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Annex A
Scoping Report and Terms of Reference
ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT OF THE
PROPOSED CONSTRUCTION OF THE NEW STANDARD GAUGE
RAILWAY LINE, DAR ES SALAAM -ISAKA-MWANZA (1,219KM), TANZANIA
UNITED REPUBLIC OF TANZANIA
MINISTRY OF WORKS, TRANSPORT AND COMMUNICATION
Reli Assets Holding Company (RAHCO)
Sokoine Drive/Railway Street,
P.O.Box 76959, Dar es Salaam
Tel: +255 22 2112695; Fax: +255 22 2116525
Email: [email protected]
Submitted To:
National Environment Management Council Regent Estate, Mikocheni, P. O. Box 63154,
Dar es Salaam.
Tel: +255 22 2774852/ 0713608930;
Fax: +255 22 2774901
E-mail: [email protected]
Consultant:
Ardhi University Consultancy Unit (ACU)
P. O. Box 35176, Dar es Salaam, TANZANIA.
Tel: +255 22 2775004; Fax: +255 22 2775391;
E-mail: [email protected]
OCTOBER 2017
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TABLE OF CONTENTS
TABLE OF CONTENTS ................................................................................................................................ i
PART A: SCOPING REPORT ........................................................................................................... 1
1.0 INTRODUCTION ........................................................................................................................... 1
1.1 Background and Justification .................................................................................................. 1
1.2 Nature of the Project .................................................................................................................. 2
2.0 PROJECT DESCRIPTION ................................................................................................................ 3
2.1 Location (Route) ...................................................................................................................... 3
2.2 Project Activities ..................................................................................................................... 5
2.2.1 Mobilization or pre-construction phase ......................................................................... 5
2.2.2 Construction phase ......................................................................................................... 5
2.2.3 Demobilization of Temporary structures ........................................................................ 6
2.2.4 Operation phase.............................................................................................................. 6
2.2.5 Decommissioning Phase ................................................................................................. 6
2.3 The Project Design .................................................................................................................. 6
2.4 Project Requirements and Waste Generation ........................................................................ 7
2.4.1 Construction materials and labor force ......................................................................... 7
2.4.2 Wastes generation .......................................................................................................... 7
3.0 KEY ENVIRONMENTAL AND SOCIAL CHARACTERISTICS ............................................................. 8
3.1 Physical Environment .......................................................................................................... 8
3.2 Biological Environment ........................................................................................................ 8
3.3 Social Environment .............................................................................................................. 9
4.0 SCOPING AND HOW IT WAS CONDUCTED ................................................................................ 10
4.1 Methodology ......................................................................................................................... 10
4.2 Stakeholder Groups and How They Were Involved During Scoping Exercise....................... 10
5.0 BOUNDARIES OF THE PROJECT ................................................................................................. 16
5.1 Institutional boundaries ........................................................................................................ 16
5.2 Temporal boundaries ............................................................................................................ 16
5.3 Spatial boundaries ................................................................................................................ 16
6.0 PROJECT ALTERNATIVES............................................................................................................ 17
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6.1 No project alternative .......................................................................................................... 17
6.2 Change alignment ................................................................................................................. 17
7.0 SYNTHESIS OF RESULTS OF THE SCOPING EXERCISE ................................................................. 18
7.1 Synthesis of the results ......................................................................................................... 18
7.1.1 Potential Positive impacts ............................................................................................. 18
7.1.2 Negative impacts ........................................................................................................... 19
PART B: DRAFT TERMS OF REFERENCE ................................................................................................ 22
APPENDICES .......................................................................................................................................... 28
Appendix I: Results of Stakeholders Consultations .......................................................................... 28
Appendix II: List of stakeholders Consulted ..................................................................................... 67
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PART A: SCOPING REPORT
1.0 INTRODUCTION
1.1 Background and Justification
The Government of the United Republic of Tanzania (GoT) through the Reli Assets Holding Company (RAHCO) is embarking on a major railway revitalization programme in the country by rehabilitation and constructing new railway line links. The GoT intends to construct a Standard Gauge Railway (SGR) from Dar es Salaam to Mwanza via Isaka (1,219 km). This
partly follows the African Union (AU) and East African Community (EAC) decision in 2006 that that all new railway development project will be to standard gauge specification.
RAHCO intends to lay a separate SGR line alongside the existing Metre Gauge Railway (MGR) along the entire length from Dar es Salaam to Mwanza via Isaka.
The SGR project is in line with the overall aim of the GoT to revitalize and reinvigorate the
rail sector so as it can contribute more to the national economy. Moreover, currently over 95% of the traffic leaving the port of Dar es Salaam is transported by road to detrimental of the road network. It is thus expected that the upgrading of the rail sector especially the Dar
es Salaam-Isaka-Mwanza, will increase freight and passenger capacity as well as releasing pressure on the roads network. The SGR also will reduce the travel times for both goods and passengers. The GoT is committed to fund this project from her own financial sources.
RAHCO, a public owned company, mandated by the GoT to promote and manage the rail infrastructure in the country, has commissioned the Ardhi University (ARU) to undertake Environmental and Social Impact Assessment (ESIA) of the proposed SGR project. The ESIA study is being conducted in accordance with the Environmental Impact Assessment and Audit regulations (2005), formulated under the Environmental Management Act No. 20 of 2004 (Cap. 191). The Regulations provides for the National Environment Management
Council (NEMC) to oversee the ESIA process, which culminates with an award of the Environmental Certificate by the Minister responsible for Environment. The Certificate is among other prerequisite approvals required before the project is implemented.
Scoping is used to identify the key issues of concern at an early stage in the EIA Process. There are project benefits accrued from the process of scoping early, such as appropriate
route selection and identification of possible alternatives of both technologies and rail alignment. Scoping also identifies and initiates involvement of all interested and affected parties (IAPS) such as the proponent and planning and members of the public. The results of
scoping study determine the scope, depth and terms of reference (TOR) to be addressed within the Environmental Statement (EIS). The environmental Statement is the main output of the EIA process providing the environmental authority with sufficient information on the proposed project to warrant the issuance or refusal of an environmental certificate. This scoping exercise was conducted between August and September 2017.
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1.2 Nature of the Project
The project is about a major rail development that will link the ports of Dar es Salaam on the Indian Ocean coast and Mwanza on Lake Victoria shores, Tanzania. In accordance with EIA and Audit Regulations, (2005), the major infrastructure development projects fall under the mandatory category (Category I), which require a full EIA study.
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2.0 PROJECT DESCRIPTION
2.1 Location (Route)
The proposed SGR will run parallel to the existing Metre Gauge Railway from Dar es Salaam to Mwanza via Isaka. The SGR will traverse nine (9) regions including Dar es Salaam, Coast, Morogoro, Dodoma, Singida, Tabora, Shinyanga, Simiyu and Mwanza. It will pass through the the regional headquarters of Dar es Salaam, Morogoro, Dodoma, Tabora, Shinyanga and Mwanza City (see Figure 1). Rail segments to Mikumi, Singida, and Mpanda branches off
from Morogoro, Manyoni and Tabora respectively. However, these are not included in the
current upgrading project. Moreover, there will be by passes and re-alignment of some railway section in order to achieve design specifications. The rail will have approximate length of 1,219 km and will be laid parallel to the existing alignment and as much as possible on the existing right of way except where the safety and technical requirements dictates otherwise.
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Figure 1: Map of Tanzania showing the Dar es Salaam-Isaka-Mwanza Railway line
Project
Railway
Mwanza
Isaka
Tabora
Dodoma
Morogoro Dar es Salaam
Manyoni
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2.2 Project Activities
The actual implementation of the project will be conducted in three phases; mobilization,
construction (including demobilization of temporary structures) and operation phases. It is
the actual implementation of the project that will impact on the environment. The phases
and are briefly explained.
2.2.1 Mobilization or pre-construction phase
This phase entails mobilization of labour force, equipment and construction of
offices/camps as well as acquisition of various permits as required by the law. The decision
for the location of the construction campsites will be made after tendering process, and it
will be the duty of the contractor, who shall consult RAHCO and local communities.
Other activities during this phase include;
• Topographical Survey,
• Geo-technical Investigation,
• Soils and Materials Investigation,
• Land acquisition,
• Material purchase, importation/transportation, storage and preparation,
• Identification of borrow pits, quarry sites and sources of water
2.2.2 Construction phase
The project will be implemented under the Design-Build mode. Already RAHCO has entered
in contract with a Turkish company to implement the Railway Construction for the first 200
km between Dar es Salaam and Morogoro (already under construction). Other contracts
entail Morogoro- Makutupora; Makutupora–Tabora; Tabora-Isaka and Isaka-Mwanza. These are yet to be contracted out.
Technically the Railway constructions will involve laying the rail of well found embankment. The phase also includes the construction of hydraulic structures like drainage system and bridges. General the major activities include;
• Extraction and transportation of material sources
• Construction of new bridges
• Construction of longitudinal and cross drainage structures and systems
• Formation of embankment and laying of rail and concrete sleepers.
• Construction of new railway stations
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• Construction of campsites. First two camps are to be established within the Dar es Salaam-Morogoro stretch (Soga and Kidugalo stations). Others will be identified in the later stages of project development.
• Construction of storage yards and other temporary facilities
• Establishment of temporary storage areas for spoil materials
• Construction of electricity substations and power transmission system for the SGR
• Construction of access roads
• Construction of sleepers manufacturing industry at Soga station
• Installation of signaling and telecommunication system
• Electrification of the line and fencing.
2.2.3 Demobilization of Temporary structures
Demobilization of temporary structures will be done for proper restoration of the sites (e.g.
removing/spreading top-soils piled along the railway, restoration of borrow pits to the
required grades, removing all temporary structures etc. Campsites may be left for the local communities to use. Other activities include;
• Demobilization of the workshops and stockpile yards;
• Demobilization of campsite at least to the original site condition;
• Clearance of all sorts of wastes including used oil, sewage, sewage, solid wastes (plastics, wood, metal, papers, etc);
• Deposition all wastes to the authorized dumpsite and;
• Restoration of water ponds and temporary quarry sites to a natural and useable condition, termination of temporary employment
2.2.4 Operation phase
The actual usage of the SGR is expected to commence after the construction works. The SGR
will be operated by RAHCO or other designated company. The design period is 100 years,
after which re-laying of new rail may be necessary. During the operation time, RAHCO will
carry out routine maintenance.
2.2.5 Decommissioning Phase
Decommissioning is not anticipated in the foreseeable future. However, if this will happen, may entail change of use (functional changes) or demolition triggered by change of land use.
2.3 The Project Design
The main design parameters are an upgrade to standard gauge, an axle load of 35t and a design speed of 160 km/ for passenger trains and 120 km/h for freight trains and rail width of 1,435 mm (4ft 8⅟₂ in). The maximum train length is 2000 m. The SGR will be laid approximately 10 meters away from the existing MGR. The alignment will be adjacent to the existing alignment and the new horizontal curves will be designed whilst taking into
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account the relatively higher speed of the new train. Generally, the existing railway line will continue with operations during the construction period, with minimal disturbance (limited to sections where new embankment crosses the existing railway alignment). However, a major bypass is proposed in Morogoro town.
2.4 Project Requirements and Waste Generation
2.4.1 Construction materials and labor force
The essential construction materials include steel, gravel, stone aggregates, sand and water.
All materials are available in the project area except some special steel bars and cement, which shall be imported by the contractor.
Typical construction materials shall include steel bars; aggregates (hard stones); cement, water sand and timber. All with an exception of steel rail bars will be sourced locally. Gravels and fill materials shall be obtained from existing borrow pits though more will be opened up during the construction stage. Water will be sourced from the rivers along the project central railway line. Where surface water is not available or inadequate, boreholes will be constructed. Machinery/trucks of different sizes shall be deployed to site these include wheel loaders, compactors, vibrators, stone crushers, bulldozers etc. A construction corridor
of about 15m will be needed, which can be obtained in the existing 30m Right of way (ROW). The rail laying will also involve construction of bridges, culverts, drainage canals and some additional stations that will be introduced. The quantification of these will be given in the Environmental Statement. Each contract section will entail establishing 1-3 campsites, for labour forces, offices and material storage. At least 500 hundred people will be employed in each camp.
2.4.2 Wastes generation
There will be generic waste generation from construction activities. A lot of spoil materials will be produced during earthworks stage and embankment formation. This soil shall be stock piled along the rail alignment or at the new borrow pits. The soils shall be used to reinstatement sites at the end of the project.
Cement and other construction materials packages will also form part of the waste materials. Metal pieces, limited chemical wastes and atmospheric emissions from running plants, machinery vehicle engines are inherent wastes from the project. In addition, several tonnes of domestic refuse will be generated at each campsite. Quantitative evaluation of the waste generation will be done during detailed ESIA stage. A local disposal site shall be
designated by the Contractor in collaboration with the communities’ leadership in
respective areas. Camps shall maintain proper sanitation systems for domestic sewage disposal.
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3.0 KEY ENVIRONMENTAL AND SOCIAL CHARACTERISTICS
3.1 Physical Environment
The railway runs from the Indian Ocean coast (almost sea level) to Lake Victoria at the port of Mwanza at an altitude of about 1300masl. The land terrain varies from almost flat to 3%. Several climate patterns are observed along the transverse regions: tropical coast climate, typically hot, humid and rain (about 1000 mm per annum); semi-desert and desert climate encompassing the regions of Dodoma and Singida which experience rainfall below an
average of 500 mm per annum; and the lake equatorial climate around the lake with characteristic good rains and moderate climate.
Soil characteristics along the ROW fall within four major soil types sandy, loam, clay and black cotton soils with varying texture and clay soil varying in colour from yellowish brown to typical black cotton soil. These soil types contribute to different vegetation types that
feature along the project area. Most of the cultivated land is sandy loam to clay loam with some heavy clay soil (black cotton soil - mbuga) on the lower land. Soils.
The main rivers include Ruvu, Wami, Mwalongo, Mkondoa and Simiyu. The project area
occur in four drainage basins, which are the Wami/Ruvu basin (in Dar es salaam and Morogoro); Internal drainage basin in Dodoma, Singida, Shinyanga and Simiyu; Lake Tanganyika basin in Tabora and the Lake Victoria basin covering parts of Mwanza, Shinyanga nd Simiyu regions. Areas of Kilosa-Gulwe are normally flooded.
Figure 1: A section of the existing Railway line Near Soga in Kibaha-Coastal Reagion
3.2 Biological Environment
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The vegetation in the project area varies from coastal vegetation, Acacia-miombo woodlands, scrub forest, bushed grassland (i.e. grasses, trees, shrubs and forbs) with groups of scattered trees mainly baobabs (Adansonia digitata) and Commiphora characteristics to cultivated areas. Along most of the line route, natural vegetation has been replaced by anthropogenic activities such as livestock grazing and crop production. Parts of Dodoma and Singida (Manyoni) the railway goes through protected thickets. Other protected areas
include the selous Game Reserve, miombo forest, Rungwa Forest (Itigi) and other patches of natural forest.
Crops grown are cotton, maize, beans, sorghum, rice, sweet potatoes, sunflower etc. intertwined with human settlements. Riverine vegetation dominated by Ficus spp. and Phragmites mauritianus are also observed.
Figure 2: Typical semi arid vegetation at Dodoma
3.3 Social Environment
The project regions are inhabited by about 20 million people as per 2012 national census,
which is about 43% of the total population of Tanzania. There are many ethnic groups which are traversed by the railway line including the Wazaramo, Warugulu, Wakaguru and Wakwere in Dar es salaam, Coast and Morogoro regions; Wagogo and Wanyaturu in
Dododoma and Singida regions; Wanyamwezi, Wasukuma and Wakerewe in Tabora, Shinyanga, Simiyu and Mwanza regions. There also pastoralist groups of the Maasai residing in isolated areas along the railway line.
The main economic activities are agriculture; livestock keeping, industry, mining, fishing, petty trading etc. Agriculture employs most of the people. Mining is both small and large scale, the latter being represented by Williamson Diamond in Shinyanga. Industry is mostly
done in cities, especially Dar es Salaam and Mwanza.
Social services including schools, health facilities, roads, water supply, sewerage and sanitation, telecommunication etc vary from region to region and or from town to town. Most of the services are found in Dar es Salaam and the least in the rural areas of all regions. Communication towers like Voda Com, Tigo, Airtel, Hallotel etc are found almost in the
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entire project district, however do differ in intensities. Each region has regional hospital, while there are two referral hospitals - Muhimbili in Dar es Salaam and Bugando located in Mwanza. Common diseases include malaria, dysentery, UTI etc. HIV/AIDS is common to all regions, with relatively high rates in Dar es Salaam.
4.0 SCOPING AND HOW IT WAS CONDUCTED
4.1 Methodology
The scoping exercise was intended to determine the scope of the study by identifying stakeholders, defining the boundaries and the issues involved. The main objectives of this stage were:
Identification of main problems, constraints and issues associated with the project;
Identification of stakeholders,
Identification and discussion of project alternatives
Identification of the likely positive and negative impacts of the project.
Identification of data requirements
Determination of spatial, temporal and institutional boundaries of the project; and
Development of appropriate study methods This early stage first involved a preliminary review of the available information on the proposed development. The review helped to identify areas where further information would be needed in order to focus the scoping exercise and the ESIA in general. Further, the review helped to decide whom to talk to (i.e. stakeholder identification). An initial fieldwork was then conducted by team members of the EIA team in the project area. A simple methodology assisted in identifying key stakeholders and main environmental and social concerns. Physical observation and consultations (direct consultations) were the key methods used. The methods complimented other information obtained through desk study. 4.2 Stakeholder Groups and How They Were Involved During Scoping Exercise
Section 89 of the recently approved Environmental Management Act (EMA, 2004) provides directives on public participation in the EIA. Regulation 17 of the EIA Regulations (URT, 2005) provides further details and procedures for public participation in the EIA process. The term of stakeholders has now become common in the EIA process. Stakeholder included government agencies, beneficiaries, commercial companies, and all other formal or informal groups associated with a project. Interviews were used in the process of stakeholder identification. From one stakeholder, the team was connected to another and another stakeholder, in chain like or network process. During this scoping exercise the EIA team consulted Tanzania Railways Limited (Head Quarters) and major stations at Morogoro, Dodoma, Tabora and Mwanza. Also the team
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consulted all regional secretariat, district commissioners and district councils of all regions which the SGR shall pass. List of Stakeholders consulted is attached as Appendix II.
