwith report the same to an administrative officer, the Commissioner [of National Culture], the Conservator [of Antiquities] or the Curator of the Museum. The discoverer of such a relic, monument, object or site shall take such steps as may be reasonable for the protection thereof and shall, where he makes a report concerning a portable relic or object, if so required (and on payment of the cost of delivery if any) deliver such antiquity or object to an administrative officer, the Commissioner, the Conservator or the Curator of the Museum, as the case may be.”

The Antiquities (Amendment) Act, 1979 sets out inter alia the Minster’s powers:

“….to declare any place or structure of historical interest to be a monument for the purposes of this Act” and sets out that:

“The Minister, after consulting the Minister for the time being responsible for lands may, by notice in the Gazette, declare to be a conservation area any area or site which: (a) in his opinion is a valuable national heritage for its aesthetic value; or (b) contains a homogeneous groups of monuments; or (c) contains buildings, structures or other forms of human settlement which in his opinion are a valuable national heritage for their historical, architectural, social or cultural value” and:

“….no person except the Director or a person acting on his behalf, shall whether on his own land or elsewhere, (a) excavate, dig or probe for monuments or relics; or (b) remove or collect any relic or any object he supposes to be a relic from the site of its discovery, except for the purposes of protecting it and reporting the discovery under the provisions of section 10 or for the purposes of delivering it to the authorities if required to do so under that section; or (c) search for or collect any ethnographical object, except under and in accordance with an excavation licence or in the case of an ethnographical object, a collectors licence issued by the Director [of Antiquities].”

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It also states that:

“No person shall sell or exchange any relic discovered in sales Tanganyika, or any protected object, except under and in accordance with a licence issued by the Commissioner.”

Chance Find Procedure Scope The scope and requirements of the CFP can be divided into two phases: the planning and preparatory phase, and the implementation phase. Prior to initiating ground-disturbing works associated with any type of TIRP activity, the contractor responsible for the works will receive a detailed briefing on the requirements of the protocol from RAHCO/TRL consultant.

A key objective of the briefing prior to onsite and other Project activities will be to familiarise the contractor with the process of using an off-site, ‘on-call’ archaeological monitor (the RAHCO/TRL consultant)4 and the circumstances under which the monitor will need to be called to the site/work area. The familiarisation process will also include training in the identification/recognition of objects/items of potential interest (see below).

In areas such as those identified where previous survey work has indicated that the sites are of low or moderate potential for containing cultural heritage sites in terms of structures/buildings, the permanent presence of an archaeological monitor will not be required. The RAHCO/TRL will, however, need to be available to respond to any chance finds identified by contractors during ground works.

Process for Managing Chance Finds During Implementation The key steps in the step-by-step process for managing any chance finds identified during construction are as follows.

In the event that the construction team encounters any chance finds during excavation or construction works the following procedures shall apply.

1. All construction activity in the vicinity of the find/feature/site will cease and RAHCO/TRL management personnel, the RAHCO/TRL consultant and the authorities will be informed.

2. The site will be marked, and active work at the site shall cease until an appropriate course of action has been determined (see below).

3. The detailed find location will be recorded.

4. The area will be secured to prevent any damage or loss of removable objects (pottery, artefacts, jewellery, coins, etc).

5. The RAHCO/TRL consultant will assess record and photograph the find/feature/site.

6. The RAHCO/TRL consultant will determine the appropriate course of action to take, and will discuss and agree this with the authorities.

7. All finds which have cultural heritage value as determined by the RAHCO/TRL will be delivered to the relevant authorities, as defined under the Antiquities Acts defined above, and other relevant legislation as may come into force at a future date.

8. Once the necessary documentation and (if appropriate) recovery and removal of materials with a cultural heritage value has been completed and authorization has been given by the responsible statutory authorities, the contractor may resume work at the site.

4 The RAHCO/TRL consultant should be a person who meets the requirements for granting of a license as defined in Section 12 of the Antiquities (Amendment) Act, 1979, i.e. an expert who “has had sufficient scientific training or experience to carry out the proposed excavation, search or collection satisfactorily”.

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Appendix 4: List of stakeholders consulted: MDAs

Appendix 5: List of stakeholders consulted: LGAs

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Appendix 6: List of stakeholders consulted: Freight Forwarders Agencies

Appendix 7: List of stakeholders consulted: Railway Service Providers

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Appendix 8: List of stakeholders consulted: Train Passengers

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Appendix 9: List of stakeholders consulted: Railway Side Communities

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Appendix 10: List of stakeholders consulted: Civil Society Organizations

Appendix 11: List of stakeholders consulted: TRL Workers

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Appendix 12: List of stakeholders consulted: RAHCO Management

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