Study on Economic Partnership Projects
in Developing Countries in FY2014
Study on the Project for Construction of
Mombasa Gate Bridge
in the Republic of Kenya
Final Report
February 2015
Prepared for:
Ministry of Economy, Trade and Industry
Ernst & Young ShinNihon LLC
Japan External Trade Organization
Prepared by:
Katahira & Engineers International
Oriental Consultants Global Co., Ltd.
Nippon Steel & Sumitomo Metal Corporation
Toyo Construction Co., Ltd.
Preface
This project summarizes the result of “Study on Economic Partnership Projects in Developing Countries” in FY
2014 entrusted to Katahira & Engineers International, Oriental Consultants Global Co., Ltd., Nippon Steel &
Sumitomo Metal Corporation and Toyo Construction Co., Ltd.
It is titled “Study on the Project for Construction of Mombasa Gate Bridge in the Republic of Kenya” and has
been carried out in order to assess the feasibility of construction of a Mombasa Gate Bridge on the ship route
between Mombasa Island and Likoni District with a total investment amount of 59 billion Yen.
We sincerely hope this report will contribute to the implementation of the aforementioned project and provide
practical information to the Japanese parties concerned.
February 2015
Katahira & Engineers International
Oriental Consultants Global Co., Ltd.
Nippon Steel & Sumitomo Metal Corporation
Toyo Construction Co., Ltd.
Location Map
Source: The Study Team
Project Site Photographs (1/2)
Construction Candidate Site (View from Likoni)
Construction Candidate Site (View from Mombasa Island)
Construction Candidate Site (View from inside of
Kilindini Harbor)
Construction Candidate Site (View from Control
Tower in Mombasa Port)
Candidate Site for Loop Bridge (Mombasa Island)
Candidate Site for Loop Bridge (Likoni)
Candidate Site for Approach Bridge (Mombasa
Island)
Candidate Site for Approach Bridge (Likoni)
Project Site Photographs (2/2)
Momument of Tusker (Mombasa Island)
Likoni Ferry
A Container Ship Crossing Ferry Route
Ferry Waiting Vehicles in Mombasa Island
Passengers of Likoni Ferry
Loading Situation of Likoni Ferry
Meeting with KeNHA
Stakeholder Meeting in Likoni District
Perspective
Alternatives Perspective
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List of Abbreviations
Abbreviations Official Name
AASHTO American Association of State Highway and Transportation Officials
AfDB African Development Bank
BCR Benefit-Cost Ratio
B/D Basic Design
MCG County Government of Mombasa
Co2 Carbon Dioxide
C/S Construction Supervision
D/D Detailed Design
EAC East African Community
EIA Environmental Impact Assessment
EIAAR Environmental (Impact Assessment and Audit) Regulation
EIRR Economic Internal Rate of Return
EMCA Environmental Management and Co-ordination Act
EMP Environmental Management Plan
F/S Feasibility Study
GDP Gross Domestic Product
GOK Government of Kenya
JBIC Japan Bank for International Cooperation
JETRO Japan External Trade Organization
JICA Japan International Cooperation Agency
KAA Kenya Airport Authority
KCAA Kenya Civil Aviation Authority
KeNHA Kenya National Highways Authority
KSh Kenya Shilling
KFS Kenya Ferry Service
KMA Kenya Maritime Authority
KPA Kenya Port Authority
METI Ministry of Economy, Trade and Industry
NLC The National Land Commission
NEC National Environment Council
NEMA National Environmental Management Authority
NLP National Land Policy
NMK National Museum of Kenya
NPV Net Present Value
OD Origin-Destination
ODA Official Development Assistance
Abbreviations Official Name
PAP Project Affected Persons
PCU Passenger Car Unit
RAP Resettlement Action Plan
SBHS Steel for Bridge High Performance Structure
STEP Special Terms for Economic Partnership
TEU Twenty-foot Equivalent Units
UNFCCC the United Nations Framework Convention on Climate Change
USD United States Dollar
VCR Vehicle Capacity Ratio
VOC Vehicle Operating Costs
YWCA Young Women Christian Association
Study on Economic Partnership Project in Developing Countries in FY2014
Study on the Project for Construction of Mombasa Gate Bridge in the Republic of Kenya
Table of Contents
Preface
Location Map
Project Site Photographs
Perspective Drawing
Alternatives Perspective
List of Abbreviations
Table of Contents
Executive Summary
(1) Background and Necessity of the Project ............................................................................................... S-1
(2) Concepts to Determine Scope of Work of the Project ............................................................................ S-2
(3) Outline of the Project .............................................................................................................................. S-7
(4) Implementation Schedule ..................................................................................................................... S-14
(5) Feasibility of the Project Implementation ............................................................................................. S-15
(6) Technical Advantages of Japanese Companies ..................................................................................... S-16
(7) Possible Risks against Realization of the Project ................................................................................. S-16
(8) Project Location Map ........................................................................................................................... S-16
Chapter 1 Overview of the Host Country and Sector
1.1 Economic and Financial Conditions of Kenya ....................................................................................... 1-1
1.1.1 Outline of Kenya ............................................................................................................................. 1-1
1.1.2 Economic Conditions of Kenya ...................................................................................................... 1-2
1.1.3 Trade in Kenya ................................................................................................................................ 1-4
1.1.4 Economic Conditions of Neighbor Countries ................................................................................. 1-5
1.1.5 Relationship with Japan .................................................................................................................. 1-6
1.2 Overview of Road Sector ........................................................................................................................ 1-8
1.2.1 International Corridor in EAC ........................................................................................................ 1-8
1.2.2 Road Network in Kenya ................................................................................................................. 1-9
1.2.3 Road Network in Mombasa .......................................................................................................... 1-11
1.3 Outline of the Project Area ................................................................................................................... 1-12
1.3.1 Overview of Mombasa.................................................................................................................. 1-12
1.3.2 Population Distribution ................................................................................................................. 1-12
1.3.3 Regional Economy ........................................................................................................................ 1-13
1.3.4 Overview of the Likoni Ferry ....................................................................................................... 1-15
1.3.5 Overview of the Project Site Condition ........................................................................................ 1-16
Chapter 2 Study Methodology
2.1 Scope of the Study .................................................................................................................................. 2-1
2.1.1 Objective of the Study .................................................................................................................... 2-1
2.1.2 Traffic Demand Forecast ................................................................................................................ 2-1
2.1.3 Establishment of Design Criteria .................................................................................................... 2-1
2.1.4 Road and Bridge Planning and Design ........................................................................................... 2-1
2.1.5 Evaluation of Environmental and Social Impacts ........................................................................... 2-1
2.1.6 Construction Planning and Cost Estimation ................................................................................... 2-1
2.1.7 Economic Analysis ......................................................................................................................... 2-2
2.1.8 Project Implementation Schedule ................................................................................................... 2-2
2.2 Study Method and Composition of the Study Team ............................................................................... 2-2
2.2.1 Study Flow ...................................................................................................................................... 2-2
2.2.2 Composition of the Study Team...................................................................................................... 2-2
2.3 Study Schedule ....................................................................................................................................... 2-3
2.3.1 Study Schedule ............................................................................................................................... 2-3
2.3.2 Field Survey Itinerary ..................................................................................................................... 2-3
2.3.3 List of Organizations/Parties Concerned with the Project .............................................................. 2-5
Chapter 3 Justification, Objectives and Technical Feasibility of the Project
3.1 Background and Necessity of the Project ............................................................................................... 3-1
3.1.1 Preceding Projects and Studies ....................................................................................................... 3-1
3.1.2 Related Development Plans ............................................................................................................ 3-3
3.1.3 Expected Effects of the Project Implementation ............................................................................. 3-8
3.1.4 Priority of the Project ...................................................................................................................... 3-8
3.2 Efficient Use of Energy .......................................................................................................................... 3-8
3.2.1 Setting Conditions for the Evaluation ............................................................................................. 3-8
3.2.2 Estimation ....................................................................................................................................... 3-9
3.2.3 Evaluation of Efficient Use of Energy .......................................................................................... 3-10
3.3 Result of Studies of Determine Scope of Work of the Project .............................................................. 3-11
3.3.1 Traffic Demand Forecast .............................................................................................................. 3-11
3.3.2 Natural Condition ......................................................................................................................... 3-16
3.3.3 Design Condition and Criteria ...................................................................................................... 3-22
3.3.4 Comparison of Alternative Schemes ............................................................................................. 3-29
3.4 Overview of the Project Plan ................................................................................................................ 3-37
3.4.1 Outline of the Proposed Project .................................................................................................... 3-37
3.4.2 Outline Design .............................................................................................................................. 3-37
3.4.3 Construction Planning................................................................................................................... 3-43
Chapter 4 Evaluation of Environmental and Social Impacts
4.1 Present Environmental and Social Conditions ........................................................................................ 4-1
4.1.1 Present Conditions .......................................................................................................................... 4-1
4.1.2 Future Forecast (Without Project Scenario) .................................................................................... 4-4
4.2 Expected Environmental Improvement by Implementation of the Project ............................................. 4-5
4.3 Environmental and Social Impacts by Implementation of the Project .................................................... 4-7
4.3.1 Items for Environmental and Social Considerations ....................................................................... 4-7
4.3.2 Comparative Study of Alternatives ............................................................................................... 4-14
4.3.3 Outlines of the Discussions with Implementing Organization and Local Stakeholders ............... 4-14
4.4 Legal and Institutional Frameworks for Environmental and Social Impacts ........................................ 4-15
4.4.1 Legal Framework for Environmental and Social Impacts ............................................................ 4-15
4.4.2 Legal Framework for Land Acquisition and Resettlement ........................................................... 4-20
4.5 Measures to be taken by the Kenyan Side ............................................................................................ 4-23
Chapter 5 Financial and Economic Evaluation
5.1 Estimated Project Cost ............................................................................................................................ 5-1
5.1.1 Base Conditions .............................................................................................................................. 5-1
5.1.2 Construction Cost Estimate ............................................................................................................ 5-1
5.1.3 Project Cost ..................................................................................................................................... 5-2
5.1.4 Material and Equipment procured from Japan ................................................................................ 5-3
5.1.5 Operation and Maintenance Cost .................................................................................................... 5-3
5.2 Preliminary Economic Analysis .............................................................................................................. 5-4
5.2.1 Economic Analysis ......................................................................................................................... 5-4
Chapter 6 Planned Project Schedule
6.1 Implementation Schedule ....................................................................................................................... 6-1
Chapter 7 Implementing Organization
7.1 Outline of the Project Implementing Agency ......................................................................................... 7-1
7.2 Project Implementation Organization ..................................................................................................... 7-3
7.3 Evaluation of Capacity of the Project Implementing Agency ................................................................. 7-3
Chapter 8 Advantages of Japanese Construction Technologies
8.1 Competitiveness of Japanese Construction Technologies in the International Market ........................... 8-1
8.1.1 Characteristics of the Project .......................................................................................................... 8-1
8.1.2 Japanese Technology for the Superstructure ................................................................................... 8-1
8.1.3 Substructure .................................................................................................................................... 8-4
8.2 Construction Material and Equipment procured from Japan .................................................................. 8-6
8.2.1 Japanese” Goods only” ................................................................................................................... 8-6
8.2.2 Japanese “Goods and services” ....................................................................................................... 8-7
8.3 Measures to Promote Japanese Construction Technologies .................................................................... 8-7
Appendix
1. Construction Cost (Base Cost) Breakdown
2. Minutes of Stakeholder Meetings
List of Tables
Table i Major Criteria for Road Design .................................................................................................... S-4
Table ii Major Criteria for Bridge Design .................................................................................................. S-4
Table iii Comparison of Alternative Structure Type for Harbor Crossing .................................................. S-5
Table iv Comparison of Alternative Locations of the Bridge ..................................................................... S-6
Table v Comparison of Alternative Superstructure Types for the Main Bridge......................................... S-6
Table vi Summary of the Project Cost ...................................................................................................... S-11
Table vii Procurement Ratio of Japanese “Goods & Services” ................................................................. S-12
Table viii Economic Indicators ................................................................................................................... S-12
Table ix Result of Sensitivity Analysis ..................................................................................................... S-12
Table x Outline of the Structures to be affected by the Project ............................................................... S-13
Table xi Planned Project Schedule ............................................................................................................ S-15
Table xii Undertakings to be carried out by KeNHA and Capacity ........................................................... S-15
Table 1-1 Outline of Kenya ........................................................................................................................... 1-1
Table 1-2 Historical GDP (2004-2013) ......................................................................................................... 1-2
Table 1-3 Economic Condition of Neighbor Countries ................................................................................ 1-6
Table 1-4 Amount of ODA from Japan to Kenya ......................................................................................... 1-7
Table 1-5 Road Length in Kenya ................................................................................................................ 1-10
Table 1-6 Population Distribution ............................................................................................................... 1-13
Table 1-7 Frequency of Ferry Operation ..................................................................................................... 1-15
Table 1-8 Ferry Fare.................................................................................................................................... 1-15
Table 2-1 Member of the Study Team ........................................................................................................... 2-3
Table 2-2 Study Schedule ............................................................................................................................. 2-3
Table 2-3 Schedule of the First Site Survey .................................................................................................. 2-4
Table 2-4 Schedule of the Second Site Survey ............................................................................................. 2-5
Table 2-5 List of the Visited Organizations .................................................................................................. 2-5
Table 3-1 Carbon Dioxide Emission Factors and Specific Fuel Consumption Factors ................................ 3-9
Table 3-2 Reduction Volume of Calculated Carbon Dioxide Emission ........................................................ 3-9
Table 3-3 Reduction Volume of Specific Fuel Consumption ...................................................................... 3-10
Table 3-4 Carbon Dioxide Emission Volume per Persons by Country and Reduction Volume by the
Project ......................................................................................................................................... 3-10
Table 3-5 Specific Fuel Consumption per Person Volume per Persons by Country and Reduction Volume
by the Project .............................................................................................................................. 3-10
Table 3-6 Traffic Analysis Zone.................................................................................................................. 3-12
Table 3-7 Future Traffic Volume ................................................................................................................. 3-14
Table 3-8 Necessary Number of Lane ......................................................................................................... 3-16
Table 3-9 Climate in Mombasa ................................................................................................................... 3-17
Table 3-10 Wind Speed and Return Period (maximum speed in 3 second) in Kenya .................................. 3-18
Table 3-11 Tidal Levels in Mombasa Port .................................................................................................... 3-19
Table 3-12 Relations between Magnitude, Acceleration and Mercalli Equivalent ....................................... 3-21
Table 3-13 Historical Seismic Damage Data in Kenya ................................................................................. 3-21
Table 3-14 Kenyan Road Classification ........................................................................................................ 3-23
Table 3-15 Classification of Urban Roads .................................................................................................... 3-24
Table 3-16 Design Speed of Urban Arterial Road of AASHTO and Japanese Specification (km/h) ............ 3-24
Table 3-17 Guide Value for Selection of Design Speed in Urban Area in Kenya (km/h) ............................. 3-24
Table 3-18 Guide Value for Selection of Design Speed in Rural Area in Kenya (km/h) .............................. 3-25
Table 3-19 Minimum Radius of Horizontal Curve ....................................................................................... 3-25
Table 3-20 Design Samples of Loop Road in Japan ..................................................................................... 3-25
Table 3-21 Maximum Gradient ..................................................................................................................... 3-26
Table 3-22 Maximum Superelevation ........................................................................................................... 3-26
Table 3-23 Comparison of Live Loads of Specifications .............................................................................. 3-27
Table 3-24 Comparison of Alternative Schemes of Crossing Structure ........................................................ 3-31
Table 3-25 Comparison of Alternative Routes of Crossing Bridge .............................................................. 3-32
Table 3-26 Comparison of Alternative Locations of Bridge ......................................................................... 3-33
Table 3-27 Alternative Schemes of Superstructure ....................................................................................... 3-34
Table 3-28 Comparison of Alternative Substructure Foundation Types for Likoni Side Pier....................... 3-35
Table 3-29 Comparison of Alternative Types for the Loop Bridges ............................................................. 3-36
Table 4-1 Administrative Division of Mombasa ........................................................................................... 4-3
Table 4-2 Structures to be Affected by the Project (Approximately) ............................................................ 4-4
Table 4-3 Laws and Regulations Concerning the Proposed Project ........................................................... 4-16
Table 5-1 Summary of the Project Cost ........................................................................................................ 5-3
Table 5-2 Annual Operation and Maintenance Costs ................................................................................... 5-4
Table 5-3 List of Costs and Benefits ............................................................................................................. 5-5
Table 5-4 Project Implementation Schedule ................................................................................................. 5-5
Table 5-5 Evaluation Scenarios / Cases ........................................................................................................ 5-5
Table 5-6 Economic Cost .............................................................................................................................. 5-6
Table 5-7 Ferry Operating Cost (2014/2015).......................................................................................................... 5-7
Table 5-8 Consumer Price Index (CPI) of Kenya (2011 -2014) ................................................................... 5-7
Table 5-9 Vehicle Operation Cost (2014) ..................................................................................................... 5-7
Table 5-10 Travel Time Saving (2014) ........................................................................................................... 5-9
Table 5-11 Summary of Benefits .................................................................................................................. 5-10
Table 5-12 Economic Indicators ................................................................................................................... 5-11
Table 5-13 Result of Sensitivity Analysis ..................................................................................................... 5-11
Table 6-1 Project Implementation Schedule ................................................................................................. 6-1
Table 7-1 Numbers of Staff of KeNHA ........................................................................................................ 7-1
Table 7-2 Undertakings to be carried out by KeNHA and Their Capacity ................................................... 7-4
Table 7-3 Amount of Payment for Road Projects made by KeNHA (Unit: Million KSh) ............................ 7-4
Table 8-1 Procurement Ratio of Japanese “Goods only” .............................................................................. 8-7
Table 8-2 Procurement Ratio of Japanese “Goods & Services” ................................................................... 8-7
List of Figures
Figure i Location Map of Japanese Aid Project/Study ............................................................................... S-2
Figure ii Result of Traffic Demand Forecast ............................................................................................... S-2
Figure iii Navigation Clearance .................................................................................................................... S-3
Figure iv Typical Cross Section ................................................................................................................... S-4
Figure v Alternative Locations of the Bridge .............................................................................................. S-5
Figure vi Plan and Profile of the Project Road ............................................................................................. S-8
Figure vii General View of the Main Bridge (Side View and Plan) .............................................................. S-9
Figure viii General View of Main Bridge (Sections) .................................................................................... S-10
Figure ix Location Map .............................................................................................................................. S-17
Figure 1-1 Location Map of Kenya ................................................................................................................ 1-1
Figure 1-2 Historical GDP (2004-2013) ......................................................................................................... 1-2
Figure 1-3 GDP Share by Industries (2004-2013) .......................................................................................... 1-3
Figure 1-4 Population (2004-2013) ................................................................................................................ 1-3
Figure 1-5 Population Structure ..................................................................................................................... 1-4
Figure 1-6 Imports and Exports (2004-2013) ................................................................................................. 1-4
Figure 1-7 Imports and Exports Share by Items and Countries ...................................................................... 1-5
Figure 1-8 Trade Value with Japan ................................................................................................................. 1-6
Figure 1-9 Imports share by Items from Japan (2012) ................................................................................... 1-7
Figure 1-10 Exports Share by Items to Japan (2012) ....................................................................................... 1-7
Figure 1-11 Main Corridor ............................................................................................................................... 1-8
Figure 1-12 Corridor in EAC ........................................................................................................................... 1-9
Figure 1-13 Road Network in Kenya ............................................................................................................. 1-10
Figure 1-14 Road Network in Mombasa ........................................................................................................ 1-11
Figure 1-15 Population Structure of Mombasa City ....................................................................................... 1-12
Figure 1-16 Districts Map .............................................................................................................................. 1-12
Figure 1-17 Industrial Share in Mombasa and Coastal Region ...................................................................... 1-13
Figure 1-18 Transit Freight Traffic in Kenya (2013) ...................................................................................... 1-14
Figure 1-19 Container Volume in Mombasa Port ........................................................................................... 1-14
Figure 1-20 Cadastral Map (Mombasa) .......................................................................................................... 1-17
Figure 1-21 Cadastral Map (Likoni) ............................................................................................................... 1-17
Figure 2-1 Study Flow .................................................................................................................................... 2-2
Figure 3-1 Planned Road Network in the Draft Physical Development Master Plan ..................................... 3-1
Figure 3-2 Planned Route of Likoni Bridge in Feasibility Study on Likoni Crossing Construction Project . 3-2
Figure 3-3 General Plan of Bridge in the Feasibility Study on Likoni Crossing Construction Project .......... 3-2
Figure 3-4 Perspective of Bridge Proposed in the Feasibility Study Prepared by Chinese Contractor .......... 3-3
Figure 3-5 Thematic Overview of “Kenya Vision 2030” ............................................................................... 3-3
Figure 3-6 Location Map for the Japanese Aid Projects ................................................................................. 3-5
Figure 3-7 Location Map of Dualling of Mombasa Mariakani (A109) Road ................................................ 3-6
Figure 3-8 Location Map of Malindi Lunga Lunga – Tanga Bagamoyo ........................................................ 3-7
Figure 3-9 Location Map of Shelly Beach Road ............................................................................................ 3-7
Figure 3-10 Procedure of Traffic Demand Forecast ....................................................................................... 3-11
Figure 3-11 Traffic Analysis Zone.................................................................................................................. 3-12
Figure 3-12 Procedure of Future OD Table Forecast ..................................................................................... 3-13
Figure 3-13 Traffic Assignment Network in 2045 .......................................................................................... 3-14
Figure 3-14 Transition of Future Traffic Volume ........................................................................................... 3-14
Figure 3-15 Traffic Assignment Result .......................................................................................................... 3-15
Figure 3-16 Geology Map .............................................................................................................................. 3-16
Figure 3-17 Geological Category around the Project Site .............................................................................. 3-17
Figure 3-18 Average Wind Speed and Direction in Moi International Airport (2003-2010) .......................... 3-18
Figure 3-19 Location Map of Fault ................................................................................................................ 3-19
Figure 3-20 Earthquake data of the Southern part of Kenya and Northern part of Tanzania ......................... 3-20
Figure 3-21 Seismic Category in Kenya ......................................................................................................... 3-20
Figure 3-22 Earthquake Record around Mombasa ......................................................................................... 3-21
Figure 3-23 Navigation Clearance .................................................................................................................. 3-22
Figure 3-24 Road Network around the Project Site ........................................................................................ 3-23
Figure 3-25 Typical Cross Section ................................................................................................................. 3-26
Figure 3-26 Sample of Bridge Scheme ........................................................................................................... 3-29
Figure 3-27 Sample of Immersed Tunnel Scheme ......................................................................................... 3-30
Figure 3-28 Sample of Shield Tunnel Scheme ............................................................................................... 3-30
Figure 3-29 Comparison of Lengths of Alternative Schemes ......................................................................... 3-31
Figure 3-30 Alternative Routes of Crossing Bridge ....................................................................................... 3-32
Figure 3-31 Alternative Locations of Bridge.................................................................................................. 3-33
Figure 3-32 Plan and Profile of the Project Road ........................................................................................... 3-38
Figure 3-33 General View of Main Bridge (Side View and Plan) .................................................................. 3-39
Figure 3-34 General View of Main Bridge (Sections) .................................................................................... 3-40
Figure 3-35 Section of Loop Bridge (Continuous PC Hollow Slab) .............................................................. 3-41
Figure 3-36 Plan of Loop Bridge .................................................................................................................... 3-41
Figure 3-37 Profile of the Approach Section .................................................................................................. 3-42
Figure 3-38 Cross Section of Approach Bridge .............................................................................................. 3-42
Figure 3-39 Temporary Approach Bridge Scheme ......................................................................................... 3-43
Figure 3-40 Work Flow of the Main Bridge Superstructure Construction ..................................................... 3-43
Figure 3-41 Construction Image of Material Unit for Superstructure ............................................................ 3-46
Figure 3-42 Clamp Jack.................................................................................................................................. 3-46
Figure 3-43 Work Flow of Steel Pipe Sheet Pile Foundation ......................................................................... 3-47
Figure 3-44 Work Flow of Construction of In-Situ-Concrete Pile Foundation .............................................. 3-50
Figure 3-45 Bored Piling Procedure ............................................................................................................... 3-51
Figure 3-46 Work Flow of Loop Bridge Construction ................................................................................... 3-52
Figure 3-47 Construction Image of PC Hollow Slab ...................................................................................... 3-54
Figure 4-1 Land Use around Alternatives to the Bridge-building Route ........................................................ 4-1
Figure 4-2 Natural Resources around Mombasa ............................................................................................ 4-2
Figure 4-3 Environmental Issues Concerning Motor Vehicles ....................................................................... 4-6
Figure 4-4 EIA Procedures in Kenya ............................................................................................................ 4-17
Figure 4-5 Institutional Framework of Land Management .......................................................................... 4-23
Figure 5-1 Vehicle Operation Cost by Vehicle Type ...................................................................................... 5-8
Figure 7-1 Organization Chart of KeNHA ..................................................................................................... 7-1
Figure 7-2 Organization Chart of Department of Special Projects ................................................................. 7-2
Figure 7-3 Organization Chart of Regional Office ......................................................................................... 7-2
Figure 7-4 Proposed Implementation Organization of The Project ................................................................ 7-3
Figure 8-1 Higher-Strength and Without Reduction of Strength by Thickness Increase ............................... 8-3
Figure 8-2 Abbreviation of Preheating before Welding and Reduction in Number of Welding Passes ......... 8-3
Figure 8-3 Method of Steel Pipe Sheet Pile Foundation (SPSPF) .................................................................. 8-4
Figure 8-4 Construction Cases of SPSPF in Japan ......................................................................................... 8-6
List of Pictures
Picture 1-1 Likoni Ferry ................................................................................................................................ 1-16
Picture 1-2 Project Site .................................................................................................................................. 1-18
Picture 3-1 Temporary Assembly and Painting in Factory ............................................................................ 3-44
Picture 3-2 Shipping and Loading of Steel Girders ....................................................................................... 3-44
Picture 3-3 Materials of Daini Ondo Bridge ................................................................................................. 3-44
Picture 3-4 Construction of Daini Ondo Bridge ............................................................................................ 3-45
Picture 3-5 Example of Transport of Material Unit ....................................................................................... 3-45
Picture 3-6 Steel Pipe Sheet Pile Installation ................................................................................................ 3-48
Picture 3-7 Special Steel Stud Installation .................................................................................................... 3-48
Picture 3-8 Base Concrete Works .................................................................................................................. 3-49
Picture 3-9 Main Pier Shaft Concrete Works ................................................................................................ 3-49
Picture 3-10 SPSP Removal ............................................................................................................................ 3-49
Picture 3-11 Temporary Deck Removal .......................................................................................................... 3-50
Picture 8-1 Actual Adoption case of SBHS (Left Tokyo Gate Bridge, Right Nagata Bridge) ........................ 8-2
Picture 8-2 Improvement of Joint Appearance by Changing to Site Welding from HTB ............................... 8-4
Picture 8-3 Pipe – Pipe (P-P) Joint of SPSPF .................................................................................................. 8-5
Picture 8-4 Automatic Welding of Stud Reinforcing Bar for Connection between Top Slab and Steel Pipe . 8-5
Executive Summary
S-1
(1) Background and Necessity of the Project
1) Background of the Project
Mombasa is a coastal county of the Republic of Kenya and the second-largest city. It is located along the
Indian Ocean with a sea-port which is the biggest in East Africa. The population of Mombasa was assessed
to be 938,131 by a population census survey in the year 2009. Mombasa is the starting point of the
Northern Corridor that provides an important freight transport route for the East African Community
(EAC) and is the entrance to landlocked countries such as Uganda, Rwanda, Burundi and South Sudan
from the Indian Ocean. The volume of freight handled by Mombasa Port has significantly increased as the
economies of Kenya and neighboring countries have developed.