Table 1: Stakeholders Consulted in Each Region
Region Institutions Consulted
Dar es Salaam Regional Commissioner Office
Ilala District Council
TRL (HQ)
Coast Regional Commissioner
Kisarawe and Kibaha District Commissioners
Kisarawe and Kibaha District Councils
Morogoro Regional Commissioner Office
Morogoro Rural, Morogoro (Municipality), Kilosa, Mvomero and Gairo District Commissioners
Morogoro Rural, Morogoro (Municipality), Kilosa, Mvomero and Gairo District Councils
TRL Morogoro Station
Dodoma Regional Commissioner Office
Mpwapwa, Chamwino, Dodoma (Municipality), Bahi, District Commissioners
Mpwapwa, Chamwino, Dodoma (Municipality), Bahi, District Councils
TRL Dodoma Station
Singida Regional Commissioner Office
Manyoni District Commissioner
Manyoni District Council
TRL Itigi Station
Tabora Regional Commissioner Office
Uyui, Tabora and Nzega District Commissioners
Uyui, Tabora and Nzega District Councils
TRL Tabora Station
Shinyanga Regional Commissioner Office
Kahama, Kahama Rural, Shinyanga (Municipality) District Commissioners
Kahama, Kahama Rural, Shinyanga (Municipality) District Councils
TRL Malampaka Station
TRL Isaka Station
Simiyu Regional Commissioner Office
Kishapu District Commissioners
Kishapu District Councils
Mwanza Regional Commissioner Office
Misungwi, Kwimba and Mwanza District Commissioners
Misungwi,Kwimba and Mwanza District Councils
TRL Mwanza Station
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Other major stakeholders that were identified during this scoping exercise (to be consulted during detailed ESIA Study includes;
Infrastructure/ Utility Companies (TANROADS, TANESCO, TTCL and Water Authorities)
Transporters
Tanzania Ports Authority
Communities along the Railway 4.3 Identification of Issues and Problem Both scoping and initial fieldwork revealed the following key issues that will be expounded in the EIA study. The following is the summary of major issues that were raised by stakeholders during scoping stage, (For more details see appendix I);
1. Land take and Compensation-This issue was raised by almost all stakeholders consulted. Stakeholders think this is the main issue for this project as it touch direct the lives of the people living near the proposed SGR. Stakeholders in Dar es Salaam and Mwanza are complaining that their houses have been demolished without compensation while they were outside of the railway reserve of 7.5 from the centerline while RAHCO used the RoW of 15m from the centerline. Stakeholders of Kisarawe, Kibaha also complained about the access road constructed by the contractor while neither valuation nor compensation have been done. In Mwanza famous buildings such as Nyamagana primary school, TBA building, Mwanza club and part of Nyamagana stadium are some of important buildings and have been there for long time. Stakeholders advised that, for smooth implementation of the project, valuation of properties must be conducted and fair compensation paid before taking the land for the project.
2. Public Safety: Stakeholders are afraid that the project may increase accidents which might result in injuries and loss of lives. This is because, the project will pass through human settlements and it crosses the existing road. They advised that the rail line must be fenced and where the SGR cross the main roads, over passes should be provided rather than level crossings.
3. Protected Areas and Forest Reserves: The SGR shall pass through protected areas and forest reserves and therefore clearance of vegetation shall be necessary. The forest reserves may belong to TFS, District Council or Village. To mention a few are Itigi thickets at Manyoni; Marongwe, Marakaseko, Igalula and Kizengi village forest reserves in Nzega; Ilomelo, Igombe and Ipala Forest Reserves which bears various species such as miobo woodland, juvenadia glaspizia, jubanadia, telminadia, comletum,alveria and alfveria. Mininga and telcapus are other species in these reserves. Stekeholders insist the Botanical study must be conducted and included in ESIA and that District Natural Resources Officers must be involved during construction phase.
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4. Wildlife corridors: Since the SGR to a large extent shall follow the existing alignment, then there are which the railway crosses the wildlife corridors. Some of these corridors includes;
a. The areas of Manyoni are dispersal areas for elephants, and there have been marked the elephant route during the last periods of summer season and the early periods of rainy season. The movements are normally marked at Muhesi, Rungwa and Kizigo game reserves to Chemba through Msembeta areas (nearby Itigi round about).
b. Elephants crossing corridor at Tula areas that is movement from Ugala to Nzega to Nyahua.
Stakeholders are of the opinion that wherever there is an animal migration route a flyover must be constructed to that to avoid accidents.
5. Employment: The issue of employment during construction phase was raised by almost all stakeholders, the issue can be divided into four groups;
a. All unskilled labour must be fetched from the villages along the project area
b. All labour laws must be followed especially the provision of the minimum wage and registration to the pension funds
c. Recruitment process should be open and transparent, preferably local leaders should be involved directly.
6. HIV AIDS and other STDs: This is a strong issue to address in the project areas. Along the project area, there are several areas mostly hit by the pandemic disease. Stakeholders are worried that the project will lead to HIV and STDs transmission within camps and neighboring community due ti influx of people working in the project area and job seekers. The data collected from Community development officer in every district along the project road shows that the prevalence rate varies between 2 (at Mpwapwa) and 5 (Mwanza). HIV AIDS sensitization program must be prepared and implemented during construction phase all along the project area.
7. Solid Waste Management during Construction: Proper solid waste management during construction and operation phase was overemphasized by stakeholders. During construction phase there shall be a lot of vegetation from site clearing, packaging materials, debris etc. The contractor must have a good waste management plan to ensure that wastes are collected and disposed in a manner that it does not pollute the environment. All proposed temporary dumping area must be well investigated and approved by respective District/ Municipal Council before dumping start otherwise all waste for disposal must be disposed off at authorized dumpsites.
8. Solid Waste Management during Operation Phase: This issue was raised by TRL stations officers consulted during scoping exercise. Food waste is the most common waste in trains during operation phase, although there are other wastes including papers, plastic bottles, plastic bags etc. Stakeholders advised that if possible the windows of the wagons be closed all the time so that all the waste should remain in
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the train until it reach the station. Also each wagon must have adequate number of waste bins. At the end stations (Mwanza and Dar es Salaam the waste must be unloaded to skip buckets/ collection stations ready for disposal on authorized dumpsites/landfill.
9. Liquid Waste Management during Construction Phase: Sewage and Oils are the mail liquid wastes during construction phase. Stakeholders with experience from past liner projects raised this issue as they expect that workers when working far from the camp shall help themselves haphazardly on the environment since the toilets are provided only at the camp. Used oils at the camps and is also a big issue since it is categorized as Hazardous waste. Stakeholders had the opinion that if possible contractor should have mobile toilets which can be moved from one area to another then desludging should be done at the camp. Also the contractor must have adequate facilities to handle used oils at site before they are collected by authorized waste collector (by NEMC).
10. Liquid Waste Management during Operation Phase: Stakeholders (Especially) TRL expect that the sanitation system within the SGR shall be different from the one in the MTR. The trains must have enough capacity to hold wastewater for the whole period of the journey so that emptying should be done at the end stations. At the stations there must be special conduits that can be attached to the train so as to drain the wastewater from the train to the designated area.
11. Drainage, flooding and Sedimentation issues: It was emphasized during consultations that the drainage channels should not be directed to the farms or settlement rather it should be directed to proper existing natural drainage channels. Also, some parts of the project area either receives high rainfalls or located in flood prone areas. In these sections flooding and huge sedimentation is usual during rain period. As such there are many culverts and bridges many of them may need improvement. Stakeholders in Kilosa and Mpwapwa have Identified Gulwe area to be a flood prone area and therefore needs special attention of the designer. The existing drainage system and detention dams have been highly affected by sedimentation. Stakeholders advise that detailed hydrological studies should be conducted so as to have a design that can accommodate the flows during rain season.
12. Removal of Infrastructure/Utilities within the RoW: Stakeholders were concerned with the fact that the there are some areas which infrastructure such are water pipes, power lines, telecommunication lines, gas pipeline etc are within the RoW or cross the SGR. Definitely these have to be removed to pave way for construction of the railway. To minimize chaos and disturbance to the community, stakeholders had the opinion that;
a. All infrastructure to be affected should be identified earlier
b. Respective operators/owners of the infrastructure must be informed as soon as it is certain that the infrastructure shall be affected
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c. Early notification must reach the general public so that they know that there shall be some disturbance of service during shifting of infrastructure.
13. Increased Traffic: The SGR is expected to pass through district and regional towns as it traverses from Dar es Salaam to Mwanza. Stakeholders consulted are worried that if level crossings shall be provided where the railway crosses the road then the traffic congestion shall dramatically increase. The towns in subject are Dar es Salaam, Morogoro Town, Dodoma Town, Tabora Town and Mwanza Town. They suggest that if possible the SGR should divert these towns (Except for Dar es Salaam and Mwanza) or Overpass must be provide in all junctions that the railway cross the road.
14. Provision of Service Ducts: The new design of the rail way line has to provide the service ducts/pipes for water and other services to accommodate the towns expansion with requisite service provisions. It was propose that the service ducts has to be provided at the interval of every 500m to 1000m or any depending on the technical aspects.
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5.0 BOUNDARIES OF THE PROJECT
Identification of boundaries within which the ESIA will be undertaken is an important component of the scoping exercise. There are three types of boundaries that are considered in this scoping and the EIA in general: institutional, temporal and spatial boundaries. 5.1 Institutional boundaries
Institutional boundaries refer to those institutions and sectoral boundaries in which the project lies or interacts. These can be determined from political boundaries, Acts, regulations and institutional mandates and administrative structures. The proposed development is about railway construction project. This proposed development touches the interest of a number of people and administrative units in relation to several policies, laws and plans, and the overall transport sector including Ministry of Works Transport and Communication, RAHCO and TRL. These institutions will be consulted in this EIA process. 5.2 Temporal boundaries
Temporal boundaries refer to the lifespan and reversibility of impacts. For example, the impact of construction work for the SGR may be short-lived, but the presence of this railway may have implications that stretch far into the future. Therefore, some of the impacts that may occur during construction, e.g. noise caused by bulldozers will disappear as soon as the construction phase will be completed. The construction period will last for not more than 4 years while the operational phase is designed for 50 years unless unforeseen event occur. 5.3 Spatial boundaries
The spatial dimension encompasses the geographical spread of the impacts regardless of whether they are short term or long term. The spatial scale considers the receptor environmental component and can be local or broader. Two zones of impacts namely core impact zone and influence impact zone are considered.
1. The core Impact zone- The core impact zone includes the area immediately bordering the project (0-500m both sides of the project railway). In the case of this project, local impacts will include the site of the construction and the immediate surrounding areas. Most of positive impacts are expected to be within this boundary.
2. The influence impact zone- includes the area beyond 500m from the proposed site.
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6.0 PROJECT ALTERNATIVES
Consideration of project alternatives is crucial in ensuring that the developer and decision-makers have a wider base from which they can choose the most appropriate option. In this scoping report and the ESIA in general, the following alternatives are considered and will be examined in detail during the EIA process: 6.1 No project alternative
The no project alternative entails retaining the current status quo (with the Metre Gauge) without developing the new SGR line. Adopting this option would mean avoiding most of the negative effects associated with the Railway construction and missing all the positive benefits that would accrue such as improved community life, increased capacity of the central railway by ferrying more freight and passengers, improved operation and financial returns, Ease access to markets, employment opportunities, improved agriculture through accessing farm inputs etc.
6.2 Change alignment
An alternative to realign the railway (apart from the MTR RoW) was considered. This entails taking virgin or cultivated land to be transformed into a railway line. The costs involved in compensation, effects on livelihood, and biological destruction would be extremely very high. Since this alignment has existed for the last 40 years, there is no good reason to re-align it. However, minor realignment is expected to improve the geometric layout of the railway to accommodate high speed train.
18
7.0 SYNTHESIS OF RESULTS OF THE SCOPING EXERCISE
7.1 Synthesis of the results
The scoping exercise generated a range of issues and concerns regarding the proposed construction of of the SGR. The reactions from various stakeholders were mixed though generally everyone is very positive on the project. It is the anticipation of Most stakeholders that constructing the SGR will economically open-up these areas towards better community life. The results of the scoping exercise are synthesized in terms of Positive and Negative Impacts as described in section 7.1.1 and 7.1.2 below; 7.1.1 Potential Positive impacts
Increased capacity of the central railway by ferrying more freight and passengers
Improved operation and financial returns
Improved connectivity within and outside the borders-EAC and the rest of the African continent resulting into increased trade
Economic growth will be stimulated through increased business activities. Local businesses will grow due to increased demand triggered by new settlers.
Ease access to markets. The upgraded railway will ease access to markets thus increasing supply of commodities and consequently lowering prices of industrial goods.
Employment Opportunities both direct and indirect
Increased money circulation will result into increased income consequently better standard of living of people in the project area.
Transport costs will be lowered and there will be shorter travel times between the town and some village centres.
Access to social services will be eased for residents including the disabled.
Improved agriculture through accessing farm inputs that are presently not easily accessible due to poor transportation
Increased socio-cultural interaction is another anticipated positive impact. The implementation of the project will bring many people from different cultural backgrounds. The interactions may bring about social changes in the communities
along the railway.
19
There will be improvement in schools infrastructure. Housing units and classrooms will improve as availability of building materials will improve due easy transportation of goods. The improved railway will motivate teachers, medical staffs to work in the rural areas consequently increasing the number of professionals in the districts
Improved accessibility to support conservation efforts in the area. Natural resources officers working in the project area will be able to access more remote reserve/protected areas in the course of curbing unlicensed natural resources exploitation practices.
7.1.2 Negative impacts
Increased HIV/AIDS and other sexual related diseases:
Construction and operation of the railway will bring many people in the project areas that will increase personal interactions that can lead to increased STDs and other diseases like HIV/AIDS.
Mitigation Measures
o Since construction camps will attract many job seekers and trade mongers, the contractor shall enforce a code of conduct in the camps to encourage respect for the local community and to maintain cleanliness of the camp at all times.
o The contractor shall deploy locally available labour to reduce risk of spreading of communicable diseases (especially STD).
o A safety, health and environment induction course shall be conducted to all workers, putting more emphasis on HIV/AIDS, which has become a national disaster.
o In order to prevent more HIV/AIDS infection, during the implementation phase, the
project should include information education and communication component (IEC) in its budget. This will help to raise more awareness on HIV/AIDS, and means to suppress its incidence.
Land take
Land needed for the project will be taken from the current owners. Land being the major means of production implies that loss of the same would have a negative impact on household incomes and livelihood. Vulnerable groups such as single
women (widows, divorced) living below poverty line are of particular concern. A
total of 3.7 MHa of land is needed, and almost all is under RAHCO ownership. However, additional land required will necessitate compulsory acquisition.
Mitigation Measures
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o RAHCO shall develop and implement a Resettlement Action Plan which includes the valuation and compensation of the affected persons and provision alternative means of land to affected persons.
Displacement of people and expropriation of property: The implementation of the project would necessitate relocation of some properties that are within the ROW, especially at town bypasses and re-alignment sections. The properties may include residences, business premises, and food storage and community structures. Loss of these properties will affect livelihood of the affected people.
Mitigation Measures
o RAHCO shall develop and implement a Resettlement Action Plan (RAP) which includes the valuation and compensation of the affected persons.
Reduced safety:
Fast train speed can be a new experience to many people residing along the existing railway line. This situation can be a source of unwanted accidents.
Mitigation Measures
o The SGR shall be fenced
o The railway design shall take account of safety concerns especially at human habitation crossings e.g. installation of adequate signages.
o Awareness seminars shall be conducted during the construction and operation phases
o Traffic management plan shall be incorporated in the designs to include for example
details of signs, markings, intersection layouts, access restrictions, crossings,
footpaths etc.
Loss of biodiversity
Loss of biodiversity will be experienced during the clearing for railway embankment formation. Huge biomass will be cleared that may include important and rare species.
Mitigation Measures
o Close supervision of earthworks shall be observed in order to confine land clearance within the construction corridor. railway
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o Topsoil shall be stockpiled and used for reinstating flora along the railway. It is assumed that displaced fauna will return once the work is over, or seek another habitat locally.
Land degradation and increased erosion:
Stone earthworks, quarrying and establishment of borrow pits will cause land degradation and promote soil erosion.
Mitigation Measures
o Unnecessary ground clearance and sensitive re-alignments shall be avoided. o Lined drainage channels at sensitive terrains shall be provided to control speed and volumes of storm-water. The discharge points must be carefully chosen to avoid erosion of arable land and creation of gullies.
o Proper grading to promote sheet flow and minimize flow concentration on
unconsolidated soil.
o Directing flow to properly designated channels.
Loss of business to truck owners and drivers
Most of the freight currently being ferried by road will be diverted to SGR once it starts operation. That will be a catastrophe to truck owners and drivers. They will lose business and employment.
Mitigation:
Create awareness to affected groups and advise them to prepare themselves for alternative jobs or businesses
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PART B: DRAFT TERMS OF REFERENCE
ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT OF THE PROPOSED CONSTRUCTION OF THE NEW STANDARD GAUGE
RAILWAY LINE, DAR ES SALAAM -ISAKA-MWANZA (1,219KM), TANZANIA 1. INTRODUCTION
The detailed scope for undertaking Environmental and Social Impact Assessment is intended to guide the Consultant to address relevant environmental and social issues during the assessment process. Among others, the ESIA shall be conducted in accordance with the requirements of the Environmental Management Act (2004). The Consultant shall do everything necessary to meet the objectives of the services and not less than the following task that should be undertaken during the Environmental and Social Impact Assessment.
2. SCOPE OF WORK
Task 1: Description of the Proposed Project
The Consultant shall provide description of the relevant parts of the project using maps of appropriate scale where necessary and include the following information:-
- Project justification; - Location; - General layout, size, and capacity; - Area of influence of the SGR works - Pre-construction activities - Construction activities - Schedule of project activities - Staffing and support; - Facilities and services - Operation and maintenance activities - Required offsite investments - Life span
[Note: specify any other type of information relevant to the description of the project]
Task 2: Description of the Environment
Assemble, evaluate, and present baseline data on the relevant environmental characteristics of the study area. Include information on any changes anticipated before the project commences. Modify the lists below to show the critical information for this project category or which is relevant to it. Environmental characteristics of the study area shall be presented on a map to facilitate the understanding of the study area
(a) Physical environmental This shall cover geology; topography; soils; climate and meteorology; ambient air quality; surface and groundwater hydrology; existing sources of air emissions; existing water pollution discharges; and receiving water quality.
