E1 687 Vol. 1 UNITED REPUBLIC OF TANZANIA \ 1 Prime Ministers Office for Regional Administration and Local Government Public Disclosure Authorized The Dar es Salaam City Council Public Disclosure Authorized CONSULTANCY SERVICES FOR THE CONCEPTUAL DESIGN OF A LONG TERM INTEGRATED DAR ES SALAAM BRT SYSTEM AND DETAILED DESIGN FOR Public Disclosure Authorized THE INITIAL CORRIDOR Environmental and Social Impact Assessment (ESIA) Dar es Salaam February, 2007 Public Disclosure Authorized Rev 00 L*GIT i U LW GIT i = Environmental and Social Impact Assessment (ESIA) Study Integrated Dar Es Salaam BRT System Phase I Environmental and Social Impact Assessment (ESIA) Study INDEX 1.0 Introduction 1.1 Project Location 1.2 Responsibility for ESIA study and Project Engineering Development 1.3 Project Objectives 1.4 Precedents 1.5 ESIA Consultation and Disclosure 2.0 Project Summary 2.1 Project Infrastructure and Physical Works Description 2.1.1 Cross Sections 2.1.2 Bus Stations, Feeder Stations and Terminals 2.1.3 Bus Depots and Maintenance Shops 2.1.4 Intersections 2.1.5 Pedestrian Crossings 2.1.6 Bridges and other Special Structures 2.1.7 Corridor Pavement 2.2 Project Construction Planning 2.2.1 Construction Schedule 2.2.2 Construction Labor Requirements 2.2.3 Construction Materials Sourcing 2.2.4 Construction Support Infrastructure 2.3 Project Investment Cost 2.4 Project Operational Characteristics 2.4.1 Standard Vehicle and Fleet Dimensioning 2.4.2 Trunk and Feeder Service Design 2.4.3 Operational Control Systems 2.4.4 Project Staffing ii LJGIT i e Environmental and Social Impact Assessment (ESIA) Study 2.5 Public Transportation Reorganization 2.6 Central Business District Traffic Reorganization 2.7 Project Business Plan 3.0 Alternatives Analysis 3.1 Technological Alternatives 3.2 Alignment Alternatives 4.0 Baseline Conditions 4.1 Methodological Framework 4.2 Indirect Area of Influence (IAA) Baseline Conditions 4.2.1 Physical Environment 4.2.1.1 Climate 4.2.1.2 Geology and Geomorphology 4.2.1.3 Hydrogeology 4.2.1.4 River Systems and Hydrology 4.2.1.5 Air Quality 4.2.2 Biological Environment 4.2.2.1 Current Vegetation Cover 4.2.2.2 Fauna 4.2.3 Socio-Economic Environment 4.2.3.1 Population 4.2.3.2 Historic Urban Growth Patterns 4.2.3.3 Urban Structure 4.2.3.4 Transportation Infrastructure 4.2.3.5 Other Physical Infrastructure / Utilities 4.2.3.6 Social Infrastructure 4.3 Direct Area of Influence (DAI) Baseline Conditions 4.3.1 Physical Environment 4.3.1.1 Geology and Soils 4.3.1.2 Flood Plains and Natural Drainage Pattern 4.3.1.3 Water Quality 4.3.1.4 Noise Pollution Profile 4.3.2 Biological Environment 4.3.2.1 Flood Plain Vegetation and Fauna 111 LSGIT i - Enviromnental and Social Impact Assessment (ESIA) Study 4.3.2.2 Urban Vegetation and Landscaping 4.3.3 Socio-Economic Environment 4.3.3.1 Socio-Demographic Characteristics 4.3.3.2 Local Urban Structure 4.3.3.3 Land Use 4.3.3.4 Utilities 4.3.3.5 Historical, Cultural and Archeological Features 4.3.3.6 Social Organizations 4.4 Directly Affected Area (DAA) Baseline Conditions 4.4.1 Land Use 4.4.2 Project Affected People 4.4.3 Current Corridor Traffic 4.4.4 Corridor Utilities Survey 4.4.5 Corridor Vegetation 5.0 Legal and Institutional Framework 5.1 Institutional 5.1.1 Environmental Planning and Permitting 5.1.2 Urban Planning 5.1.3 Transportation Planning and Infrastructure Implementation and Operation 5.1.4 Expropriation and Resettlement 5.2 Legal 5.2.1 Environmental Planning and Permitting 5.2.2 Urban Planning and Zoning 5.2.3 Transportation Planning and Infrastructure Implementation and Operation 5.2.4 Expropriation and Resettlement 6.0 Environmental ans Social Impact Assessment 6.1 Methodological Framework 6.2 Activities with Impact Potential 6.3 Impact Receptors 6.4 Impact Identification and Description 6.5 Environmental and Social Mitigation and Management 7.0 Conclusions iv LNOGIT ie Environmental and Social Impact Assessment (ESIA) Study 8.0 List of References ANNEXES Annex 1 - List of Consulted PAP's Annex 2 - Intersections Annex 3 - Materials Sourcing Technical Data Sheets Annex 4 - Articulated Bus and Feeder Bus Illustrations Annex 5 - Current and Proposed Routes for IAI Daladala Services to be Re-routed Annex 6 - Vegetation Photographic Report Annex 7 - DAI - Land Use Identification Annex 8 - DAA - Land use Identification Annex 9 - Land Use Photographic Report Annex 10 - Traffic Management During Construction L\.