Mombasa Island is the economic hub of Mombasa County with the east side facing towards the Indian
Ocean and the western and northern sides connected to the mainland by a causeway and a bridge. The
southern area of the island and the Likoni area on the mainland are separated by approximately 500m
which forms the Kilindini Harbour. As a result of this the residents of Likoni and traffic from/to the
southern coastal area have to cross the harbour by the Likoni Ferry. This results in vehicles queuing for
long periods since traffic demand to cross the harbor exceeds the capacity of the Likoni Ferry. However,
there is no alternative to the Likoni Ferry in order to cross the channel.
2) Needs of the Project
Kenya Vision 2030 is the country’s development blueprint covering the period from the year 2008 to 2030.
The Vision is based on three “Pillars”, namely the economic, social and political pillars. It aims at making
Kenya a newly industrialized, “middle-income country providing high quality of life for all its citizens by
the year 2030”. The Government of Kenya (GOK) published the Second Medium Term Plan (2013-2017)
in accordance with Vision 2030. Development of a Special Economic Zone (hereinafter referred to as
“SEZ”) in Dongo Kundu was referred to in this plan. Mombasa is an important hub for development of not
only Kenya but also the East Africa Community and landlocked countries in Africa. In view of this Japan
is actively assisting in the development of Mombasa by virtue of the following six projects/studies which
include the development of the Special Economic Zone in Dongo Kundu.
i) Mombasa Port Development Project (New Container Terminal Project)
ii) Mombasa Port Area Road Development Project (Kipevu Link Road and Mombasa Southern Bypass
Project)
iii) Master Plan on Mombasa Special Economic Zone Project
iv) The Project for Technical Assistance to Kenya Ports Authority on Dongo Kundu Port, Mombasa
Master Plan
v) The Project for Technical Assistance on Northern Corridor Master Plan
vi) Master Plan on Mombasa Gate City Project
This project is to connect Mombasa Island and the Southern Mainland which is deemed to be indispensable
S-2
to attain the targeted effects of the above development projects in Mombasa and for the development of
Kenya and the EAC.
Figure i Location Map of Japanese Aid Project/Study
Source: The Study Team
(2) Concepts to Determine Scope of Work of the Project
1) Traffic Demand Forecast
A traffic demand forecast model for Mombasa was established in the Detailed Engineering Design of the
Mombasa Port Area Road Development Project in 2013. This model was established based on the result of
traffic surveys at 10 locations that included the Likoni Ferry. In this study, the future traffic demand was
forecasted by updating the network and Origin-Destination Table (OD). The necessary number of traffic
lanes for the Mombasa Gate Bridge was determined using traffic volumes predicted for 2034 being 20
years after the study, and a 4-lane bridge is proposed.
Figure ii Result of Traffic Demand Forecast
Source: The Study Team
0
10,000
20,000
30,000
40,000
50,000
60,000
70,000
80,000
90,000
100,000
20
14
20
15
20
16
20
17
20
18
20
19
20
20
20
21
20
22
20
23
20
24
20
25
20
26
20
27
20
28
20
29
20
30
20
31
20
32
20
33
20
34
20
35
20
36
20
37
20
38
20
39
20
40
20
41
20
42
20
43
20
44
20
45
Tra
ffic
Volu
me
(PC
U /d
ay)
Year
with without
Start operating the Bridge
Start operating Southern Bypass
S-3
2) Natural Conditions
a) Topography and Geology
Mombasa is located on coastal lowland ranging from 8 to 100 m above sea level. At the project site the
Mombasa Island side is about 15m above sea level and the Likoni side is about 20m above sea level. At
this location the width of the Kilindini Channel is about 500m and the depth is a maximum of 50m. The
topography of the seabed around the Project site is very steep. The Project site is located on coral stone.
The top surface layer of this is made up of weathered coral stone; the second layer is made up of shale, and
the third layer is made up of sandstone.
b) Tide
The difference between high and low tides is about 4.0m. Wave height is relatively small since there is a
coral reef around the entrance to the harbor. The tidal current within the harbor is about 0.5 knots.
c) Wind Speed
The Wind speed for a 100-year return period in Mombasa is 30.3m/sec.
d) Faults and Earthquakes
A large scale fault is located approximately 60km from Mombasa and as a result no fault effect is
considered necessary in the bridge design. Mombasa is classified in area category VI in the Seismic Design
Guideline. Definition of category VI is “A few instance of fallen plaster or damaged chimney, damage is
slight”.
3) Design Condition and Criteria
a) Navigation Clearance
Navigation clearance for a new bridge was proposed as shown in Figure iii based on discussions with
Kenya Maritime Authority (KMA) and Kenya Port Authority (KPA). Navigation width was set at 150m
from the center of the channel with a total of 300m. Minimum Draft was set at 15m. Navigation height was
set at 69m from the lowest sea level (65m + 4m tide = 69m).
Figure iii Navigation Clearance
Source: The Study Team
S-4
b) Aeronautical Height Limit
The distance from Moi International Airport to the Project site is approximately 9km and the descent angle
for standard aircraft is 3 degrees. Accordingly the height of aircraft in the vicinity of the Project Site would
be approximately 400m which would be well in excess of the 120m height of the proposed arch bridge.
c) Land Use
The proposed construction area of the Project on both Mombasa Island side and Likoni side are urbanized.
As a result it would be difficult to construct the approaches to the bridge with straight alignments as this
would require significant land acquisition and involuntary resettlement. To avoid this loop bridges are
proposed in the park area on Mombasa Island side and the vacant coastal area on Likoni side.
d) Road Design Standard
Standard road design specifications for Kenya have been adopted for the Study. However, AASHTO
(American Association of State Highway and Transportation Officials) and Japanese specifications are
referred to and compared to establish the most suitable design standards and criteria for the Project. Major
criteria for the road design are shown in Table i. Typical cross section of the main bridge and the loop
bridge are shown in Figure iv.
Table i Major Criteria for Road Design
Design Speed Minimum Radius Maximum Gradient Maximum Superelevation
40km/h 60m 5% 6%
Source: The Study Team
Figure iv Typical Cross Section
The Main Bridge The Loop Bridge
Source: The Study Team
e) Design Condition of Bridge
British design standard BS5400 is usually applied to bridge design in Kenya. However, application of the
bridge design specification of SATCC was proposed by KeNHA because it was applied to AfDB assisted
A104 and B8 improvement projects. Major criteria for the target bridge design are shown in Table ii.
Table ii Major Criteria for Bridge Design
Live Load Wind Load Seismic Load Temperature change
SATCC 30.3m/sec kh=0.05 20℃ (±10℃)
Source: The Study Team
S-5
4) Comparison of Alternative Structure Type for Harbor Crossing
Alternative structure types for a harbor crossing were considered and a comparison is shown in Table iii.
On the basis of this a bridge scheme was proposed.
Table iii Comparison of Alternative Structure Type for Harbor Crossing
Content a) Bridge Scheme b) Immersed Tunnel Scheme c) Shield Tunnel Scheme
Length 2500m 2800m 3600m
Construction Cost 〇 (1.0) △ (1.8) ☓ (2.0)
Construction
Period 〇 △ △
O & M Cost 〇
Painting, Lighting and Aircraft
warning light
△
Ventilation and Lighting
△
Ventilation and Lighting
Social &
Environmental
Impact
Natural Impact: 〇
Social Impact: △
Natural Impact: ☓
Social Impact: △
Natural Impact: △
Social Impact: △
Temporary water pollution
during construction of bridge
foundation.
Impact to existing houses and
shops varies by the route.
Influence on the ecosystem by
seabed excavation to install
immersed tunnel.
Impact to existing houses and
shops varies by the route.
Influence on the ecosystem by
construction of the tunnel
entrance and ventilation tower.
Impact to existing houses and
shops varies by the route.
Total 〇 △ ☓
Note: Evaluation: 〇= Good, △ = Bad, ☓ = Very Bad
Source: The Study Team
5) Comparison of Alternative Locations of the Bridge
Alternative locations for the proposed bridge are shown in Figure v and compared in Table iv. Route B1-2
was selected since the social impact would be the least and the length of the main bridge would be the
shortest.
Figure v Alternative Locations of the Bridge
Source: The Study Team
B1-1
B1-2
B1-3
Mombasa Is. Likoni
S-6
Table iv Comparison of Alternative Locations of the Bridge
Mombasa Is. Side Likoni Side
Route B1-1 Route B1-2 Route B1-3
Approach Road 400m 300m 400m 450m
Affected Residence
by Loop Bridge
None None 2 houses
(including a vacant house)
3 houses
(including a vacant house)
Deterioration of the living
environment: 1 house
Affected Commercial
Building by Loop
Bridge
- Relocation of
bus terminal
- Whole of YWCA
- Bus terminal and
additional structures
- Fuel station
- Part of YWCA
- About 10 commercial
buildings
None
Affected public
Facility
- Part of Mama
Ngina Park
None None None
Total △
It is hard to provide
temporary bus terminal
during construction
◎
Length of the main bridge
is shortest, and the
affected area is smallest
〇
Social impact is largest,
and approach road is
longest
Note: Evaluation: ◎ =Very Good, 〇= Good, △ = Bad, ☓ = Very Bad
Source: The Study Team
6) Comparison of Alternative Superstructure Types for the Main Bridge
Alternative superstructure types for the main bridge were compared as shown in Table v and a steel arch
bridge was selected.
Table v Comparison of Alternative Superstructure Types for the Main Bridge
Bridge Type Evaluation
Steel Arch Bridge
(3span balanced arch)
Appearance Good. Image of ivory. ◎
Aircraft height limit Maximum structure height of 120m is lower than
aeronautical height limit ○
Social impact 3 buildings will be affected by the loop bridge. ◎
Maintenance Repainting is necessary ○
Constructability Short (use large block erection method with support) ○
Cost 1.0 ○
Japanese Technology High performance steel for bridge, steel pipe sheet pile
foundation ◎
Overall Suitable for the Project ◎
Steel Double Arch Bridge
(2-axis 3span balanced arch)
Appearance Good. Image of ivory. ◎
Aircraft height limit Maximum structure height of 120m is lower than
aeronautical height limit ○
Social impact 3 buildings will be affected by the loop bridge. ◎
Maintenance Repainting is necessary ○
Constructability Middle (number of members is more than 3span
balanced arch bridge) △
Cost 1.1 △
Japanese Technology High performance steel for bridge, steel pipe sheet pile
foundation ◎
Overall Construction cost is relatively high ○
S-7
Bridge Type Evaluation
Steel Truss Bridge
(3span truss)
Appearance Not good. ☓
Aircraft height limit Maximum structure height of 120m is lower than
aeronautical height limit ○
Social impact 3 buildings will be affected by the loop bridge. ◎
Maintenance Repainting is necessary ○
Constructability Short (cantilevered erection method) ○
Cost 1.0 ○
Japanese Technology High performance steel for bridge, steel pipe sheet pile
foundation ◎
Overall Appearance is not good ○
PC Cable-Stayed Bridge
(3span PC cable-stayed)
Appearance Good. ◎
Aircraft height limit Maximum height of the structure is 160m. It may affect
aeronautical height limit. ☓
Social impact Number of affected buildings will be significant. ☓
Maintenance Concrete if free of maintenance ◎
Constructability Long (need time for concrete curing) ☓
Cost 1.0 ○
Japanese Technology Steel pipe sheet pile foundation ☓
Overall Social impact is significant ☓
Note: Evaluation: ◎ =Very Good, 〇= Good, △ = Bad, ☓ = Very Bad
Source: The Study Team
(3) Outline of the Project
1) Outline of the Project
The Project is to construct a 500m bridge over Kilindini Harbor at the entrance of Mombasa Port. A
navigation clearance 300m wide and 69m high from the low water level would be required. Loop type
bridges are proposed for the approach bridges to minimize land acquisition and involuntary resettlement.
The total length of the Project is 3100m. The superstructure for the main bridge would be a steel 3-span
balanced single arch bridge, with the approach bridges being continuous PC hollow slab. The proposed
cross section of the bridges would be 4-lane carriageways with a median. A sidewalk would be provided
only for the main the target bridge on Mombasa Port side. This sidewalk would be connected with the
ground with stairways. The plan and profile of the Project road are shown in Figure vi. A general view of
the main bridge is shown in Figures vii and viii.
S-8
Figure vi Plan and Profile of the Project Road
Source: The Study Team
S-9
Figure vii General View of the Main Bridge (Side View and Plan)
Source: The Study Team
S-10
Figure viii General View of Main Bridge (Sections)
Source: The Study Team
S-11
2) Project Cost
As summary of the Project cost is shown in Table vi. The estimated project cost is Approx. 59.0 billion Yen
(Equivalent to KSh 44.6 billion).
Table vi Summary of the Project Cost
1 KSh = 1.322 Yen
Cost Items
Project Cost
LC
(Million KSh)
FC
(Million Yen)
Total
(Million Yen)
A. YEN LOAN PORTION
I) Construction (Base Cost) 6,850.7 32,538.4 41,594.6
Preparation & Mobilization 563.9 3,368.0 4,113.4
Main Bridge (Arch) 2,700.0 18,901.0 22,470.0
Loop Bridge (PC Hollow Slab) 2,881.9 9,235.0 13,044.9
Approach Viaduct 482.2 1,034.0 1,671.5
Approach Road 222.7 0.4 294.8
II) Consulting Services (Base Cost) 906.1 1,882.1 3,080.0
III) Contingencies 5,603.2 4,590.9 11,998.3
Price Contingency for Construction 4,010.4 1,080.1 6,381.8
Physical Contingency for Construction 1,086.1 3,361.9 4,797.7
Price Contingency for Consulting Services 439.4 52.2 633.1
Physical Contingency for Consulting Services 67.3 96.7 185.7
Total A (I+II+III) 13,360.0 39,011.4 56,672.9
B. KENYA PORTION
a Construction (Base Cost) 9.7 0.0 12.8
Utility Relocation 9.7 0.0 12.8
b Land Acquisition 844.4 0.0 1,116.4
Acquisition cost of land 450.1 0.0 595.1
Compensation for Houses & Shops 373.3 0.0 493.5
Compensation for Trees 21.0 0.0 27.8
c Administration Cost (2%) 284.4 780.2 1,156.2
d Import Tax (To be exempted)
e VAT (To be exempted)
f Contingencies 4.4 0.0 5.8
Price Contingency for Construction 3.1 0.0 4.1
Physical Contingency for Construction 1.3 0.0 1.7
Total B (a+b+c+d+e+f) 1,142.9 780.2 2,291.2
Grand Total (A+B) 14,502.9 39,791.6 58,964.1
Source: The Study Team
3) Procurement Ratio of Japanese “Goods & Services”
Due to the bridge size and the site conditions, advanced Japanese bridge materials and construction
technologies are necessary for the construction of the superstructure and the substructures of the main
bridge. The procurement from Japan includes advanced technologies and/or know-how (including
equipment, construction management, quality control and schedule management) of Japanese firms. Table
S-12
vii identifies the principal items and associated costs for these Japanese advanced technologies. On this
basis the procurement ratio of goods and services would be approximately 33% of the construction cost
(base cost).
Table vii Procurement Ratio of Japanese “Goods & Services”
Goods and Services Unit Quantity Unit Rate
(thousand yen)
Amount
(million yen)
Steel pipe sheet pile
foundation works
Steel pipe sheet pile material m 6,780 281 1,905
NS stud bar material m 48.3 752 36
Works no. 1 1,916,000 1,916
Main bridge steel works SBHS steel material ton 12,814 754 9,662
Total amount of Japanese goods & services (1)
13,519
Construction cost (base cost) (2)
41,595
Procurement ratio of Japanese “Goods & Services” (3) = (1) / (2) %
32.5%
Source: The Study Team
4) Preliminary Economic and Financial Evaluation
Preliminary economic evaluation was conducted based on cost and benefit for both the with case and
without case to evaluate the feasibility of the Project. Three (3) types of indicators of Net Present Value
(NPV), Benefit Cost Ratio (BCR) and Economic Internal Rate of Return (EIRR) were used for examining
the economic viability of the Project. As the economic analysis was performed based on the
aforementioned presumptions, a sensitivity analysis was conducted to examine the sensitiveness in the
economic indicators if the costs and benefits fluctuated in the range of +/- 10%. Economic indicators are
shown in Table viii. All indicators show that the Project is feasible. Results of the sensitivity analysis is
shown in Table ix. EIRR for all cases exceed 12%.
Table viii Economic Indicators
Economic Indicators
NPV BCR EIRR
163,277,822 1.71 18.42
Source: The Study Team
Table ix Result of Sensitivity Analysis
Cost
Benefit Cost +10% Base Case Cost -10%
Benefits +10% 18.42 19.76 21.32
Base Case 17.41 18.42 19.91
Benefits -10% 15.81 17.01 18.42
Source: The Study Team
5) Environmental and Social Impacts of the Project
a) Present Environmental and Social Conditions
The Project components concerned with environmental and social impacts are as follows:
On the ground: resettlement of the shops, vendors, and residents due to land acquisition for construction of
S-13
the loop bridge and the approach section.
Underwater: Changes of the submarine environment due to construction of piers of the main bridge
Table x Outline of the Structures to be affected by the Project
Subject Mombasa Island side Likoni side (Alternative B1-2)
Houses - None existing - 2 houses. 2 persons in 1 house, other is abandoned.
Total area is about 3 acres. Other structures other
than houses exist in the two plots. Owners agreed
to the relocation.
Commercial Structures - Relocation of the bus terminal - YWCA: A conference room and part of the
premises. The fence needs to be relocated.
- A guest house: a swimming pool and land along
the road. The fence needs to be relocated.
- 30 shops in 10 buildings
Permanent structures
Temporary structures - 10 vendors - 40 plots in 15 structures
Public Facilities - Part of Mama Ngina park (about
18,137m2). Trees to be cut. Their fence
needs to be reinstalled.
- Half-built mosque (pillars and roof only at the
time of the study)
Source: The Study Team
In addition to the above, there are more than 100 movable vendors at the proposed construction sites in
Mombasa Island and in Likoni area.
On the other hand, the following adverse impacts are foreseen if the Project was not implemented.
- The current economic loss due to the long waiting time for the Likoni Ferry would be worsened.
- Air pollution caused by emission gas from vehicles waiting for the ferry would increase and further
deteriorate the environment.
- The limited transportation capacity of the Likoni Ferry would undermine the effectiveness of
development projects in the area. In addition, this would obstruct the establishment of East African
transportation network from Mombasa port to landlocked countries.
b) Expected Environmental Improvements by Implementation of the Project
Kenya was a signatory to the United Nations Framework Convention on Climate Change (UNFCCC) and
is engaged in the fight against the climate change. This requires for Kenya action to be taken in reducing
emissions which is one of the leading causes of air pollution and the global warming Construction of the
proposed bridge would improve traffic congestion, reduce emissions from vehicle waiting for the Likoni
Ferry, and reduce fuel consumption of these vehicles. The expected amount of carbon dioxide and the fuel
to be reduced in the year 2035 were equivalent to 144,600 Kenyans and 31,100 Kenyan. Thus, the Project
could contribute to a reduction of Green House Gas (GHG) as an action against the global warming.
c) Environmental and Social Impacts by Implementation of the Project
As a result of the works involved in the construction of a new large bridge, the Project will need to obtain
an “Environmental License” by conducting an Environmental Impact Assessment (EIA) prior to the
S-14
commencement of these works. The extent of pollution caused by the Project will be minimized by taking
actions during detailed design and construction works. In relation to the natural environment surrounding
the proposed bridge, a comprehensive survey on the undersea environment will be required to identify
impacts on the submarine environment and the fisheries. To take account of the social impact of the Project,
the preparation of a Resettlement Action Plan (RAP) will be necessary, which is seen as being incidental to
acquiring an EIA license in Kenya. In addition, a “Cultural Impact Assessment” will be conducted for
acquiring part of premises of Mama Ngina Park. This will assess the potential impacts, both negative and
positive, on the full range of cultural resources of the area, which may result from proposed development or
works or environmental trends; and the design of measures to mitigate impacts which are unacceptable and
maximize those which are beneficial.
d) Legal and Institutional Frameworks for Environmental and Social Impacts
The National Environmental Management Authority (NEMA) is a governmental organization that is
charged with overall coordination of environmental protection in Kenya. However, NEMA devolved some
functions on Counties as a part of the decentralization process. Following this shift, MCG will formulate
own environmental laws. Consequently, a successive study will need to confirm legal and institutional
frameworks at the two layers: at the national government level and the local government level. In addition,
a successive study will need to confirm the operation of the Land Law since the old and new land laws
existed at the time of this study.
e) Measures to be taken by the Kenyan Side
- EIA survey and preparation of RAP
- Planning schedule and securing budget for the land acquisition including the compensation
(4) Implementation Schedule
In the event that the Project is implemented with the assistance of a Japanese Yen Loan, a planned project
schedule from the present time until completion will be required as follows:
(i) Loan Request
(ii) JICA Preparatory Survey (Appraisal Mission)
(iii) Exchange of Notes & Loan Agreement
(vi) Selection of Consultant
(v) Consulting Service (Detailed Design & Tender Documents, PQ, Tender, Evaluation,
Contract Negotiation, Construction Supervision)
(vi) Construction
A proposed project schedule is shown in Table xi.
S-15
Table xi Planned Project Schedule
Source: The Study Team
(5) Feasibility of the Project Implementation
1) Outline of the Project Implementing Agency
The implementing agency of the Project is Kenya Road Authority (KeNHA) which is established under the
jurisdiction of Ministry of Transport and Infrastructure. KeNHA is in charge of construction, operation and
maintenance of trunk roads in Kenya. Big road projects with financial assistance from donors are usually
handled by the Department of Special Projects of KeNHA.
2) Capability of the Implementing Agency
Adequate numbers of managers/engineers/assistants are employed by KeNHA, and they have completed a
number of large road and bridge projects. KeNHA is therefore capable of handling this project technically.
The requirements of this project to be undertaken by KeNHA and their capability to perform these are
shown in Table xii.
Table xii Undertakings to be carried out by KeNHA and Capacity
Undertaking Capacity Supports to be Provided
Procurement of Consultant Adequate
Procurement of Contractor -ditto-
Allocation of K. Shilling Portion -ditto-
EIA Study -ditto-
Land Acquisition -ditto-
Resettlement -ditto-
Environmental Monitoring -ditto-
Construction Supervision -ditto- Consultant extends OJT on new works.
2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025
Loan Request
JICA Preparatory Survey
Appraisal Mission
Exchange of Notes & Loan Agreement
Selection of Consultant
Detailed Design & Tender Documents
PQ, Tender, Contract Negotiation
Construction Supervision
Land Acquisition
Utility Relocation
Construction
Preparation & Mobilization
Main Bridge (Arch)
Loop Bridge (PC Hollow Slab)
Approach Viaduct
Approacg Road
Cleaning, Demobilization & Inspection
Note: The above schedule will be applied in a case the Government of Kenya requests implementation of this project and JICA accepts it.
S-16
Undertaking Capacity Supports to be Provided
Operation and Maintenance Experience of maintenance of
steel bridge is not adequate.
Training of maintenance is to be included
in the construction supervision.
Source: The Study Team
KeNHA is currently implementing road projects costing approximately Ksh 20 billion annually. The
KeNHA obligation of payment towards this project would be approximately Ksh 250 million per year
representing 1.3% of annual road project costs. Accordingly KeNHA is capable of handling this Project
financially.
(6) Technical Advantages of Japanese Companies
The Steels for Bridge High Performance Structure (SBHS) is one of the outstanding Japanese construction
technologies. Applying this technology to the superstructure of the main bridge would reduce both the
construction cost and the construction period, and give functional beauty to its appearance. The Steel Pipe
Sheet Pile Foundation (SPSPF) is another example. Using this technique for the foundations of the main
bridge would reduce both the construction cost and the construction period. These Japanese construction
technologies allow the construction of long span bridges at reduced cost and within a shorter construction
period, whilst providing a distinctive appearance to the bridge. Applying Japanese technologies to the
Project is indispensable.
(7) Possible Risks against Realization of the Project
1) Risk of the Project Implementation
War, disorder, revolution, natural disaster, economic depression, delay of development projects are risks to
the Project implementation. These risks are small, and thus the possibility of failure of the Project
implementation is minimal.
2) Measures to be taken for Realization of the Project
Prior to the implementation of the Project, implementation of a JICA preparatory survey is necessary to
facilitate the formation of the Project. In the preparatory survey, the following surveys are necessary to be
included:
- Traffic count survey and future traffic demand forecast
- Topographic survey, geotechnical survey and outline design of the Project structures
- Construction planning, procurement planning and cost estimation
- Environmental and social consideration study
(8) Project Location Map
Location map is shown in Figure ix.
S-17
Figure ix Location Map
Source: The Study Team
Chapter 1 Overview of the Host Country and
Sector
1-1
1.1 Economic and Financial Conditions of Kenya
1.1.1 Outline of Kenya
Kenya is located in the eastern part of Africa, and it is bordered to the north by Somalia and Ethiopia, to the
west by South Sudan and Uganda, and to the south by Tanzania. Kenya has 47 counties, and the area of
Kenya is 591,958km2, which is 1.5 times larger than that of Japan. The population of Kenya was 41,800,000
persons in 2013 with 80% of the population following Christianity and 10% following Islam. Kenya,
Tanzania, Uganda, Rwanda, and Burundi form the East African Community (hereinafter referred to as
“EAC”) and have been promoting economic integration such as trade liberalization between them.