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(b) Biological environment: flora; fauna; rare or endangered species; ecologically important or sensitive habitats, including parks or reserves, significant natural sites; species or commercial importance; and species with potential to become nuisances, vectors, or dangerous (of project site and potential area of influence of the project).
(c) Socio-cultural environmental; population land use; planned development activities community structure; employment; distribution of income, goods and services; recreation; public health; Gender issues and HIV/AIDS, Cultural/ historic properties; tribal peoples and customs, aspirations, and attitudes to the project.
Task 3: Legislative, Policies, Administration Framework
Describe the pertinent regulations and standards governing environmental quality, health and safety, protection of sensitive areas, protections of endangered species, siting, and land use control at international, national regional and local levels, The Consultant shall undertake a review of policies, legislation and administrative framework within which the environmental management of the proposed SGR works will be carried out. The following and any other relevant legislation and policies shall be reviewed:-
National Environmental Policy (NEP) of 1997
National Transport Policy (2002)
National Mineral Policy (1997)
Construction Industry Policy (2003)
National Land Policy (1995)
Energy Policy (2003)
National Human Settlements Development Policy (2000)
National Gender Policy (2002)
The National Water Policy (2002)
National Forestry Policy (1998)
Agricultural and Livestock Policy (1997)
National Policy on HIV/AIDS (2001)
Environmental Management Act No. 20 of (2004), Cap. 191
The Land Act No. 4 of 1999 and the Village Land Act No. 5 of (1999)
The Water Resources Management Act No. 11 of 2009
The Water Supply and Sanitation Act No. 12 of 2009
Energy and Water Utilities Regulatory Authority Act, 2001
The Railways Act, 2002
Protected Places and Areas Act (1969)
Antiquities Act of 1964 (as amended in 1979) and the Antiquities Rules of 1991
The Urban Planning Act (2007)
Land Use Planning Act (2007)
Occupation Health Safety (2003)
Local Government Acts No.7 & 8 of 1982
National Land Use Planning Commission Act 3/84
Forest Act, 1957 (Revised in 2002)
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Explosives Act, 56/63
Regional and District Act No 9, 1997
Mining Act (1998) T
The Land Acquisition Act 1967
The Wildlife Conservation Act, 1974
Employment and Labour Relations Act No. 6 0f 2004
Engineers Registration Act and its Amendments 1997 and 2007
The Contractors Registration Act (1997)
The HIV and AIDS (Prevention and Control) Act of 2008
The Local Government Laws (Miscellaneous Amendments) Act (1999)
Task 4: Assist in Interagency Coordination and Public/NGO Participation Assist in coordinating the EIA & SIA with other government agencies, in obtaining the views of local NGOs and affected groups, and in keeping records of meetings and other activities, communications, and comments and their disposition. Establish the views of the public with regards to the potential impacts of the proposed railway works. Identify the different groups of stakeholders, and then use the most appropriate method to establish their views. Particular attention shall be paid to the disadvantage groups (e.g children, the elderly and women) that may be affected by the proposed project. The Consultant shall undertake an open and transparent consultation process to ensure that the views of interested and affected parties are and approximately incorporated in the project design. Minutes of the meetings conducted during this public involvement should be recorded for submission as part of the report. At least one meeting with Environmental Committee of each district council shall be held to obtain their views on the project and its implication to the environment and social aspects.
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, which would achieve the same objectives. The concept of alternatives extends to siting, design, technology selection, construction techniques and phasing, and operating and maintenance procedures. Compare alternatives in terms of potential environmental and social impacts; capital and operating costs; suitability under local conditions; and institutional, training, and monitoring requirements. When describing the impacts, indicate which are irreversible or unavoidable and which can be mitigated. To the extent possible, qualify the costs and benefits of each alternatives, incorporating the estimated costs of any associated mitigating measures. Include the alternative of not constructing the project to demonstrate environmental and social conditions without the project. Various environmental and social criteria should be developed to select the best railway alternatives.
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Task 6: Identification, Analysis and Assessment of Potential Impacts
The Consultant shall identify, analyse and assess environmental and social impacts of the proposed railway works. The Consultant shall distinguish between positive and negative impacts, direct and indirect impacts, and immediate and long-term impacts. Identify impacts that are unavoidable or irreversible. Wherever possible, describe impacts quantitatively, in terms of environmental components affected (area, number), environmental and social costs and quality of available data, explaining significant information deficiencies and any uncertainties associated with the predicted impacts. The assessment 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; and threats to woodlands and important wildlife species. The assessment should also examine the potential for linear resettlement that usually involves projects producing linear patterns of land acquisition. An overview shall be provided of different groups of people and their cultural, ethnics and socio-economic characteristics, and how they are likely to benefit and / or be negatively affected by the project. Negative impacts may include but not be limited to physical relocation, loss of land or other physical assets, or loss of access to livelihood. The significance of impacts of the proposed railway works shall be assessed, and the basis of this assessment shall be specified. The Consultant should take into consideration existing by-laws, national and international environmental standards, legislation, treaties, and conventions that may affect the significance of identified impacts. The Consultant shall use the most up to date data and methods of analyzing and assessing environmental and social impacts. Uncertainties concerning any impact shall be indicated. The Consultant shall conduct a review of gender issues in the project study shall include the rail section influence to the lives of men, women, and children, the elderly and disabled so as to come up with a quantifiable analysis of the benefits which will accrue to them during and after the SGR construction.
Task 7. Mitigation Measure
The Consultant shall suggest cost-effective measures for minimizing or eliminating adverse impacts of the proposed railway works. Measures for enhancing beneficial impacts should also be recommended. The costs of implementing these measures shall wherever possible be estimated and presented. If compensation is recommended as one form of mitigation, the Consultant shall identify all the names and physical addresses of people to be compensated. The Consultant shall review the ongoing measures on HIV/AIDS awareness creation within the project area and proposed for the mitigation measures. The proposed shall include a
26
plan of action, which will identify responsible key implementers, time frame and expected output. Proposed mitigation measures and cost estimates shall be grouped in a separate Bills of Quantities (BOQ) for the project and should also include cost of supervision for the implementation of mitigation measures.
Task 8. Environmental and Social Management Plan (EMP) The Environmental Management Plan focuses on three genetic areas: implementation of mitigation measures, institutional strengthening and training, and monitoring. The Consultant shall prepare an Environmental and social Management Plan, Which will include proposed work programme, budget estimates, schedules, staffing and training requirements and other necessary support services to implement the mitigation measures. Institutional arrangements required for implementing this management plan shall be indicated. The cost of implementing the monitoring and evaluation including staffing, training and institutional arrangements must be specified. Where monitoring and evaluation will require inter-agency collaboration this should be indicated. Identify institutional needs to implement environmental assessment recommendations. Review the authority and capability of institutions at local, regional, and national levels and recommend how to strengthen the capacity to implement the environmental and social management and monitoring plans. The recommendations may cover such diverse topics as new laws and regulations, new agencies or agency functions, inter-sectoral arrangements, management procedures and training, staffing, operation and maintenance training, budgeting, and financial support. Prepare detailed arrangements to monitor the implementations of mitigating measures and the impacts of the project during construction and operation. Include in the plan an estimate of capital and operating costs and a description of other required inputs. In the case of land acquisition, a Resettlement Action Plan should be prepare and implemented in according to the National Land and Village Land Act 1999. All properties to be affected by the railway project should undergo valuation for compensation.
3. REPORTING The ESIA reports should be concise and limited to significant environmental 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 data. Detailed or un-interpreted data are not appropriate in the main text and should be presented in appendices or separate volume. Unpublished documents used in the ESIA may not be readily available and should also be assembled in appendices. Organized the ESIA may not be readily available and should also be assembled in appendices. Organized the ESIA reports according to the outline in the Environmental Impact Assessment and Audit Regulations (2005). The main report contains separate an Executive Summary both in English and Swahili.
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4. STAFFING The Consultant should employ an Environmental Impact Assessment Expert, Environmental Engineer, Socio-economist, Botanist, Wildlife Expert, Water Resources Expert and climate change expert to carry out the EIA study. In addition, the Consultant may wish to absorb other supporting staff to facilitate efficient expedition of the work.
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APPENDICES
Appendix I: Results of Stakeholders Consultations
Authority /
institution
Name of Consulted
Person
Position/
Designation
Issues raised
KIBAHA
DISTRICT
COUNCIL
RUTH N. MWELO Ag. DHRO The employment should consider minimum wage of the
government and other benefits
Employment should be on contract basis so that employees are in
highly protected against violence
KIBAHA
DISTIRICT
COUNCIL
HAPPY CHINDULI DTO
(A/BIASHARA)
Unwanted construction materials should be handled well so that
they do not pollute the environment
Health and Safety issues should be highly observed during
implementation of the project
KIBAHA
DISTRICT
COUNCIL
Eng. NCHAMBI ENGINEER/ROA
DS
Access road to Soga can only accommodate 10 tonnes load
therefore the contractor should not overload the trucks when using
these roads
The Engineer is wondering why the clearance has started before
the evaluation of who and how the project affect people and their
properties
Drainage systems from the project should be designed in such a
way that they do not interfere human settlements, the environment
29
Authority /
institution
Name of Consulted
Person
Position/
Designation
Issues raised
and other activities
KIBAHA
DISTRICT
COUNCIL
WINFRIDA
ZABRON
ENVIRONMENTA
L OFFICER
Training on the effect of rapid population growth and associated
consequences should be provided effectively
Sanitation systems to be used such as latrines should be the
common ones and enough to sustain the big population during
construction
Solid waste should be well managed, this include sorting and
separation to reduce the amount of waste reaching the dumpsite at
Kikongo (Mlandizi)
KIBAHA
DISTRICT
COUNCIL
MARCELLA F.
MANGOSONGO
DCDO The district council should be involved in early stages of the
implementation of this project so that measures on controlling
various diseases and other effects of rapid population growth are
emphasized
DISTRICT
COUNCIL
FARID MUSSA Ag. DWE The project water supply should be taken from the trunk main this
will increase revenue to the Government but also ensure proper
utilization of resources
Requests for schedule of work so that they can prepare for the
construction work.
Information during assessment on the compensation issues should
be sent to DC so that they are aware and participate fully
30
Authority /
institution
Name of Consulted
Person
Position/
Designation
Issues raised
KIBAHA
DISTRICT
COUNCIL
FELIX SHAYO REGINAL
NATURAL
RESOURCE
OFFICER
The ROW should at any possibility avoid animals from seeing or
hearing train noise as this causes fear to animals and as a result
they can escape
KIBAHA
DISTRICT
COUNCIL
BUPE J.ANGETILE ROAD ENGINEER The coming railway should be reliable
Compensation should be in practice and effective
Proposes that there should be a direct connection from the road to
the railway line (SGR)
They see a positive impact on economy of the region and the
country at large.
KIBAHA
DISTRICT
COUNCIL
Eng. ALPHONCE
C. MGANGA
ASSISTANT
ADMINSTRATIV
E SECRETARY
(AAS) WATER
SECT.
Requests for water quality of the drilled boreholes at Soga
campsite
KIBAHA
DISTRICT
COUNCIL
CECIL M. SIAFU ENVIRONMENTA
L ENGINEER
Liquid waste should be well managed at campsite so that to
minimize the outbreak of diseases
KISARAWE
DISTRICT
MUSSA L. GAMA DED Requests that there should be at least one station in Kisarawe so
that people can benefit more with the SGR
31
Authority /
institution
Name of Consulted
Person
Position/
Designation
Issues raised
COUNCIL Fair compensation should be implemented before the project
starts
KISARAWE
DISTRICT
COUNCIL
EDMUND
LIVINDA
Ag. DESO Visegese Industrial Park is being disturbed; this disturbs the
whole operation of the district.
Rehabilitation after construction of the SGR should be planned
because Kisarawe is surrounded by lots of forests clearance has
disturbed the look of Kisarawe as a tourist district
KISARAWE
DISTRICT
COUNCIL
JOSEPH MAKYAO Ag. DCDO Proper security systems along the SGR should be enhanced to
ensure the project is sustainable.
KISARAWE
DISTRICT
COUNCIL
LISTEN MATERU Ag. DWE Shortage of water is a big issue along the railway line therefore
planning ahead is important to ensure that the railway line has a
constant supply of water
There is a plan to extend the supply from DAWASCO trunk main
to the ROW.
Solid waste around Kisarawe stations should be well collected
stored and disposed well to the nearest dumpsite in pugu
KISARAWE ERNEST M. Ag. DE At least request one station at Mzenga
32
Authority /
institution
Name of Consulted
Person
Position/
Designation
Issues raised
DISTRICT MAUNGO Roads , and pedestrian crossing should be given provision to
ensure no interference during operation of the SGR
KISARAWE
DISTRICT
COUNCIL
A.R. MOHA VALUER Complains on why clearance has started before can hinder the
sustainability of the project
Valuation team of the consultant should inform the valuation team
of the district so that they participate
Request the areas where clearance has not started, to wait for
valuation to be completed.
Name of consulted
person
Designation Institution Views/ Issues Raised
Edwin Mpahi DAC Gairo District
Council The project will create business opportunities to the community
such as easy transportation of agricultural products (beans, rice
and potatoes). Hence raising the economy of the people.
The project will be associated with soil erosion and river siltation
downstream due to clearance of plants, agricultural activities,
settlements along the buffer zones. Thus, soil erosion prevention
mechanisms should be taken into consideration during project
implementation
The project should avoid unnecessary conflicts resulting from
unfair compensation. Compensation issues should be kept clear to
the community to avoid bush lawyers and hence creating
unnecessary conflicts (land issues). This will result into extra
expenses (budgets) to the government due to conflicts between the
33
Name of consulted
person
Designation Institution Views/ Issues Raised
project and the community.
The project will affect the healthy status of the community due
interactions such as HIV/AIDS and STDs in camps
The project will affect the road transport especially lorries and
their associated employment opportunities. This is because project
will attract more people to use the electric train for both goods and
passengers.
Agnes Mkandya DED Gairo District
council The district has enough sites for construction materials like sand,
stones and gravels. The contractor can make arrangements with
the authority of district council for material acquisition
Edgar Ngulungu Ag. DLNRO Gairo District
council The project will have no any environmental problem to Gairo
district council since it is about 70 to 100 km from Gairo
boundaries.
SRG project is good to Tanzanians since it is going to reduce the
time for transportation compared to the existing railway and road
transport.
The project design should incorporate safety issues especially in
areas where animal keeping is done. Failure to do that the project
might result into accidents and deaths due it speed.
The project should provide enough education and awareness
creation to the community along or surrounding the project areas.
The project would be sustainable and advantageous if all issues
addressed are taken into consideration.
The project will lead into clearance of various plant species. There
is need to design mitigations measures before project
implementation.
The project does not cross in any forest reserve/ parks within
Gairo District. Areas outside Gairo which will be affected include
Ifakara (TAZARA), Kilombero (Kidatu Dam), Mikumi National
Zephania Msuya Forest Officer Gairo District
council
Sekela Mwalukasa Ad.DCDO Gairo District
council
Nurath Hussein DESO Gairo District
council
Makacha G.B DLO Gairo District
council
Herman Mundo Managing Director
UUSA
Gairo District
council
Andrew Mahinyila District Election
Officer
Gairo District
council
34
Name of consulted
person
Designation Institution Views/ Issues Raised
Park and Mkondoa River at Kilosa.
The project should consider planting indigenous species instead of
exotic species along the railway line
It will positively affect the business and consumers. This is
because, the products might be sold at very cheap price due to low
transportation costs.
The project will help to cut down environmental pollution (air
pollution and land pollution) from vehicles.
Different stakeholders should be involved fully to avoid
unnecessary conflicts and expenses.
Critical survey and reviewing of previous statistics should be done
especially on hazard areas such as flood prone areas.
Allow diversions on sensitive areas such as water sources for the
community to keep on getting the services.
Hydrological data should be reviewed as much as possible
especially at Kilosa District so as to get a nice design that
incorporate hydrological changes.
There should be enough expertise related to operation and
maintenance services. Hence, there is need for building capacity to
Tanzanians.
Compensation provided should meet the need of the community
and investors to avoid unnecessary conflicts during and after
project completion.
The project will be advantageous to those who are purposely and
committed to benefit (famers).
The project should go together with HIV/AIDs programmes within
camps and along the railway line
The project will create the employment opportunities such as to
unskilled labors.
35
Name of consulted
person
Designation Institution Views/ Issues Raised
Elloea E. Kachira District manager TANESCO Gairo The existing transmission lines will not interfere with the project
since is far from the railway line
There are future plans on constructing substations at Kongwa
which will have 5 feeders. Thus, it is important to liaison with
TANESCO at this particular area
Education should be provided to the community on the side effects
of electric power as far as an electric train is concerned
The design should include stations in risky areas so as to save
people’s lives. This is due to the magnetic effects of the trains.
Ibrahim Nyembo Ag. DED Kilosa District
Council Critical survey should be done from Mkata, Kimamba, Kilosa,
Msagala, Mzaganza, Mwasa to Kidete stations to identify affected
parties
The design should take into consideration the cattle and wild
animals corridors crossing the railway.
Prior considerations should be taken on Mkondoa River and the
existing mountain. The river has great impact on the existing
railway transport.
Kidete Dam should be renovated for the purpose of controlling
flooding downstream. Also, more dams should be constructed to
to make effective flood control
There is a big problem of soil erosion at Mzaganza to Kidete
hence there is need for critical soil study to understand the
suitability of soil for the project
There is need of hydrological study between Mkata to Kilosa and
the recommendations from the study should be used to improve
design.
Sebastian Malisa DFO Kilosa District
Council
James Ulomi Ag. DESO Kilosa District
Council
Masheka Mtatiro Urban and village
Planner
Kilosa District
Council
Eliud Maeda P/Technician Civi Kilosa District
Council
Fabian
Mwinyimbegu
Manager UWSSA Kilosa District
Council
Tumsifu Kileo Ag.DPLO Kilosa District
Council
Abel Mchome Ag. DAICO Kilosa District
Council
36
Name of consulted
person
Designation Institution Views/ Issues Raised
Valerian Lyanzile Ag.DCDO Kilosa District
Council The railway should be designed and constructed with very strong
structures taking into consideration that Kilosa is flood prone area.
Resettlement of some villages such as Behewa Village and
Kikundi Village which need a severe compensation since the
railway was shifted three times to the residential areas.
The project should be beneficial to the social services available by
either structuring or restructuring them.
Sanitations, administration, security aspects in to the existing
stations should be improved to make the project productive and
sustainable.