~GIT i U environmental and Social Impact Assessment (ESIA) Study 1.0 Introduction 1.1 Project Location This Environmental and Social Impact Assessment (ESIA) study concerns Phase I - Parts A and B of Dar Es Salaam's Bus Rapid Transit system (DART). Dar Es Salaam is the capital of the United Republic of Tanzania and covers an area of 1,800 km2 in the municipalities of Kinondoni, Ilala and Temeke. The proposed system is a closed trunk - feeder system, we will refer to as trunk corridor. Phase I will have 20.9 km, 29 bus stations, 6 feeder stations, 5 terminals and 2 bus depots. The trunk corridor in its Phase I starts at the Kivukoni Terminal, near the Kigamboni Ferry Terminal, along the Kivukoni Front and Morogoro Road, ending in a Terminal at Kimara Mwisho. The Ubungo Terminal is located at an intermediate point along this stretch, near the intersection with Nelson Mandela / Sam Nujoma Road. A branch running along Kawawa Road from Magomeni up to Morocco, and another branch along Msimbazi Street to Kariakoo, are also part of Phase I. The Kawawa Road branch will have a terminal at the end of Morocco (Junction with Ali Hassan Mwinyi Road) while the Msimbazi Street branch will have a terminal at Kariakoo near the TRC railway line opposite the current Scandinavian Bus Terminal. Part A of Phase I of the trunk corridor covers 10 Km. embracing the stretch from the Kivukoni Terminal to Ubungo Terminal. Part B of Phase I covers the remaining 11 Km until Kimara Mwisho, as well as the Kawawa Road and Msimbazi Street branches. Integration along the corridor will take place at terminals or at stations through connecting services called 'feeder routes', which assure interaction of the trunk - system with other areas of the city surrounding the main corridor area of influence. Feeder services will be offered at Kimara, Morocco and Ubungo terminals, and Shekilango, Urafiki Mahakama, Magomeni Mapipa and Fire stations along Morogoro Road, and Mwinyijuma and Kinondoni along Kawawa Road. Figure 1.1.a illustrates the location of the project within Dar Es Salaam, distinguishing Part A from Part B segments of Phase I. 2 LW GIT i - Tnvironmental and Social Impact Assessment (ESIA) Study Figure 1.1.a P roject Location - Phases 1A and 1B 3 ,..,.n '.rs, T,rimn DART First Phase -P88,8 a Stabons Trmmls S F-d., S - 0 1Sk&rw .amxr T.n, O .S 1IS 2.4 1.2 Responsibility for ESIA study and Project Engineering Development Project Sponsor: Dar Es Salaam City Council Project Engineer: LOGIT: Logit Engenharia Consultiva Ltda, www.logitconsultoria.com.br, Sao Paulo, Brazil INTERCONSULT: Inter-consult Limited, www.interconsult-tz.com, Dar es Salaam, Tanzania Environmental & Social Consultants responsible for this assessment: LOGIT: Logit Engenharia Consultiva Ltda, www.logitconsultoria.com.br, Sao Paulo, Brazil INTERCONSULT: Inter-consult Limited, www.interconsult-tz.com, Dar es Salaam, Tanzania JGP Consultoria e Participacoes Ltda, Sao Paulo, Brazil 3 LUEGIT i -nvironmentalE and Social Impact Assessment (ESIA) Study 1.3 Project Objectives One of the major challenges facing large cities in developing countries is trying to cope with service provision for rapidly expanding urban populations amidst dwindling resources. Swelling population creates problems of urban sprawl into unplanned areas of cities where there is little or no road infrastructure and public services. With economic development car ownership grows, making it impossible to provide roads and parking space for so many cars. Municipal governments in these major urban centers are required to mobilize significant resources for infrastructure and services for efficient movement of people and goods. Large populations demand transport services, which can only be provided by well organized and managed public infrastructure and service. Despite these facts public transportation has been relegated in government priorities. The upshot is that urban transport has become a very sensible social problem in many cities because governments have left the market run out of control, allowing too many operators without adequate regulation. Low fares and lack of organization have created serious antagonism between the interests of the user and the operator. In Dar Es Salaam lack of infrastructure and regulation have resulted in unreliable service with astonishingly low levels of quality. Meanwhile, the minimal investment engaged by operators, explain the proliferation of small vehicles (Daladalas). A greater number of small buses are necessary to transport the same amount of passengers. Allied to small fares, the obvious consequences are overcrowded vehicles and congested roadways. To make business profitable, vehicles need to run full almost all the time. This means there are no schedules at all, long waiting times in the middle of the route, absence of services during some hours in some regions, especially at late hours in the evening. Another aspect of the problem are the bottlenecks generated in some stops due to the concentration of vehicles. In places like Posta or Bibi Titi Road, it is common to see huge congestions, before the Daladala stops and an empty street after this point. The serious public transport problem facing Dar Es Salaam has two main causes.