Table 1-1 Outline of Kenya
Content Indicator
Area 591,958km2 (1.5 times larger than Japan)
Population 41,800,000 persons (2013, Source: KNBC)
Capital Nairobi (Population: 3,140,000 persons)
Language Swahili, English (official language)
Religion Christian (83%), Islamic (11%)
Tribe Kikuyu, Luhya, Kalenjin, Luo etc.
Currency Unit Kenya Shilling (KSh)
Source: Japan External Trade Organization (JETRO)
Figure 1-1 Location Map of Kenya
Source: The Study Team
1-2
1.1.2 Economic Conditions of Kenya
(1) Macro-Economy
GDP growth rate and GDP per capita from the year 2004 to 2013 are shown in Table 1-2. GDP growth rate
fell in 2008 and 2009, but the annual average growth rate in the decade was 4.8%. GDP (real) increased by
150% and GDP per capita (real) increased by 240% in the decade. These economic indicators show the
steady growth in GDP for Kenya in recent years (Figure 1-2).
Table 1-2 Historical GDP (2004-2013)
Year 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013
GDP
(nominal)
Billion
KSh 1,110 1,175 1,249 1,337 1,358 1,394 1,475 1,541 1,611 1,686
GDP
(real、2001)
Billion
KSh 1,274 1,716 1,623 1,829 2,077 2,376 2,570 3,047 3,404 3,798
GDP Growth
(real) % 5.1 5.9 6.3 7.0 1.6 2.7 5.8 4.4 4.6 4.7
GDP per Capita
(nominal) KSh 37,284 40,292 44,899 49,204 54,371 62,982 66,807 77,061 83,724 90,876
GDP per Capita
(real、2001) KSh 32,463 33,442 34,574 35,969 35,553 36,962 38,346 38,956 39,621 40,345
Source: Kenya National Bureau of Statistics
Figure 1-2 Historical GDP (2004-2013)
1,110 1,175
1,249 1,337 1,358 1,394
1,475 1,541
1,611 1,686
5.1
5.96.3
7
1.6
2.7
5.8
4.4 4.6 4.7
0
1
2
3
4
5
6
7
8
9
0
200
400
600
800
1,000
1,200
1,400
1,600
1,800
2004 2005 2006 2007 2008 2009 2010 2011 2012 2013
GD
PG
row
th R
ate(%)
GD
P (
Bil
lio
n K
Sh)
GDP (real, 2001 price) GDP growth rate (real)
Source: Kenya National Bureau of Statistics
(2) Industries
GDP share by industry sector from the year 2004 to 2013 is shown in Figure 1-3. GDP share of the primary
industry was 26%, the secondary industry was 14%, and the tertiary industry was 60% in the year 2013.
Proportion of the GDP by industries has been stable for a decade.
1-3
Figure 1-3 GDP Share by Industries (2004-2013)
24.9
20.0
23.8
22.1
23.1
23.8
21.8
24.3
25.1
25.8
14.3
12.4
14.7
14.9
14.4
14.5
14.7
14.4
14.3
13.9
60.8
67.6
61.5
63.0
62.5
61.7
63.4
61.3
60.6
60.3
0% 20% 40% 60% 80% 100%
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
Year
Primary Secondary Tertiary
Note: Nominal GDP
Source: Kenya National Bureau of Statistics
(3) Population
The historical population of Kenya from the year 2004 to 2013 is shown in Figure 1-4. The population in
2013 was 41,800,000 and the annual average growth rate for the decade was 2.3%. The population
structure is shown in Figure 1-5 and this shows that the ratio of younger generations to other generations is
much higher and it follows that this will be a driving force of economic growth from the point view of
securing the workforce in the future.
Figure 1-4 Population (2004-2013)
34.2 35.1 36.1 37.2 38.3 37.7 38.5 39.5 40.7 41.8
0
5
10
15
20
25
30
35
40
45
2004 2005 2006 2007 2008 2009 2010 2011 2012 2013
Po
pu
lati
on
(M
illi
on
)
Source: Kenya National Bureau of Statistics
1-4
Figure 1-5 Population Structure
Source: The Central Intelligence Agency of USA, The World Factbook
1.1.3 Trade in Kenya
Imports and exports from the year 2009 to 2013 are shown in Figure 1-6. Imports increased by 180% and
exports increased by 145% during this period. Imports were 2.8 times larger than exports in the year 2013.
Figure 1-6 Imports and Exports (2004-2013)
345 410
513 518 502
788
947
1,301 1,375 1,413
0
200
400
600
800
1,000
1,200
1,400
1,600
2009 2010 2011 2012 2013
Imp
ort
, E
xp
ort
(B
illi
on
KS
h)
Export
Import
Source: JETRO
Imports and exports share by items and countries for 2012 are shown in Figure 1-7. It can be seen that farm
products account for a high percentage in export items, namely tea at 21%, cut flowers at 17%, and coffee
at 5%. Kenya is the third largest tea production country in the world after China and India, and Kenya is
the largest tea export country in the world.
Major import items include petroleum products at 17%, industrial machine at 14%, and cars at 5%. Major
1-5
import partner countries are not only neighboring countries like Uganda and Tanzania, but also the United
Kingdom and the Netherlands both of whom mainly import cut flowers. Other major import partner
countries are Asian countries such as India, China, UAE, Saudi Arabia, and Middle East countries. Imports
from Japan were 63,135,000,000 KSh, which was 6th after the United States.
Figure 1-7 Imports and Exports Share by Items and Countries
Export Share (by item)
Tea, 21.1
Cut Flowers, 16.9
Coffee, 4.6
Clothing, Accesspries,
4.3Tobacco, 3.5Steel, 3.1Essential Oil, 2.8
Animal and Vegetable Oil and Fat , 2.7
Plastic Goods, 2.1
Soda Ash , 2
Others, 37
Import Share (by item)
Petroleum Products,
17.3
Industrial Machine,
14.2
Cars, 5.4
Crude Oil, 5Steel, 4.1
Animal and Vegetable Oil …
Plastic Goods, 3.5
Medical Supplies, 3
Non-milling Wheat, 2.2
Organic and Inorganic
Chemical, 1.6
Others, 40
Export Share (by Country)
Uganda , 13
Tanzania, 8.9
United Kingdom , 7.8
Netherlands, 6
UAE, 5.5
United States , 5.1Pakistan, 4.6Egypt, 4.1
Somalia, 3.7
Congo, 3.6
Others, 38
Import Share (by Country)
India, 14.2
China, 12.2
UAE, 10.9
Saudi Arabia, 4.9United
States , 4.8
Japan, 4.6South
Africa, 4.5Indonesia, 4
United Kingdom ,
3.2
German, 3
Others, 34
Source: JETRO
1.1.4 Economic Conditions of Neighbor Countries
Economic indicators for neighbor countries in the year 2013 are shown in Table 1-3. The population of
each of these countries varies between 9 million and 90 million, with population growth rates in all of them
exceeding 2%. GDP per capita of all countries except Kenya and South Sudan were less than USD 1,000.
THE GDP and the GDP per capita for Kenya were the highest in the EAC.
1-6
Table 1-3 Economic Condition of Neighbor Countries
Country Population
(Million)
Population
Growth Rate
(%)
GDP
(Billion USD)
GDP Growth
Rate
(%)
GDP per Capita
(USD)
EAC
Kenya 44.4 2.7 45.1 5.6 1,016
Uganda 36.8 3.3 6.0 8.5 626
Tanzania 46.3 3.0 32.5 7.0 703
Burundi 9.0 2.4 2.7 4.5 303
Rwanda 10.6 2.1 7.4 5.0 698
Other Countries
Ethiopia 88.9 2.4 48.1 9.7 542
Congo (COD) 77.0 3.0 30.6 8.5 398
South Sudan 10.9 4.8 13.7 24.4 1,262
Source: International Monetary Fund
1.1.5 Relationship with Japan
(1) Trade
Trade value with Japan from the year 2004 to 2013 is shown in Figure 1-8. Trade value with Japan grew
continuously, and imports increased by 1.7 times and exports increased by 1.2 times during the 5 years.
Imports were 31 times larger than exports in the year 2013.
Figure 1-8 Trade Value with Japan
2.2 2.1 2.3 2.5 2.7
48.9
58.2 56.6
63.1
83.7
0
10
20
30
40
50
60
70
80
90
2009 2010 2011 2012 2013
imp
ort
, E
xp
oer
(B
illi
on
KS
h)
Export
Import
Source: JETRO
Trade share by items in the year 2012 is shown in Figure 1-9 and Figure 1-10. Major import items from
Japan were heavy industry products such as vehicles (66%), steel (14%), and machine (5%). Major export
items to Japan were plants (36%), spice, tea and coffee (26%), and conditioning food (23%).
1-7
Figure 1-9 Imports share by Items from Japan (2012)
66% 14% 5%3% 12%
0% 20% 40% 60% 80% 100%
Vehicles except railway vehicles SteelMachine Synthetic fiberOthers
Source: JETRO
Figure 1-10 Exports Share by Items to Japan (2012)
36% 26% 23% 4%2% 9%
0% 20% 40% 60% 80% 100%
Plant Spice, Tea, Coffee Conditioning food
Marine products food Edible fruit, Nuts Others
Source: JETRO
(2) Aid
The amount of official development aid (ODA) from Japan to Kenya for the period 2003 - 2012 is shown
in Table 1-4. Japan is the largest donor country for Kenya. The amount of grant aid was USD 100,500,000
and technical cooperation was USD 36,400,000 in 2012. At the same time the loan amount has been
reduced as Kenya has reimbursed the loan to Japan.
Table 1-4 Amount of ODA from Japan to Kenya
Unit: Million USD
Year 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012
Grant Aid 28.5 17.2 14.4 23.4 24.5 28.7 41.6 59.5 68.9 100.5
Technical Cooperation 27.7 26.1 26.6 29.9 27.3 26.4 20.2 24.8 36.2 36.4
Loan -38.9 -49.9 29.9 7.6 53.4 2.0 -53.1 -50.7 -68.3 -57.2
Source: Ministry of Foreign Affairs of Japan
1-8
1.2 Overview of Road Sector
1.2.1 International Corridor in EAC
EAC has two major road corridors, namely the Northern Corridor and the Central Corridor (Figure 1-11).
The Northern Corridor starts from Mombasa and runs through Kenya, Uganda, Rwanda and Burundi and
has a total length of 2,038km. The Northern Corridor is the primary freight transport route from Mombasa
port for EAC countries and as well as South Sudan and Ethiopia. The Central Corridor runs through
Tanzania, Rwanda, Burundi, and Uganda serving as a freight transport route from Dar-es-Salaam port to
neighboring countries. The Central Corridor works as a transport route for tea and coffee from Burundi and
Rwanda to Dar-es Salaam Port, and for cotton produced in the western side of Tanzania to Dar- es- Salaam
Port.
Figure 1-11 Main Corridor
Source: EAC, Corridor Diagnostic Study of the Northern and Central Corridors of East Africa, 2011
Figure 1-12 shows a corridor map prepared by EAC. In addition to the Northern Corridor, three other
corridors, namely the Sirari Corridor, Namanga Corridor, and Coastal Corridor, pass through Kenya from
the north to the south. The Sirari Corridor connects the east side of Lake Victoria and the northwest of
Kenya, the Namanga Corridor connects the capital cities of Kenya and Tanzania, and the Coastal Corridor
connects two major ports in East Africa, namely Mombasa and Dar-es- Salaam.
Northern Corridor
Central
Corridor
Nairobi
Mombasa
1-9
Figure 1-12 Corridor in EAC
Source: East African Community Secretariat, East African Transport Strategy and
Regional Road Sector Development Program, 2011
1.2.2 Road Network in Kenya
Four road management agencies made up of Kenya National Highways Authority (hereinafter referred as
“KeNHA”), Kenya Urban Road Authority, Kenya Rural Road Authority and Kenya Roads Board are
established under the jurisdiction of the Ministry of Transport and Infrastructure. KeNHA is in charge of
construction, operation and maintenance of national roads and the proposed bridge is located on a national
road. Accordingly KeNHA is the implementation agency for the Project.
Roads are classified into 5 classes from A to E in Kenya. The total road length of roads is 63,574km, with
the total length of class A being 3,618km (6%) and total length of class B being 2,682km (4%).
Central
Coastal
Dar es Salaam
Gulu
Mtwara
Namanga
Northern
Sirari
Sumbawanga
Northern
Corridor
Namanga
Corridor
Coastal
Corridor
Sirari
Corridor
1-10
Approximately 15% of all roads are paved representing some 9,273km. 78% of Class A roads are paved.
Class A roads encompass the following : the A109 being part of the Nothern Corridor, the A14 connecting
Mombasa and Tanzania, and the A104, A2 and A3 which connect Nairobi to Tanzania, Ethiopia and
Somalia respectively.
Table 1-5 Road Length in Kenya
Road class Premix Length by Surface Type (km)
Total Surface dressing Gravel Earth
International Trunk Roads (A) 1,244.91 1,563.81 715.11 94.48 3,618.31
National Roads (B) 350.21 1,166.26 819.29 346.14 2,681.90
Primary Roads (C) 642.89 2,198.16 3,601.64 1,552.90 7,995.59
Secondary Roads (D) 76.63 1,183.10 5,701.93 4,087.73 11,049.39
Minor Roads (E) 165.81 542.04 8,215.89 17,982.57 26,906.31
Special Purpose Roads 24.88 114.63 4,929.69 6,253.78 11,322.98
All classes 2,505.33 6,768 23,983.55 30,317.60 63,574.4
Source: KeNHA
Figure 1-13 Road Network in Kenya
Source: KeNHA
Nairobi
Mombasa
Ethiopia
South Sudan
Tanzania
Uganda
Somalia
1-11
1.2.3 Road Network in Mombasa
The road network in Mombasa includes three trunk roads connecting to Mombasa Island. These are the
A109 towards Nairobi in the West, the B8 towards Malindi in the north and the A14 towards Tanzania in
the south. The existing road network in Mombasa is composed of roads connected with the A109 and A14.
As a result of this traffic concentrates along the arterial roads in the central area resulting in congestion.
Mombasa Island is the economic hub of Mombasa with the east side facing towards the Indian Ocean, and
the western and northern sides connecting to the mainland via a causeway and a bridge respectively. The
Southern part of the island and the Likoni District on the mainland are seperated by the 500m wide Likoni
Channel (Kilindini Harbor). This requires the residents of Likoni District and traffic from/to the southern
coastal area to cross the harbor by the Likoni Ferry. The Mombasa Southern Bypass construction project
that connects the A109 to the A14 has started. However, the project road does not connect Mombasa Island
and Likoni District. Therefore, the construction of Mombasa Gate Bridge (hereinafter referred as “the
target bridge”) connecting Mombasa Island to Likoni District has become indispensable.
Figure 1-14 Road Network in Mombasa
Source: The Study Team
1-12
1.3 Outline of the Project Area
1.3.1 Overview of Mombasa
Mombasa is a coastal county of the Republic of Kenya and is the second-largest city in the country. The
population of Mombasa was found to be 938,131 by a population census survey carried out in the year
2009. The population of the twenties and thirties age group is larger than any other age group. It is
assumed that this age group includes a young workforce that has moved to Mombasa from other counties.
The total area of Mombasa is 295km2 which includes 65km2 of water area. Mombasa was the trade hub for
Arabian merchants in the 12th century and is now the biggest trade hub port in East Africa. Mombasa port
handles 19,000,000 ton of freight cargo (about 730,000 TEU). Mombasa Island is connected to the
mainland on the north and west sides of the Island by roads. On the south side of the Island the only
connection to the mainland is via the Likoni Ferry. This ferry is used for freight and passenger transport
crossing Kilindini Habor, and includes vehicles from the north since the A14 from Likoni District runs to
Tanzania.
Figure 1-15 Population Structure of Mombasa City
-80,000-60,000-40,000-20,000 0 20,00040,00060,00080,000
0-4
10-14
20-24
30-34
40-44
50-54
60-64
70-74
80+
Population (persons)
Male Female
80,000 60,000 40,000
Source: The 2009 Kenya Population and Housing Census, Kenya National Bureau of Statistics
1.3.2 Population Distribution
The district map and district population in and around Mombasa in the
year 2009 are shown in Figure 1-16 and Table 1-6. The annual population
growth rate in all districts with the exception of Mombasa Island and
industrial area of Changamwe is around 5%. Of particular relevance is
the annual population growth rate in Likoni which is 6.5%.
Figure 1-16 Districts Map
Source: The Study Team
1-13
Table 1-6 Population Distribution
1999 2009 AAGR (%)
Island 142,808 143,128 0.0
Kisauni 199,625 308,141 4.4
Banburi 44,199 71,914 5.0
Mombasa District Total 386,632 523,183 3.1
Likoni 59,372 111,804 6.5
Lomgo 35,311 54,204 4.4
Changamwe 110,150 132,692 1.9
Jomvu Kuu 63,780 117,487 6.3
Kilindini District Total 268,613 416,187 4.5
Total 655,245 939,370 3.7
Note: AAGR means Average annual growth rate
Source: Kenya National Bureau of Statistics
1.3.3 Regional Economy
Tourism is the main economic driver in the Kenyan coast area accounting for 45% of the regional economy,
with shipping and port activities following at 15%, and industries at 8%.
Figure 1-17 Industrial Share in Mombasa and Coastal Region
Source: National Environmental Management Authority, Kenya, State of the Coast Report (2007)
a) Tourism
Tourism generates 18% of foreign currency income representing 9.2% of GDP in Mombasa and the Coast
Region. This tourism provides 270,000 job opportunities directly and indirectly. Revenue from tourism is
both substantial and reliable for the central government and the local government. Many large passenger
ships from foreign countries come to Mombasa Port. Authorities for the Coastal Region are keen to attract
tourists since the southern coastal area beyond Mombasa has many beautiful beaches. However, it takes a
long time to reach these beaches from Mombasa Island since there is no channel crossing route except for
the Likoni Ferry. Accordingly, the tourism industry emphasizes that mitigation of traffic congestion around
the ferry jetty is critical for the development of tourism in the southern coastal area.
1-14
b) Port and Shipping
Mombasa Port is the only port supporting the shipping industry in Mombasa and the Coastal region.
Mombasa is the starting point of the Northern Corridor which is the primary freight transport route of EAC
and is the principal harbor for landlocked countries such as Uganda, Rwanda, Burundi and South Sudan.
The volume of freight handled by Mombasa Port has increased as the economies of Kenya and neighboring
countries have developed. Before the improvement of Mombasa Port in August 2013, some cargo ships
had to use Dar- es- Salaam Port instead of Mombasa Port due to lack of handling capacity of Mombasa
Port. However, after improvement of Mombasa Port to make it passable for Panama class vessels, the
freight handling capacity of Mombasa Port increased by 30%. Kenya Port Authority (hereinafter referred
as “KPA”) manages Mombasa Port, and it employs more than 5,000 persons. Port and shipping industry
contributes to the development of the economy of Mombasa.
Figure 1-18 Transit Freight Traffic in Kenya (2013)
Uganda,
73.1
Sudan, 11.6
D.R. Congo, 7.3
Rwanda, 3.9
Tanzania,
2.8
Brundi, 0.6 Somalia, 0.2 Others, 0.4
Source: Kenya Port Authority
Figure 1-19 Container Volume in Mombasa Port
0
100,000
200,000
300,000
400,000
500,000
600,000
700,000
800,000
900,000
1,000,000
0
5,000
10,000
15,000
20,000
25,000
Co
nta
iner
Tra
ffic(
TE
U's)
Port
Th
rou
gh
pu
t(1
00
0T
on)
Import Export Transhipment Container Traffic
Source: Kenya Port Authority
1-15
c) Manufacturing
Manufacturing industries represent less than 10% of GDP. Development of a Special Economic Zone
(hereinafter referred as “SEZ”) Development Project in Dongo Kundu is under study by the Government
of Kenya supported by the Japan International Cooperation Agency (hereinafter referred as “JICA”). JICA
aims to develop the Mombasa area since it is the starting point of the international corridor leading to EAC
and neighboring countries.
1.3.4 Overview of the Likoni Ferry
The Likoni Ferry connects Mombasa Island and Likoni District which are separated by a 500m wide
channel. There is no detour so all traffic between Mombasa Island and the southern coastal area use the
Likoni Ferry. According to a traffic count survey in 2013, the Likoni Ferry carries 3,000 vehicles and
80,000 passengers during the 12 hours of daytime from 7am to 7pm. The frequency of the ferry
arrival/departures is every 10 minutes in the morning and the evening peak hours and every 15 minutes
during nonpeak hours in the daytime. The frequency of the ferry operation is shown in Table 1-7.
Regardless of such frequent operations, there is a long queue of vehicles from the ferry jetty waiting to
board due to the insufficient capacity of the ferry to meet traffic demand. Moreover, the ferry service has to
be suspended when vessels entering Mombasa Port pass through the channel. Likoni Ferry is operated by
Kenya Ferry Service (hereinafter referred as “KFS”) which generates income from fares and a subsidy
from the Government of Kenya (hereinafter referred as “GOK”). The ferry fare by vehicle type is shown in
Table 1-8. Pedestrians are free of charge.
Table 1-7 Frequency of Ferry Operation
Time Frequency
4:00 – 5:00 30 min
5:00 – 6:00 15 min
6:00 – 10:00 10 min
10:00 – 17:00 15 min
17:00 – 20:00 10 min
20:00 – 2:00 30 min
2:00 – 4:00 60 min
Table 1-8 Ferry Fare
Vehicle Type Fare (KSh)
Car (up to 4.5m) 90
Car (up to 6.0m) 120
Cars 4×4 200
Pickup 120
Pickups (1 ton), Vans 220
Car Towing 240
Truck (up to 5.5m) 280
Truck (up to 10m) 700
Truck (up to 16.5m) 1,250
Trailers (Empty) 5,550
Trailers (Loaded) 7,950
Mini Buses (up to 7.0m) 450
Buses (9.0-11.0m) 880
Bicycles Loaded 60
Source: Kenya Ferry Service
1-16
Picture 1-1 Likoni Ferry
Likoni Ferry Route (View from Likoni) Loading Situation of Likoni Ferry
A Container Ship Crossing Ferry Route Queueing Vehicles Waiting for Ferry in Mombasa Island
1.3.5 Overview of the Project Site Condition
A candidate site for the loop bridge is the park at the Mombasa Island side called Mama Ngina Park on
Mombasa Island and YWCA Likoni in Likoni District. There are many small shops and vendors along the
roads at the both side.
1-17
Figure 1-20 Cadastral Map (Mombasa)
Source: County Government of Mombasa
Figure 1-21 Cadastral Map (Likoni)
Source: County Government of Mombasa
Legend
: Boundary
: Planned Alignment
Legend
: Boundary
: Planned Alignment
1-18
Picture 1-2 Project Site
Candidate Site for Loop Bridge (Mombasa) Candidate Site for Access Road (Mombasa)
Candidate Site for Loop Bridge (Likoni) Candidate Site for Access Road (Likoni)
Chapter 2 Study Methodology
2-1
2.1 Scope of the Study
2.1.1 Objective of the Study
The objective of this study is to prepare an outline design of the target bridge structure for implementation
using a Special Terms for Economic Partnership of Japanese ODA Loan (hereinafter referred as “STEP Yen
loan”) as well as to evaluate the feasibility of the Project.
2.1.2 Traffic Demand Forecast
Future traffic volumes were forecast based on existing traffic volume data, existing traffic flows, economic
indicators, and the road network.
2.1.3 Establishment of Design Criteria
Design standards, design criteria, navigation clearance and other conditions necessary for the planning and
design of the road and bridge were discussed with relevant authorities and established.
2.1.4 Road and Bridge Planning and Design
The crossing structure scheme, alignment and bridge types were proposed based on comparisons of those
alternative schemes.
2.1.5 Evaluation of Environmental and Social Impacts
Evaluation of environmental and social impacts assessed the following: legal and administrative
frameworks, procedures for obtaining EIA, administration of resettlement of project affected persons
(hereinafter referred as “PAP”). Issuses that should be carefully examined in a successive study were
indentified. In accordance with “JICA Guideline for Environmental and Social Considerations” and “JBIC
Guidelines for Confirmation of Environmental and Social Considerations”, the existing land use, necessary
land acquisition area and approximate number of resettlement houses were determined by a site survey and
aerial photographs. In particular, the location of buildings in Likoni District was confirmed, since some
houses and shops would be affected by the planned loop bridge. The study team held meetings with the
Project concerned organizations: KeNHA, KPA, KFS, County Government of Mombasa (hereinafter
referred as “CGM”), National Museum of Kenya (hereinafter referred as “NMK”) and others. The study
team also organized a stakeholder meeting with community and business representatives from Likoni
District to explain the outline of the Project and to hear the opinion of stakeholders. Their views were taken
into account in the outline design of the Project.
2.1.6 Construction Planning and Cost Estimation
Data relating to construction materials was collected, and construction procedures were studied. Based on
the data collected, the project cost including construction, consultant services and undertakings of the
Kenyan side were estimated. The cost of materials and services to be procured from Japan were estimated,
and the possibility of a STEP Yen loan was studied.
2-2
2.1.7 Economic Analysis
An economic analysis was undertaken comparing the " with the project case” and “without the project case”
after confirmation of preconditions. Viability of the Project was confirmed with the calculation of
indicators of benefits cost ratio (BCR), economic internal rate of return (EIRR), and net present value
(NPV).
2.1.8 Project Implementation Schedule
An implementation schedule and organization for the Project were proposed. Advanced Japanese
construction technologies appropriate to the Project were proposed. Measures to be taken to realize the
Project were studied.
2.2 Study Method and Composition of the Study Team
2.2.1 Study Flow
The Study Flow is shown in Figure 2-1.
Figure 2-1 Study Flow
Source: The Study Team
2.2.2 Composition of the Study Team
The members of the Study Team are shown in Table 2-1.