Once the cutting down the mountain will be an alternative at
Mkondoa River it will affect the water supply systems and
services.
Previous map sheets should be used so as to know the
geographical status of some areas along the railway.
Rukwiva and Kihirihiri forest reserves will be affected in case of
project diversion.
Public awareness should be created through cross checking
previous compensations. This will help during safety and security,
unnecessary expenses to the project.
The project should go parallel with road construction from Kilosa
to Kidete to make community access the railway since the
majority community depends on railway
Compensations should be considered to people who have been
involving with environmental campaign such as tree planting
campaign. This will encourage people for the future
environmental protection campaigns
There are availability of local building materials in unauthorized
areas which lead to environmental degradations.
37
Name of consulted
person
Designation Institution Views/ Issues Raised
Indigenous people/elders should be fully involved before the
project implementation. They have great influence to the project
since there are areas used for spatial purposes
The existing railway stations and their infrasrtures should be
improved to meet the incoming pressure
The train should at least have storage facilities for agricultural
activities such as refrigerators.
There should be special stations for parking agricultural products
along the railway.
The design should incorporate flyovers at main junctions for the
safety of the community. especially in towns and in areas where
cattle cross the railway
Patrick Paschal Station Master TRL The existing railway has no enough infrastructures (sanitation)
compared to the current service needs.
The stations employs burning process as soild waste management
means
The project should aim at improving the station (modern) in terms
of sanitations, canteens, benches.
The existing railway does not meet the community needs in terms
of cost, passengers and cargos.
Emmanuel
Magunila
Supervisor TANESCO TANESCO has projects along the project areas. Thus, there is
need to make communication on proper way to implement the
project
There should be good communications between TANESCO and
the project in case there is need to transfer electrical systems.
Full public involvement should be done for safety and security of
the project.
Alice Lugatta Ag. DED Mvomero District
Council Neither forest nor mining areas will be affected by the project. The
38
Name of consulted
person
Designation Institution Views/ Issues Raised
Sia Ngao Ag.DCDO Mvomero District
Council
project passes through other areas where there are no forests and
mining activities
It will affect the bee keeping project at Mkata. Hence, it is
important for the project to consider it in the design.
Critical surveys should be done on existing demarcations on areas
such as Mkobe, Kimabila, Vianzi and Mkata before project
impelementation.This is to avoid unnecessary land conflicts.
Comprehensive compensations should be taken into consideration
on cattle, community settlements and investors (Mzimbo Catholic
Church and Jordan University).
The project will may cause river degradations especially river
bank destructions due to high pressures and vibrations if adequate
mitigation measures are not provided
Creation of awareness and provision of education to the
community so that the community understand of the project and
own it.
Installation of traffic lights, signs and barriers at the main
junctions, settlement areas such as at Mazimbwe should be given
high consideration
Critical feasibility study should be conducted before the project
implementation such as at Mazimbu Village.
There should speed limits in settlement areas for the community’s
safety.
The flyovers should be designed at sensitive areas such as main
junctions and anima corridors.
The design of the project should review what other countries
implemented on such project (why underground or flyover
railways).
Fencing with unfriendly plant species should be used as alternative
Silva Mkonda Ag. DE Mvomero District
Council
Ismail H.R DESO Mvomero District
Council
Daudi Wengi DPLO Mvomero District
Council
Amin Mushi Ag.DNRO Mvomero District
Council
Frank Medda DLS Mvomero District
Council
Kenneth Mwenda Mvomero District
Council
39
Name of consulted
person
Designation Institution Views/ Issues Raised
to safety on cattle crossing the railway such plants are hemp.
High standard compensation should be provided to make the
project more sustainable
Education and awareness based on safety aspects should be
provided and created to the community.
The district has enough building materials at Lukobi quarry
(stones and sand).
The project will create the employment opportunities hence
influence the economic growth, safety and security, project
ownership from the surrounding community.
HIV/AIDs programmes should be implemented effectively by the
responsible sector (district community development officer).
Dr. Rozalia
Rwegasira
Ag.AAS-E RS- Morogoro The project will pass through two different land uses (Village and
Town) which have different legislations governing the land. It is
therefore important for the project to take note of it during design
and implementation of the project
The project should make use of sectoral master plans of the
respective districts through which the project will be passing
through. This will avoid unnecessary confusions
Lucas Mwaisaka AAS-PI RS-Morogoro
John Ngalula DED Morogoro
Municipality Community mobilization through local media such as magazines,
televisions and radio should be given high priority. This creates
awareness and understanding the nature of the project.
Survey should be done to ascertain the existing boundaries or
demarcations before project implementation.
The contractor should make use of master plan to determine
sensitive areas such as areas with wetlands. However, this should
go with advocacy meetings should be conducted.
Installation of mobile toilets during construction phase should be
given priority. Also, installation of temporary collection points
Sadoth Kaijage Economist Morogoro
Municipality
Ruben Urasa Economist Morogoro
Municipality
Prisca Gallet Ag. Municipal
Environmental and
Cleaning officer
Morogoro
Municipality
Enedy Mwanakatwe Municipal Morogoro
40
Name of consulted
person
Designation Institution Views/ Issues Raised
community
Development officer
Municipality should be located along the railway during construction activities
to avoid haphazard disposal of solid wastes.
The contractor should provide Personal Protective Equipment
(PPE) to workers during project implementation.
There should be an intensive HIV/AIDs programmes. In case the
NGOs is used, the specific sector should be informed particularly
on community development aspects.
The existing water supply in Morogoro municipality does not meet
the entire community needs. Thus, there is need to ensure enough
water supply at railway stations
The project should consider safety issues to all junctions and
settlement areas to avoid accidents and deaths
The existing railway services should be improved to meet the need
The project is good since will reduce travel time between regions
due to high speed of the train but on the other hand it will affect
other transport services such as bus transport while reducing road
accidents instead.
It will reduce environmental pollutions such emission reduction
from vehicles.
It will affect road related business opportunities such as petrol
stations.
Amandus Mtani Ag.DED/DHRO Morogoro District
Council The project passes across animal corridors within Mikumi and
Seluu parks. Thus, the project should observe it to avoid disruption
of wildlife ecology. This may include but not limited installation
of safety signs in sensitive areas such as animal corridors and
settlement areas as well as observing speed limit when close to
sesntive areas.
The project will cause ecosystem disturbance due to plant species
Edward Kimwery Ag.DLNRO Morogoro District Council
Rose Semiono EMO Morogoro District Council
Salome Lyimo DLO Morogoro District
41
Name of consulted
person
Designation Institution Views/ Issues Raised
Council clearance such as Miyombo, Mininga, Mipingo and Mikombo at
Kilugalo and Kidunda Villages.
Rearing activities at Ngerengere and Mikese hence need for
animal corridors.
The project should ensure comprehensive compensation due to
communal land ownership.
The project should try to meet the surrounding community needs
by improving existing socio-economic infrastructures to ensure
that community can easily access the railway service
The project should consider protecting cattle crossing the railway
by planting unfriendly plant species such hemp.
The project should improve waste management system from the
existing railway line..
The project should take note of the availability of bee keeping at
Kilogalo, Kilunda Villages.
Community participation should be taken into consideration to
avoid unnecessary conflicts and expenses.
There should be proper waste management in camps which will
be constructed.
Infrastructures to be made during project phases should be
permanent so that at end of the project they can still be used by the
village authority. This becomes part of social corporate
responsibility to the projecr.
There is need of implementing HIV/AIDs programmes since there
might be eruption of such diseases due to high population density
Alternative sources of energy should be used during the project
implementation such as electricity and gas to avoid environmental
degradations.
Creation of community employment and fully participation will
Ndelisho Moshi Ag.DGO Morogoro District Council
Tatu Libaba Ag. DAICO Morogoro District Council
Mwiyola Hance Ag. DCDO Morogoro District Council
Heri Kuria Ag.DPLO Morogoro District Council
42
Name of consulted
person
Designation Institution Views/ Issues Raised
help in security and safety and also will reduce the number of
structures to be built.
The project will create employment opportunities for Kidunda
Station (unskilled labors).
Mbwana
Mnakivumbi
Satation Master TRL Wastes are not collected by the municipal council. The station
uses burning and burying as waste management methods.
The existing sanitation systems meet the passenger needs but for
the coming project there should be improvements to meet the
number of passengers.
The station has workers dispensary which does not work 24 hours
a day. Hence there will be a need for the dispensary to operate 24
hours to give chance for passengers to get health services.
Daily maintenance and services of the train are done such as visual
checking. Also, the train is well supplied with First Aid Kit
The presence of the new railway line will reduce accidents since
there will be an improvement of the railway line from 80cm to
12cm.
The project should consider constructing flyovers to the main
junctions. This is because, most of the roads for instance in
Morogoro town cross the railway line.
No waste storage facilities in the existing train especially for
human excreta. This will be chaos when there will be a big
number of passengers
Godfrey Simbo CXR(Mkaguzi) TRL
Mr. Sabaganga Ag.Workers Manager TRL Working equipment and spares are not modern due to lack of fund.
The project should take into account of it to ensure sustainability.
The workshop has less number of workers. The current number of
workers (108 permanent and 20 temporary staffs) does not meet
the fleet needs. There is need to increase new man power and train
them to go with the technology of the new train.
43
Name of consulted
person
Designation Institution Views/ Issues Raised
There is no problem with environment since the most wastes are
metals and are recyclable. Also, used spares parts and chips are
well kept and the government is in the process to sell them as
scrape metals. There is there is a minimum generation of 630L of
oil per month of which are stored and then sold to recyclers while
about 200 litres are sometimes used in wagons
There is a good oil separator to treat waste oil before being
released to the environment. The current oil separator performs
well but needs maintenance.
The project should consider two railway line since most accidents
occur due to the single railway design.
There are overhead cranes for lifting heavy machines and engines
to reduce safety issues. Also, workers are supplied with Personal
protective Equipment
Municipality does not collect wastes from the workshop. Burning
is used as the method for waste management
Authority/
Institution
Name of Consulted
Person
Position/Designatio
n
Issues raised
Regional
Administrative
Secretary Office
C.L.Berege Principal Human
Resource Officer The project is well received and eagerly demanded.
The community have to be well involved throughout the project
implementation.
Manyoni District
Administrative
Secretary Office
Khadija Mukunde Personal Secretary The project is appreciated and the normal roles will be adhered to in
the whole process.
44
Authority/
Institution
Name of Consulted
Person
Position/Designatio
n
Issues raised
Manyoni District
Council
Charles E. Fussi District Executive
Director The project is well received and the community is highly demanding it
as the alternative for transportation ambiguities.
The project will improve the revenue and levy for region, district and
the country at large.
Zuraika Kundya District
Environmental
management Officer
Waste management for the existing railway line is normally done
within the Right of Way by the railway service cleaners whereas the
areas beneath the ROW are haphazardly disposed through train cars
and left unmanaged.
During the rainy season there is high risk of ground water pollution as
well as disease eruption due to pollutant infiltration from the railway
embankment resulted from passenger’s defecations during the service.
The design of SGR have to incorporate all waste management
facilities within the train car.
Pascal Mlowe District Land and
Natural Resources
Officer
The areas of Manyoni are dispersal areas for elephants, and there have
been marked the elephant route during the last periods of summer
season and the early periods of rainy season. The movements are
normally marked at Muhesi, Rungwa and Kizigo game reserves to
Chemba through Msembeta areas(nearby Itigi round about).
Some of the traversed areas by the existing railway line are involving
in bee keeping especially at Gondi and Salanda areas.
During the project implementation there must be insurance on
protection of the natural vegetation found only in Singida region, that
is ITIGI THICKETS shrubs.
Christopher Nkuwi District Planning
Officer The project is well accepted.
The resettlement process for the Project Affected Persons(PAPs) will
lead to economic slump from family to district level.
How will you help those PAPs whose grievances are under legal
document ownerships?
The valuation process for the PAPs have to be done in harmony and
45
Authority/
Institution
Name of Consulted
Person
Position/Designatio
n
Issues raised
not terrifying as how it was done during the TRL demarcation process
for the properties alongside the existing Railway line.
Kurwa M. Mbeyu District Engineer Will there be any compensation for the constructions that will take
place at level crossing areas?
Participatory method(involvement) during construction is very
important especially for the areas where the railway traverses our road
infrastructures.
Manyoni Urban
Water Authority
Gasto N. Mbondo District Water
Engineer The project is well accepted.
The contactor has to be careful in protection of water utilities for the
areas that collides with our infrastructures.
We request the design to include the provisions of water service ducts
across the railway lines.
Mohamed Abdallah
Lusewa
Urban Water
Authority Director Some area in Manyoni urban water supply networks are traversed by
the railway lines, these includes; Samalia{Kariakoo},Kipondoda
areas, Police and railway station areas.
Also the new design of the rail way line has to provide the special
areas (service ducts) for water and other services to accommodate the
township expansion with requisite service provisions. I propose that
the service ducts has to be provided at the interval of every 300m to
500m or any depending on the technical aspects.
Kambona Kheri
Kambona
Technician How will you handle the utilities that will be found to be traversing
the ROW? However, how will they handle the issue of compensation
for those who are claimed to encroach the rail way reserve while they
have the legal ownership documents?
A. Mwakigali Technician Is the design of the SGR incorporating the safety of the community
with their own properties during the operation?
I propose that the service ducts have to bear appropriate sizes that
could afford the water supply and other services expansions if the
46
Authority/
Institution
Name of Consulted
Person
Position/Designatio
n
Issues raised
design will consider the service duct as requested.
TRL (Manyoni
Railway Station)
Charles Mutuhi Station Master The proposed project is eagerly waited and we request the operation
mode of this new train car to be modified to meet the modern
standards that fulfil the requirement of the community with the
increase in technology.
The existing railway terrain is old with many valleys which lead to
deterioration of the ROW and car breakdowns.
The existing train car itself has few service wagons where most of
them are abandoned due to lack of the spears hence results into service
delay.
We know that SGR will be involving recruitment of new employees,
then there must be fulfilment of all labour rights that re responsible to
be paid to these staffs after retirement.
Said Mfaume Gang Man We ask the design of the proposed train car to be having the
specialized areas for solid waste collection as well as liquid wastes in
order to avoid the tendency of throwing them outside the train station.
Currently each wagon has the water storage tank for the passengers
though most of them have leakages leading to the situation of lacking
water in such wagons. These situation has to be avoided in the new
train car and maintenance is very important for the old one.
Simon Fupah Pionts Man We propose that on the areas of level crossing the fly over have to be
consider for the safety of the community members, that is
underground railway line at level crossings in order to reduce the
number of accidents that have been normally experienced at these
level crossings.
Also the working tools for Railway line are not present at all, we
request that RAHCO has to supply appropriate working tools in due
time to enjoy the railway services in case of any repair of the railway
47
Authority/
Institution
Name of Consulted
Person
Position/Designatio
n
Issues raised
terrain facilities.
Stephen N. Adriano Carriage Wagon
Examiner The Carriage Wagon Examiner who are technical experts deal in
maintenance of wagon and other train car services are claiming the
lack of materials, tools and safety gears to do better in their duties.
However, the number of workers in this sector is very few making the
task to be too heavier to be accomplished in a very short limited time
in case of inspection of the train car from Kigoma or Mwanza before
descending at Salanda mountain.
We request RAHCO to recruit other new employee to cub this
shortage as well as meeting the demand of services all vehicles in time
especially during the operations of Standard Gauge Railway line.
Despite of that also the workers have to be given regular training on
how to service these vehicles.
Currently, all slippers are older enough to cause accidents throughout
the ROW thus needs special attention before introducing new train car
on the same terrain.
George Chilimo Ganger The railway stations have no working sanitary facilitates such as
toilets and others that are essential for sanitation only abandoned
facilities are there with no any use.
The improvement of the ROW to accommodate the SGR have also to
include the necessary social service provision like sanitary facilities,
reliable water supply and cafeterias.
However, the offices at railway stations are old fashioned, it if better
to consider their maintenance for better services and impressions that
is appropriate with the proposed SGR.
Regional
Administrative
Stephen A. Bakari Assistant
Administrative The project is good and well accepted by the community.
We ready to give sincere cooperation where necessary.
48
Authority/
Institution
Name of Consulted
Person
Position/Designatio
n
Issues raised
Secretary Office Secretary
Tabora Municipal
Council
Bosco O. Ndunguru Municipal Director The project is highly waited by the community and I wish all the best
in all stages that will be involved in this project.
Immanuel Dyelu Ang. Municipal
Economist The project will promote the community’s living standard within the
municipality.
Employment opportunities will be created during the project
construction phase as well as during operation phase.
It will facilitate the increase in business opportunities hence increase
the municipal levies and revenues.
Eng. Mohamed U.
Almas
Municipal Water
Engineer The existing railway line do not traverse either of the municipal
water sources nor any sensitive area.
The relationship between the TRL and other authorities in Tabora
municipal is not good especially when it comes the point of
interaction/crossing of other services with the railway line. The
permissions tend to take long time hence delay of projects, example
such grievance was lodged by the Resident Engineers who were
supervising the municipal road constructions in the region.
It is anticipated that the water demand will be high during the project
implantation due to increase in population by the time.
The rail way might interact with only water networks more
information from TUWASA
Tabora Urban
Water Supply and
Sanitation
Authority(TUWAS
Eng. Mkama M.
Bwire
Managing Director The project is well received with demand of high cooperative
involvement during the project implementation.
Also the contractor who will be involved in construction activities
must maintain much consultation with TUWASA officers for the
extensions that might touch the existing networks.
49
Authority/
Institution
Name of Consulted
Person
Position/Designatio
n
Issues raised
A) Christopher Shigera Technical Manager The project is will affect us in multidimensional means since in early
stages we will lose customers whose settlements will be demolished
by resettlement process.
All pipe networks are under known coordinates, what are the
coordinates of the proposed new railway line?
William J. Ruhigi Planning and
Construction
Technician
Will all train cars be accommodated on the same railway terrain?
The marked settlements for demolition purposes is leading to the life
loss for some community members among of them are TUWASA
customers.
Amigore Ngofira Planning and
Construction
Engineer
The project is highly accepted though most of the PAPs are under
shock due to their property affection. I suggest that the RAP
processes have to be done in this early time before losing more
people in this case.
Evarist Maziku Sewerage
Technician The railway line has to consider the provisions of the water and
sewerage service ducts to cross the services from one side of the
railway to the other.
These ducts have to be bear appropriate capacity to accommodate
the projections of the future demand.
Juma P. Kasekwa Production Engineer At this mobilization phase where some settlements who were
TUWASA customers we might be suffering from economic
deflation.
We expect that after project completion the urban areas will be
promptly growing has increase the income due to increase in new
connections.
Samson Nyatutu Surveyor we suggest that the contractor has to find the man power within the
locality.
Also for the locations where TUWASA networks will be touched it
better to involve her experts in construction of these areas.
50
Authority/
Institution
Name of Consulted
Person
Position/Designatio
n
Issues raised
Tabora District
Commissioner’s
Office
Sweetbert Nkuba District
Administrative
Secretary
The project is accepted and is received in celebrative initiative.
It is the precious opportunity for the community in all aspects.
The community is readily eager for the project initiation.
The issue is only on the demolition of the settlements claimed to be
in the reserved areas for the TRL tenure, for the houses within 30m
in railway reserve the community has no any compromise. However,
for the other areas said to belong to TRL since 1905 and update of
1954 map but currently belong to individuals under legal documents,
their demolitions will lead to the great loss of people’s life, economy
as well as their hope.
I suggest that if possible these areas which are currently owned by
the individuals under legal documents have to be left for settlement
purposes whereas further development has to be done in other
locations belonging to either TRL or government which are less or
not developed in the district.
If there is any plan for construction of other infrastructures rather
than railway, they may be located away from the highly populated
urban areas.
Tabora/Uyui
District Council
Jared Nzilorela Ang. District
Executive Director The project is well accepted
When will the project starts to be implemented in the lot/segment
from Morogoro to Mwanza?
Ambokile
Mwakilema
Ang. District Water
Engineer The project will promote the water demand at district level due
immigration factor after the project completion.
There are neither water sources nor water networks that are to be
touched by the project in this district.
The areas around Nyahua have the nature of periodic wetland.
Chrispo Kisoma District Land and
Natural Resource
Officer
If constructions will be done during the rainy season, they must
ensure safety since there elephants crossing corridor at Tula areas,
that is movement from Ugala to Nzega to Nyahua.
51
Authority/
Institution
Name of Consulted
Person
Position/Designatio
n
Issues raised
Abstain from from unnecessary clearance in forest reserve areas like
Marongwe, Marakaseko, Igalula and Kizengi village forest reserves
in our district.
The village forest reserve conserves various species of wild animals
(swala, paa, tandara and elephant) as well as ‘’mikurungu’’ and
‘’mininga’’ for plant species.
Also these forests are used for bee keeping activities.
Willbard Patrick Ang. District Health
Officer. The existing railway service has no any effect that has been
identified hopping that even the new project will do the better in
service provision.
It is better for the TRL cleaners to be having the specific areas for
waste disposal rather than spreading them along the railway line or
in any non-specified place.
The design of the new modern train car has to include the bucket
latrines instead of having toilets which directs faeces on the ROW
during the operations.
The first aid kit with the specialized experts on first aid have to be
considered during the operation of this train car.
Nzega District
Commissioner’s
Office
Charles S. Makwaya District
Administrative
Officer
The project will pass in Bukene areas in our district.
There is no any grievances that has been lodged due to this project
though there are some community members whose properties have
marked to be in the project ROW.
Nzega District
Council
Jacob Mtalitinya District Executive
Director The project is eagerly waited.
When constructions for this project starts?
Mhando Seleman Ang. District
Engineer Our district areas are plenty of material sources, the contractor must
ensure the follow up of all compensation procedures or consultations
with responsible authorities before utilizing any materials in our
vicinity.
52
Authority/
Institution
Name of Consulted
Person
Position/Designatio
n
Issues raised
The district council experts have to be duly involved during the
construction phase of the project.
Ladislaus Mageni District
Environmental
Officer
The resettlement process will lead to land degradation as well as loss
of vegetation
Clearance also might result into loss of habitats
Make sure that public awareness on communicable disease,
HIV/AIDS and other Sexual Transmitted Diseases is conducted
throughout the project time.
Halid S. Belege Ang. District Water
Engineer The project (railway ROW) intersects with water networks at
Bukene and Buhene in our district.
The railway ROW design have to include the ducts for the serves to
cross either of the sides of the railway line.
Will there be any compensation for water utilities that will be
interrupted by the SGR project?
We ask the contractor to involve Community Water Supply
Organisation(COWSO) in the traversed villages especially in skilled
labour activities.
Julius C. Masunga Ang. District Land
and Natural
Resource Officer.
The SGR project traverses at Buhene village where there is small
scale gold mining activities.
Also it traverses the Ilomelo, Igombe and Ipala Forest Reserves
which bears various species such as miobo woodland, juvenadia
glaspizia, jubanadia, telminadia, comletum,alveria and alfveria.
Mininga and telcapus are other species in these reserves.
Muttabora Andrew Ang. District
Planning Officer The project will provoke the economic gross rate of the district.
We ask the responsible organization to give awareness on
entrepreneurship knowledge that will enable the community to cope
with the upcoming development.
53
Authority /
institution
Name of
Consulted Person
Position/
Designation Issues raised
Mwanza city council
(RS-Mwanza)
Seif Hussein
Ag.RAS
The current rail way is dilapidated, has low efficiency, low capacity and
therefore not attractive option for passengers and cargoes instead people have
been opting for costly road and air transport, thus SGR will solve this big
problem
Standard gauge rail will stimulate economic growth of Mwanza city as cargos
from Dar es Salaam port to Mwanza will be transported conveniently and
cheaply using SGR since rail transport is always cheap
Mwanza has high GDP; the second to Dar es Salaam in the country,
construction of SGR will boost economic further growth through establishment
of other interlinking projects. For instance due establishment o SGR, other
projects have been established one being the dry port project which will
accommodate cargoes for Uganda, Rwanda, Burundi etc from Dar es Salaam
port and central Tanzania to be transported by SGR.
However dependents of the current rail will be washed out and therefore there
should be best practice to accommodate them
There will be major environmental impacts if wastes generated by passengers
in the train will not be adequately managed
There will be influx of many people looking for jobs during construction and
initial stages of operation phase
Potential increase of HIV transmission due influx of many people and social
54
Authority /
institution
Name of
Consulted Person
Position/
Designation Issues raised
interaction.
There will be massive demolitions of building infrastructures in Mwanza due to
the new rail reserve of 30m (i.e. 15m on both sides) instead of the previous 15m
(i.e. 7.5m on both sides) and this is serious negative impacts in Mwanza since
individuals and firms will be affected. Famous buildings such as Nyamagana
primary school, TBA building, Mwanza club and part of Nyamagana stadium
are some of important buildings and have been there for long time.
Demolitions of buildings will bring poverty to the affected individuals and firms
and people are not happy with SGR, therefore this should be handled in
harmony between the government and the causalities.
Mwanza city council
(RS-Mwanza)
Eng.B.Nyambele
Principle
Engineer
The current rail infrastructures is an outdated technology, dilapidated, has low
capacity, reserve areas have been encroached, faced by frequent sabotage and
use long time to travel to destination and therefore has been not attractive
transport option for either businessmen or passengers.
There will be traffic challenges during construction and operation if the SGR
will reach the city Centre traversing the major roads which may bring chaos to
the city residents
Train on the SGR will be moving very fast posing risks of road accidents
especially where the rail traverse the roads, therefore SGR should not the reach
the city center instead it should stop at Kishiri area or pass underground in the
city area.
Massive demolitions is big challenge, for those legally possessing the plots in
the new rail reserve areas (30m) the government should think of the best way to
55
Authority /
institution
Name of
Consulted Person
Position/
Designation Issues raised
Mwanza city council
(RS-Mwanza)
Eng.John Butindi Senior Engineer handle including compensation to rescue the tense situation.
SGR should not the reach the city center or underground option should be
considered otherwise it should stop at Kishiri area to avoid traffic chaos and
accidents in the city center.
Mwanza city council
Environmental and
cleansing department
Viane John Kombe
Environmental
and cleansing
officer (ECO)
-Head of
Department
In Mwanza city council, solid wastes collection and transportation services have
been privatized to firms and community groups, the council owns the disposal
site where those firms and community based groups have to pay disposal fee.
Thus solid wastes management in the current railway is done by either firm or
CBO.
No sensitive areas along the railway in Mwanza which are likely to be affected
Mwanza city council
Environmental and
cleansing department
Riberatus Budika
Environmental
and cleansing
officer (ECO)
For the forthcoming SGR, TRL should either contract their own firm or use the
existing firms and CBO for effective solid wastes management.
The potential environmental impact is the pollution of the lake shore which is
the point of destination for the proposed SGR. Therefore measures have to be
taken to prevent pollution of lakeshores.
Mwanza city council Kaombwe and
Phidelis
Forest officers For the case Mwanza there is no forest reserve, game reserve, parks or mining
activities along the railway likely to be affected except individual planted trees
The nature of plants in the rail way include mixed species of indigenous and
extortive trees and are all not endangered species since the areas are more less
urban.
Generally the project has greater opportunity to enhance the economic activities
56
Authority /
institution
Name of
Consulted Person
Position/
Designation Issues raised
for Mwanza city and individuals.
MWAUWASA Kombo.J.Chanda Water
technician
The major areas for SGR in Mwanza city such as Fedha and Mkuyuni stations
are covered by water supply infrastructures therefore there will be no problem
of water supply
Furthermore, the water supply infrastructures will not be affected by SGR since
they are not in the reserve areas and are underground
MWAUWASA Koroso Yohana Sanitation
Engineer
Nyamagana and Mwanza south are well supplied with water and therefore
major stations of SGR in Mwanza will have sufficient water
Sanitary facilities in the rail station need major rehabilitation to accommodate
large population using SGR since they are dilapidated and not adequate
Nyamagana District
Council
Yonas M.Alfred DAS-
Nyamagana
We are eagerly waiting for the project, Mwanza is a trade center therefore we
need SGR for transportation of goods and services
SGR will stimulate many economic activities such as establishment of
industries in Mwanza city, construction of port and dry ports that will facilitate
transport of cargos to western zone of Tanzania and neighbouring countries.
SGR will be the best transport option for traders and passengers because of its
reliability and affordable cost.
In spite of enormous advantages, construction of SGR will affect many people
in Mwnaza along the current rail way since there will be massive demolition of
building infrastructures for individuals, firms and government and therefore this
should be carefully handled to reduce impacts to the affected ones.
57
Authority /
institution
Name of
Consulted Person
Position/
Designation Issues raised
MP Office-
Nyamagana
Joram Ngereza MP Secretary We are eagerly waiting for the project since it is associated with enormous
advantages such as cheap transport for passengers and cargoes.
The project will experience some challenges during construction especially
demolition of buildings close to old railway, however this cannot be avoided in
development projects like SGR, we have to bear with the project.
Nyamagana District
council
Hosiana Kusiga
Ag.CD
It is good thing for development of the Nation and Mwanza, however it has
advantages and challenges:
On advantage side, it will shorten transport time to destinations and therefore
fasten development; also it is reliable and cheap transport, thus attractive and
suitable option for majority.
On challenging side, there are complains for compensations from people whose
properties have been affected claiming that they deserved compensation
because of the contradictions between the current and old acts on the required
right of way for the railway. According to the old act, the right of way was 7.5m
on either side of the rail way in urban areas and the current act states 30m on
either side which has affected the majority who legally owned the pieces of land
on which building infrastructures were erected and needs to be demolished
according to the current act.
In my opinion there could have been harmonized agreement between the people
and the government regarding compensation issues
Mwanza City Council
Emmanuel
Gaudence
Ag.CWE The project area is served with water supply from RWANHIMA main, the only
challenge is whether the water main will be affected or not during construction.
58
Authority /
institution
Name of
Consulted Person
Position/
Designation Issues raised
Apart from water supply issues, the project will have major advantages than
disadvantages, the advantages include: short travel time from Dar es Salaam to
Mwanza, Road accidents will be minimized as many people will use SGR and
road damage will be reduced as many cargoes will be transported using SGR.
The challenges of the project include land acquisition and compensation issues
to people legally owning plots in the right of the way of the new SGR.
TARURA-Mwanza
City Council
Malulu
M.Lukenza
Roads
Engineer
The existing rail way infrastructures have many challenges such as dilapidation,
unreliable, longer travel time (about 3 days MW-DAR) and therefore not
attractive transport option for passengers and cargoes. SGR will solve the
challenges of the existing rail way.
There are no environmental sensitive areas in the project area in Mwanza
SGR will cross the road at some points in Mwanza such as Mkuyuni-Tambuka
road and Buhongwa-Rwanhima road; therefore the best engineering options
need to be considered to avoid road traffic and accidents during construction
and operation phases.
TRL-Mwanza
Workers’ meeting
(Names attached)
1) Existing challenges and how to accommodate them in SGR
i) The current rail way is faced by poor maintenance which has caused many
accidents due to severe dilapidation, therefore regular maintenance should be
very important part of operation of the SGR
ii) As part of maintenance, there has been no regular replacement of aggregates on
the railway which has led to various technical problems and spread of dust
when the train is moving.
iii) The rail cars of the existing railway are not adequate and most of them are
59
Authority /
institution
Name of
Consulted Person
Position/
Designation Issues raised
dilapidated due long and irregular maintenance intervals and therefore not
attractive to customers, regular maintenance should be considered in the SGR
project.
iv) Building infrastructures for TRL including stations, residential houses for
workers are really in bad condition, as we embark into new system, adequate
and modern buildings such as waiting areas, booking offices and sanitary
toilets should be part of the SGR project to cope up with current situation.
v) Before implementing the SGR project, the government should invest in
improving the existing railway since it is the one currently proving services to
the public. Even construction equipments for the SGR may be cheaply
transported using the current railway. Therefore, the number of technicians has
to be increased, railway should be rehabilitated, all stations should be
renovated to work for 24hrs, number of railcars has to be increased and the old
ones rehabilitated etc.
vi) The current railway has modern communication system but it is inefficient
since it only allows communication between two station masters instead of the
old system which enabled communication to all station masters at once and it
was much easier to give instructions to all station masters at once.
vii) The current railway does not work when it raining due to accumulation of sand
on the railway and submergence of the railway in water in most of its parts. To
avoid accidents we normally opt to stop when it raining and this has been
caused by inadequate maintenance.
viii) No regular trainings for technicians on the new technology for some
equipments and also working tools for technicians are not adequate all of
60
Authority /
institution
Name of
Consulted Person
Position/
Designation Issues raised
which affect the daily maintenance activities of the technicians.
ix) There are serious complaints over workers’ welfare and arrears of retired
officers. Workers complain on long term arrears and low salaries which do not
suffice the current needs of their lives. Retirees also complain on long term
arrears of their terminal benefits and pensions, therefore the government has to
solicit fund to ensure all arrears are cleared and current salaries reviewed
before embarking into SGR project.
x) In those years, there was joint operation of TPA and TRL which was so
effective in transportation of cargoes. This joint operation should be restored
during operation of SGR since it is very effective in transportation cargoes than
the current system where the two are working independently.
xi) The current operation of railway consists of TRL and RAHCO, whereby the
former deals with transportation and the later deals with infrastructures; this
mode of operation has been ineffective and very expensive to operate and
maintain. Therefore the former system, whereby TRL was responsible for both
transportation and infrastructures should be restored to rescue the current
situation since it was very effective and cheap to operate and maintain.
xii) Various investments for TRL such as rental houses, hotels and hospitals should
be improved to generate income which will support the operation of this firm.
2) Wastes management
i) Currently there are no dust bins in the train except at the stations; solid wastes
are simply dumped in the forests (environment) through the windows of the
train. Therefore during operation of the SGR there should be proper solid
61
Authority /
institution
Name of
Consulted Person
Position/
Designation Issues raised
wastes management system that includes installation of receptacles for solid
wastes collection in the train and disposal points.
ii) There is a tendency of people from the neighbouring community to dispose the
solid wastes on the railway, therefore TRL management need to take immediate
measures to stop this habit through community sensitization and enforcement of
laws.
iii) Drainage systems along the railway have been blocked by sand and solid wastes
which affect smooth operation of the railway; therefore the drainage system
should be rehabilitated and cleaned regularly to avoid the observed impacts.
iv) Toilets at the stations are in very poor condition and not enough to
accommodate passengers which lead to the spread of wastes at the stations
when the train stops. In the SGR, modern and adequate toilets should be
constructed to avoid the spread of wastes at the stations.
v) The toilets in the train allow human excreta to spread on the railway which
cause environmental pollution and may lead to feacal contamination of water
sources in close proximity to the railway due to wash out by rainwater. It was
proposed for SGR to use the system that combust the excreta into ashes that are
harmless to the environment; or have a system which contain the excreta to the
final destination where there should be receptacle for discharging the sludge
from train’s toilets.
3) Impacts of the SGR project
i) There will be rapid expansion of trade in Mwanza due effective and cheap
transportation of cargoes from Dar es Salaam Port and elsewhere along the
railway to Mwanza and from Mwanza to Dar es Salaam and the intermediate
regions; this will make Mwanza the big Centre of trade in the lake zone.
62
Authority /
institution
Name of
Consulted Person
Position/
Designation Issues raised
ii) SGR has led to the loss of properties due to demolitions of infrastructures in the
new right of way
iii) There is uncertain fate of employment of the current TRL workers upon
operationalization of the SGR.
Missungwi DC C.Masalila Ag.DWE The project area particularly Fella village where there is a major Fella station, is
supplied with water from the borehole (BH) which is about 150m from the current
railway. The BH yields about 27000m3/day and serves Fella, Ngerekwa, and
Vijingwa villages.
SGR is a very good project and many people will earn income since the project will
stimulate economic growth.
Missungwi DC
Petro M.Daud
Ag. District
Forest officer
In Misssungwi district there is no forest reserve to be affected by the proposed
railway project.
The nature of vegetation along the railway include natural vegetation of various
species but not protected species
Generally the project will have more merits than demerits, mainly it will stimulate
economic activities especially transportation of crops and other products at cheap
cost
Missungwi DC
Patrice M. Degefa
Distric
Engineer
(works)
The current railway is face by challenges especially dilapidation due poor
maintenance; aggregates in the railway have been spread by animals and no
sufficient technicians (genge) to carry out frequent repairs as it used to be before.
The SGR project will be of great importance in minimizing the transportation costs
of passengers and cargoes.
In spite of the enormous advantages of the SGR, there are likely to be challenges
during operation especially frequent accidents where railway traverses the roads and
areas where animals cross the railways. Therefore best engineering options have to
be integrated in the design of SGR to ensure safety at the road crossing and
63
Authority /
institution
Name of
Consulted Person
Position/
Designation Issues raised
provisions for animal crossing should be considered especially in animal rearing
areas.