Discussion with Relevant Authorities
Traffic Demand Forecast
Outline Design of Bridge and Road
Establishment of Design Criteria
Study on Social and Environmental Considerations
Construction Planning and Cost Estimation
Economic Analysis
Project Implementation Schedule
Site Survey
Review of Relevant Development Plan and Previous Studies
2-3
Table 2-1 Member of the Study Team
No. Name Title Company
1 Mr. Soemu Othita Team Leader Katahira & Engineers International
2 Mr. Ken Nishino Deputy Team Leader/Road Planning Katahira & Engineers International
3 Mr. Mamoru Izawa Bridge Planning Katahira & Engineers International
4 Dr. Ali Akbar Mollick Bridge Design Katahira & Engineers International
5 Ms. Naomi Ichimiya Environmental & Social Consideration Katahira & Engineers International
6 Mr. Naoki Harada Superstructure Planning/ Cost Estimation Nippon Steel & Sumitomo Metal Corporation
7 Mr. Akihiro Nagano Substructure Planning/ Cost Estimation Toyo Construction Co., Ltd.
8 Mr. Hiroshi Watanabe Road Design 1 Katahira & Engineers International
9 Mr. Kazuhiro Nagase Road Design 2 Oriental Consultants Co., Ltd.
10 Mr. Takayasu Maehata Traffic Analyst Katahira & Engineers International
11 Mr. Pantha Bhoj Raj Economic Analyst Katahira & Engineers International
Source: The Study Team
2.3 Study Schedule
2.3.1 Study Schedule
The study schedule is shown in Table 2-2.
Table 2-2 Study Schedule
Source: The Study Team
2.3.2 Field Survey Itinerary
The itinerary of the first field survey and the second field survey are shown in Table 2-3 and Table 2-4
respectively. Major activities in the first field survey included discussions with relevant authorities,
holding stakeholder meetings and investigation of site conditions. The major activities of the second field
survey included to explain and discuss the draft Final Report.
Meeting, Sitd Survey
Explanation & Discussion on DFR
Preparation of ICR
Analysis
Preparation of DFR Preparatin of FR
Site Survey
First Study
Second Study
Study in
Japan Praparation
Analysis
Reporting
2014 2014
Sep Oct Nov Dec Jan Feb
2-4
Table 2-3 Schedule of the First Site Survey
Source: The Study Team
Mr. Soemu
Oshita
Mr. Ken
Nishino
Mr. Mamoru
Izawa
Dr. Ali Akbar
Mollick
Mr. Akihiro
Nagano
Mr. Naoki
Harada
Ms. Naomi
Ichimiya
No. Date Day Team LeaderDeputy Team Leader/
Road PlanningBridge Planning Bridge Design
Substructure Planning/
Cost Estimation
Superstructure Planning/
Cost Estimation
Environmental & Social
Consideration
1 14-Oct Tue
2 15-Oct Wed Nairobi
3 16-Oct Thu
4 17-Oct Fri
5 18-Oct Sat
6 19-Oct Sun
7 20-Oct Mon
8 21-Oct Tue
9 22-Oct WedMombasa(17:10) →
Nairobi(18:10)
10 23-Oct Thu
11 24-Oct Fri
12 25-Oct Sat
13 26-Oct Sun
14 27-Oct MonNarita 21:20→Abu
Dhabi 04:35)
15 28-Oct TueAbu Dhabi(09:25)→
Nairobi(13:20)
16 29-Oct WedMeeting with
KeNHA(10:00, 12:00),
NEMA(14:30)
17 30-Oct ThuNairobi(15:30) →
Mombasa(16:30)
18 31-Oct Fri Site Survey
19 1-Nov Sat Site Survey
20 2-Nov Sun Site Survey
21 3-Nov MonMeeting with
NMK(9:30),
CGM(14:00)
22 4-Nov TueMeeting with
YWCA(10:50),
Mombasa(17:10)→
23 5-Nov WedMeeting with
NLC(14:30), Data
Collection
24 6-Nov ThuNairobi (14:30) →Abu
Dhabi (20:25)
25 7-Nov FriAbu Dhabi (22:10) →
Narita (13:15)
CGM: County Government of Mombasa
JETRO: Japan External Trade Organization
JICA: Japan International Cooperation Agency
KAA: Kenya Airport Authority
KCAA: Kenya Civli Aviation AuthorityKeNHA: Kenya National Highways Authority
KFS: Kenya Ferry Service
KMA: Kenya Maritime Authority:
KPA: Kenya Port Authority
NEMA: National Environment Management Authority
NLC: The National Land Commission
NMK: National Museum of Kenya
YWCA: Young Women Christian Association
Nairobi (12:00) → Mombasa (13:00), Site Survey
Data Collection, Meeting with JETRO (14:00), JICA (15:00)
Data Collection
Nairobi (14:30) →Abu Dhabi (20:25)
Abu Dhabi (22:10) → Narita (13:15)
Meeting with Likoni District Deputy Commissioner (10:00)
Site Survey
Meeting with KeNHA Mombasa Office (9:30)、KMA (10:40)、KFS (14:45)
Meeting with CGM Transport & Infrastructure (9:00), KPA (14:30),
CGM Department of Lands, Planning and Housing (16:30)
Meeting with KeNHA Mombasa Office (14:00)、Site Survey
Meeting with KAA and KCAA (9:30)、KPA (14:30)
Site Survey, Mombasa(17:10) → Nairobi(18:10)
Meeting with KeNHA (10:00), Embassy of Japan (14:30)
Stakeholder Meeting with Representative of Likoni District (10:00),
Site Survey
Site Survey
Meeting with KeNHA Mombasa Office (15:00), CGM (19:00),
Site Survey
Name
Narita (21:20) → Abu Dhabi (04:35)
Abu Dhabi (09:25) → Nairobi (13:20)
Meeting with KeNHA (10:00), JETRO (14:00)
Meeting with Embassy of Japan and JICA (10:00), Data Collection
2-5
Table 2-4 Schedule of the Second Site Survey
Source: The Study Team
2.3.3 List of Organizations/Parties Concerned with the Project
List of parties the study team has made discussions are shown in Table 2-5.
Table 2-5 List of the Visited Organizations
Name of Organizations Name Position
Kenya National Highways
Authority (Head Office)
Eng. Kungu Ndungu Manager-Special Projects
Eng. Cleophas N. Makau Manager-Structures
Mr. Walter Nyatwanga Manager-Environment
Eng. Samuel Kagwanja Senior Engineer-Special Projects
Mr. Richard Kilel Senior Procurement Officer
Eng. Otike J Anyika Engineer-Structures
Ms. Nasra Hussein Procurement Officer
Mr. Soemu Oshita Mr. Ken Nishino
No. Date Day Team LeaderDeputy Team Leader/
Road Planning
1 15-Jan Thu
2 16-Jan Fri
3 17-Jan Sat
4 18-Jan Sun
5 19-Jan Mon
6 20-Jan Tue
7 21-Jan Wed
8 22-Jan Thu
9 23-Jan Fri
10 24-Jan Sat
11 25-Jan Sun
12 26-Jan Mon
13 27-Jan Tue
14 28-Jan Wed
CGM: County Government of Mombasa
JETRO: Japan External Trade Organization
JICA: Japan International Cooperation Agency
KeNHA: Kenya National Highways Authority
KFS: Kenya Ferry Service
KMA: Kenya Maritime Authority
KPA: Kenya Port Authority
CGM (9:00), Mombasa (13:40) → Nairobi (14:40)
Meeting with KeNHA (10:00)
→ Narita (7:35)
→ Bangkok (13:35), Bangkok (23:55) →
Meeting with JICA & Embassy of Japan (14:00), Nairobi (23:55) →
Name
Bangkok (00:35) → Nairobi (05:15), Meeting with JETRO (14:00), Pre-meeting with KeNHA (15:30)
Narita (17:30) → Bangkok (22:30)
Reporting
Reporting
Reporting
Reporting
Meeting with KeNHA (10:00), JICA & Embassy of Japan (14:00)
Nairobi (9:30) → Mombasa (10:30), Meeting with KeNHA Mombasa Office (11:00), KPA (16:00), KMA (17:00)
Stakeholders Meeting (10:30), KFS (14:00)
2-6
Name of Organizations Name Position
Mr. John Muraya Assistant Economist
Eng. Judith Songok Assistant Engineer (D&C)
Eng. Kiplasoi Kiprono Intern Engineer (D&C)
Kenya National Highways
Authority (Mombasa Office)
Eng. J.M.Makori Regional Manager (Coast)
Mr. Robert Mutune Survey Assistant
Mr. Gabriel Oyugi Road Inspector
Mr. Samuel Odoyo Orwa Surveyor
Likoni District Mr. Magu Mugingika Deputy Commissioner
Kenya Maritime Authority
(KMA)
Mr. Wilfred J. Kagimbi Head of Maritime Safety
Mr. Michael Wairagu Environment Officer
Mr. Simon Gichohi Senior Vessel Inspector
Mr. Qusa Qkelo Legal Officer
Kenya Ferry Service (KFS) Mr. Musa Hassan Musa Managing Director
Mr. Samuel Mbiri Project Officer
Mr. George Nyandawa Chief Engineer
Kenya Ports Authority (KPA) Mr. T.A. Khamis General Manager (Operations)
Mr. W. Ruto Chief Pilot
Eng. Abdullahi.M.Samatar General Manager
Eng. Kennedy G. Nyaga Senior Projects Engineer (Civil)
County Government of Mombasa
(CGM)
Mr. Ali Hassan Joho Governor of County Government of Mombasa
Mr. Mohammad Abbas County Executive Member Transport & Infrastructure
Mr. Albert T. Keno Chief Officer- Transport & Infrastructure
Mr. Francia Thoya County Executive Member Department of Lands,
Planning, and Housing
Mr. Jabu Salim Mohamed Chief Officer Planning, Land & Housing
Mr. Mohammed Bilaifif Head of the Environment
Kenya Airport Authority (KAA) Mr. Danson Mwangi Airport Engineer
Kenya Civil Aviation Authority
(KCAA)
Mr. Geoffrey Kivuva Engineer
National Museum of Kenya
(NMK)
Mr. A.H. Athman Assistant Director-Coast
Mr. Kalandar Khan Physical Planning Co-coordinator
Mr. Saady Hashim Rashid Museum Education Officer
National Environmental
Management Authority (NEMA)
Mr. Francis Chwanya Compliance and Enforcement Officer, EIA Section
The National Land Commission
(NLC)
Mr. Tom M. Konyimbi Commissioner
Ms. Salome L. Munubi Director Valuation and Taxation
Young Women Christian
Association (YWCA)
Ms. Violet Mayama Admin Manager
Ms. Teresia Muoki Programs Manager
Embassy of Japan in Kenya Mr. Mikio Mori Minister
Mr. Tatsuya Takada Second Secretary
Mr. Shohei Sakei Second Secretary
JICA Kenya Office Mr. Koji Jitsukawa Deputy head of Mission
JETRO Nairobi Mr. Atsuhiko Naoe Executive Director
Mr. Hiroaki Nagamine Director
Mr. Hiroyuki Shimakawa Director
Source: The Study Team
Chapter 3 Justification, Objectives and
Technical Feasibility of the Project
3-1
3.1 Background and Necessity of the Project
3.1.1 Preceding Projects and Studies
(1) Mombasa Draft Physical Development Master Plan
GOK formulated the Mombasa Draft Physical Development Master Plan in 1971. In the plan, the Likoni
Bridge Project was quoted as “This has been the most frequently mentioned proposal for a permanent
south mainland connection, but its value may be greater in the long term than in the near future”. Tentative
navigation clearance of 45m in height was recommended. The bridge was located along the coastal road
running through the mainland from the north to the south passing Mombasa Island.
Figure 3-1 Planned Road Network in the Draft Physical Development Master Plan
Source: Ministry of Land and Settlement, “Mombasa Draft Physical Development Master Plan”, 1971
(2) Feasibility Study on Likoni Crossing Construction Project
The Final Report of the Feasibility Study on Likoni Crossing Construction Project was prepared by JICA
in 1984. Three alternatives for a channel crossing scheme were considered: namely bridge, conventional
tunnel, and immersed tube tunnel were compared, and a bridge scheme was selected as the most suitable
scheme. The study also examined three alternatives for navigation clearance: 73.2m, 55m, and 45m. The
73.2m clearance allows navigation for all possible vessels while the 55m clearance allows solely for all
commercial and tourist vessels that were coming to the harbor at that time. The 45m clearance allows for
almost all commercial vessels that had entered the port in the past. As a result, a 55m vertical clearance
was evaluated as feasible. A cable-stayed bridge with straight alignment was selected for the superstructure
since there were fewer houses and buildings around the project site at the time of the Feasibility Study.
3-2
Figure 3-2 Planned Route of Likoni Bridge in Feasibility Study on Likoni Crossing Construction Project
Source: JICA, Final Report, Feasibility Study on Likoni Crossing Construction Project, 1984
Figure 3-3 General Plan of Bridge in the Feasibility Study on Likoni Crossing Construction Project
Source: JICA, Final Report, Feasibility Study on Likoni Crossing Construction Project, 1984
(3) Feasibility Study prepared by Chinese Contractor
A Chinese public corporation (China Road and Bridge Corporation) submitted the report titled “Likoni
Bridge Feasibility Study” to KeNHA in October 2014. A concrete cable-stayed bridge type was proposed.
The bridge width was composed of a railway (double track), a carriageway (2-lane each direction), a
service road (1-lane each direction), and a sidewalk (2m wide for one direction). The tentatively proposed
navigational vertical clearance was 50m. The estimated construction cost was KSh 63 billion.
Likoni
Mombasa Island
Likoni Ferry
3-3
Figure 3-4 Perspective of Bridge Proposed in the Feasibility Study Prepared by Chinese Contractor
Source: China Road & Bridge Corporation, Likoni Bridge Feasibility Study Report, October 2014
3.1.2 Related Development Plans
(1) Vision 2030 Second Medium Term Plan
Kenya Vision 2030 is the country’s development blueprint covering the period from the year 2008 to 2030.
The Vision is based on three “Pillars” as shown in Figure 3-5, namely the economic, social and political
pillars. It aims at making Kenya a newly industrialized, “middle-income country providing high quality of
life for all its citizens by the year 2030”. GOK published the Second Medium Term Plan (2013-2017) in
accordance with the Vision 2030. Development of SEZ in Dongo Kundu was referred to in this plan.
Figure 3-5 Thematic Overview of “Kenya Vision 2030”
Source: Kenya Vision 2030
3-4
(2) Studies/Projects in Mombasa by Japanese Aid
Mombasa is an important hub for development of the EAC and neighboring landlocked countries.
Accordingly Japan actively supports the development of Mombasa. The following surveys and projects
have been conducted in Mombasa with Japanese aid.
i) Mombasa Port Development Project (New Container Terminal Project)
ii) Mombasa Port Area Road Development Project (Kipevu Link Road and Mombasa Southern Bypass
Project)
iii) Master Plan for Mombasa Special Economic Zone Project
iv) The Project for Technical Assistance to Kenya Ports Authority on Dongo Kundu Port, Mombasa
Master Plan
v) The Project for Technical Assistance on Northern Corridor Master Plan
vi) Master Plan on Mombasa Gate City Project
A new container terminal is under construction through the Mombasa Port Development Project and will
be completed in 2015. Construction of the Mombasa Southern Bypass to connect the A109 and A14 is
scheduled for 2015 to 2018. A Study of the Master Plan for a Special Economic Zone and new port in
Dongo Kundu is ongoing at the time of this Study. Furthermore, the Governments of Kenya and Uganda
jointly requested JICA to support making development plans for Mombasa and the Northern Corridor (for
East Africa) to facilitate development of the region. A Study of the Master Plan for Mombasa Gate City
and the Mombasa Northern Bypass are to be started in 2015.
3-5
Figure 3-6 Location Map for the Japanese Aid Projects
Source: The Study Team
(3) Projects by Other Donors
1) Widening Plan on Mombasa – Mariakani (A109) Road
KeNHA produced a report titled Economic Feasibility Study Report for Preliminary and Detailed
Engineering Design for the dualling of Mombasa Mariakani (A109) Road with funds from the African
Development Bank (hereinafter referred as “AfDB”) in August 2014. Widening of the road between
Mombasa and Mariakani on the A109 was planned in this study. The objective of the study was to widen
the existing 2 - 4 lane road to a 4 - 6 lane road to allow for an increase infuture traffic demand.
3-6
Figure 3-7 Location Map of Dualling of Mombasa Mariakani (A109) Road
Source: KeNHA, Economic Feasibility Study Report, Preliminary and
Detailed Engineering Design for the Dualling of Mombasa Mariakani (A109) Road
2) Malindi - Lunga / Tanga – Bagamoyo (B8, A14)
The EAC initiated the Feasibility and Detailed Engineering Design for the Rehabilitation and Upgrading of
the multi-national Malindi Lunga Lunga – Tanga Bagamoyo Road project with funds from AfDB in May
2014. The length of the project road is 224km in Kenya and 229km in Tanzania. The project road in Kenya
is divided into three sections, namely Malindi-Kilifi, Kilifi-Mombasa and Mombasa-Lunga Lunga. The
detailed design of the three sections has been completed. Typical cross section are composed of a 7m
carriageway (2 lanes) and 2m road shoulder on each side, with a total width of 11m. The cross section in
Mombasa is similar to that of the existing cross section with a 4 lane carriageway and median.
3-7
Figure 3-8 Location Map of Malindi Lunga Lunga – Tanga Bagamoyo
Source: EAC, Design Report, Provision of Consultancy Services for Feasibility Study & Detailed Engineering
Design of the Multinational Malindilunga Lunga Lunga / Tanga Bagamoyo Road
3) Shelly Beach Road
A road improvement project for Shelly Beach Road has been conducted by the Kenya Rural Road
Authority. The location of the project site is from the junction of the A14 and Shelly Beach Road for 10km
towards the south. Construction work had commenced on a section from the junction for 500m toward the
south at the time of this Study in October 2014.
Figure 3-9 Location Map of Shelly Beach Road
Source: The Study Team
Project Site
3-8
3.1.3 Expected Effects of the Project Implementation
The necessity of the target bridge has been recognized for years. Construction of the target bridge was
recommended in the Draft Physical Development Master Plan in 1971, over 40 years ago. A feasibility
study of the target bridge was conducted by JICA in 1984, more than 30 years ago. Mombasa has the
biggest port on the East African Coast and is a hub of trade in East Africa. The cargo handling volume of
Mombasa port has been increasing every year, with the result that a new container terminal has been
constructed using Japanese aid to increase the handling capacity. The following are expected in the
immediate future: increase of traffic demand between Mombasa Island and Likoni District and expansion
of the urban zone in Likoni, as a result of development projects such as the new port and the SEZ in Dongo
Kundu that are being implemented. At the same time, there are problems in the traffic conditions of
Mombasa, such as the long queue of vehicles waiting for the Likoni Ferry with no alternative route
available to cross Kilindini Harbor.
The anticipated major effects of this Project are as follows.
Improvement of traffic flow, and hence reduction in fuel use and environmental impact, by eliminating
the long queue of vehicles waiting for the ferry
Mitigation of traffic congestion of Mombasa Island caused by vehicles waiting for the ferry
Socio-economic development in Likoni and Dongo Kundu by connecting them to Mombasa Island by
road
Expansion of the benefits of the port and SEZ developments in Dongo Kundu
3.1.4 Priority of the Project
As previously stated, construction of the target bridge has been recommended for more than 40 years.
Relevant authorities, local businesses and residents have been eagerly awaiting the construction of the
target bridge since the Project will contribute significantly to the economic development of Mombasa as
well as Kenya. To attain the above-mentioned effects of the planned development plans, construction of the
target bridge is indispensable. In view of this, GOK has made the construction of the target bridge a high
priority and is considering a request to Japan for assistance with the Project.
3.2 Efficient Use of Energy
3.2.1 Setting Conditions for the Evaluation
To evaluate the efficient use of energy that could result from the Project, two cases of energy consumption
have been considered: the case where the Project is implemented (“with the Project”) and the case where
the Project is not implemented (“without the Project"). Energy consumption for each case was estimated
with the indicators for the evaluation being carbon dioxide emission and fuel consumption.
(1) Traffic Condition
The following traffic conditions were adopted to calculate the indicators.
3-9
Vehicles on the route between Likoni district and the central area of Mombasa Island via the Mombasa
Southern Bypass and via the target bridge were counted. Vehicles using the Likoni Ferry were counted
for the without case.
Vehicles waiting for the Likoni Ferry were counted for the without case.
Evaluation years were the year 2025 and 2035 as the traffic volume for these years was estimated in a
traffic demand forecast as a part of this Study.
(2) Emission Factor
Carbon dioxide emission factors and specific fuel consumption factors applied for the evaluation are
shown in Table 3-1. Having considered that most of the vehicles in Kenya are imported used cars from
abroad including Japan, factors for the year 2020 and 2030 taken from Japan were used for the year 2025
and 2035. The maximum gradient of the target bridge is 5%, so the maximum speed for heavy vehicles
was set based on road design specifications in Kenya. An extra coefficient of emission factor on gradient
sections was applied, being 1+0.06i for cars and 1+0.11i for heavy vehicles based on the “Study on
estimate method of carbon-dioxide emission from road transport secton” (National institute for Land and
Infrastructure Management, Ministry of Land, Infrastructure, Transport and Tourism (Japan))
Table 3-1 Carbon Dioxide Emission Factors and Specific Fuel Consumption Factors
Year Vehicles Formula for Carbon Dioxide Emission Factor Formula for Specific Fuel Consumption Factor
2025
(2020)
Car = 1164.71/V-1.723V+0.015V2+129.79 = 0.4456/V-0.0008V+0.000007V2+0.058
Heavy = 1599.32/V-19.15V+0.015V2+1109.25 = 0.1428/V-0.0082V+0.00006V2+0.475
2035
(2030)
Car = 9970.30/V-1.59V+0.014V2+117.47 = 0.33255/V-0.0008V+0.000006V2+0.054
Heavy = 11592.88/V-17.88V+0.144V2+1037.56 = 0.965/V-0.0066V+0.00005V2+0.388
Source: National institute for Land and Infrastructure Management, Ministry of Land, Infrastructure, Transport
and Tourism (Japan), “Technical Note of National Institute for Land and Infrastructure Management No. 671”
3.2.2 Estimation
Carbon dioxide emission was caluculated as shown in Table 3-2. Reduction of carbon dioxide emission
was estimated as 97 ton/day in 2025 and 119 ton/day in 2035. Specific fuel consumption is shown in
Table 3-3. Reduction of specific fuel consumption was estimated to be 41,885 ℓ/day in 2025 and 51,171
ℓ/day in 2035.
Table 3-2 Reduction Volume of Calculated Carbon Dioxide Emission
Target Year 2025 2035
Scenario without with without with
Car (ton/day) 249 175 341 247
Heavy Vehicle (ton/day) 521 497 740 715
Total (ton/day) 770 672 1,081 962
Reduction
Volume
Per Day (ton/day) - 97 - 119
Per Year (ton/Year) - 35,586 - 43,377
Source: The Study Team
3-10
Table 3-3 Reduction Volume of Specific Fuel Consumption
Target Year 2025 2035
Scenario without with without with
Car (ℓ/day) 105,833 73,309 143,222 102,030
Heavy Vehicle (ℓ /day) 200,198 190,838 299,899 289,919
Total (ℓ/day) 306,032 264,146 443,121 391,949
Reduction
Volume
Per Day (ℓ /day) - 41,885 - 51,171
Per Year (ℓ /Year) - 15,288,052 - 18,677,470
Source: The Study Team
3.2.3 Evaluation of Efficient Use of Energy
Table 3-4 shows carbon dioxide emission volume converted to a per-capita basis. Per-capita carbon dioxide
emission volume in Japan and Kenya is 9.2 ton/year and 0.3 ton/year respectively. The reduced volume of
carbon dioxide emission 43,377ton/year in 2035 is equivalent to 4,715 Japanese persons or 144,591
Kenyan persons.
Table 3-5 shows specific fuel consumption volume converted to a per-capita basis. Specific fuel
consumption volume per person in 2012 in Japan and Kenya is 3.55 ton/year and 0.48 ton/year respectively.
The reduced volume of carbon dioxide emission (18,677,470 ℓ/year) in the year 2035 is equivalent to
4,209 Japanese persons or 31,129 Kenyan persons.
Although per-capita carbon dioxide emission volume and specific fuel consumption may change in the
future, these figures were used to illustrate the reduction volume. Thus, per-capita carbon dioxide emission
volume and per-capita specific fuel consumption were applied to the figures in the year 2010 and 2012.
Table 3-4 Carbon Dioxide Emission Volume per Persons by Country and Reduction Volume by the
Project
Country Emission Volume per Person Year 2025 Year 2035
(ton/year) (persons) (persons)
Japan 9.2 3,868 4,715
Kenya 0.3 118,622 144,591
Source: The Study Team Estimated based on Data from World Bank
Table 3-5 Specific Fuel Consumption per Person Volume per Persons by Country and Reduction
Volume by the Project
Country
Specific Fuel Consumption Volume
per Person Year 2025 Year 2035
(ton/year) (persons) (persons)
Japan 3.55 3,445 4,209
Kenya 0.48 25,480 31,129
Source: The Study Team Estimated based on Data from International Energy Agency
As examined above, calculated carbon dioxide emission volume and specific fuel consumption volume are
reduced by the Project. So the Project would contribute to the efficient use of energy.
3-11
3.3 Result of Studies of Determine Scope of Work of the Project
3.3.1 Traffic Demand Forecast
(1) Outline
A traffic demand forecast model for Mombasa was established in the Detailed Engineering Design of
Mombasa Port Area Road Development Project in 2013. The traffic demand forecast model was
established based on the result of traffic surveys at 10 locations that include the Likoni Ferry. In this study,
the future traffic demand was forecasted by updating the network Origin-Destination Table (hereinafter
referred as “OD”).
(2) Procedure
The procedure used for the future traffic demand forecast is shown in Figure 3-10.
Figure 3-10 Procedure of Traffic Demand Forecast
Source: The Study Team
(3) Traffic Analysis Zone
The traffic analysis zones are divided into 17 zones. The traffic analysis zones are shown in Figure 3-11
and Table 3-6.
Future OD Table Network Data
Network Assignment
Incremental assignment model by JICASTRADA
Outputs
Link volume by vehicle type etc.