Missungwi DC
Frederick Nyoka
DLNRO
Upon rehabilitation of the rail stations, land value will go up in those areas and trade
centres will emerge especially at the rail stations due increase in number of
passengers
Demolition of building infrastructures without compensation will affect many
people who legally lived in the areas for long time due to extended right of way as
result of interpretation of new land laws. Although there are only 3 houses to be
demolished in Fella village, there could be harmonized agreement on compensation
issues between the government and the affected people since some people have title
deeds for their plots.
Florida P.Busheni Land officer Harmonization on compensation matters between the government and the affected
people is important since there are two contracting land laws: the new law and the
old one.
Issues raised by stakeholders during field work at Simiyu and Shinyanga regions
Issues
Opportunities SGR will increase productivity and market for the different products and manufactured goods. Example of these goods include:
Cash crops like Cotton which counts 63% of total produced in Tanzania comes from Simiyu region Cattle Food crops like rice, maize etc Industrial product like chalks, pop, oil, beverage, etc. More employment will be generated
Heterogeneous society due to incoming of people from different areas with different culture. Some of bad
64
taboos especially those have negative impact like killing elder people will decrease.
New road routes should be established to the nearby regions which SGR like Mara not passing
Reliance on road transport will significantly decrease as it was happened to Dar es Salaam – Mwanza via Nairobi route which automatically disappeared.
Lifespan of our roads will increase due to heavy trucks to decrease
Value for land will increase e.g., Malampaka , Simiyu region
Business opportunities will increase. For example, the Malampaka Station (expected to be a dry port at Simiyu) will attract the neighbouring regions like Mara and Arusha because it is shorter than going to Mwanza and Dar es Salaam for example.
National revenue as well as to individuals income will increase
Traffic accident will decrease
Currently, the region has constructed a whorehouse which constructed at Malampaka and Shinyanga stations which will serve to store many more goods. According to RC Simiyu, that is a start point to construct a dry-port.
More industries will be constructed. Simiyu for example, planned to contract an abattoir at Malampaka and transport meet to other places in the same day using the high speed (SGR) train instead of transporting cattle for a long distance
Markets for agricultural products will improve and hence to increase the productivity
Personal as well as national income will improve
Cost for current crops expected to increase and hence raise people’s economy. The current price at Simiyu regions is as follows (TZS in the brackets): cotton (1200/kg), rice (1800/kg), cowpeas (choroko) (2400/kg), Maize (11000/108 kg), Dengu (2000-2500/kg), Mbazi (2000-2500/kg), sorghum (300/kg), groundnut (3000/kg).
Investment will increase. Malampaka for example, currently there are 2 oil processing industries and 1 Posho milling. It is expected to have many more industrial investiment in the area nad other part in the region
65
Challenges Land to be taken from indigenous citizens to investors should be compensated in order to reduce the conflict and any other construction delay.
More accidents to increase due to high speed (160 km/h) train
Sabotage
Apart of passengers, what kind of other goods/commodities will be transported from lake zone to other regions and even abroad?
Resettlement for some of indigenous people
Demarcation for railway reserve should be well to every stakeholder’s especially local government and people living near along the railway line.
Materials acquisition may lead:
The displacement of some people to have borrow-pit/ quarry some of the borrow pit/quarry sites to require blast Blast may affect some of the citizens Misunderstanding between land owner and contractor Unattended borrow-pit/quarry after construction Waste management in the train is poor. For example, sewage is currently disposed directly along the railway line (like open defection scenario). Situation become worse when the train stops for whatever reason, that area is left with all kinds of waste i.e., solid and sewage (liquid) waste. Those wastes are mostly like to cause the health problem to the people living around that area. One of the stations, reported that there were communicable diseases which were reported in their region which they suspect that mismanagement of waste from the train was a contributing factor.
Loss of employment especially for current road transporters
Marriage conflict may rise
Waste generation will increase both solid and liquid waste
Spread of communicable diseases to increase due to population increase, culture and behavior change as well as income of people to improve.
66
Isaka station for example, there is neither health Centre nor hospital while it is currently the dry-port area.
Air and noise pollution to increase. The air pollution will be caused mostly during the transpotion of the materials, material crusher/blast, and any industrial processes which will be resulted from the availability good operation and perfornace of the SGR.
High speed train (Delux) operation in Mwanza line was poor.
People walking along the railway line and/or crossing without anywhere. It affects the railway line by either taking out the filled gravels or sometime the gravels used to loose nuts and hence weakening the rail (trauma).
67
Appendix II: List of stakeholders Consulted
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Annex B
Approval of the ESIA Terms of Reference
Annex C
Locations of Project Infrastructure
TRC, SGR PROJECT, TANZANIA ANNEX C ERM, PROJECT NO. 0462176 FEBRUARY 2019
1
C1 LOCATION OF PROJECT INFRASTRUCTURE
C1.1 PROPOSED BRIDGES ALONG THE PROPOSED SGR ALIGNMENT
Table 1.1 Proposed Bridges along the Proposed SGR Alignment
No. Kilometre Point Length (m) Span No. Height Phase I – Dar es Salaam to Morogoro
BR01 12 50.7 3 12 BR02 13 76.7 4 11 BR03 20 28.7 1 8 BR04 24 40.7 2 12 BR05 24 28.7 1 9 BR06 28 61.7 3 12 BR07 29 28.7 1 10 BR08 37 28.7 1 9 BR09 38 102.7 4 13 BR10 42 50.7 2 10 BR11 43 19.7 1 8 BR12 48 61.7 3 13 BR13 54 40.7 2 8 BR14 55 40.7 2 8 BR15 63 19.7 1 8 BR16 65 19.7 1 8 BR17 70 61.7 3 12 BR18 76 19.7 1 8 BR19 76 61.7 3 8 BR20 77 28.7 1 8 BR21 77 28.7 1 8 BR22 78 28.7 1 8 BR23 78 19.7 1 8 BR24 79 19.7 1 8 BR25 79 40.7 2 8 BR26 80 28.7 1 11 BR27 103 28.7 1 11 BR28 131 40.7 2 8 BR29 142 19.7 1 9 BR30 144 19.7 1 11 BR31 149 28.7 1 13 BR32 154 28.7 1 10 BR33 157 28.7 1 8 BR34 157 28.7 1 9 BR35 158 28.7 1 8 BR36 181 28.7 1 11 BR37 183 61.7 3 10 BR38 193 28.7 1 8 BR39 196 28.7 1 11 BR40 197 19.7 1 9
TRC, SGR PROJECT, TANZANIA ANNEX C ERM, PROJECT NO. 0462176 FEBRUARY 2019
2
No. Kilometre Point Length (m) Span No. Height Phase II – Morogoro to Makutupora
BR01 227 32.2 1 8 BR02 228 32.2 1 8 BR03 280 474.6 11 13 BR04 311 103.4 3 16 BR05 335 126.6 4 10 BR06 343 65.5 2 15 BR07 352 65.5 2 8 BR08 411 32.2 1 6 BR09 416 32.2 1 8 BR10 419 32.2 1 8 BR11 421 32.2 1 8 BR12 424 32.2 1 10 BR13 429 126.6 4 10 BR14 430 32.2 1 10 BR15 433 42.3 2 9 BR16 436 32.2 1 9 BR17 439 32.2 1 9 BR18 439 32.2 2 9 BR19 441 42.3 2 9 BR20 442 42.3 2 9 BR21 443 20.6 1 9 BR22 450 20.6 1 9 BR23 458 32.2 1 9 BR24 469 91.8 3 14 BR25 475 32.2 1 8 BR26 479 42.3 2 7 BR27 494 42.3 2 10 BR28 507 32.2 1 6 BR29 508 32.2 1 7 BR30 518 20.6 1 8
Source: Yapi Merkezi, 2018
C1.2 PROPOSED OVERPASSES ALONG THE PROPOSED SGR ALIGNMENT
Table 1.2 Proposed Overpasses along the Proposed SGR Alignment
No. Kilometre Point Length (m) Span No. Height Phase I – Dar es Salaam to Morogoro
OP01a 1 40.7 2 7 OP02a 1 40.7 2 7 OP03a 1 61.7 3 7 OP04a 1 61.7 3 7 OP05 2 61.7 3 7 OP06 6 19.7 1 8 OP07 15 19.7 1 8 OP08 22 13.7 1 11 OP09 34 28.7 2 8
TRC, SGR PROJECT, TANZANIA ANNEX C ERM, PROJECT NO. 0462176 FEBRUARY 2019
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No. Kilometre Point Length (m) Span No. Height OP10 61 19.7 1 8 OP11 75 28.7 2 8 OP12 85 19.7 1 8 OP13 127 28.7 2 11 OP14 135 28.7 2 8 OP15 137 28.7 2 8 OP16 140 28.7 2 8 OP17 179 28.7 2 8 OP18 180 19.7 1 8 OP19 180 19.7 1 8 OP20 186 19.7 1 8 OP21 192 28.7 2 8 OP22 198 19.7 1 8 OP23 199 19.7 1 8
Phase II – Morogoro to Makutupora OP01 207 20.6 1 8 OP02 208 32.2 1 8 OP03 208 20.6 1 8 OP04 216 20.6 1 8 OP05 225 20.6 1 8 OP06 231 32.2 1 8 OP07 254 32.2 1 8 OP08 260 32.2 1 8 OP09 267 65.5 2 8 OP10 285 20.6 1 8 OP11 307 20.6 1 8 OP12 308 32.2 1 8 OP13 315 20.6 1 8 OP14 317 20.6 1 8 OP15 329 20.6 1 8 OP16 333 65.5 2 8 OP17 368 65.5 2 10 OP18 407 42.3 2 9 OP19 414 32.2 1 9 OP20 426 32.2 1 8 OP21 445 32.2 1 8 OP22 455 32.2 1 8 OP23 462 20.6 1 10 OP24 481 32.2 1 8 OP25 482 32.2 1 8 OP26 483 32.2 1 8 OP27 484 32.2 1 8 OP28 497 65.5 2 9 OP29 506 65.5 2 8 OP30 507 32.2 1 8 OP31 514 32.2 1 8 OP32 517 32.2 1 8 OP33 521 32.2 1 8 OP34 528 32.2 1 8
Source: Yapi Merkezi, 2018
TRC, SGR PROJECT, TANZANIA ANNEX C ERM, PROJECT NO. 0462176 FEBRUARY 2019
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C1.3 PROPOSED UNDERPASSES ALONG THE PROPOSED SGR ALIGNMENT
Table 1.3 Proposed Underpasses along the Proposed SGR Alignment
No. Kilometre Point Length (m) Span No. Depth Phase I – Dar es Salaam to Morogoro
UP01 4 20 1 8 UP02 9 20 1 8 UP03 11 20 1 8 UP04 19 50 1 7 UP05 22 50 1 7 UP06 23 50 1 7 UP07 26 40 1 7 UP08 30 30 1 7 UP09 34 40 1 7 UP10 41 30 1 7 UP11 41 30 1 7 UP12 44 20 1 7 UP13 45 50 1 10 UP14 49 30 1 7 UP15 51 50 1 7 UP16 57 30 1 7 UP17 58 30 1 7 UP18 66 20 1 7 UP19 68 20 1 7 UP20 81 20 1 7 UP21 127 20 1 7 UP22 131 30 1 7 UP23 150 35 1 10 UP24 163 20 1 7 UP25 169 30 1 7 UP26 173 70 1 11 UP27 176 20 1 7 UP28 183 20 1 8 UP29 185 20 1 7 UP30 187 20 1 8 UP31 195 55 1 15 UP32 195 55 1 9
Phase II – Morogoro to Makutupora UP01 205 30 - 8 UP02 265 30 - 8 UP03 271 100 - 8 UP04 271 30 - 8 UP05 271 30 - 8 UP06 274 30 - 8 UP07 274 40 - 8 UP08 296 30 - 8 UP09 303 30 - 10 UP10 304 30 - 8
TRC, SGR PROJECT, TANZANIA ANNEX C ERM, PROJECT NO. 0462176 FEBRUARY 2019
5
No. Kilometre Point Length (m) Span No. Depth UP11 305 30 - 8 UP12 307 30 - 8 UP13 311 50 - 12 UP14 318 30 - 8 UP15 323 30 - 8 UP16 332 30 - 8 UP17 338 30 - 8 UP18 343 30 - 8 UP19 348 30 - 8 UP20 349 30 - 8 UP21 352 30 - 8 UP22 353 30 - 8 UP23 365 30 - 8 UP24 388 30 - 8 UP25 416 30 - 8 UP26 468 30 - 8 UP27 538 40 - 10
Source: Yapi Merkezi, 2018
Table 1.4 Proposed Stations and Marshalling Yard
Facility Chainage Name Size of Station (m2)
Gross Area Required (m2)
Stations
0+000 Dar es Salaam 370 15,000 20+000 Pugu 365 5,000 53+500 Soga 365 1,000 79+800 Ruvu 365 5,000 144+000 Ngerengere 365 5,000 144+000 Morogoro 370 10,000 230+264 Mkata 365 5,000 268+740 Kilosa 365 5,000 298+453 Kidete 365 5,000 356+ 622 Gulwe 365 5,000 390+023 Igandu 365 5,000 453+164 Dodoma 370 10,000 504+361 Bahi 365 5,000 536+342 Makutopora 365 5,000
Marsling Yard 87+500 Ruvu - 20,000 Source: Project Design, 2017
TRC, SGR PROJECT, TANZANIA ANNEX C ERM, PROJECT NO. 0462176 FEBRUARY 2019
6
C1.4 BORROW AREAS ALONG THE PROPOSED SGR ALIGNMENT
Table 1.5 Borrow Areas along the Proposed SGR Alignment
No. Kilometre Point Total Area (m2) Estimated Quantity (m3)
Phase I – Dar es Salaam to Morogoro B016 16 95,000 190,000 B021 21 205,000 410,000 B031 31 115,000 230,000 B034 34 195,000 390,000 B036 36 60,000 120,000 B056 56 65,000 130,000 B061 61 125,000 250,000 B043 43 50,000 100,000 B045 45 50,000 100,000 B047 47 50,000 100,000 B053 53 50,000 100,000 B059 59 18,000 36,000 B065 65 200 400 B069 69 120,000 240,000
TOTAL 2,396,400 Phase II – Morogoro to Makutupora
B204 204 110,000 245,000 B217 217 110,000 245,000 B222 222 115,000 255,000 B234 234 70,000 155,000 B245 245 55,000 120,000 B266 266 140,000 310,000 B275 275 290,000 645,000 B278 278 140,000 310,000 B279 279 105,000 235,000 B281 281 100,000 22,000 B285 285 130,000 290,000 B289 289 180,000 400,000 B292 292 60,000 135,000 B297 297 135,000 300,000 B305 305 105,000 235,000 B316 316 65,000 145,000 B335 335 130,000 290,000 B339 339 120,000 270,000 B352 352 55,000 125,000 B359 359 85,000 190,000 B369 369 25,000 55,000 B372 372 105,000 235,000 B378 378 65,000 145,000 B399 399 105,000 235,000 B403 403 55,000 125,000 B409 409 110,000 245,000
TRC, SGR PROJECT, TANZANIA ANNEX C ERM, PROJECT NO. 0462176 FEBRUARY 2019
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No. Kilometre Point Total Area (m2) Estimated Quantity (m3)
B420 420 200,000 445,000 B425 425 205,000 455,000 B434 434 135,000 300,000 B438 438 280,000 620,000 B444 444 160,000 355,000 B450 450 180,000 400,000 B462 462 110,000 245,000 B484 484 85,000 190,000 B502 502 140,000 310,000 B513 513 45,000 100,000 B527 527 25,000 55,000 B533 533 170,000 380,000
TOTAL 9,817,000 Source: Yapi Merkezi, 2018
TRC, SGR PROJECT, TANZANIA ANNEX C ERM, PROJECT NO. 0462176 FEBRUARY 2019
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Figure 1.1 Borrow Areas Locations along the Proposed SGR Alignment
TRC, SGR PROJECT, TANZANIA ANNEX C ERM, PROJECT NO. 0462176 FEBRUARY 2019
9
C1.5 QUARRY SITES ALONG THE PROPOSED SGR ALIGNMENT
Table 1.6 Quarry Sites along the Proposed SGR Alignment
No. Kilometre Point Total Area (m2) Estimated Quantity (m3)
Phase I – Dar es Salaam to Morogoro R120 120 510,000 1,530,000 R155 155 525,000 1,575,000
TOTAL 3,105,000 Phase II – Morogoro to Makutupora
R202 202 510,000 1,600,000 R270 270 520,000 1,700,000 R355 355 500,000 1,500,000 R386 386 525,000 1,700,000 R423 423 510,000 1,600,000 R472 472 520,000 1,700,000 R510 510 510,000 1,600,000
TOTAL 11,400,000
TRC, SGR PROJECT, TANZANIA ANNEX C ERM, PROJECT NO. 0462176 FEBRUARY 2019
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Figure 1.2 Quarry Site Locations along the Proposed SGR Alignment
TRC, SGR PROJECT, TANZANIA ANNEX C ERM, PROJECT NO. 0462176 FEBRUARY 2019
11
C1.6 SAND SOURCES ALONG THE PROPOSED SGR ALIGNMENT
Table 1.7 Sand Sources along the Proposed SGR Alignment
No. Kilometre Point Total Area (m2) Estimated Quantity (m3)
S211 211 330,000 650,000 S225 225 165,000 300,000 S240 240 625,000 1,125,000 S273 273 90,000 150,000 S277 277 130,000 250,000 S299 299 35,000 70,000 S331 331 360,000 700,000 S361 361 250,000 500,000 S401 401 320,000 650,000 S417 417 80,000 150,0000 S430 430 115,000 230,000 S451 451 115,000 230,000 S470 470 130,000 250,000 S503 503 315,000 600,000 S532 532 650,000 1,200,000
TOTAL 7,055,000
TRC, SGR PROJECT, TANZANIA ANNEX C ERM, PROJECT NO. 0462176 FEBRUARY 2019
12
Figure 1.3 Sand Source Locations along the Proposed SGR Alignment
TRC, SGR PROJECT, TANZANIA ANNEX C ERM, PROJECT NO. 0462176 FEBRUARY 2019
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C1.7 SPOIL DUMPING AREAS ALONG THE ALIGNMENT OF THE PROPOSED SGR
Table 1.8 Spoil Dumping Areas along the Alignment of the Proposed SGR
No. Kilometre Point Total Area (m2) Estimated Quantity (m3)
Phase I – Dar es Salaam to Morogoro D053-R1 53 45,000 135,000 D056-R1 56 20,000 60,000 D057 57 55,000 165,000 D024 24 40,000 12,000 D026 26 45,000 135,000 D028 28 60,000 150,000 D031 31 40,000 100,000 D033 33 35,000 105,000 D035 35 70,000 210,000 D037 37 75,000 225,000 D039 39 90,000 270,000 D120 120 90,000 270,000 D122 122 90,000 270,000 D125 125 90,000 270,000 D047 47 90,000 270,000 D021 21 135,000 405,000 D020 20 85,000 255,000 D023 23 20,000 60,000 D056 56 18,000 540,000 D053 53 20,000 50,000 D059 59 20,000 50,000 D055 55 11,000 33,000 D126 126 40,000 120,000
TOTAL 4,268,000 Phase II – Morogoro to Makutupora
D205 205 68,000 238,000 D210 210 13,000 39,000 D216 216 100,000 300,000 D219 219 135,000 405,000 D226 226 85,000 255,000 D231 231 100,000 300,000 D238 238 100,000 300,000 D244 244 100,000 300,000 D249 249 70,000 210,000 D252 252 75,000 225,000 D277 277 65,000 255,000 D278 278 85,000 195,000 D279 279 110,000 330,000 D284 284 95,000 285,000 D303 303 145,000 435,000 D312 312 75,000 225,000
TRC, SGR PROJECT, TANZANIA ANNEX C ERM, PROJECT NO. 0462176 FEBRUARY 2019
14
No. Kilometre Point Total Area (m2) Estimated Quantity (m3)
D318 318 35,000 105,000 D336 336 80,000 240,000 D344 344 105,000 315,000 D447 447 60,000 180,000 D460 460 150,000 450,000 D467 467 170,000 510,000 D486 486 130,000 390,000 D514 514 90,000 270,000 D538 538 120,000 360,000
TOTAL 7,117,000 Source: Yapi Merkezi, 2018
TRC, SGR PROJECT, TANZANIA ANNEX C ERM, PROJECT NO. 0462176 FEBRUARY 2019
15
Figure 1.4 Spoil Dumping Locations along the Proposed SGR Alignment
Annex D
Water and Wastewater Quality Results
263
Appendix IV(a): Surface water quality data Table A-1: Water Analytical Results from water bodies (September, 2010)
S/No. Location Water Source Parameters Analyzed
pH Temp. (oC)
DO (mg/l)
EC (μs/cm)
PO-4 (mg/l)
NO-3
(mg) NH3-N (mg/l)
E.Coli (100/ml)
1 Mkondoa River 7.6 20.7 5.3 166.6 0.31 1.6 0.2 480 2 Hombolo Dam 7.6 23.3 14.2 3830 0.03 24.0 0.4 1400 3 Mzakwe-Dodoma Tank 1&2 7.7 24.2 - 896 0.19 3.9 0.2 Nil 4 Mzakwe-Dodom BH C1/02 7.7 26.8 - 885 0.12 5.3 0.16 Nil 5 Mzakwe-Dodoma BHC5/02 7.2 28.8 - 895 0.01 1.2 0.25 Nil 6 Mzakwe-Dodoma BHC7/02 7.2 29.1 - 940 Nil 0.02 0.8 Nil 7 Maji matitu Mzinga river 7.5 26.8 15.1 1378 0.13 0.8 0.17 5200 8 Kizinga /Buza Kizinga river 7.6 28.2 13.5 437 0.47 4.7 0.13 3400 9 Kizinga/intake Kizinga river 7.7 25.8 15.8 434 0.76 1.2 0.45 2800
10 Ruvu at bridge Ruvu river 7.4 26.5 14.9 151.8 0.39 Nil 0.09 250 11 Wami at Delta 2m deep Wami river 7.2 30.6 13.5 1280 0.19 1.1 0.2 5 12 Wami mandera Wami river 7.5 25.6 5.7 138.7 0.28 0.6 0.14 25 13 Kidunda Ruvu river 7.4 28.8 12.4 125.5 0.14 0.6 0.13 7 14 Duthumi Mgeta river 7.6 27.6 8.6 205 0.23 1.8 0.07 3200 15 Dakawa Wami river 7.7 24.8 32.8 163 1.21 1.3 0.08 2330 16 Kibungo at brige Upper Ruvu 7.7 26.7 10.5 85.5 0.46 0.7 0.07 5400 17 Mzinga at bridge Mzinga river 7.0 24.5 4.0 854 0.18 1.1 0.12 3400 18 Mindu Dam 7.0 26.6 4.2 123.9 0.07 Nil 0.15 25 19 Mambogo intake River 7.1 27.6 3.45 439 0.19 1.0 0.13 600 20 Morogoro River 7.1 27.6 3.45 439 0.19 1.0 0.15 3600 21 Kikundi River 7.4 26.2 0.8 1010 1.02 Nil 0.18 4600
264
Table A-2: Water Analytical Results for water sources in DSM, Morogoro and Dodoma (January, 2009)
S/No Water Source Parameters Analysed
pH EC (µs/cm)
TDS (mg/L)
Temp (oC)
Nitrate (mg/L)
Sulphate (mg/L)
Phosphate (mg/l)
DO (mg/L)
Feacal coli CUF/100ML
1 Hombolo dam 342 171 26.5 84.4 475.0 3.75 2.08 4800 2 Mzakwe BHC5 7.01 968 483 29.3 1.4 105.0 0.14 ND Nil 3 Mzakwe BHC6 6.8 984 492 28.7 2.5 105 0.29 ND Nil 4 Mzakwe BHC7 6.8 940 470 29.8 0.95 70 0.01 ND Nil 5 Mzakwe BHC9 7 932 466 28.6 25.7 40.0 0.22 ND Nil 6 Mzakwe BH 6.8 939 483 30 3.2 8 0.75 ND Nil 7 Mzakwe BH 7 946 473 28.7 6.4 116 0.08 ND Nil 8 Mzakwe BH 6.8 1024 511 28.8 5.1 60 0.14 ND Nil 9 Mkondoa River 6.9 357 180 - 1.1 23 0.46 29.9 Nil
10 Dakawa at the bridge 7.9 245 121 29.2 1.8 23 0.2 32.4 64 11 Diwale at 8.2 76.4 38.2 32.7 4.8 1.1 0.16 530 12 Duthumi at Mgeta river 7.9 281 142 27.2 2 22 0.11 20 92 13 Kbungo at the bridge 7.8 63.1 31.8 29.1 0.8 3 0.29 ND Nil 14 Kinole W/S 7.6 54.3 27.4 25.7 0.2 2 0.09 ND 168 15 Kdunda at gauging/s 7.4 125.5 62.8 28.8 0.6 7.0 ND 480 16 Wami Mandera 7.92 170.3 85.1 30.8 Nil 11 0.1 ND 320 17 Wami/Matipwili 8.3 197 98 31.5 1 14.1 0.21 ND 3400 18 Wami at Delta 7.92 170.3 85.1 30.8 Nil 11 0.1 ND 4800 19 Mzinga river/maji matitu 7.5 1096 546 29.7 1.4 - 0.16 4.1 200 20 Kizinga at Intake 7.1 633 317 28.5 2.1 - 0.95 3.5 120 21 Kizinga at Buza 7.4 625 311 28.4 3.2 - 1.46 0.4 350
265
Table A-3: Water Analytical Results for water sources in DSM, Morogoro and Dodoma (May, 2008) S/No
REGION
SOURCE
LOCATION
Parameters Analyzed
pH Tem. (oC)
EC (µs/cm)
TDS SO4-
(mg/l) PO4- (mg/l)
NH3-N (mg/l)
NO3-N (Mg/l)
Feacal coli form (Cnt/100ml)
1 DODOMA RIVER Kinyasungwe 8.2 27 496 243 480 0.08 0.31 0.2 250 2 DODOMA DAM Hombolo 8.7 1930 965 240 NIL 0.42 2.6 340 3 DODOMA BHC1 Mzakwe 7.19 28.8 895 448 110 0.01 0.25 1.2 NIL 4 DODOMA BHC2 Mzakwe 7.2 30.2 1079 534 21.01 NIL 0.02 1.4 NIL 5 DODOMA BHC3 Mzakwe 7.2 29.1 940 469 NIL 0.02 0.8 NIL 6 DODOMA BHC4 Mzakwe 7.3 28.0 1150 570 0.11 1.8 NIL 7 DODOMA BHC5 Mzakwe 7.3 29.2 1127 574 0.02 0.5 NIL 8 DODOMA BHC6 Mzakwe 7.3 28.1 1086 545 0.03 0.5 NIL 9 DODOMA BHC7 Mzakwe 7.4 24.0 1034 522 0.03 4.8 NIL 10 DODOMA BHC8 Mzakwe 7.4 28.0 951 476 0.03 NIL 11 DODOMA BHC9 Mzakwe 7.4 27.0 995 498 0.01 NIL 12 DODOMA BHC10 Mzakwe 7.6 27.9 895 447 NIL 13 MOROGORO River Mkondoa 30.0 0.58 0.7 14 MOROGORO River Kinole intake 6.7 67.8 33.0 4.0 0.1 0.24 0.7 3600 15 MOROGORO River Kibungo/bridge 7.1 25.5 72.7 36.5 15 0.19 0.11 4.1 4800 16 MOROGORO River Dhutumi 7.0 25.5 178.9 84.4 15 0.19 0.32 4.1 74500 17 MOROGORO River Kidunda 7.3 25.0 133 66.0 4.0 0.27 0.13 NIL 450 18 MOROGORO River Ngerengere/bwawani 7.8 25.5 328 164 8.0 0.25 0.26 NIL 780 19 MOROGORO River Mzinga/bridge 6.9 21.5 61.4 30.5 9.0 0.23 0.28 1.2 380 20 MOROGORO River Mambogo intake 6.6 19.9 42.7 26.3 2.0 0.13 0.12 1.9 21 MOROGORO River Morogoro 6.5 22.4 101.9 50.9 56000 22 MOROGORO River kikundi 6.8 21.5 61.4 30.5 26 0.06 0.01 2.5 68000 23 DSM River Mzinga maji matitu 6.9 27.4 434 217 7.0 0.27 0.61 0.6 24 DSM River Kiinga /buza 6.6 25.7 464 222 21 1.72 2.56 1.2 1600 25 DSM River Kizinga intake 6.95 463 231 23.0 1.5 0.27 0.2 4200
266
Table A-4: Water Analytical Results for water sources in DSM, Morogoro and Dodoma (May, 2006) S/
No
LO
CA
TIO
N
pH
EC
( µs
/cm
)
TD
S( m
g/l)
Cal
cium
(mg/
L)
T-H
ardn
ess(
mg/
L)
Mag
nesi
um (m
g/L
)
Chl
orid
e (m
g/L
)
Fluo
ride
(mg/
L)
Iron
(mg/
L)
Man
gane
se (m
g/L
)
Nitr
ate-
N (m
g/L
)
Nitr
ite-N
(mg/
L)
Phos
phat
e (m
g/L
)
Sulp
hate
(mg/
L)
Feac
al
colif
orm
(CFU
/100
mL
)
1 BH 117/75 7.3 2880 1420 84.0 300 21.9 134.3 0.46 0.009 NIL NIL 0.009 95.0 NIL 2 BH C3/00 8.3 2550 1270 76.0 320 31.0 78.0 1.37 1.37 1.0 NIL NIL 60 NIL 3 BH C8/02 7.5 2600 1280 40.0 220 29.2 329 0.47 0.5 1.0 NIL 0.005 55.0 NIL 4 BH C7/02 7.7 2930 1446 80.0 290 21.9 70.9 0.2 0.2 1.0 NIL 0.004 80.0 NIL 5 BH 147/75 7.6 2650 1370 68.0 300 31.6 56.0 0.47 0.13 0.5 1.2 0.038 60.0 NIL 6 BH C1/02 7.5 2550 1270 76.0 250 29.1 86.4 0.13 0.3 0.5 NIL 0.002 45.0 NIL 7 BH 119/75 7.4 2600 1290 84.0 280 21.9 70.9 0.39 0.09 1.0 2.0 0.127 90.0 NIL 8 BH/118/75 7.5 2830 1410 76.0 310 29.2 120.5 0.27 0.03 0.2 NIL 0.003 80.0 NIL 9 Hombolo 7.7 4460 2230 40.0 220 29.2 32.9 0.15 0.8 1.5 NIL 0.003 245.0 NIL
10 Mkondoa 7.8 730 366 28.0 140 17.0 21.3 NIL 1.03 3.5 NIL 0.001 40 11 Mlali/Mzumbe 8.1 1150 573 48.0 190 17.0 35.5 NIL 0.12 1.5 6.0 0.002 0.5 10.0 12 Mambogo Intake 7.8 86.0 43.4 4.0 30.0 4.5 4.25 0.14 NIL 1.0 NIL NIL NIL NIL 500 13 Duthumi 8 16.0 70.0 7.3 9.93 0.02 0.02 1.5 6.0 0.002 0.5 20.0 1400 14 Mzinga/Luhungo 6.9 104 51.9 4.0 200.0 2.4 7.1 NIL 0.5 0.4 1.6 0.003 0.9 5.0 350 15 Mzinga/ Bridge 7.1 140 68.9 4.8 30.0 4.0 21.3 NIL 0.25 0.6 5.9 0.009 23 2.0 480 16 Kikundi M/Mpya 7.7 1077 497.0 32.0 110.0 7.3 56.7 0.18 1.25 0.2 2.2 0.052 0.4 24.0 5600 17 Bwawani Ngerengere 7.8 758 379.0 23.2 108.0 23.2 12.8 0.52 0.85 1.5 1.2 0.010 0.39 23.0 880 18 Kidunda 7.7 252 127.0 12.8 40.0 12.8 7.1 0.25 1.44 2.5 3.6 0.034 0.4 21.0 450 19 Kinole Intake 7.8 90 45.6 2.4 14.0 2.9 4.3 0.08 0.91 0.3 3.1 0.003 0.2 2.0 3400 20 Kibungo/ Bridge 7.6 114 56.6 8.8 28.0 8.8 7.1 0.22 1.01 0.4 1.5 0.004 0.3 0.0 4500 21 Kizinga Intake 7.1 1288 648.0 36.2 124.0 8.75 100.7 0.16 0.19 0.4 2.9 0.007 1.6 33.0 3400 22 Mzinga MajiMatitu 6.2 864 446.0 20.8 94.0 10.2 164.5 NIL 0.25 NIL 0.9 0.003 0.2 23.0 23 Mzinga/Confluence 6.5 1034 521.0 7.2 54.0 8.75 32.61 0.28 0.14 0.2 1.1 0.002 0.2 29.0 400 24 Mzinga/ Kizingo 7.1 1242 622.0 20.0 10.7 12.8 0.34 0.69 NIL 1.5 0.01 0.850 35.0 30.0 51600 25 Ruvu at Bridge 6.3 255 128.0 12.8 36.0 0.5 11.34 0.3 0.8 12 0.0 0.210 5.0 54.0 400 26 Wami/ Mandera 5.4 276 136.0 8.8 56.0 0.26 7.09 0.08 0.22 0.5 0.8 0.012 0.1 0.8
267
Appendix IV (b): Ground water Resources in Wami/ Ruvu Basin S/N REGION BH/NO LOCATION DISTRICT DIA Dep. SWL DWL D/D YIELD
Ø (m) (m) (m) (m) (m3/hr) 1 D’Salaam 606/2003 Ardhi House
II Ilala 5 22 8.45 17.1 8.65 3.046
2 D’Salaam 308/2004 Buguruni Ilala 5 50 18.25 19.34 1.09 15.84 3 D’Salaam 412/2003 Buguruni Ilala 5 46 12.25 24.05 11.8 0.375 4 D’Salaam 603/2003 Forodhani II Ilala 5 20 7.33 15.12 7.79 9.9 5 D’Salaam 645/2003 G/ Mboto Ilala 5 50 12.12 44.5 37.38 0.121 6 D’Salaam 317/2004 G/Mboto Ilala 5 45 22.55 42.2 19.65 0.15 7 D’Salaam 601/2003 G’ Mboto Ilala 5 50 8.74 47.25 38.51 0.8 8 D’Salaam 428/2003 Gerezani Ilala 6 50 12.7 17.04 4.34 13.2 9 D’Salaam 413/2003 Karakata Ilala 5 45 19.05 30.1 11.05 6.6 10 D’Salaam 429/2003 Kariakoo Ilala 6 40 7.42 13.03 5.61 11.314 11 D’Salaam 234/2004 Kariakoo Ilala 5 30 9.3 14.5 5.2 15.84 12 D’Salaam 93/2004 Kijitonyama Ilala 5 20 8.25 17.32 9.07 5.28 13 D’Salaam 359/2003 Kinyerezi Ilala 5 50 26.68 40.05 13.37 2.2 14 D’Salaam 415/2003 Kipunguni Ilala 5 40 3.92 34.39 30.47 2.262 15 D’Salaam 277/2003 Kipunguni Ilala 5 60 3.76 49.12 45.47 2.648 16 D’Salaam 279/2003 Kipunguni B Ilala 5 50 3.36 44.23 40.87 1.015 17 D’Salaam 1/004 Kipunguni II Ilala 5 56 10.15 44.1 33.95 3.046 18 D’Salaam 426/2003 Kiwalani Ilala 6 50 15.35 21.26 5.91 15.84 19 D’Salaam 224/2004 Magogoni Ilala 5 19 7.6 14.47 6.87 1.72 20 D’Salaam 332/2003 Mchikichini
III Ilala 8 43.5 1.02 12.34 11.32 46.588
21 D’Salaam 358/2003 Mchikichini IV
Ilala 8 36 6.4 10.09 5.69 15.84
22 D’Salaam 321/2003 Pugu Ilala 5 70 19.7 63.52 43.82 1.182 23 D’Salaam 628/2003 Pugu Ilala 5 60 8.45 57.34 48.89 0.115 24 D’Salaam 462/2003 Pugu
Mikongeni Ilala 5 48 7.7 47.1 39.4 0.168
25 D’Salaam 385/2003 Pugu Mwakanga
Ilala 5 60 4.52 47.15 42.63 1.76
26 D’Salaam 150/2004 Segerea Ilala 5 54 27.47 41.1 13.69 11.314 27 D’Salaam 666/2003 Segerea Ilala 5 60 24.1 44.08 19.98 3.6 28 D’Salaam 71/2004 Segerea Ilala 5 50 12.11 46.76 34.85 0.933 29 D’Salaam 236/2004 Segerea Ilala 5 50 10.16 40.04 29.88 3.96 30 D’Salaam 203/2004 Segerea Ilala 5 50 7.06 49.84 42.78 1.056 31 D’Salaam 636/2003 U/ Mombasa Ilala 5 50 12.53 52.48 24.94 0.84 32 D’Salaam 194/2004 U/ Mombasa Ilala 5 50 3.65 46.92 43.27 1.218 33 D’Salaam 92/2004 U/ Mombasa Ilala 5 60 10.55 52.43 41.88 0.504 34 D’Salaam 178/2004 U/ Mombasa Ilala 5 50 9.45 47.22 37.77 3.168 35 D’Salaam 642/2003 U/ Mombasa Ilala 5 54 4 50.02 45.05 0.833 36 D’Salaam 304/2004 Boko Kinondoni 5 45 15.7 23.23 7.53 7.2 37 D’Salaam 302/2003 Kibamba Kinondoni 5 50 27.98 40.42 11.53 2.64 38 D’Salaam 455/2003 Kiluvya Kinondoni 5 60 15.3 42.13 26.83 11.314 39 D’Salaam 65/2004 Kinondoni Kinondoni 5 36 9.53 22.12 12.59 15.84 40 D’Salaam 313/2004 Kinondoni Kinondoni 5 37.7 8.06 20.4 12.34 15.84 41 D’Salaam 219/2004 Kinondoni Kinondoni 5 21 8.12 17.12 9 3.168 42 D’Salaam 58/2004 Magomeni Kinondoni 5 27 7.93 23.95 26.02 1.131 43 D’Salaam 260/2003 Mavurunza Kinondoni 5 15 1.15 12.7 11.55 0.226 44 D’Salaam 673/2003 Mburahati Kinondoni 5 45 12.5 20.3 7.8 7.92 45 D’Salaam 97/2004 Ubungo