・By vehicle type and target year 2020, 2025, 2030, 2035, 2045
Distance of links Free-flow velocity link capacity function
3-12
Figure 3-11 Traffic Analysis Zone
Source: The Study Team
Table 3-6 Traffic Analysis Zone
Zone No. Type Zone Name Note
1 Town
(Residential,
commercial,
industrial area)
Mombasa Island
2 Mikindani
3 Miritini
4 Mtongwe
5 Present Container
Terminal
East Gate
6 Central Gate
7 West Gate
8 CFS
Reitz
9 Magongo
10 Airport Airport
11 Ferry Terminal &
surrounding
Likoni Ferry North
12 Likoni Ferry South
13
External
Western Mainland
14 Northern Mainland
15 Southern Mainland
16 Proposed
Development
New Container Terminal In the case of future OD
17 Dongo Kundu Development In the case of future OD
Source: The Study Team
1. Mombasa Island
2. Mikindani
3. Miritini
4. Mtongwe
5. East
Gate
6. Central
Gate
7. West
Gate
9. Reitz
8. Magongo
10. Airport
11. Likoni
Ferry
North
12. Likoni Ferry
South
15. Southern
Mainland
13. Western Mainland
14. Northern
Mainland
16. New
Container
Terminal
17. Dongo Kundu Development
3-13
(4) Future OD (Origin-Destination) Table Data
The Figure 3-12 shows the procedure adopted for the future OD table forecast. The future OD table
classified by vehicle type and target year was predicted from traffic surveys and OD data for 2013 by
considering the future economic condition and trip generation and attraction by zones, vehicle type and
year. This future OD table data includes the development growth of the area south of the Likoni Ferry and
shift of traffic mode from the ferry to MATATU after the construction of the target bridge. The future OD
table was updated by considering the area south of Likoni Ferry to be developed and 10% of OD traffic
volume of zone 14 will be shared by zone 12. It was assumed that 50% of ferry passengers will divert to
Matatu after the target bridge opens in 2025.
Figure 3-12 Procedure of Future OD Table Forecast
Source: The Study Team
(5) Network Data
Figure 3-13 shows the traffic network assignment map in 2045.
Future OD Table
By vehicle type and target year
(2020, 2025, 2030, 2035, 2045)
Trip Generation and Attraction
・By zones, vehicle type, and year
Present OD Table
OD table by vehicle type in 2013
(Based on result of traffic survey in
2013)
Future Economic Condition
Population
GDP Growth Rate
Port Demand & Capacity
Development Plan(New Container
Terminal, Dongo Kundu etc)
Shift from Ferry to MATATU
Development Growth
10% OD traffic volume of Northern
Mainland will be transferred to Likoni
Ferry South.
50% of ferry passenger will change to
MATATU after the completion of the
target bridge.
3-14
Figure 3-13 Traffic Assignment Network in 2045
Source: Study Team
a) Forecasted Future Traffic Volume
Forecasted traffic volume on the target bridge is shown in Table 3-7 and Figure 3-14 with the traffic
assignment result shown in Figure 3-15.
Table 3-7 Future Traffic Volume
Year 2025 2030 2035 2045
Traffic Volume (PCU/day) 32,172 49,223 62,337 92,722
Source: The Study Team
Figure 3-14 Transition of Future Traffic Volume
0
10,000
20,000
30,000
40,000
50,000
60,000
70,000
80,000
90,000
100,000
20
14
20
15
20
16
20
17
2018
20
19
2020
20
21
2022
20
23
2024
20
25
2026
20
27
20
28
20
29
20
30
20
31
20
32
20
33
20
34
20
35
20
36
20
37
20
38
20
39
20
40
20
41
20
42
20
43
20
44
20
45
Tra
ffic
Vo
lum
e (P
CU
/d
ay
)
Year
with without
Start operating the Bridge
Start operating Southern Bypass
Source: The Study Team
A109
To Nairobi
To Tanzania
1
2
3
4
5
7
17
6
8
9
10
11
12
14
15
16
13
14
15
3-15
Figure 3-15 Traffic Assignment Result
Year 2020 Year 2025
Year 2035 Year 2045
Source: The Study Team
3-16
b) Number of Lanes for the Target Bridge
The necessary number of traffic lanes for the target bridge was determined using the traffic volume as of
2034 being 20 years after this study, and 4-lane was proposed for the bridge.
Table 3-8 Necessary Number of Lane
Daily Design Traffic Volume (as of the year 2034) 59,460 PCU/day
Hourly Design Traffic Volume (Daily Design Traffic Volume×0.08) 4,757 PCU/h
Traffic Capacity for 4-lane (Road Design Guidelines for Urban Roads) 6,000 PCU/h
Necessary Number of Lane 4 lanes
Source: The Study Team
3.3.2 Natural Condition
(1) Topography and Geology
Mombasa is located some 8 – 100m above sea level on coastal lowland. The project sites are about 15m
above sea level at the Mombasa side and 20m above sea level at the Likoni side. The geological map of
Mombasa is shown in Figure 3-16. The geology of Mombasa area is categorized as follow:
i) A 6km wide coastal plain area between Kisauni on the northern mainland to Mtongwe on the southern
mainland including Mombasa Island. A coastal terrace consisting of elevated coral reef along the
coast.
ii) The western area of Mombasa is composed of a rock layer of ground shale from the Jurassic period
and sand. This area is composed of materials from the tertiary system and the Mesozoic system.
iii) Mountainous plateau made of sandstone.
The Project site is located above area i) above. The top surface layer is made up of coral reef; the second
layer is made up of shale, and the third layer is made up of sandstone.
Figure 3-16 Geology Map
Source: Munga et.al, Pollution and Vulnerability of Water Supply Aquifers in Mombasa Kenya, 2004
3-17
The width of Kilindini Harbor is about 500m, and the depth is a maximum of 50m. The topography of the
seabed around the Project site is very steep. The geological category around the Project site is as shown in
Figure 3-17.
Figure 3-17 Geological Category around the Project Site
Source: Department of Physical Science of Nairobi University
(2) Meteorological Conditions
Mombasa is situated at Longitude 39 degrees 40 minutes East and Latitude 4 degrees 4 minutes South and
faces the Indian Ocean. Mombasa has an ocean climate, and has two monsoon seasons, namely the
southeastern monsoon and the northeastern monsoon, and has two seasons made up of the dry season and
the rainy season. The climate in Mombasa is shown in Table 3-9. The average maximum temperature is
32.6 degree Celsius in March, and the average minimum temperature is 20.3 degree Celsius in August,
hence the difference in temperature in a year is about 13 degrees Celsius. April and May have heavy
rainfall, and January and February have little rainfall. Rainfall data from the year 1995 to 2005 was
recorded by the meteorological department of Moi International Airport. The data shows that hourly
maximum rainfall was 50mm/h, daily maximum rainfall was 233.3mm/day, weekly maximum rainfall was
552.8 mm/week and monthly maximum rainfall was 825.7 mm/month.
Table 3-9 Climate in Mombasa
Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec
Average Maximum
Temperature (degree) 32.0 32.3 32.6 31.2 29.3 28.4 27.7 27.9 28.8 29.6 30.6 31.6
Average Minimum
Temperature (degree) 23.2 23.6 24.2 23.9 22.7 21.3 20.4 20.3 20.8 22.0 23.1 23.3
Rainfall (mm) 33 15 56 163 240 80 70 66 72 97 92 75
Hours of Sunlight 269.7 257.1 269.7 225.0 204.6 207.0 210.8 244.9 246.0 272.8 264.0 260.4
Source: World Weather Information Service, Weather Information for Mombasa 2009
Legend
Plc: Coral reef
Pls: Kilindini sands
Tpl: Magarini sands
3-18
(3) Wind
The average Wind speed and direction data from 2003 to 2010 was recorded by the meteorological
department of Moi International Airport in Mombasa, and is shown in Figure 3-18. The direction of the
prevailing the wind was mainly from South‐Southwest or South direction. The unit of the wind speed is
shown by Knots with 1 Knot being equal to 0.5m/sec. The wind speed is shown as an hourly wind speed.
Figure 3-18 Average Wind Speed and Direction in Moi International Airport (2003-2010)
Source: Meteorological Department of Moi International Airport
The relation between the wind speed and return period is shown in Table 3-10. The wind speed for a
100-year return period in Mombasa is 30.3m/sec.
Table 3-10 Wind Speed and Return Period (maximum speed in 3 second) in Kenya
Source: Meteorological Department of Moi International Airport
(4) Tide
The tide data of Kilindini Harbor is shown in Table 3-11. The lowest and highest tide level is -0.1m and
4.1m. Wave height is relatively small since there is a coral reef around the entrance of the harbor. The
maximum speed of the tide at the entrance of the harbor is about 0.5 knots.
3-19
Table 3-11 Tidal Levels in Mombasa Port
Place: Kilindini Harbor
Lat. 4deg 04 sec South
Long. 39deg 39 sec East
Height: in meters above datum
HAT +4.1m
MHWS +3.5m
MSL +1.88m
CDL 0
LAT -0.1m
Source: Meteorological Department of Kenya Port Authority
(5) Earthquake
1) Fault
Location of large scale faults around Mombasa are shown in Figure 3-19.
Figure 3-19 Location Map of Fault
Source: Department of Physical Science of Nairobi University
A large scale fault is located about 60km from the west side of Mombasa. The length of the fault is about
40km lying from the southwest to the northeast. Accordingly, the effect of this fault need not be considered
in this Project.
3-20
2) Earthquake History
Earthquakes that have occurred in the southern part of Kenya and the northern part of Tanzania are shown
in Figure 3-20. Kenya has not experienced an earthquake of magnitude six, and the largest earthquakes that
have occurred were magnitude five or less.
Figure 3-20 Earthquake data of the Southern part of Kenya and Northern part of Tanzania
Source: Department of Physical Science of Nairobi University
The design seismic zone map for Kenya is shown in Figure 3-21. Mombasa is classified in category VI as a
small earthquake area in the standard. The definition of category VI is “A few instance of fallen plaster or
damaged chimney, damage is slight”.
Figure 3-21 Seismic Category in Kenya
Source: Department of Physical Science of Nairobi University
The earthquake record around Mombasa is shown in Figure 3-22. Earthquakes under magnitude five were
recorded. The relation between magnitude, acceleration and category of Mercalli equivalent are shown in
Table 3-12. Category VI is equivalent to 50cm/sec2 acceleration with a design horizontal coefficient of kh
=0.05.
3-21
Figure 3-22 Earthquake Record around Mombasa
Source: Department of Physical Science of Nairobi University
Table 3-12 Relations between Magnitude, Acceleration and Mercalli Equivalent
Source: Department of Physical Science of Nairobi University
Historical seismic damage data in Kenya is shown in Table 3-13.
Table 3-13 Historical Seismic Damage Data in Kenya
Y/M/D Magnitude Hypocenter Depth Seismic Intensity Damage
1895/5/15 Unknown Malindi Unknown Unknown A few houses had fallen
1924/7/1 5.6 Suguta Land slide
1928/1/6 6.9 Subukia VIII Crack length of 30km occurred,
considerable damage
1928/1/10 6.0 Subukia Many stone houses had fallen
1957/5/8 4.4 Nairobi Slight damage
1968/3/20 4.6 Homa Bay A few old houses had fallen
Source: Historic Earthquakes in Kenya, Earthquake-Report.com
3-22
3.3.3 Design Condition and Criteria
(1) Navigation Clearance
Navigation clearance for the bridge has been set based on discussions with KMA and KPA. The navigation
width was set at 150m from the center of the channel giving a total width of 300m. The minimum Draft
was set as 15m. The navigation height was set as 69m from the lowest sea level (65m + 4m tide = 69m).
Figure 3-23 shows above mentioned Navigation clearance.
Figure 3-23 Navigation Clearance
Source: The Study Team
(2) Aeronautical Height Limit
The Study Team discussed with Kenya Civil Aviation Authority (hereinafter referred as “KCAA”) in Moi
International Airport requirements for aeronautical height limit. The distance from Moi International
Airport to the Project site is about 9km and the descent angle for standard aircraft is 3 degrees. The flight
height at 9km from the airport is about 400m. Accordingly it is not necessary to consider the aeronautical
height limit at the Project site since the height of the target bridge at the arch is around 120m. KCAA
commented that this would be confirmed at the site based on the final design of the target bridge.
(3) Land Use
The proposed construction area of the Project for both Mombasa Island side and Likoni side are urbanized.
Therefore, it is difficult to construct approach bridges with straight alignments because this would cause
massive land acquisition and involuntary resettlement. As an alternative, loop bridges are proposed that
would be constructed in the park area on the Mombasa Island side and on vacant coastal areas and private
lots on the Likoni side.
(4) Road Design Criteria
1) Road Network
The target bridge is located along the Mombasa – Tanzania Road (A14) which connects with the Mombasa
– Nairobi Road (A109) on Mombasa Island. The road network around the Project site is shown in Figure
3-24.
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Figure 3-24 Road Network around the Project Site
Source: The Study Team
2) Design Standards and Criteria
The following two design specifications for Kenya are applied to the Study. However, AASHTO
(American Association of State Highway and Transportation Officials) and Japanese specifications are
referred to and compared to establish the most suitable design standards and criteria for the Project.
Road Design Guidelines for Urban Roads
Road Design Manual for the Geometric Design of Rural Roads
3) Road Classification
The Kenyan road classification system is shown in Table 3-14. The Project road is along the Mombasa -
Tanzania Road (A14) which is Class A.
Table 3-14 Kenyan Road Classification
Class A: International Trunk Roads Roads linking centers of international importance and crossing
international boundaries or terminals at international ports.
Class B: National Trunk Roads Roads linking nationally important centers. (Principal Town/Urban center)
Class C: Primary Roads Roads linking provincially important centers to each other or to higher
class roads. (Urban/Rural centers)
Class D: Secondary Roads Roads linking locally important centers to each other, to a more important
center, or to higher class roads. (Rural/Market centers)
Class E: Minor Roads Any road link to a minor center (Market/Local centers)
Others: Other Road Special road
Source: KeNHA
Mombasa –
Tanzania
Road (A14)
Nairobi – Mombasa
Road (A109)
Project Site
3-24
Roads in the urban area are classified into three class as shown in Table 3-15. The Project road section would
be classified as an Urban arterial road.
Table 3-15 Classification of Urban Roads
Urban Arterial Roads International Trunk Roads (Class A), National Trunk Roads (Class B)
Urban Collector Roads Primary Distributors, Local Distributors
Local Roads Minor Distributors, Local Street, Stand Access
Source: KeNHA
4) Geometric Standards
a) Design Speed and Minimum Radius of Horizontal Curve
The criteria for design speed in AASHTO and Japanese specifications are shown in Table 3-16. The criteria
for design speed of urban roads and rural roads are shown in Table 3-17 and Table 3-18, respectively.
The design speed for urban arterial roads is 80km/h and the design speed for rural roads is 50km/h or
higher. However, the design speed for the target bridge is proposed to be 40km/h for the following reasons:
The radius of the loop bridges need to be 60m or less to make the magnitude of land acquisition and
resettlement acceptable by stakeholders.
For a radius of 60m, the design speed is 40km/h
Ohashi Junction on the Japanese Metropolitan Expressway was designed with a 60m radius and a
40km/h design speed is being used without particular problems.
The target bridge with a 40km/h speed limit would not be a traffic bottleneck since the actual traffic
speed along the A14 road in the urban section is 40km/h or less.
Table 3-16 Design Speed of Urban Arterial Road of AASHTO and Japanese Specification (km/h)
Road Class AASHTO
(Urban Arterial) Japan
Urban Arterial Road 50~100km/h 60km/h(50, 40)
* The figure in ( ) can be applied where the standard is difficult to apply.
Source: The Study Team
Table 3-17 Guide Value for Selection of Design Speed in Urban Area in Kenya (km/h)
Terrain
Road Class
Urban Arterial Roads
(Class A&B)
Urban Collector
Roads (Class C) Local Roads
Through areas of Concentrated Development 80 50 -
Through areas of moderate development 80-100 80 -
Minor distributors, Local Streets - - 50
Residential estate access and shopping streets - - 40
Industrial access - - 50-40
Source: Road Design Guidelines for Urban Roads
3-25
Table 3-18 Guide Value for Selection of Design Speed in Rural Area in Kenya (km/h)
Terrain Road Classification
A & B C D
Level 100-120 90-100 80
Rolling 70-100 60-90 50-80
Mountainous 50-70 40-60 30-50
Source: Road Design Manual Geometric Design of Rural Roads
A comparison of minimum radius for horizontal curves is shown in Table 3-19.
Table 3-19 Minimum Radius of Horizontal Curve
Design Speed
(km/h)
Kenya (m) AASHTO
(m)
Japan
(m)
Proposed
(m) Urban Rural
40 55 60 36 60 (50) 60
50 80 100 68 100 (80) 80
60 135 160 105 150 (120) 135
70 185 250 154 - 185
80 240 350 294 280 (230) 240
* The figure in ( ) can be applied where the standard is difficult to apply.
Source: The Study Team
The design samples of loop type roads in Japan are shown in Table 3-20.
Table 3-20 Design Samples of Loop Road in Japan
Name Road Class Speed(km/h) Radius (m) Gradient (%) Loop
(No. of Loop)
Enoura Bridge Provincial Road 25 25 7.5 1
Hamanomiya Loop Bridge National Road 30 35 6.5 1
Senbonmatsu Bridge Provincial Road 30 37 4.3 2
Nanadaru Viaduct National Road 30 40 4.4 2
Shin-kizugawa Bridge Port Managing Road 30 50 4.0 3
Touka Bridge City Road 30 50 7.7 1
Ohashi Junction Metropolitan Expressway 40 60
(Min 42m) 6.0 2
Source: The Study Team
b) Maximum Gradient
A comparison of the specifications regarding maximum gradient is shown in Table 3-21. A maximum 5%
gradient is proposed based on the following reasons.
Around 3% or 4% of maximum gradient would be preferable but this would require a larger number of
loops that would be both dangerous and costly.
Most of the traffic on the target bridge would be cars and matatu (minibus) and the percentage of heavy
freight vehicles would only be about 5%.
3-26
Table 3-21 Maximum Gradient
Topography
40km/h
Kenny AASHTO Japan
Urban Rural
Flat
4% (5%)
- 7%
7% (10%) Rolling - 10%
Mountainous 10% 11%
Source: The Study Team
c) Maximum Superelevation
A comparison of the specifications for superelevation is shown in Table 3-22. A maximum superelevation
of 6% is proposed.
Table 3-22 Maximum Superelevation
Kenya AASHTO Japan
Urban Rural
6% 7% 10% (12%) 10%
* The figure in ( ) can be applied where the standard is difficult to apply.
Source: The Study Team
5) Typical Cross Section
Typical cross sections are shown in Figure 3-25.
Figure 3-25 Typical Cross Section
Main Bridge Loop Bridge
Approach Road Approach Bridge
Source: The Study Team
(5) Bridge Design Criteria
1) Live Load
British design standard BS5400 is usually applied to bridge design in Kenya. HA25 unit load is applied for
the target bridges located on Class-A road. However, the application of the bridge design specification of
SATCC (Southern Africa Transport and Communications Commission) was proposed by KeNHA because
3-27
it was applied for the AfDB assisted A104 and B8 improvement project. A comparison of live loads for BS,
SATCC and Japanese design standards, is shown in Table 3-23.
Table 3-23 Comparison of Live Loads of Specifications
Standard BS5400 SATCC Japanese Bridge Standard
Design Life 120years 100years 100years
Design Method Limit State Design Method(LSDM)(LSDM) based on
CEB/FIP1978Allowable Stress Design Method
Live Load
HA-Loading: distribution load intensity
w=36x(1/L)0.1
kN/m (1600>L>50m)
w=19.5kN/m for L=450m
Knife edgh load for notional
lane(KEL)=120kN
NA-Loading: distribution
load intensity
Qa=180/√L+6 kN/m
Qa=14.5kN/m for L=450m
B-Live loading: distribution load
intensity p1 and p2
p1=10kN/m2x10m
p2=3.0kN/m2 (L>130m)
( p1+p2)equivalent=12.54kN/m
for L=450m
Intensity ratio 1.555 1.156 1.000
Source: The Study Team
2) Wind Load
Design wind speed 30.3m/sec was proposed referring to the 100 year return period wind speed in
Mombasa.
3) Seismic Load
Horizontal acceleration coefficient kh=0.05 was proposed referring to the design seismic standard in
Kenya.
4) Temperature Change
Maximum temperature change 20℃ (±10℃) was proposed referring to the temperature record in
Mombasa.
(6) Landscape Design
Considering the proposed construction of the target bridge and the current environment and social
conditions, it is highly advised to include a study on landscape design, so that the development can
maximize the opportunity and benefit to the local environments and minimize adverse impacts. The
following comprises an initial study of the existing situation and the opportunities for landscape design to
add value through the proposed development.
1) Landscape Character and Views into and out of the Area
The current landscape of the area is that of moderately dense low rising buildings with some high rising
building currently under construction, being a mix of residential, commercial, educational, leisure and
religious land uses. These developments are well integrated into the flat natural landscape with the help of
the coastline and the sea aspects. This landscape character has created a relaxed atmosphere and provides
esthetic and leisure benefits for locals as well as tourists. The area has the following additional
3-28
characteristics.
Social: The proposed site for the loop bridge on the north side is a public park and is well used by locals
for picnics and social gatherings. The nearby ferry port and bus terminal makes this area very active.
Economical: There are many shops and vendors along the planned approach section, and also some
business in the parks. Accordingly, this area is a commercial area.
Physical: There is a bus terminal on both coastal sides of the Project site and as a result this area
functions as a transport hub.
2) Approach
Overall the development is considered to not only improve the current congestion and CO2 emissions, but
also has a high potential to revitalize the area through adding character to the area, and improving physical
connectivity, being a focal point for local activities. Moreover the target bridge has a wider zone of
influence than just the construction area. In this section, the approach to the landscape design of the target
bridge and the surrounding areas as a whole is explained.
a) Use and Function
There are bus termini, ferry jetties and shops around the Project site, so there is a focal point. To keep the
same function for the Project site after completion of the target bridge, it is recommended that it be open
not only for vehicles, but also to people by providing additional functions to attract people such as public
paths, public open spaces, viewpoints, public facilities etc. By providing a focal point and linkage to the
surrounding area, the development can improve the circulation of the area including bus and ferry services,
and also the economic situation.
b) Layout
Based on an understanding of the attributes of the area and the technical requirements of the target bridge,
the additional functions and facilities required should be laid out and linked with the most efficient and
effective layout. A focal public open space with an entrance to the target bridge is allocated on the side of
ferry and bus terminals, where safety is secured. A buffer zone is allocated to the park, school, and
residential area.
c) Scale
The proposed loop bridge is large in relation to the local character. It is recommended that a balance be
maintained between the flat open views of the coast line and high rise buildings under construction on both
north and south sides. In terms of the details applied to the target bridge and loop bridges, these should be
appropriate to the scale and distance affecting the view whereas design for people is kept in human
proportions.
d) Landscape treatment
Landscape treatment is to be attractive, secure safety and minimize environmental impacts, and to require
little maintenance and management.
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Design: provide space appropriate to the expected use and local character.
Boundary treatment: provide vegetation screen as a buffer zone to the adjacent site to minimize the
impact.
Safety: provide sufficient safety treatment to prevent falls from height, collision with vehicles, security
from crime and natural dangers.
Sustainability: material and technology for sustainability to be employed wherever possible.
Maintenance: Design and materials that are to be employed to keep requirement for maintenance and
cost to a minimum.
e) Appearance
The appearance of the target bridge and loop roads are the most significant elements for the development.
This development has the potential to be a symbolic landmark of the area, or it can be blended into the
surrounding landscape. Function, scale, and landscape as mentioned above need to reflect this appearance
in terms of scale, pattern, color scheme, and materials.
f) Access
Access within and into the site is to allow for vehicles, pedestrians, and buses, etc. Detail attention should
be paid to aspects such as priority and restriction of access, entrances, and gates, etc. The good visibility in
and around the area should be kept by a definite focal point and directions. Facilities for the mobility
impaired must also be considered.
3.3.4 Comparison of Alternative Schemes
(1) Comparison of Alternative Structure Types for Harbor Crossing
1) Outline of Alternatives
Alternative structure types for the harbor crossing are bridge, immersed tunnel and shielded tunnel. An
outline of each scheme is explained below:
a) Bridge
The target bridge needs a navigation clearance 300m wide and 69m high. Applicable superstructure types
are arch, truss, and cable-stayed. Figure 3-26 shows an arch bridge.
Figure 3-26 Sample of Bridge Scheme
Source: The Study Team
3-30
b) Immersed Tunnel
A sample section of immersed tunnel is shown in Figure 3-27. The construction method is to excavate a
trench in the seabed first, and then concrete caissons are towed to the site and joined together after being
placed in the trench. The trench is then backfilled. Immersed tunnel can be constructed where the sea is
shallow.
Figure 3-27 Sample of Immersed Tunnel Scheme
Source: The Study Team
c) Shield Tunnel
A shield tunnel is constructed using a shield machine. The shield machine forms the tunnel wall with
assembled concrete segments as the tunneling machine moves forward. A shield tunnel can be constructed
in any location since it is deep below the ground surface.
Figure 3-28 Sample of Shield Tunnel Scheme
Source: The Study Team
3-31
2) Comparison of alternative crossing structure type
Total lengths of alternative schemes are shown in Figure 3-29. The bridge scheme is shorter than the other
schemes.
Figure 3-29 Comparison of Lengths of Alternative Schemes
Source: The Study Team
Comparison of alternative crossing structure type is shown in Table 3-24. The bridge scheme was proposed
as the most suitable structure type for the Project.
Table 3-24 Comparison of Alternative Schemes of Crossing Structure
Content a) Bridge Scheme b) Immersed Tunnel Scheme c) Shield Tunnel Scheme
Length 2500m 2800m 3600m
Construction
Cost 〇 (1.0) △ (1.8) ☓ (2.0)
Construction
Period 〇 △ △
O & M Cost 〇
Painting, Lighting and Aircraft
warning light
△
Ventilation and Lighting
△
Ventilation and Lighting
Social &
Environmental
Impact
Natural Impact: 〇
Social Impact: △
Natural Impact: ☓
Social Impact: △
Natural Impact: △
Social Impact: △
Temporary water pollution during
construction of bridge foundation.
Impact to existing houses and
shops varies by the route.
Influence on the ecosystem by
seabed excavation to install
immersed tunnel.
Impact to existing houses and
shops varies by the route.
Influence on the ecosystem by
construction of the tunnel
entrance and ventilation tower.
Impact to existing houses and
shops varies by the route.