External Kinondoni 4.5 40 14 34.4 20.4 0.2
46 D’Salaam 174/2004 Buza Temeke 5 60 14.57 57.51 42.94 0.528 47 D’Salaam 309/2003 Buza Temeke 5 50 14.6 30.25 15.65 4.658 48 D’Salaam 386/2003 Chang’ombe Temeke 5 45 10.84 25.3 14.46 13.2
268
S/N REGION BH/NO LOCATION DISTRICT DIA Dep. SWL DWL D/D YIELD
Ø (m) (m) (m) (m) (m3/hr) 49 D’Salaam 660/2003 Chang’ombe Temeke 5 45 5.6 15.2 9.6 11.314 50 D’Salaam 608/2003 Chang’ombe Temeke 6 50 11.93 21.1 9.17 9.9 51 D’Salaam 253/2003 Chang’ombe Temeke 6 60 12.35 37.35 25 3.96 52 D’Salaam 222/2004 Keko Temeke 5 35 11.92 32.33 20.41 0.88 53 D’Salaam 202/2004 Keko Temeke 5 60 10.88 25.18 15.3 13.2 54 D’Salaam 245/2004 Keko II Temeke 5 50 12.5 18.05 5.55 15.84 55 D’Salaam 199/2004 Kurasini Temeke 5 50 12.7 15.73 3.03 15.84 56 D’Salaam 627/2003 Kurasini Temeke 5 50 9.76 23.05 13.29 7.92 57 D’Salaam 200/2004 Kurasini Temeke 5 50 16.15 26.84 10.69 5.28 58 D’Salaam 50/2004 Kurasini Temeke 5 42.25 4 19.12 15.12 15.84 59 D’Salaam 197/2004 Yombo Vituka Temeke 5 50 7.15 47.75 40.6 0.91 60 D’Salaam 390/2003 Yombo Vituka Temeke 5 40 3.01 31.13 28.06 1.931 61 D’Salaam 23/2004 Yombo Vituka Temeke 5 60 14.55 58.5 43.95 1.056 62 D’Salaam 667/2003 Yombo Vituka Temeke 5 40 10.15 37.52 27.37 0.06 63 D’Salaam 173/2004 Yombo Vituka Temeke 6 70 19.44 60.22 40.78 3.6 64 D’Salaam 276/2003 Yombo Vituka
II Temeke 5 50 11.02 47.15 36.13 0.22
65 D’Salaam 330/2003 Yombo Temeke 5 60 15.35 46.42 31.07 11.314 66 D’Salaam 362/2003 Yombo Temeke 5 50 15.75 44.12 28.37 4.4 67 D’Salaam 363/2003 Yombo Vituka Temeke 5 52 4.95 44.11 39.16 0.546 68 D’Salaam 21/2004 Yombo Vituka
II Temeke 5 57 21.4 49.95 28.55 3.168
69 Dodoma 38/2004 Gawaye II Dodoma ‘U’
6 100 15 24.35 9.35 15
70 Dodoma 343/2004 Msalato Dodoma ‘U’
5 49.75 9.32 26.43 17.11 6
71 Dodoma 419/2003 Veyula Dodoma ‘U’
132 59.6 128.05 68.45 1
72 Dodoma 458/2003 Veyula II Dodoma ‘U’
6 108 31 94.9 63.9 1
73 Dodoma 215/2004 Mkoka Kongwa 6 100 59.65 75.93 16.28 2.5 74 Dodoma 39/2004 Mpwapwa Mpwapwa
‘U’ 6 50 21.67 25.88 4.21 24
(Source: Wami/Ruvu Water Basin Offices, 2018)
269
Appendix IV(c): Ground water quality data
270
271
272
APPENDIX V: Baseline information on the quality of wastewater discharged in the environment from various sources in the project area Appendix B-1: Analytical Results of effluents from wastewater treatment plants in DSM, Morogoro and Dodoma (September, 2009)
S/No Location Sampling point
Parameters analyzed
EC
(µs/cm) PH DO (mg/l)
BOD5
(mg/l) COD (mg/l)
NO3-N (mg/l)
NH3-N (mg/l)
PO4- (mg/l)
Colour (mgPt/l)
1 Swaswa-Dodoma WSP-Effluent 1112 7.7 0.7 32.1 67 14 23.5 ND 99
2 Mikocheni WSP-DSM WSP-Effluent 1100 7.9 3.2 43.2 87.9 9.7 46 ND 271 3 Vingunguti- DSM WSP-Effluent 3920 8.1 78 156 99 68.2 ND 342 4 Mabibo WSP-DSM WSP-Effluent 2900 8.4 335 669 0.7 1.6 ND 460 5 Royal textile ind.Ilala-DSM Last Chamber 6080 11.8 2737 5472 1.1 2.1 ND >500 6 Mtibwa Sugar-Estate Canal to Wami river 159 6.5 2.4 33 64 0.1 0.2 1.9 55 7 Mtibwa WSP Bypass to Wami river 1442 5.1 240 482 3.0 0.2 15.8 >500 8 Mtibwa WSP WSP-Effluent 1267 8.7 5.6 28 57 1.3 0.04 32.8 68 9 Mzumbe University WSP-Effluent 358 7.1 3.9 63.4 128 0.09 0.5 7.5 183 10 TLAI pond Pipe to Ngerengere 3280 9.1 180 365 0.4 0.03 2.7 >500 11 MORUWASA WSP-Effluent 966 8.1 5.3 30 62 0.9 0.2 24.8 >500 12 Tanzanian discharge standard NA 6.5-
8.5 60 30 20 6 3000
273
Appendix B-2: Analytical Results of effluents from wastewater treatment plants in DSM, Morogoro and Dodoma (June, 2008)
S/N REGION SOURCE OF SAMPLE
SAMPLING POINT
PARAMETERS ANALYZED
pH EC (µs/cm)
DO (mg/l)
COD(mg
/l) BOD (mg/l)
PO4-
(mg/l) NH3-
N(mg/l) NO3-
N(mg/l)
1 Dodoma WSP WSP-effluent 8.4 1750 6.0 32.8 20.0 9.6 0.37 0.03 2 Morogoro TLAI WSP Last chamber 8.7 4260 160.
0 132.0 0.42 24.0 0.8
3 Morogoro 21st Century textile Last chamber 9.5 388 600 142.0 6.2 23.4 2.3 4 Morogoro Canvass mill WSP-effluent 11.4 6970 1200 252.0 3.2 7.45 0.01 5 Morogoro Mzumbe Univesity WSP-effluent 6.73 215 239 118.2 0.04 1.56 0.03 6 DSM Vingunguti WSP WSP-effluent 7.7 1535 800 300 11.5 0.5 154 7 DSM Mabibo WSP WSP-effluent 9.17 2490 0.4 400 200.0 2.2 40.0 42.0 8 DSM Mikocheni WSP WSP-effluent 7.7 1450 68 1.0 224 2.2 65.0 202 9 DSM TBL Effluent 7.8 3240 1.2 1240 340.0 2.1 21.3 3.0 10 Tanzanian discharge standard 6.5-8.5 NA NA 60 30 6 20
274
Appendix B-3: Analytical Results of effluents from wastewater treatment plants in DSM, Morogoro and Dodoma (June, 2006)
S/N REGIO
N SOURCE
OF SAMPLE LOCATION
PARAMETERS ANALYZED
pH Color COD BOD5 DO EC PO4
NH3-N
NO2-N NO3-N
mgPt/L mg/L mg/L mg/L
µs/cm mg/L mg/L mg/L mg/L
1 Dodoma WSP Maturation pond 8.3 62.0 32.4 16.0 6.1 1700 6.6 12.5 0.07 0.9 2 Morogor
o Municipal Pond
Last chamber 9.3 4.8 588.0 146.4 3490 0.47 28.5 0.009 1.3
3 Morogoro WSP
21st Century textile 8.5 499.0 384.0 182.0 960 0.17 37.5 0.09 0.9
4 Morogoro
Outlet Chamber
Canvas Mill 9.7 4875.0
1251.0 592.6 3350 0.28 22.5 0.006 2.5
5 Morogoro WSP
MORUWASA 8.4 9.3 48.0 27.5 3.4 970 6.25 0.08 1.27 4.8
6 DSM Chamber Royal Dairy 7.4 32.0 16.8 4.1 1940 3.5 0.13 0.2 9.0 7 DSM WSP Outlet Mikocheni WSP 7.4 418.0 224.0 88.8 1.0 1550 2.2 70.5 38.0 302.5
8 DSM Effluent
TBL 11.7 300.0 1280.
0 640.0 1.6 8070 1.1 21.38 0.132 3.0 9 DSM WSP Mabibo 11.0 7.0 416.0 208.0 2.0 4000 2.45 41.5 6.4 45.0 10 DSM WSP TCC 7.5 30.0 192.0 92.0 4.5 1670 8.7 29.6 14.5 52.0 11 DSM WSP Vingunguti 8.5 800.0 400.0 8100 11.5 50.0 27.0 153.0
12 Tanzanian discharge standard 6.5-8.5 3000 60 30 NA NA 6 20
Annex E
Issues and Concerns raised by Stakeholder
305
ANNEX II: ISSUES AND CONCERNS RAISED BY STAKEHOLDERS
Authority / institution
Name of Consulted Person
Position/ Designation
Issues raised
KIBAHA DISTRICT COUNCIL
RUTH N. MWELO
Ag. DHRO The employment should considerminimum wage of the government andother benefits
Employment should be on contractbasis so that employees are in highlyprotected against violence
KIBAHA DISTIRICT COUNCIL
HAPPY CHINDULI
DTO (A/BIASHARA)
Unwanted construction materialsshould be handled well so that they donot pollute the environment
Health and Safety issues should behighly observed duringimplementation of the project
KIBAHA DISTRICT COUNCIL
Eng. NCHAMBI
ENGINEER/ROADS
Access road to Soga can onlyaccommodate 10 tonnes load thereforethe contractor should not overload thetrucks when using these roads
The Engineer is wondering why theclearance has started before theevaluation of who and how the projectaffect people and their properties
Drainage systems from the projectshould be designed in such a way thatthey do not interfere humansettlements, the environment and otheractivities
KIBAHA DISTRICT COUNCIL
WINFRIDA ZABRON
ENVIRONMENTAL OFFICER
Training on the effect of rapidpopulation growth and associatedconsequences should be providedeffectively
306
Authority / institution
Name of Consulted Person
Position/ Designation
Issues raised
Sanitation systems to be used such as latrines should be the common ones and enough to sustain the big population during construction
Solid waste should be well managed, this include sorting and separation to reduce the amount of waste reaching the dumpsite at Kikongo (Mlandizi)
KIBAHA DISTRICT COUNCIL
MARCELLA F. MANGOSONGO
DCDO The district council should be involved in early stages of the implementation of this project so that measures on controlling various diseases and other effects of rapid population growth are emphasized
DISTRICT COUNCIL
FARID MUSSA
Ag. DWE The project water supply should be taken from the trunk main this will increase revenue to the Government but also ensure proper utilization of resources
Requests for schedule of work so that they can prepare for the construction work.
Information during assessment on the compensation issues should be sent to DC so that they are aware and participate fully
KIBAHA DISTRICT COUNCIL
FELIX SHAYO
REGINAL NATURAL RESOURCE OFFICER
The ROW should at any possibility avoid animals from seeing or hearing train noise as this causes fear to animals and as a result they can escape
KIBAHA DISTRICT COUNCIL
BUPE J.ANGETILE
ROAD ENGINEER
The coming railway should be reliable
Compensation should be in practice and effective
307
Authority / institution
Name of Consulted Person
Position/ Designation
Issues raised
Proposes that there should be a direct connection from the road to the railway line (SGR)
They see a positive impact on economy of the region and the country at large.
KIBAHA DISTRICT COUNCIL
Eng. ALPHONCE C. MGANGA
ASSISTANT ADMINSTRATIVE SECRETARY (AAS) WATER SECT.
Requests for water quality of the drilled boreholes at Soga campsite
KIBAHA DISTRICT COUNCIL
CECIL M. SIAFU
ENVIRONMENTAL ENGINEER
Liquid waste should be well managed at campsite so that to minimize the outbreak of diseases
KISARAWE DISTRICT COUNCIL
MUSSA L. GAMA
DED Requests that there should be at least one station in Kisarawe so that people can benefit more with the SGR
Fair compensation should be implemented before the project starts
KISARAWE DISTRICT COUNCIL
EDMUND LIVINDA
Ag. DESO Visegese Industrial Park is being disturbed; this disturbs the whole operation of the district.
Rehabilitation after construction of the SGR should be planned because Kisarawe is surrounded by lots of forests clearance has disturbed the look of Kisarawe as a tourist district
308
Authority / institution
Name of Consulted Person
Position/ Designation
Issues raised
KISARAWE DISTRICT COUNCIL
JOSEPH MAKYAO
Ag. DCDO Proper security systems along the SGR should be enhanced to ensure the project is sustainable.
KISARAWE DISTRICT COUNCIL
LISTEN MATERU
Ag. DWE Shortage of water is a big issue along the railway line therefore planning ahead is important to ensure that the railway line has a constant supply of water
There is a plan to extend the supply from DAWASCO trunk main to the ROW.
Solid waste around Kisarawe stations should be well collected stored and disposed well to the nearest dumpsite in pugu
KISARAWE DISTRICT
ERNEST M. MAUNGO
Ag. DE At least request one station at Mzenga
Roads , and pedestrian crossing should be given provision to ensure no interference during operation of the SGR
KISARAWE DISTRICT COUNCIL
A.R. MOHA
VALUER Complains on why clearance has started before can hinder the sustainability of the project
Valuation team of the consultant should inform the valuation team of the district so that they participate
Request the areas where clearance has not started, to wait for valuation to be completed.
Annex F
Data and Assumptions Used in Climate Risk
Assessment
Gas Emission (Kg/Km) GWP (100 Year) CO2eq/KM CO2eq Total Track length (kg) Aggregate tCO2eq
CO 2705 3 8 115 4390215 4390.215
NOx 1082 10 10 820 5853620 5853.62
VOC's 10 279 1 10 279 5560939 5560.939
PM10 510 n/a 0 0
CO2 12 984 1 12 984 7024344 7024.344
Total (tCO2 eq) 22829.118
tCO2 eq yr‐1 6522.61
*details in justifications doc
Environment Type tCO2e/ha Area (ha)* Total tCO2 Eq
Wooded Grassland 165 1 623 267795
Agricultural Land 49.5 1623 80338.5
Total tCO2 348133.5
tCO2 eq yr‐1 99466.71
Locomotive Type Length (Km) Conversion Factor tCO2 per Km/year tCO2e yr‐1 CO2 (g) per kWh tCO2 per trip Column1 Column2
Diesel Trains 541 1.578512397 853.9752066 0
Electric 541 439.7 0.003254 0.000814 0.004068
874.1662766 tCO2 per year 20.19107 0.0505087 20.24158
Project Stage Total CO2eq Emissions 0.24952945
Construction Emission 6 523
Land Use Emissions 99466.71 2.315206699
Operational Emissions 874.16 97.6847933
106 863
1
0.930787176
Construction Emissions
Land Use Emissions
Operational Emissions
Caveats & Justifications for CO2eq Estimates
1.0 Caveats
The global warming potential (GWP) of VOC’s was not included in the calculation due to the
substantial variation in GWP across differing VOC types (1‐14,300). In the absence of a detailed
breakdown of the chemical structure and quantity of VOC’s produced, the tCO2eq value was
calculated using the lowest GWP (1). This estimate is therefore highly likely to be a significant
underestimate.
2.0 Justifications
GWP of carbon monoxide (CO) is uncertain due to difficulties in estimating indirect radiative
effects (IPCC, 2007). CO2eq was calculated using a GWP of 3 taken from a 2‐dimensional model in
Fuglestvedt et al. (1996) In: IPCC (2007) that included CH4 feedbacks and tropospheric
O3 production by CO. This is considered as the most accurate direct estimate of CO GWP.
To estimate land use change emissions, a 50:50 split between agricultural land and wooded
grassland was assumed. Quantity of CO2 eq per hectare was taken from BBII_ESHIA. Total area of
land cleared was estimated through the total length of the track multiplied by a clearance width
given in the report of 60m.
Operational emissions were estimated through assuming that the CO2eq emissions per km of
railway travelled were the same for this project as they were for the ItalTech one. This assumption
was considered reasonable as both railways have gauges of 1435mm and use diesel locomotion.