Total 〇 △ ☓
Note: Evaluation: 〇= Good, △ = Bad, ☓ = Very Bad
Source: The Study Team
3-32
(2) Comparison of Alternative Routes of Crossing Bridge
Alternative routes of the crossing bridge are shown in Figure 3-30. A comparison of alternatives routes for
the crossing bridge is shown in Table 3-25. Route B1 was selected as the best route for the Project.
Figure 3-30 Alternative Routes of Crossing Bridge
Source: The Study Team
Table 3-25 Comparison of Alternative Routes of Crossing Bridge
Route
Content B1 B2 B3
Social Impact
(no of affected building)
Small
(less than 10 houses)
Relatively Large
(more than 20 houses)
Relatively Large
(more than 20 houses)
Natural Impact Small
(Water pollution during
construction of bridge
foundation)
Small
(Water pollution during
construction of bridge
foundation)
Middle
(Construction of bridge
foundation on coral reef)
Traffic Flow
(Connection of Trunk Road,
Mitigation of Congestion)
Good
(Connect both sides of trunk
road)
Good
(Connect both sides of trunk
road)
Bad
(New road that connect the
target bridge and trunk road
needs to be constructed )
Total ◎ 〇 △
Note: Evaluation: ◎ =Very Good, 〇= Good, △ = Bad, ☓ = Very Bad
Source: The Study Team
(3) Comparison of Alternative Locations of Bridge
Based on the proposed Route B1 selected above, alternative locations of the target bridge as shown in
Figure 3-31 were compared as shown in Table 3-26 and Route B1-2 was suggested as the best location of
the target bridge. B1-2 has the minimum social impact and the shortest main bridge length.
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Figure 3-31 Alternative Locations of Bridge
Source: The Study Team
Table 3-26 Comparison of Alternative Locations of Bridge
Scheme
Content
Mombasa Likoni
Route B1-1 Route B1-2 Route B1-3
Approach Road 400m 300m 400m 450m
Affected
Residence by
Loop Bridge
No No 2 houses
(include a vacant house)
3 houses
(include an vacant house)
Deterioration of the living
environment: 1 house
Affected
Commercial
Building by
Loop Bridge
- Relocation of bus
terminal
- Whole of YWCA
- Bus terminal and
additional structures
- Fuel station
- A part of YWCA
- About 10 commercial
buildings
No
Affected public
Facility
- A part of Mama
Ngina Park
No No No
Total △
It is hard to provide
temporary bus terminal
during construction
◎
Length of the main bridge
is shortest, and the
affected area is smallest
〇
Social impact is largest,
and approach road is
longest
Note: Evaluation: ◎ =Very Good, 〇= Good, △ = Bad, ☓ = Very Bad
Source: The Study Team
(4) Comparison of Alternative Superstructure Types for the Main Bridge
Comparison of alternative superstructure types for the main bridge is shown in Table 3-27. Arch bridge
was selected as the most suitable superstructure for the Project.
B1-1
B1-2
B1-3
Mombasa Is. Likoni
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Table 3-27 Alternative Schemes of Superstructure
Bridge Type Steel Arch Bridge Steel 2-Axis Arch Bridge Steel Truss Bridge PC Cable-Stayed Bridge
Concept
Drawing
Appearance Good. Image of ivory. ◎ Good. Image of ivory. ◎ Not good. ☓ Good. ◎
Aeronautical
height limit
Maximum structure height of 120m
is lower than the height limit. ◯
Maximum structure height 120m is
lower than the height limit. ◯
Maximum structure height 120m is
lower than the height limit. ◯
Maximum structure height is160m.
It possibly affects height limit. ☓
Social impact 3 buildings will be affected by loop
bridge. ◎
3 buildings will be affected by loop
bridge. ◎
3 buildings will be affected by loop
bridge. ◎
Affected buildings will be
significant. ☓
Maintenance Repainting is necessary. ◯ Repainting is necessary. ◯ Repainting is necessary. ◯ Concrete is free of maintenance. ◎
Constructability Short (use large block erection
method with support) ◯
Middle (number of members is more
than 3-span single arch bridge) △
Short (cantilevered erection method) ◯
Long (need long time for curing
concrete) ☓
Cost 1.0 ◯ 1.1 △ 1.0 ◯ 1.0 ◯
Japanese
Technology
High performance steel for bridge,
Steel pipe sheet pile foundation ◎
High performance steel for bridge,
Steel pipe sheet pile foundation ◎
High performance steel for bridge,
Steel pipe sheet pile foundation ◎
Steel pipe sheet pile foundation ☓
Overall Suitable for the Project ◎ Construction cost is relatively high ◯ Appearance is not good ◯ Social impact is significant ☓
Note: Evaluation: ◎ =Very Good, 〇= Good, △ = Bad, ☓ = Very Bad
Source: The Study Team
3-35
(5) Comparison of Alternative Substructure Foundation Types for the Main Bridge
Depths of the sea at the piers of the main bridge are 5m at the Mombasa Island side and 15m on the Likoni
side. Construction of footings under the sea with cast-in-place concrete pile foundations is proposed for the
Mombasa Island side pier since it is the most economical where the sea is shallow. A temporary
embankment is proposed during the construction. On the other hand, construction of footings under the sea
with cast-in-situ concrete pile foundations would be difficult for the Likoni side pier because of the depth
of the sea, and the fact that the seabed is steep. Steel pipe sheet pile foundation is proposed for the piers of
the Likoni side based on the comparison of the alternative substructure foundation as shown in Table 3-28.
Table 3-28 Comparison of Alternative Substructure Foundation Types for Likoni Side Pier
Type Steel Pipe Sheet Pile Foundation Multi-pile Foundation Pneumatic Caisson Foundation
Image
Environmental
Impact
Very small impact
Construction site is closed by
steel pipe sheet pile.
◯
Small impact
RC pile is constructed with
water sealing steel pipe.
◯
Small impact
Construction is conducted
with water sealing by caisson.
◯
Maintenance Good ◯ Good ◯ Good ◯
Constructability
Depth is 15m only. Temporary
coffering is easy and reliable.
Construction period is shorter
than another schemes.
◯
Constructability is good
without undersea operations.
◯
Special consideration is
needed to set the caisson on a
steep seabed. Construction
period is the longest of
alternative schemes.
☓
Appearance Appearance is good since the
footing is under the sea. ◯
Appearance is not good since
footing is seen above the sea, ☓
Appearance is good since the
footing is under the sea. ◯
Cost 1.05 ◯ 1.00 ◎ 1.10 △
Japanese
Technology Japanese original technology. ◎ Common in the world. △ Common in the world. △
Overall ◎ △ △
Note: Evaluation: ◎ =Very Good, 〇= Good, △ = Bad, ☓ = Very Bad
Source: The Study Team
(6) Comparison of Alternative Types for the Loop Bridges
The major part of the approach bridges are planned as loop type bridges to connect to the main bridge
within the limited site. The radius of the loop bridges are 65m and the gradient of the loop bridges are 5%
(Mombasa Island side) and 3.65% (Likoni side). A comparison of alternative types for the loop bridges is
shown in Table 3-29. Continuous PC hollow slab type is proposed as the result of the comparison.
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Table 3-29 Comparison of Alternative Types for the Loop Bridges
Type 1st scheme: Curved Box Girder 2nd scheme: PC hollow slab bridge 3rd scheme: RC hollow slab bridge
Concept Drawing
Maintenance Repainting is necessary △ Concrete is free of maintenance ◯ Concrete is free of maintenance ◯
Constructability Construction is easy. Construction period is
shortest. ◎
Construction is not easy. Construction period is
the longest of the alternatives. △
Construction is easy. Construction period is the
median of the alternatives. ◯
Cost
Superstructure Steel girder bridge is
more costly than other
schemes.(1.5)
☓
Superstructure Construction cost is
middle. (1.0) ◯
Superstructure Construction cost is
the lowest. (0.9) ◎
Substructure No. of Pier 14 (0.6) ◯ Substructure No. of Pier 24 (1.0) △ Substructure No. of Pier 48 (1.6) ☓
Total (1.25) ☓ Total (1.00) ◎ Total (1.08) ◯
Appearance Appearance is not good since girders are
seen. Number of piers is minimum. ◯
Appearance is good since no girders seen.
Number of piers is middle. ◎
Appearance is not good since piers are too
many. ☓
Japanese Technology Common technology in the world. ◯ Common technology in the world. 〇 Common technology in the world. 〇
Overall △ ◎ 〇
Note: Evaluation: ◎ =Very Good, 〇= Good, △ = Bad, ☓ = Very Bad
Source: The Study Team
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3.4 Overview of the Project Plan
3.4.1 Outline of the Proposed Project
The Project is to construct a bridge over the Kilindini Harbor which has a width of about 500m at the
entrance to Mombasa Port. The required navigation clearance is 300m wide and 69m high from the low
water level. Loop type bridges are proposed for the approach bridges to minimize land acquisition and
involuntary resettlement by the construction of these bridges. The total length of the Project is 3100m. The
superstructure of the main bridge is a steel 3-span balanced single arch bridge, and the approach bridge
type is continuous PC hollow slab bridge. The cross section of the target bridge is composed of a 4-lane
carriageway with a median. A sidewalk is provided only for the main bridge on the Mombasa Port side.
The sidewalk is connected to the ground via stairways. The plan and profile of the Project road are shown
in Figure 3-32.
Total project road length: 3100m
Main bridge length: 685m
Loop bridge length: 1575m
Approach bridge length: 485m
Approach road length 354m
3.4.2 Outline Design
(1) Main Bridge
A steel 3-span balanced single arch type is proposed for the main bridge superstructure. In-situ-concrete
pile foundations are proposed for the substructure foundation of the pier on the Mombasa Island side, and
steel pipe sheet pile foundations are proposed for the Likoni side pier. The main bridge span layout is 118m
+ 450m + 117m. The sidewalk is located outside of the main structure. A general view of the main bridge
is shown in Figure 3-33 and 3-34.
3-38
Figure 3-32 Plan and Profile of the Project Road
Source: The Study Team
3-39
Figure 3-33 General View of Main Bridge (Side View and Plan)
Source: The Study Team
3-40
Figure 3-34 General View of Main Bridge (Sections)
Source: The Study Team
3-41
(2) Loop Bridge Structure
A continous PC hollow slab bridge is proposed for the superstructure of the loop bridge. The substructure
is RC ridged frame. The superstructure is supported with rubber bearings on the lateral beam on the rigid
frame. A section of the loop bridge is shown in Figure 3-35. The plan of the loop bridge is shown in Figure
3-36.
Figure 3-35 Section of Loop Bridge (Continuous PC Hollow Slab)
A-A Section of Figure 3-36
Source: The Study Team
Figure 3-36 Plan of Loop Bridge
Source: The Study Team
3-42
(3) Approach Section Structure
The approach section to connect the loop bridges and the existing road is divided into 3 sections: namely
approach bridge section, temporary bridge section and retaining wall section as shown in Figure 3-37. The
temporary approach bridge section is proposed to be constructed with steel I-beam which is the temporary
staging material for construction of the main bridge. This arrangement is proposed because this section
would be demolished when the approach bridge is extended with viaducts along the A14 in the future.
a) Division of Approach Section
Figure 3-37 Profile of the Approach Section
Source: The Study Team
b) Approach Bridge
Continuous PC hollow slab bridge is proposed for the approach bridge. Cross section of the approach bridge
is shown in Figure 3-38.
Figure 3-38 Cross Section of Approach Bridge
Source: The Study Team
3-43
c) Temporary Approach Bridge
Temporary Approach Bridge Scheme is shown in Figure 3-39.
Figure 3-39 Temporary Approach Bridge Scheme
Source: The Study Team
3.4.3 Construction Planning
(1) Construction Method of the Main Bridge Superstructure
The work flow of the main bridge superstructure construction is shown in Figure 3-40.
Figure 3-40 Work Flow of the Main Bridge Superstructure Construction
a)
b)
c)
d)
e)
f)
g)
Fabrication and Painting in Shop of Steel Girders
Transportation of Steel Girders
Temporary Assembly at Site
Paniting for Joints
Deck and Pavement etc.
Each Member Erection for Side Span
Large Block Erection for Center Span
Tightening of High Tension Bolt and
Welding for Joints
Source: The Study Team
3-44
a) Production and paint of Steel Girders
Production of materials, temporary assembling and painting are conducted in the factory.
Picture 3-1 Temporary Assembly and Painting in Factory
Source: Japan Bridge Association
b) Transport of Steel Girders
Materials are transported to the Project site.
Picture 3-2 Shipping and Loading of Steel Girders
Source: Japan Bridge Association
c) Assembling of Materials in the Site
Materials are stored in a temporary yard, and they are assembled into the predetermined size.
Picture 3-3 Materials of Daini Ondo Bridge
Source: Japan Bridge Association
3-45
d) Construction of Side Span and Main Span
Materials for the side span are constructed on the site. Materials for the main span are assembled into the
predetermined size and then brought to the site. The unit is assembled by large clamp jack.
Picture 3-4 Construction of Daini Ondo Bridge
Source: Kawada Industries, inc.
Picture 3-5 Example of Transport of Material Unit
Source: www.bridgeweb.com
3-46
Figure 3-41 Construction Image of Material Unit for Superstructure
Source: Kawada Industries, inc.
Figure 3-42 Clamp Jack
Source: Kawada Industries, inc.
e) Tightening of High Tensile Bolts and Welding on Site
After checking the camber, tightening of high tensile bolts or welding on site is conducted.
f) Painting of Joints
Joints are painted on site.
g) Slab and Pavement
Construction of slab and pavement is performed and then facilities such as lighting devices and handrails
are installed.
(2) Construction Method for Main Bridge Substructure
1) Construction Method for Steel Pipe Sheet Pile Foundation at Likoni Side
The work flow of the construction of steel pipe sheet pile foundation is shown in Figure 3-43.
3-47
Figure 3-43 Work Flow of Steel Pipe Sheet Pile Foundation
1)
2)
3)
4)
5)
6)
7)
8)
Pre-Construction Survey
Existing structure removal,
Clearing and Grubbing
Temporary Deck Installation
Steel Pipe Sheet Piled Well Installation
Footing Works
Temporary Deck Removal
Main Body Works
Steel Pipe Sheet Piled Well Removal
Source: The Study Team
a) Preparatory Works
Before any construction, a detailed survey will be conducted to check existing elevations and ground
conditions. An access road, temporary yards and jetty will also be constructed after a pre-construction
survey.
b) Clearing Work
Clearing work includes the removal of existing structures, removal and relocation of existing utilities and
cutting/removal of any trees or vegetation within the work area.
c) Temporary Deck Installation
As the work site is offshore and underwater, a temporary deck is necessary. The temporary deck will be
constructed using steel materials. Construction of the temporary deck will start from the land side
progressing toward the sea. Pre-boring using auger or downed hole hammer will be conducted as the top
layer of the existing the ground is composed of weathered coral stone. After completion of pre-boring,
piling for the temporary deck foundation will commence using hydraulic vibro hammers, hydraulic
hammers and crawler cranes.
d) Steel Pipe Sheet Pile (SPSP) Installation
After the temporary deck construction is completed, an SPSP well acting as a cofferdam will be
3-48
constructed. If the seabed is found to be rocky ground, pre-boring will be conducted using an auger drill or
downed hole hammer prior to the driving of the SPSP. Once the pre-boring is completed, the SPSP will be
driven into place using hydraulic vibro hammers, hydraulic hammers and crawler cranes. This section of
SPSP will be injected with cement grout to prevent water leakage. Strut and waling will be installed after
starting dewatering in SPSP Well.
Picture 3-6 Steel Pipe Sheet Pile Installation
Source: Toyo Construction Co., Ltd.
Picture 3-7 Special Steel Stud Installation
Source: Toyo Construction Co., Ltd. & Nippon Steel & Sumitomo Metal Corporation
e) Footing Works
Once the SPSP well is completed, dewatering inside the well will follow. Strut and waling, will then be
installed inside of the well prior to excavation works. Excavation will be executed using clam shell or mini
excavator whichever is more suitable. Excavated materials will be loaded into a dump truck and will be
transported and dumped into the permitted disposal area. The excavated area will then be prepared and
levelled. Once the base has been prepared, gravel bedding will be laid and subsequently lean concrete.
Steel reinforcing bars for the footing will then be fixed into position prior to pouring of the footing
concrete. The SPSP will be outfitted with special steel studs, which permits the pouring of the footing
concrete without traditional formwork being installed.
3-49
Picture 3-8 Base Concrete Works
Source: Toyo Construction Co., Ltd.
f) Main Pier Shaft Concrete Works
Once the footing concrete is cured, installation and fixing of the reinforcing bars for the pier body will start.
Formwork will then be installed prior to pouring of concrete. The concreting of the main pier body will be
done in several lifts.
Picture 3-9 Main Pier Shaft Concrete Works
Source: Toyo Construction Co., Ltd.
g) Steel Pipe Sheet Pile Removal
The SPSP will be cut by using a special machine. Once cut, the SPSP will then be extracted using
hydraulic vibro hammers and cranes.
Picture 3-10 SPSP Removal
Source: Toyo Construction Co., Ltd.
3-50
h) Temporary Deck Removal
Removal of the temporary staging or deck will start from the sea side going into the land side. Steel
foundation piles will be extracted using hydraulic vibro hammers.
Picture 3-11 Temporary Deck Removal
Source: Toyo Construction Co., Ltd.
2) Construction Method for In-Situ-Concrete Pile Foundation at Mombasa Side
The work flow of the construction of in-situ-concrete pile foundation is shown in Figure 3-44.
Figure 3-44 Work Flow of Construction of In-Situ-Concrete Pile Foundation
1)
2)
3)
4)
5)
6)
7)
Pre-Construction Survey
Existing structure removal,
Clearing and Grubbing
Working Platform Reclamation
Bored Piling
Footing
Pier
Working Platform Removal
Source: The Study Team
3-51
a) Preparatory Works
Refer to “Steel Pipe Sheet Pile Foundation”.
b) Clearing Work
Refer to “Steel Pipe Sheet Pile Foundation”.
c) Working Platform Reclamation
As the working area is located on the shore, temporary reclamation to form a working platform is
necessary for bored piling works. The working platform is to be reclaimed from the beach adjacent to the
sea. The elevation of the reclaimed platform is planned to be one meter higher than the high water level
avoiding the tide change.
d) Boring
Boring works are executed on the reclaimed working platform. The piling method is assumed to be “All
Casing Rotator” method considering features as follows:
Preventing the bored hole’s collapse due to the tide change
Being applicable to a wide range of soil conditions, from loose sand to weathered rock
Figure 3-45 shows boring procedures by “All Casing Rotator” as an example.
Figure 3-45 Bored Piling Procedure
Source: CD Method Association
3-52
e) Footing
After the completion of in-situ-concrete piles, excavate the working platform to the bottom of footing, then
start footing works. The structure excavation is executed using backhoes, and the excavated soil is to be
disposed of in a designated area. After finishing the structure excavation, a gravel base and lean concreting
are undertaken.
Prior to starting the footing construction, excessive concrete at pile heads is to be crushed and removed.
Reinforcing bars of footing are supplied and installed by crane located on the working platform. Footing
concrete is poured by a concrete pumping car.
f) Pier
After the completion of the footing, start the construction of shaft of the pier. Reinforcing bars of pier are
supplied and installed by a crane in the same way as the footing construction. Concrete pouring is also the
same as that of the footing.
g) Working Platform Removal
After the completion of all the pier works and erection of the main bridge around Mombasa side, remove
the working platform to the depth of the footing top.
(3) Construction Method for Loop Bridge (PC Hollow Slab)
Substructures of the loop bridge consists of 14 multi-storey portal frame piers, one of which is used as a
pier of the main bridge. In addition, the superstructure of loop bridge is of PC hollow slab, having a bridge
width of 23.45 meters (refer to Figure 3-35). The work flow of the construction of loop bridge is shown in
Figure 3-46.
Figure 3-46 Work Flow of Loop Bridge Construction
1)
2)
3)
4)
Pies and Superstructurs
are constructed repeatedly
5)
6)
Footing
Bridge Surface Works & Accessories
Pre-Construction Survey
Existing structure removal,
Clearing and Grubbing
Pier works (Column & Beam)
Superstructure (PC Hollow Slab)
Source: The Study Team
3-53
a) Preparatory Works
Refer to “Main Bridge Substructure”.
b) Clearing Work
Refer to “Main Bridge Substructure”.
c) Footing
Footings of one loop bridge are composed of 28 individual foundations in total. Each footing is assumed to
be an open excavation without any shoring and bracing. The excavated soil is to be disposed of to a
designated area. After the completion of structure excavation, a gravel base and lean concreting are
undertaken. Then footings are constructed one by one.
d) Pier (Column & Beam)
After the completion of footings, continue to build the first storey columns and connect each pair of
columns with a cap beam. Thus the first storey portal frames pier are completed. Columns and cap beams
of the second storey are built on the completed portion of the first storey superstructure (PC hollow slab).
Columns and cap beams of the third storey are also built in the same manner with those of the second
storey. Thus, multi-storey portal frame piers are completed from the bottom, putting one on top of another.
e) Superstructure (PC Hollow Slab)
Bearing shoes and PC hollow slab of the first storey are constructed from a portion of the completed first
storey portal frame piers. Those of the second storey are also started sequentially from a portion of the
completed second storey piers. As a PC hollow slab is to be constructed in situ, a vertical shore system, on
the top of which bottom forms are installed, needs to be erected from the ground or the completed
superstructure. Considering the manual erection and dismantling of the shoring system, it is preferable to
adopt a type of steel piped support. Figure 3-47 shows the construction image of the PC hollow slab, using
the steel piped supports.
3-54
Figure 3-47 Construction Image of PC Hollow Slab
Source: Pre-stressed Concrete Construction Association
“Guide Book for preparing Method Statement (In-situ construction)”
Installations of reinforcing bars, tubular forms and PC strands are executed on the form installed on the top
of supports. Concrete is to be poured by a concrete pumping car located on the ground.
f) Bridge Surface Works and Accessories
After the completion of substructure and superstructure of the loop bridges, following bridge surface works
and accessories are commenced.
Bridge Surface Works: Bridge deck waterproofing
Bridge pavement
Road Marking
Accessories: Lighting
Center Median
Concrete Barrier
Chapter 4 Evaluation of Environmental and
Social Impacts
4-1
4.1 Present Environmental and Social Conditions
4.1.1 Present Conditions
(1) Project Components Concerned with Environmental and Social Impacts
In Chapter 3, alternatives to the bridge structure and the bridge design were evaluated from aspects of
engineering, financial, and environmental and social. Eventually, the alternative B2 shown in Figure 4-1 was
identified as the optimal adaptation. In the light of this, this chapter discusses environmental and social
impacts concerning alternative B2 first. Issues were identified in consideration of any adverse environmental
and social impacts that could be foreseen, should be examined further by a successive study.
The target bridge of this study would connect Mombasa Island and Likoni District on the mainland, which
are separated by the Likoni channel at a distance that is approximately 500 meters wide at this location. The
main bridge of the target bridge would not require resettlement of people as it would be constructed over the
sea. However the loop bridges and approach sections on either side of the main bridge would require land for
their construction, and would, therefore, pose an issue of resettlement of people. With a radius of 76 m, each
loop bridge would require at least 18,137m2 of land. The approach sections are 33.8m wide X 283m long on
Mombasa Island and 33.8m wide X 299m long in Likoni District, which would require 9,565m2 and
10,106m2 of land respectively. In addition, two piers are likely to be constructed - next to the current ferry
jetty on Mombasa Island, and at a point 15m offshore and 15 meters below the sea surface next to Likoni
District.
(2) Land Use
1) Outline of the Land Use
See Figure 4-1 for the land use around proposed bridge sites.
Figure 4-1 Land Use around Alternatives to the Bridge-building Route
Source: the Study Team. B1, B2, and B3 indicate alternatives to the bridge-building route.
RRReeesssiiidddeeennntttiii
aaalll aaarrreeeaaa
CCCooommmmmmeeerrr
ccciiiaaalll AAArrreeeaaa
Liknoi Ferry
PPPaaarrrkkk
Port
Facilities
YWCA
UUUnnniiivvv
eeerrrsssiiittt
yyy
RR Ree e ss s ii i dd d
ee e nn ntt t ii i aa a
ll l
aa arr r ee e aa a
4-2
a) The proposed project site on Mombasa Island (hereinafter referred as the Mombasa site)
No alternative is proposed at the Mombasa site due to the limited availability of land. The only possible
area that could accommodate the proposed bridge is Mama Ngina Park that is under the management of
KNM.
b) The proposed project site in Likoni District (hereinafter referred as the Likoni site)
Three alternatives were prepared at the Likoni site because of the land use pattern there. The commercial
zone extends from Likoni ferry jetty in two directions, both along the National Road A14 and along Sherry
Beach Road. A guesthouse with a swimming pool and YWCA Likoni are located along Sherry Beach Road.
After that, the land use is residential.
2) Flora and Fauna /Ecosystems
According to the Kenya Wildlife Service, there are two reserves around Mombasa as follows:-
Mombasa Marine National Reserve
Shimba Hills National Reserve
The proposed project sites are not located within or near any designated natural reserve or park. Accordingly,
the proposed project sites should not have any adverse impacts on the flora and fauna of the designated
reserves. Endangered species of both animals and plants were not found in either of the proposed project
sites.
Figure 4-2 Natural Resources around Mombasa
Source: JBIC, SAPROF for Mombasa Port Container Terminal Expansion Project, 2006
Within Mama Ngina Park there are many old baobab and neem trees, however, these trees are not classified
as “Gazetted Tree” according to KNM. This means that these trees could be cut if necessary.
The proposed project sites are located within existing urban areas (indicated by ash colour in Figure 4-2).
Shimba Hills National Reserve
Mombasa Marine National Reserve
Coral Reef
Mangrove Forest
Coral Reef
The Proposed Project Site
4-3
At these locations, there is no virgin forest, tropical natural forest, or ecologically significant habitat either
in or around the sites. Rivers with a regular flow are not found in the surroundings of Kilindini and Reiz
ports, which are major ports in Mombasa Bay. At the Likoni site, the piers of the main bridge are likely to
be constructed on a rock leaf on the very steep terrain. Further study is required to assess impacts on the
marine eco-system and local fishing resulting from the construction of the piers underwater.
(3) Social Environment
1) Outline of the Proposed Sites
Likoni area is one of the strongholds of Islam in Kenya. The Mombasa Republican Council (MRC) was
founded by residents seeking the independence of Mombasa and neighbouring coastal area from Kenya. In
addition, people illegally occupying the Right-of-Way in the commercial zone are authorized to maintain
business by MCG. Having considered the sensitive socio-political situation of the Likoni area, the study
team refrained from conducting a physical field survey and instead collected information through literature
review, interviews with local administration officials, and participants at the stakeholder meeting. For this
reason, a detailed profile of potential project affected persons (PAPs) and the number of affected structures
would only be available after undertaking a cadastral survey and a household survey in a successive study.
2) Social Environment of the Proposed Site
Administratively Mombasa is divided into four divisions as indicated in Table 4-1. Mombasa Island and
Likoni are the smaller ones but hold an important function in relation to the transportation network as trunk
roads pass through these two divisions.
Table 4-1 Administrative Division of Mombasa
Constituencies Area
Mombasa Island 14.1km²
Likoni 51.3km²
Changamwe 54.5km²
Kisauni 109.7km²
Source: The Study Team
a) The Mombasa site
Vendors with wooden tables and plastic sheet roof are selling food, shell works and miscellaneous goods
along roadsides from the Likoni ferry jetty to Mama Ngina Park. Some vendors use the wire fence of the
park for displaying their commercial goods. There are no houses in the Mombasa site.
b) The Likoni site
This comprises a commercial zone followed by a residential zone that extends along the Sherry Beach
Road and National Road A14 respectively from the ferry jetty. Several types of business are found in the
commercial zone: shops in a permanent structure made with mortar, vendors with temporary structures
comprising of a wood table and plastic sheet roof, vendors with straw or plastic mats on the ground, and
movable vendors with bicycles or trailers. Relatively larger shops, hardware dealers and car garages, for
4-4
example, use permanent structures for their sole use, and are located outside of the right-of-way (ROW).
Small-sized shops share one permanent structure with other shops while vendors also share temporary
structures made of wooden tables with a plastic roof with other vendors. More shared structures are built
within the ROW than outside of it. According to the Planning and Environment Department of KeNHA,
both legal and illegal occupants are entitled to compensation for loss and damage caused by public
projects.
The following will also be affected by the Project: a conference room and some part of the premises owned
by YWCA Likoni, a swimming pool and road fence of the guesthouse, two houses, and a half-built mosque.
One of the two houses is a desolate old house. Owners of both houses have agreed to be relocated with
reasonable compensation.
Table 4-2 summarized the outline of structures to be affected by the Project.
Table 4-2 Structures to be Affected by the Project (Approximately)
Subject the Mombasa side the Likoni side (Alternative B1-2)
Houses None exist - 2 houses. 2 persons in 1 house, other is
abandoned. Total area is about 3 acres. Other
structures other than houses exist in the two plots.
Owners agreed to the relocation.
Commercial
Structures
- Relocation of the bus terminal - YWCA: A conference room and part of the
premises. The fence needs to be relocated.
- A guesthouse: a swimming pool and land along
the road. The fence needs to be relocated.
- 30 shops in 10 buildings
Permanent structures
Temporary
structures
- 10 vendors - 40 plots in 15 structures
Public Facilities - Part of Mama Ngina park (about
18,137m2). Trees to be cut. Their
fence needs to be reinstalled.
- Half-built mosque ( pillars and roof only at the
time of the study)
Source: The Study Team
In addition, there are more than 100 movable vendors in both the Mombasa and Likoni sites. Consideration
could be given to the possible use of the space within the loop bridges for local businesses in order to
minimise the impact of the Project on commercial activities around the proposed sites. (See also “3.3.3. (6)
Landscape”).
4.1.2 Future Forecast (Without Project Scenario)
In considering the current situation of the proposed project sites, an assessment has been made of the
impacts in case the Project is not implemented (“without project scenario”). Both positive and negative
impacts are foreseen.
Positive impacts would be as follows:
- The resettlement and tree-cutting would not be required as land acquisition would not be necessarily.
- The current landscape would be maintained.
4-5
Adverse impacts would be as follows:
The current economic loss for both passengers and vehicles arising from the long waiting time for the
Likoni ferry would most likely be worsened.
The traffic demand forecast in this study shows a substantial increase in traffic demand in Mombasa. As
the traffic volume increases, the number of vehicles waiting for the ferry would increase thereby
resulting in longer waiting time for all vehicles. Thus, the economic loss because of the long waiting
time will be worsened accordingly.
Air pollution caused by emission gas from vehicles waiting for the ferry will continue to deteriorate the
environment.
Vehicles waiting for the Likoni ferry are sedans, light trucks, medium-sized trucks, and large trucks/lorries.
These vehicles create a long queue towards the jetty often having to wait up to two hours or more for a
ferry vessel. Most of the waiting vehicles are idling their engines, thereby generating exhaust gas.
Frequently the queue is too long for vehicles at the back of the queue to see the arrival of the ferry. Because
of this, these vehicles have to keep idling their engines to be able to move at anytime. As the number of
vehicles increases the quantity of emission gas from them will also increase and thus further deteriorate
the environment.
The limited transportation capacity of the Likoni ferry undermines the effectiveness of local
development projects. In addition to this, it obstructs the establishment of the East African transportation
network.
Since Mombasa port is the largest port on the East African coast, Government of Kenya (GOK) has been
implementing development projects such as Dongo Kundu industrial area and port projects, and the
Mombasa Special Economic Zone. These projects are likely to increase traffic demand and expand the
existing urban area. At the same time, Mombasa port serves as an outer port for African landlocked
countries like Uganda and South Sudan. Connecting Mombasa Island and the southern mainland means
that a bottleneck in the traffic network would be removed, and development of Kenya and East Africa
could be accelerated.
4.2 Expected Environmental Improvement by Implementation of
the Project
The GOK ratified the United Nations Framework Convention on Climate Change (UNFCCC) in 1944.
After this, GOK has been engaged in the fight against climate change by aiming to stabilize the
concentration of greenhouse gases (CO2 and methane, for example) in the atmosphere that increase global
warming.
However, the number of vehicles has been increasing substantially in Kenya. For example, the number of
newly registered vehicles has jumped by 42.85% in one year from 85,324 in 2007 to 121,831 in 2008. This
4-6
makes motorized transportation an overwhelming source of air pollution and greenhouse gases. The
transportation sector releases 65% of the total CO2 emitted in Kanya. That is more apparent in urban areas
such as Mombasa. In addition, Mombasa has a concentration of large-sized vehicles that emit greater
quantities of exhaust gas. Oil is a major source of energy in Kenyan, which is totally depending on foreign
oil. The imported crude oil is refined at a petrochemical complex in Mombasa port, and then transported
either by tanker trucks or through pipelines in some areas to different parts of the country including the
capital Nairobi. As a result, tanker trucks from other parts of the country arriving at and leaving Mombasa
for oil transportation are releasing emission gas on every trip. As earlier described, although the Likoni
Ferry is operating 24 hours with five vessels, it cannot meet ever-increasing traffic demand. Traffic
congestion caused by vehicles waiting for the Likoni ferry sustains economic loss. In addition to that,
exhaust gas from these vehicles leads to an increase in Green House Gases.
Several environmental problems are related to automobiles: such as air pollution, global warming, and the
quality of the water/soil.
Figure 4-3 Environmental Issues Concerning Motor Vehicles
Source: MITI/ Mitsubishi Research Institute, the Situation Analysis and
the Future Prospects of the Environmental Issues Concerning Motor Vehicles, 2002
For this reason, actions against exhaust gas have a high societal demand since UNFCC calls for it. The
proposed bridge would contribute to improving traffic congestion, thereby reducing exhaust gases from
vehicles waiting for the ferry and reducing fuel consumption. As presented in “3.2 Efficient Energy Use”, it
is expected that implementation of the proposed project would reduce CO2 emission and fuel consumption
by the amount equivalent to 144,600 and 31,100 Kenyans respectively.
Air Pollution
Global Warming Quality of the water/soil
Exhaust Gas (NOx)
Exhaust Gas (CO2) Disposal
Environmental Issues
Concerning Motor Vehicles
4-7
4.3 Environmental and Social Impacts by Implementation of the
Project
4.3.1 Items for Environmental and Social Considerations
In this section, items for environmental and social consideration are discussed to identify issues to be
further studied in a successive study in accordance with the following guidelines:
- JICA Environmental and Social Considerations Guidelines (2010), particularly “Annex 4 Screening
Form” and “List of Environmental Checklists”
- Japan Bank for International Cooperation Guidelines for Confirmation of Environmental and Social
Considerations (2011), particularly “Screening Form” and “List of Environmental Checklists”
4-8
Category Environmental
Item Main Check Items
Yes: Y
No: N
Confirmation of Environmental Consideration
(Reasons, Mitigation Measures)
1 Permits
and
Explanation
(1) EIA and
Environmental
Permits
(a) Have EIA reports been already prepared in the official process?
(b) Have EIA reports been approved by authorities of the host
country's government?
(c) Have EIA reports been unconditionally approved? If conditions
are imposed on the approval of EIA reports, are the conditions
satisfied?
(d) In addition to the above approvals, have other required
environmental permits been obtained from the appropriate
regulatory authorities of the host country's government?
(a) N
(b) N
(c) N
(d) N
(a) (b) (c) EIA has not been conducted for the proposed project.
(d) Investigation by KCAA is necessary whether the height of the bridge
does not conflict with aviation restrictions. KeNHA, a project owner, is
expected to submit an application for the investigation to KCAA.
(2)
Explanation to
the Local
Stakeholders
(a) Have contents of the Project and the potential impacts been
adequately explained to the Local stakeholders based on appropriate
procedures, including information disclosure? Is understanding
obtained from the local stakeholders?
(b) Has the comment from the stakeholders (such as residents) been
reflected the Project design?
(a) Y
(b) Y
(a) Stakeholder discussion was held to explain the outline and impacts of
the Project, and consent was obtained for construction of the loop bridge.
(b) An opinion was expressed to incorporate local Swahili culture into the
design of the bridge. The design shall be discussed in a successive study. A
series of Stakeholder meeting shall be held at the time of EIA/the RAP
preparation following the JICA/JBIC guidelines.
(3)
Examination
of Alternatives
(a) Have alternative plans of the Project been examined with social
and environmental considerations?
(a) Y (a) During the structure comparison for the channel crossing, bridge was
selected over tunnel from economic, security and maintenance point of
views. Then, loop bridge was selected to reduce number of the PAPs. Site
of the loop bridge was identified to minimise impacts on the environment
and the PAPs.
2 Pollution
Control
(1) Air Quality (a) Is there a possibility that air pollutants emitted from the Project
related sources, such as vehicles traffic will affect ambient air
quality? Does ambient air quality comply with the country's air
quality standards? Are any mitigating measures taken?
(b) Where industrial areas already exist near the route, is there a
possibility that the Project will make air pollution worse?
(a) N
(b) Y
(a) (b) Air pollution near the ferry jetty is likely to be improved after the
opening of the bridge as majority of vehicles shifts to the bridge. On the
other hand, cars passing the bridge and their exhaust gas may increase the
emission of air pollutants. However, improved driving speed also
improve fuel consumption, which reduce the amount of exhaust gas as a
whole. Thus, the air pollution near the route is not likely to worsen.
(2) Water
Quality
(a) Is there a possibility that soil runoff from the bare lands resulting
from earthmoving activities, such as cutting and filling will cause
water quality degradation in downstream water areas?
(b) Is there a possibility that surface runoff from roads will
contaminate water sources, such as groundwater?
(c) Do effluents from various facilities, such as parking areas/service
areas comply with the country's effluent standards and ambient
(a) Y
(b) N
(a) The target bridge shall be of an elevated type. If the embankment is
required for construction of piers, tree should be planted on the slope at an
earlier stage of the construction. So that soil erosion during the rainy
seasons could be minimised or avoided. Regarding the piers of the main
bridge, temporary soil erosion is anticipated during the foundation work.
The construction method and construction period shall be considered to
minimize soil erosion.
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Category Environmental
Item Main Check Items
Yes: Y
No: N
Confirmation of Environmental Consideration
(Reasons, Mitigation Measures)
water quality standards? Is there a possibility that the effluents will
cause areas not to comply with the country's ambient water quality
standards?
(b) The drainage shall be installed to discharge the rainwater in accordance
with the country’s standard.
(3) Wastes (a) Are wastes generated from the Project facilities, such as parking
areas/service areas, properly treated and disposed of in accordance
with the country's regulations?
(a) Y (a) No plan to make parking areas/service areas.
(4) Noise and
Vibration
(a) Do noise and vibrations from the vehicle and train traffic comply
with the country's standards?
(a) Y (a) As the main bridge runs over the sea with no house/commercial
structures beneath it, the influence of noise and vibration is limited. The
approach section and the loop bridge are of flyover type, which have less
impact on noise and vibration compared to roads built on the ground. If the
noise and vibration are likely to close the designated reference value,
measures should be taken to meet the reference, installation of the sound
insulating wall, for example.
3 Natural
Environment
(1) Protected
Areas
(a) Is the Project site located in protected areas designated by the
country's laws or international treaties and conventions? Is there a
possibility that the Project will affect the protected areas?
(a) N (a) The proposed project sites and its vicinity are not situated in legally
designated parks and reserves. It is also away from the existing protected
areas, so impact on animals and plants is not foreseen.
(2) Ecosystem (a) Does the Project site encompass primeval forests, tropical rain
forests, ecologically valuable habitats (e.g., coral reefs, mangroves,
or tidal flats)?
(b) Does the Project site encompass the protected habitats of
endangered species designated by the country's laws or international
treaties and conventions?
(c) If significant ecological impacts are anticipated, are adequate
protection measures taken to reduce the impacts on the ecosystem?
(d) Are adequate protection measures taken to prevent impacts, such
as disruption of migration routes, habitat fragmentation, and traffic
accident of wildlife and livestock?
(e) Is there a possibility that installation of roads will cause impacts,
such as destruction of forest, poaching, desertification, reduction in
wetland areas, and disturbance of ecosystems due to introduction of
exotic (non-native invasive) species and pests? Are adequate
measures for preventing such impacts considered?
(f) In cases the Project site is located at undeveloped areas, is there a
(a) N
(b) N
(c) N
(d) N
(e) N
(f) N
(a) (b) (d) The Project site does not encompass the said natural
environment, endangered species, and migration routes of wildlife and
livestock.
(c) (e) (f) The piers of the main bridge are to be constructed on the shore
near the current port facilities to minimise impact to the marine ecosystem.
Although significant adverse impact on the ecosystem is not foreseen,
further study is required at the time of EIA. Rocks should be set around the
base of the main piers, which shall serve as fish reef later to restore the
ecosystem.
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Category Environmental
Item Main Check Items
Yes: Y
No: N
Confirmation of Environmental Consideration
(Reasons, Mitigation Measures)
possibility that the new development will result in extensive loss of
natural environments?
(3) Hydrology (a) Is there a possibility that alteration of topographic features and
installation of structures, such as tunnels will adversely affect
surface water and groundwater flows?
(a) N (a) The piers of the main bridge are to be constructed on the shore near the
current port facilities. Cross section of the piers is smaller than that of the
channel. Thus, possibility that hydrology in the port being affected seems
quite small. Excavation work reaching the groundwater flow is not
planned.
(4)
Topography
and Geology
(a) Is there any soft ground on the route that may cause slope
failures or landslides? Are adequate measures considered to prevent
slope failures or landslides, where needed?
(b) Is there a possibility that civil works, such as cutting and filling
will cause slope failures or landslides? Are adequate measures
considered to prevent slope failures or landslides?
(c) Is there a possibility that soil runoff will result from the cut and
fill areas, waste soil disposal sites, and borrow sites? Are adequate
measures taken to prevent soil runoff?
(a) N
(b) N
(c) N
(a) The land suitable for the bridge construction is identified by referring
results of a boring survey carried out in the preceding JICA study.
(b) Embankment and cut may not be made because the flyover type bridge
does not require these. For the construction of the main piers in the
seawater, temporary soil erosion may occur during the foundation work.
The building method and construction period shall be considered to
minimize the ground erosion.
(c) Disposal area and borrow pit should be managed designating safety
management staff at the sites.
4 Social
Environment
(1)
Resettlement
(a) Is involuntary resettlement caused by project implementation? If
involuntary resettlement is caused, are efforts made to minimize the
impacts caused by the resettlement?
(b) Is adequate explanation on compensation and resettlement
assistance given to affected people prior to resettlement?
(c) Is the resettlement plan, including compensation with full
replacement costs, restoration of livelihoods and living standards
developed based on socioeconomic studies on resettlement?
(d) Are the compensations going to be paid prior to the resettlement?
(e) Are the compensation policies prepared in document?
(f) Does the resettlement plan pay particular attention to vulnerable
groups or people, including women, children, the elderly, people
below the poverty line, ethnic minorities, and indigenous peoples?
(g) Are agreements with the affected people obtained prior to
resettlement?
(h) Is the organizational framework established to properly
implement resettlement? Are the capacity and budget secured to
(a) Y
(b) Y
(c) Y
(d) Y
(e) Y
(f) N
(g) Y
(h) Y
(i) Y
(j) Y
(a) Relocation of residents and business entities are anticipated at both the
Mombasa and the Likoni sides due to land acquisition for construction of
the proposed bridge. The outline design made by this study paid full
consideration to minimise the size of relocation.
(b) Adequate explanation of compensation and resettlement assistance
shall be given to the PAPs based on the Kenyan Constitution and related
land laws during the RAP preparation process.
(c) The compensation should include the market price of equivalent land,
relocation cost, and top-up compensation according to the Kenyan laws. If
there is income from the land, loss of the income occurred from the date
when the land acquisition is gazetted to the date of actual land acquisition
should be paid too. Since NEMA requests to develop RAP along with EIA,
RAP needs to be prepared.
(d) Compensation should be paid prior to the relocation. The Kenyan land
laws make payment of the interest obligation if the payment of the
compensation is delayed.
(e) Compliance with RAP has become an incidental in acquiring EIA
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Category Environmental
Item Main Check Items
Yes: Y
No: N
Confirmation of Environmental Consideration
(Reasons, Mitigation Measures)
implement the plan?
(i) Are any plans developed to monitor the impacts of resettlement?
(j) Is the grievance redress mechanism established?
licence. Administration of relocation including contents of the
compensation should be articulated.
(f)Not applicable.
(g) Schedule of stakeholder meetings should be set in a manner consensus
is built prior to the relocation.
(h) The Land Acquisition Law prescribed that only a designated land
officer can organise the said land acquisition. KeNHA has agreed to secure
budget based on the rough cost estimation for the land acquisition and
relocation prepared by the study.
(i) RAP will make monitoring as a requirement.
(j) The Land Acquisition Law prescribes setting of a court for land
acquisition and compensation. Person who is dissatisfied with the
compensation can file to the court. Redress mechanism shall be stated in
the RAP.
(2) Living and
Livelihood
(a) Where roads are newly installed, is there a possibility that the
Project will affect the existing means of transportation and the
associated workers? Is there a possibility that the Project will cause
significant impacts, such as extensive alteration of existing land
uses, changes in sources of livelihood, or unemployment? Are
adequate measures considered for preventing these impacts?
(b) Is there any possibility that the Project will adversely affect the
living conditions of the inhabitants other than the target population?
Are adequate measures considered to reduce the impacts, if
necessary?
(c) Is there any possibility that diseases, including infectious
diseases, such as HIV will be brought due to immigration of workers
associated with the Project? Are adequate considerations given to
public health, if necessary?
(d) Is there any possibility that the Project will adversely affect road
traffic in the surrounding areas (e.g., increase of traffic congestion
and traffic accidents)?
(e) Is there any possibility that roads will impede the movement of
inhabitants?
(a) N
(b) Y
(c) Y
(d) Y
(e) N
(f) N
(a) Likoni Ferry has the intention to maintain the service for passengers,
light vehicles, and non-motorised transportation after opening of the
bridge. Thus, current ferry staff will not be dismissed because of the
bridge. Regarding residents who lose or temporary close business because
of the bridge construction, mitigation measures shall be arranged and
documented in the RAP.
(b) Impacts on the marine ecosystem by construction of the piers in the
sea, and further effects on the fishery needs to be closely studied in a
successive study. Measures shall be stated either EIA, RAP or
Environment Management Plan (EMP).
(c) In order to avoid the occurrence of infectious diseases such as HIV due
to the influx of construction workers, educational activities like training
should be stated in the EMP.
(d) Safety management and traffic control of the construction vehicles
should be stated in the EMP.
(e) Transportation convenience of the Likoni Ferry is likely to improve as
the congestion of the ferry is relaxed after vehicles larger than
medium-sized shift to the bridge.
(f) There is a little possibility of the sun shading thanks to design of the
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Category Environmental
Item Main Check Items
Yes: Y
No: N
Confirmation of Environmental Consideration
(Reasons, Mitigation Measures)
(f) Is there any possibility that structures associated with roads
(such as bridges) will cause a sun shading and radio interference?
bridge and the current land use pattern. Radio interference should be
studied in details as it may interfere flight to/from the Mombasa airport.
(3) Heritage (a) Is there a possibility that the Project will damage the local
archaeological, historical, cultural, and religious heritage? Are
adequate measures considered to protect these sites in accordance
with the country's laws?
(a) N (a) The proposed project site does not encompass cultural heritages
designated by the country’s law. Carrying out of “Cultural Impact
Assessment” along with the EIA is proposed for acquiring land of
Regarding Mama Ngina Park.
(4) Landscape (a) Is there a possibility that the Project will adversely affect the
local landscape? Are necessary measures taken?
(a) N (a) The proposed project site does not encompass area with landscape of
special consideration. Incorporating Swahili culture into the design of the
bridge is proposed.
(5) Ethnic
Minorities and
Indigenous
Peoples
(a) Are considerations given to reduce impacts on the culture and
lifestyle of ethnic minorities and indigenous peoples?
(b) Are all of the rights of ethnic minorities and indigenous peoples
in relation to land and resources to be respected?
(a) N
(b) N
(a) (b) Not applicable
(6) Working
Conditions
(a) Is the Project proponent not violating any laws and ordinances
associated with the working conditions of the country which the
Project proponent should observe in the Project?
(b) Are tangible safety considerations in place for individuals
involved in the Project, such as the installation of safety equipment
which prevents industrial accidents, and management of hazardous
materials?
(c) Are intangible measures being planned and implemented for
individuals involved in the Project, such as the establishment of a
safety and health program, and safety training (including traffic
safety and public health) for workers etc.?
(d) Are appropriate measures being taken to ensure that security
guards involved in the Project not to violate safety of other
individuals involved or residents?
(a) Y
(b) Y
(c) Y
(d) Y
(a) (b) (c) (d) The EMP should prescribe to comply with laws and
regulations of the country in working environment and conditions. The
EMP also should state measures for occupational safety including related
trainings and assignment of responsible staff.
5 Others (1) Impacts
during
Construction
(a) Are adequate measures considered to reduce impacts during
construction (e.g., noise, vibrations, turbid water, dust, exhaust
gases, and wastes)?
(b) If construction activities adversely affect the natural environment
(ecosystem), are adequate measures considered to reduce impacts?
(c) If construction activities adversely affect the social environment,
(a) Y
(b) Y
(c) Y
(a)(b) Measure to reduce the said impacts and its monitoring system
during the construction work shall be documented in a successive study
and the EMP. If the country’s standard is not available, international
standard may be applied.
(c) A successive study needs to assess the possibility of occurrence of
adverse impacts on the social environment. Suitable measures and
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Category Environmental
Item Main Check Items
Yes: Y
No: N
Confirmation of Environmental Consideration
(Reasons, Mitigation Measures)
are adequate measures considered to reduce impacts? monitoring method should be incorporated into the RAP and EMP.
(2) Monitoring (a) Does the proponent develop and implement monitoring program
for the environmental items that are considered to have potential
impacts?
(b) What are the items, methods and frequencies of the monitoring
program?
(c) Does the proponent establish an adequate monitoring framework
(organization, personnel, equipment, and adequate budget to sustain
the monitoring framework)?
(d) Are any regulatory requirements pertaining to the monitoring
report system identified, such as the format and frequency of reports
from the proponent to the regulatory authorities?
(a) Y
(b) Y
(c) Y
(d) Y
(a) (b) (c) (d) The EMP should report monitoring results of the natural
environment such as air quality, noise, water quality, and marine
ecosystems and restoration of the PAPs’ livelihood during the construction
period. The EMP should prescribe monitoring system for those items.
6 Note Reference to
Checklist of
Other Sectors
(a) Where necessary, pertinent items described in the Forestry
Projects checklist should also be checked (e.g., projects including
large areas of deforestation).
(b) Where necessary, pertinent items described in the Power
Transmission and Distribution Lines checklist should also be
checked (e.g., projects including installation of power transmission
lines and/or electric distribution facilities).
(a) N
(b) Y
(a) No massive deforestation is expected.
(b) Not Applicable
Note on Using
Environmental
Checklist
(a) If necessary, the impacts to trans boundary or global issues
should be confirmed, if necessary (e.g., the Project includes factors
that may cause problems, such as trans boundary waste treatment,
acid rain, destruction of the ozone layer, or global warming).
(a) N (a) Not Applicable
1) The term “Country's Standards” mentioned in the above table: In the event that environmental standards in the country where the project is located diverge significantly
from international standards, appropriate environmental considerations are required to be made. In cases where local environmental regulations are yet to be established in
some areas, considerations should be made based on comparisons with appropriate standards of other countries (including Japan's experience).
2) Environmental checklist provides general environmental items to be checked. It may be necessary to add or delete an item taking into account the characteristics of the
project and the particular circumstances of the country and locality in which it is located.
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4.3.2 Comparative Study of Alternatives
See “3.3.4 Comparison of Alternatives”.
4.3.3 Outlines of the Discussions with Implementing Organization and Local Stakeholders
The study team met with KeNHA, the implementing organization of the proposed project, and the
following concerned organizations: KFC, MCG, Commissioner of Likoni District, Kenya Navy, KCAA,
KPA, NMK, and Kenya National Land Committee (NLC). The team also organised a stakeholder meeting
inviting community-based organisation, NGOs, and business associations from Likoni District. The
outlines of information and opinions collected through the above interviews and meeting are categorised
by topic and presented below.
(1) Necessity of the Project
- Construction of a bridge at Likoni Ferry route is necessary because the Likoni Ferry capacity is
inadequate. (KFS, Likoni District, CGM, KeNHA)
- The traffic volume using ferry has doubled in the last 4 years. (KFS)
- 5 persons have died in 5 ferry accidents in the last 4 years. (KFS)
- Existence of oil and gas were identified offshore from the southern coast (CGM)
- Long waiting time for the Likoni Ferry is discouraging investments in the southern coastal area.
(Likoni District Commissioner)
- Currently Navy vessels have to wait for the Likoni Ferry passing. Construction of the bridge may
enhance efficiency of the Navy’s operation. In addition, traffic on the Likoni Ferry is affecting its
operations related to security. The bridge resolves this issue well. (the Navy)
- Mama Ngina Park is one of the earlier settlement of Swahili, which makes the park important.
However, development of Mombasa is also important so no objection will be made for the bridge
construction. (NMK)
- Tourism on the Southern coast and Likoni has been restricted due to a weak connection with
Mombasa Island. Construction of the bridge is indispensable to the development of the Southern coast
and Likoni District. (A stakeholder)
(2) Land Acquisition for the Bridge Construction
- The Land Law was revised in 2012. However, there is a transitional period from the old version of the
law to a new one. The standards prescribed in the old law are still valid at this time. (NLC)
- No difficulty is foreseen in land acquisition for this project (KFS, Likoni District Commissioner)
- In Likoni, vendors around the Likoni Ferry jetty has been occupying the ROW. However, they have
been given tax certificates by MCG. Illegal occupants are also entitled to compensation under Kenyan
laws. The RAP should identify livelihood restoration measures for them. (KeNHA)
(3) Environmental and Social Considerations
- Ministry of the Environment approved the new environmental law in May 2014 and submitted it to the
national parliament. However, it has not been proclaimed yet, and the current law (the Environmental
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Management and Co-ordination Act, 1999) is still valid. (NEMA)
- Each county government has an Environmental Department, which is formulating environmental policy
under the County Government Act, and in consultation with NEMA. (NEMA)
- A proper balance is needed between preservation and development. It is preferred to conduct “Cultural
Impact Assessment” for Mama Ngina Park along with EIA. In addition, discussion is needed with
participating stakeholders of the park. (NMK) [“Cultural Impact Assessment” should assess the
potential impacts, negative and positive on the full range of cultural resources of an area, which may
result from proposed development or works or environmental trends; and the design of measures to
mitigate impacts which are unacceptable and maximize those which are beneficial.]
- Mombasa Beautify Project has been carried out by the county government, which aims to develop the
landscape of the park and Mama Ngina Drive. Coordination and harmonization of this project and the
bridge project are needed. (NMK)
- Fishermen could be affected by the construction and compensation is needed. (A stakeholder)
- Traders should be involved in construction and operation of the bridge. (A stakeholder)
4.4 Legal and Institutional Frameworks for Environmental and
Social Impacts
4.4.1 Legal Framework for Environmental and Social Impacts
(1) Environmental Laws
The primary environment law of Kenya is “The Environmental Management and Co-ordination Act 1999”
(EMCA) established in 1999 which came into force in 2000. In 2003, on the basis of the EMCA,
“Environmental (Impact Assessment and Audit) Regulation, 2003” (EIAAR) was enacted, which defines
implementation procedures of Environmental Impact Assessment (EIA) and Environmental Audit (EA), as
well as requirements for EIA licensing. After the enforcement of EMCA, EIAs prepared according to
EMCA have become indispensable documents to concerned authorities.
(2) Laws and Regulations Concerning the Proposed Project
Laws and regulations concerning the proposed project are shown in Table 4-3. As the Project is to construct
a new bridge in the coastal area, the following may be referred to during planning, construction and operation
phases.
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Table 4-3 Laws and Regulations Concerning the Proposed Project
1) Environmental Laws
Environmental Management and Coordination Act, 1999 Environmental conservation, general
environmental management
Water Act, 2002 (Cap. 372) Water resources conservation and management
Environmental Management and Coordination (Impact Assessment and
Auditing) Regulations, 2003, Legal Notice No. 101
Legal basis to undertake EIA
Environmental Management and Coordination (Air Quality)
Regulations, 2008, Draft
Air pollution abatement and control
Environmental Management and Coordination (Water Quality)
Regulations, 2006, Legal Notice No. 120
Environmental water quality criteria for water
usage and wastewater discharge limits
Environmental Management and Coordination (Waste Management)
Regulations, 2006, Legal Notice No. 121
Waste management and control
Environmental Management and Coordination (Conservation of
Biological Diversity and Resources, Access to Genetic Resources and
Benefit Sharing) Regulations, 2006, Legal Notice No. 160
Conservation of biological diversity and
resources, access to genetic resources and
benefits sharing
Environmental Management and Coordination (Noise and Excessive
Vibration) Regulations, 2009, Legal Notice No. 61
Noise and vibration control
Environmental Management and Coordination (Wetlands, River Banks,
Lake Shores and Sea Shore Management) Regulations, 2009, Legal
Notice No. 19
Wetlands, riverbanks, lakeshores and sea shore
management
Wildlife Conservation and Management Act (Cap 376), (1985) Revised
Edition 2009
Wildlife conservation and management
Public Health Act (Cap. 242) Maintain safe and healthy environment for land
development
Occupational Health and Safety Act (2009) Safety management of construction workers
The National Museums and Heritage Act (Cap 216) (2006), revised 2009 Requires cultural impact assessment studies
coordinated by the NMK to proceed the
development
The County Government Act, 2012 Legal basis for county governments to
establish environmental law.
2) Road/materials/utilities
Way Leaves Act (Cap. 292) Procedures for installing utilities on private
properties
The Mining Act (Cap. 306) Collection of gravel
Traffic Act (Cap. 403) Control of land use within ROW
Public Roads and Roads Access Act (Cap. 399) Public road development
Transport Licensing Act (Cap. 404) Transportation of materials
National Sand Harvesting Guidelines, 2007 Sustainable collection of sand and gravel
Legal Notice 73 of 31st May 2007 - Environmental Management and
Co-ordination Act (Controlled Substances) Regulations
Guidelines for handling and use of controlled
substances
Prevention of Pollution in Coastal Zone and other segments of the
environment regulations, 2003
Prevention of Kenya’s territorial waters and
land from pollution
Source: The Study Team
(3) Necessity of EIA and Its Procedures
1) Necessity of EIA
EMCA stipulates the necessity to conduct an EIA. The Second Schedule of EMCA lists projects that
require an “Environmental License” prior to the commencement of the project. The proposed project falls
within the transportation category, which requires the project proponent to obtain an EIA license before the
commencement of the project.
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2) EIA Procedure
Figure 4-4 illustrates procedures for EIA.
Figure 4-4 EIA Procedures in Kenya
Source:NEMA, Environment Impact Assessment Guidelines and Administrative Procedures, 2002
There are two processes for the EIA licensing. Both flows begin by submitting a “Project Report” by project
proponents to NEMA for review. The project report serves as a project proposal describing the outline of the
project and the potential environmental impacts.
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a) Flow with a “Project Report” only
- Procedures: If NEMA assess the project has minor or little impact on the environment, an
“Environmental License” is issued, and the proponent can commence the project.
- Duration of the NEMA review: within 45 days (including Saturdays, Sundays, and holidays) after
receiving the project report
b) Flow requires full-scale EIA and submission of an EIA report
- Procedures: If NEMA see a necessity for further assessment based on the project report, the proponent
carries out a full-scale EIA study and submits that report to NEMA for approval.
- Duration of the NEMA review:within three months (including Saturdays, Sundays, and holidays) after
receiving the EIA report
Regardless of flows, only an “Environmental Impact Assessment Expert” certified by NEMA can prepare a
“Project Report”, conduct an EIA study and compile the EIA report to submit NEMA.
(4) Schedule and the contents of EIA and RAP
EIA and RAP of the proposed project will be prepared through a successive study that may fall within the
Japanese Fiscal Year 2015 (April 2015 to March 2016) or later. It may take six (6) months and one (1)
month for EIA and RAP respectively. EIA should include a sub-study on the ecosystem in a coastal zone
for assessing impact of the project and identify suitable mitigation measures accordingly. Since EIA/EA
2003 stipulates that stakeholder meetings be organized at least three time during an EIA study, the
stakeholder meetings should be held accordingly. In addition, field studies concerning the EIA and RAP
should be carried out with due consideration to the local situation, particularly the socio-political situation
of Likoni District.
1) Scope of Items to be presented in the EIA Study
The scope of items to be presented in the EIA study as follows according to Environment Impact Assessment
Guidelines and Administrative Procedures, 2002.
(a) a proposed location of the project,
(b) a concise description of the national environmental legislative and regulatory framework, baseline information,
and any other relevant information related to the project,
(c) the objectives of the project,
(d) the technology and processes to be used, in the implementation of the project,
(e) the materials to be used in the construction and implementation of the project,
(f) the products, by products and waste generated by the project,
(g) a description of the potentially affected environment,
(h) the environmental effects of the project including the social and cultural effects and the direct, indirect,
cumulative irreversible, short-term and long-term effects anticipated,
(i) alternative technologies and processes available and reasons for preferring the chosen technology and processes,
(j) analysis of alternatives including project site, design and technologies and reasons for preferring the proposed
site, design and technologies,
(k) an environmental management plan proposing the measures for eliminating, minimizing or mitigating adverse
impacts on the environment; including the cost, time frame and responsibility to implement the measures,
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(l) provision of an action plan for the prevention and management of foreseeable accidents and hazardous activities
in the cause of carrying out activities or major industrial and other development projects;
(m) the measures to prevent health hazards and to ensure security in the working environment for the employees and
for the management of emergencies,
(n) an identification of gaps in knowledge and uncertainties which were encountered in compiling the information,
(o) An economic analysis of the project,
(p) An indication of whether the environment of any other state is likely to be affected and the available alternatives
and mitigating measures; and such other matters as the Authority may require,
(q) Such other matters as the Authority may require.
2) RAP
EMCA and EIA/EA 2003 do not stipulate the preparation of a document to administrate land acquisition and
relocation. However, NEMA has been requesting submission of a RAP along with an EIA based on
regulations of the EIA/EA 2003 Clause 161 for example, to respond calls from donors for the RAP. In
addition, compliance with the RAP has become an incidental on acquiring an EIA licence. Nevertheless,
criteria to prepare the RAP, such as number of the PAP, and the review standard of NEMA are not yet set up.
Usually, issues of land acquisition and resettlement are discussed during stakeholder meetings during the
EIA study.
In Kenya, two land ownership systems co-exist: namely the traditional land ownership system such as
communal land, and that of the modern legal systems. In addition, Likoni is a stronghold of Islam culture
that has its own land ownership system based on Islamic law and custom. Operation of the Islamic land
ownership is not confirmed by this study. Accordingly, ownership and use rights of land and structures
requires further study, and the results of this should be incorporated into the RAP.
(5) Institutional Framework
Environment-related issues fall within the jurisdiction of the Ministry of Environment, Water and Natural
Resources (MEWNR). However, in 2001, GOK established the administrative structures to implement
EMCA 1999 as follows:
1) The National Environment Council (NEC)
The National Environment Council (the Council) is responsible for policy formulation and directions for
the purposes of EMCA 1999. The Council also sets national goals and objectives, and determines policies
and priorities for the protection of the environment.
2) The National Environmental Management Authority (NEMA)
Under EMCA 1999, the National Environmental Management Authority (NEMA) was created as the body
charged with overall coordination of environmental protection in Kenya. The role of NEMA, however, is
likely to change. EMCA is under review to align it to the requirements of the National Constitution 2010
and respond to emerging challenges in environmental management in Kenya. NEMA has already devolved
1 Clause 16: An environmental impact assessment study prepared under these Regulations shall take into account environmental,
social, cultural, economic, and legal considerations.
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some functions on Counties. NEMA Head Office still retains regulatory control over major projects
coordinating with respective County Offices. Under this arrangement, environmental matters including
licensing for projects will take place at the County or national level depending on the perceived
environmental risk. NEMA has 400 staff in total. Currently, local offices are in charge for EIA assessment
and issuing the licences.
3) Public Complaints Committee
Under EMCA 1999, a Public Complaints Committee has been established to provide an administrative
mechanism for addressing environmental harm. Membership of the Committee includes representatives
from the Law Society of Kenya, NGOs and business communities. The committee has the mandate to
investigate complaints relating to environmental damage and degradation. Complaints emanating from the
proposed project could be dealt with by this Committee.
4) Institutional framework under KeNHA
In the capacity of the implementing organization, KeNHA exercises jurisdiction over the overall technical
quality of the proposed project including EAI and RAP.
5) The Mombasa County Government
The County Government of Mombasa is formulating environmental laws under the County Government
Act in consultation with NEMA with which the proposed Mombasa Gate Bridge Project needs to comply.
4.4.2 Legal Framework for Land Acquisition and Resettlement
This section presents the major laws and regulations related to public lands and private property. As
described later in this section, the land-related legal system and its operation has been under restructuring
after enactments of the National Land Policy in 2009 and the Land Act in 2012. The study falls in a
transitional period from the previous 2003 Land Act to the new 2012 Land Act. According to the National
Land Commission (NLC), the old law and the attached regulations are still applied in handling land
acquisition. The end date of the transitional period is not set at the time of this study. For this reason,
adequate attention should be paid to the operation of land laws for ensuring smoother implementation of land
acquisition, resettlement, and payment of the compensation.
(1) Overview of the Land Related Laws
There are two streams of land ownership system of Kenya. One is “customary land” based on traditional
rules (customary laws), the other is “statutory land” based on a land ownership system stemming from the
British colonial period, which was legalised after independence. However, there is a high complexity
between land ownership and land use rights because of the historical background and interference from/ to
other groups. The land related laws and regulations have been subdivided into a number of laws so that there
are overlaps and conflicts among them. As a result, registration and management of land have become
unclear and ineffective, which causes many land disputes. Confusion over land ownership leads to either
under-development or over-development of the land resulting in deterioration of the environment. Having
4-21
acknowledged this situation, GOK drafted the National Land Policy (NLP), which is the first land related
law of the country. The National Assembly finally approved the NLP in 2012 after a lengthy discussion.
Then GOK established several laws on land ownership. Procedures relating to land ownership (land tenure),
land property rights (property rights), and registration and transaction of land have been consolidated in the
new laws abolishing old laws. In 2013, the National Land Commission (NLC) was set up to manage public
land on behalf of the national and county governments.
(2) Legal Framework for Land Acquisition and Relocation
1) National Land Policy (NLP), 2007
This consists of measures and guidelines, which the government shall implement to achieve optimal
utilization and management of land, and from which laws governing land administration and management
shall be drawn. The NLP is to secure rights over land and provide for sustainable growth, investment and
the reduction of poverty in line with the Government’s overall development objectives. Specifically the
NLP shall offer a framework of policies and laws designed to ensure the maintenance of a system of land
administration and management. It also regulates the classification of land. Previous “Government Land”,
“Trust Land”, and “Private Land” are classified as “Public Land”, “Community Land” and “Private Land”.
Collective land ownership is incorporated into the “Community Land” category.
2) New Constitution 2010
In Article 21, the government and public institutions are obligated to meet the needs of women, elderly,
young people, ethnic minority, and particular ethnic, religious and cultural groups. Article 40 guarantees the
property rights and stipulates rapid and appropriate compensation for the expropriation of land. It also
prescribes that the compensation should include the market price of the equivalent land, relocation cost, and
top-up compensation. If the payment of compensation is delayed, interest based on the general practice rate
shall be paid too.
3) The Environment and Land Court Act, 2011
This prescribes procedures to solve land disputes in courts higher than the High Court. The courts have power
to hear and determine disputes relating to environment and land, including: (a) relating to environmental planning
and protection, trade, climate issues, land use planning, title, tenure, boundaries, rates, rents, valuations, mining,
minerals and other natural resources; (b) relating to compulsory acquisition of land; (c) relating to land
administration and management:
4) The Urban Areas and Cities Act, 2011
Article 36 requires each City and Municipality to formulate an Integrated Development Plan as the central
pillar of public administration of the city or municipality. This forms the basis for: (a) the preparation of
environmental management; (b) preparation of valuation rolls for property taxation plans; (c) provision of
physical and social infrastructure and transportation; (d) preparation of annual strategic plans for a city or
municipality; (e) disaster preparedness and response:
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5) The National Land Commission Act, 2012
This Act creates the NLC with jurisdiction over compulsory land acquisition in Kenya deifying role and
responsibility, and budget of the NLC. The NLC shall closely coordinate with the Ministry of Lands,
Housing and Urban Development (MLHUD) and relevant institution of county governments.
6) The Land Act, 2012
Section 107 identifies the NLC as the lead agency in land acquisitions. The same section provides the framework
for land acquisition. It also regulates land management system for the “Public Land”, the “Community Land”
and the “Private Land”.
7) The Land Registration Act, 2012
This Act regulates the system and procedures of land registration and land transaction, which shall be
applied to the new land classification: “Public Land”, the “Private Land” and the “Community Land”.
8) Five-year National Strategic Plan 2013-2018, the National Land Committee, 2013
This plan is like the 5-year guideline for implementation of the National Land Policy. The following issues
shall be addressed: i) Public land administration and management, ii) National land information
management system, iii) Land dispute and conflict resolution, iv) sustainable management and use of land
and natural resources, (v) Institutional development and management.
(3) Institutional Framework of Land Management
Figure 4-5 shows institutional framework of land management presented in the NLP.
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Figure 4-5 Institutional Framework of Land Management
Source: the Ministry of Lands, Housing and Urban Development,
Sessional Paper No.3 of 2009 on The National Land Policy, (2009)
4.5 Measures to be taken by the Kenyan Side
EIA study and preparation of RAP
As referred in “4.4.1. (3) Necessity of EIA and Its Procedures”, an EIA study including sub-survey on the
undersea ecosystem and RAP preparation is required for the proposed project. It is expected to organise
stakeholder meetings at least three time from the planning phase to the approval phase of the EIA. The
purpose of the meetings would be to explain the Project plan and incorporate the views of the stakeholders
into the Project Plan.
Securing the Land, timeframe and budget, for the Project
NMK required that “Cultural Impact Assessment” should be carried out along with the EIA study. Having
considered requests to incorporate Swahili culture into the bridge design and to harmonize the park and
the bridge, conducting the assessment may help a successive study to respond to these requests The
schedule should be well thought out to handle such requests. As the number of the PAP and their
house/shops is not small, a substantial amount of compensation may be required. In the light of this,
enough budget should be secured.
Chapter 5 Financial and Economic Evaluation
5-1
5.1 Estimated Project Cost
5.1.1 Base Conditions
(1) Date of the Cost Estimate
The date of the cost estimate was November 2014 when the field survey was conducted.
(2) Exchange rate
1) Duration for exchange rate calculation
Exchange rates for currencies are calculated as the average rate over three months backwards from January,
2015.
Duration for exchange rate calculation: 01 November, 2014 ~ 31 January, 2015
2) Currency, rate, and source
Local and Foreign currencies for the project cost estimate are as follows. US Dollar is the key currency.
Local Currency: Kenya Shilling 1KSh = 1.322Yen (OAND’s TTS rate)
Foreign Currency: Japanese Yen
Key Currency: US Dollar 1USD =119.06Yen (Tokyo-Mitsubishi UFJ’s TTS rate)
5.1.2 Construction Cost Estimate
(1) Construction Work Cost
The construction work cost is estimated by multiplying quantities of the following construction items by
their unit rates. The unit rates adopted for the different type of works are derived from both local and
Japan’s road & bridge construction experience.
Work Contents
Preparatory &
Temporary Works:
Contractor’s sundry expenses (Travel charge, Overseas allowance, Accommodations, Vehicles,
Workers’ canteen & toilet), HIV/AID program, Environmental monitoring, Owner’s office, Traffic
control, Temporary facilities (Access roads, yards, jetties), Mobilization & demobilization, etc.
Main Bridge: Substructure, Foundation, Bridge shoe, Adjoining facilities, Bridge accessories, Bridge surface
water-proofing & pavement, etc.
Loop Bridge: ditto
Approach Viaduct: ditto
Approach Road: Demolition of existing pavement, Earthworks, Subgrade & Embankment, Subbase and Base
Courses, Asphalt Paving, Drainage, Retaining walls, Road accessories
The contractor’s indirect costs (such as overhead & profit, site engineers’ expenses, site office, etc.) are
assumed to be 30% of direct costs and are included in the construction cost estimate.
(2) Consulting Service Cost
Consulting services for the project comprise mainly of the following: (a) feasibility study, (b) detailed
design, (c) tender assistance, (d) construction supervision, (e) defect liability inspections. The consulting
service cost in this Report relates solely to the costs of (b), (c), (d) and (e). This cost is estimated on the
basis of Cost-Based Estimates (multiplying cost items’ quantities by their unit rates).
5-2
(3) Contingencies
A price contingency and a physical contingency are considered in the cost estimate.
The price contingency is calculated considering average consumer price index of over five years, from
2010 to 2014, based on data from the World Bank.
Kenya’s consumer price index: 5.7% per year
Japan’s consumer price index: 0.4% per year
The physical contingency for the construction work cost is estimated at 10% of the sum of base cost and
price contingency, and for the engineering service cost this is assumed to be 5% of the sum of base cost
and price contingency for these services.
5.1.3 Project Cost
In addition to the above-mentioned construction costs, the costs to be borne by the Kenyan side as
described below are included in the project cost.
(1) Utility Relocation
The Kenyan side will be responsible for the relocation of utilities, such as water pipelines, power poles,
and overhead power cables before the commencement of the construction work. Necessary costs for these
relocations are included in the project cost. A physical contingency for the utility relocations is estimated at
5% of the sum of base cost and price contingency.
(2) Land Acquisition
Costs for the land acquisition are categorized as follows and are included in the project cost.
Acquisition cost of land
Compensation for Houses & Shops
Compensation for Trees
(3) Administration Cost
The project administration cost to be borne by the Kenyan side is estimated to be 2% of the above
mentioned costs including contingencies.
(4) Tax
Taxes are not included in the project cost on the assumption that taxes and duties arising from the
implementation of the project are to be exempted.
(5) Project Costing
A summary of the project cost is shown in Table 5-1 and details of the construction cost are shown in
Appendix 1.
5-3
Table 5-1 Summary of the Project Cost
Cost Items
Project Cost
LC
(Million KSh)
FC
(Million Yen)
Total
(Million Yen)
A. YEN LOAN PORTION
I) Construction (Base Cost) 6,850.7 32,538.4 41,594.6
Preparation & Mobilization 563.9 3,368.0 4,113.4
Main Bridge (Arch) 2,700.0 18,901.0 22,470.0
Loop Bridge (PC Hollow Slab) 2,881.9 9,235.0 13,044.9
Approach Viaduct 482.2 1,034.0 1,671.5
Approach Road 222.7 0.4 294.8
II) Consulting Services (Base Cost) 906.1 1,882.1 3,080.0
III) Contingencies 5,603.2 4,590.9 11,998.3
Price Contingency for Construction 4,010.4 1,080.1 6,381.8
Physical Contingency for Construction 1,086.1 3,361.9 4,797.7
Price Contingency for Consulting Services 439.4 52.2 633.1
Physical Contingency for Consulting Services 67.3 96.7 185.7
Total A (I+II+III) 13,360.0 39,011.4 56,672.9
B. KENYA PORTION
a Construction (Base Cost) 9.7 0.0 12.8
Utility Relocation 9.7 0.0 12.8
b Land Acquisition 844.4 0.0 1,116.4
Acquisition cost of land 450.1 0.0 595.1
Compensation for Houses & Shops 373.3 0.0 493.5
Compensation for Trees 21.0 0.0 27.8
c Administration Cost (2%) 284.4 780.2 1,156.2
d Import Tax (To be exempted)
e VAT (To be exempted)
f Contingencies 4.4 0.0 5.8
Price Contingency for Construction 3.1 0.0 4.1
Physical Contingency for Construction 1.3 0.0 1.7
Total B (a+b+c+d+e+f) 1,142.9 780.2 2,291.2
Grand Total (A+B) 14,502.9 39,791.6 58,964.1
Source: The Study Team
5.1.4 Material and Equipment procured from Japan
In accordance with “Terms and Conditions of STEP Yen loan, October 2006”, procurement ratios of
Japanese “Goods only” and “Good and Services” are calculated as shown in Tables 8-2 and 8-3
respectively.
5.1.5 Operation and Maintenance Cost
Necessary annual operation and maintenance costs of the project have been estimated on the basis of work
items and their frequencies as listed in Table 5-2.
5-4
Table 5-2 Annual Operation and Maintenance Costs
Items Works frequency O&M Cost
(Million KSh/yea)
Inspection
&
Cleaning
Cleaning of road & bridge surface daily 5.1
Inspection/cleaning/touching-up bridge rails, etc. 6 times a year 1.2
Inspection/cleaning/touching-up street lighting poles, etc. 6 times a year 1.4
Inspection & patching pot-holes on road & bridge surface twice a year 1.2
Inspection & cleaning drains on road & bridge surface ditto 0.8
Cleaning expansion joints once a year 0.4
Inspection of the bridge shoes ditto 0.6
Inspection of steel bridge painting ditto 1.2
Periodic
Maintenance
Repavement of road & bridge surface every 10 years 9.7
Maintenance of ditches ditto 0.5
Re-painting bridge rails & steel elements ditto 0.4
Cleaning & re-painting bridge shoes ditto 0.8
Maintenance of expansion joints ditto 0.4
Total re-painting of steel bridge surface every 30 years 14.9
Total 38.6
Source: The Study Team
5.2 Preliminary Economic Analysis
5.2.1 Economic Analysis
(1) General
Economic evaluation of the Project is performed by analyzing the costs and benefits. The Project cost
related data are derived from detailed cost estimates as described in Section 5.1. Similarly, benefits related
data are calculated based on the secondary data (i.e. previous reports, information from the concerned
agencies, etc.).
a) Cash-Flow Items (Costs and Benefits)
It is noteworthy that various kinds of direct (tangible) and indirect (intangible) social and economic
benefits will arise in the Project area as well as in surrounding area after completion of the target bridge
construction. However, there is no straightforward method for quantifying all of these indirect benefits into
monetary terms. Therefore, only the following costs and benefits are considered for the economic
evaluation despite the fact that there are several other indirect benefits as well. The assumed costs and
benefits stream are shown in Table 5-3.
5-5
Table 5-3 List of Costs and Benefits
Cost Components
1. Detailed Design Cost
2. Construction Cost
3. Project Administration Cost
4. Land Acquisition Cost
5. Operation and Maintenance Cost
Benefit Components
1. Saving in Vehicle Operation Cost (Bridge Vs Ferry)
2. Saving in Travel Time Cost (Bridge Vs Ferry)
Source: The Study Team
b) Project Implementation Plan
A detailed project implementation plan and its schedule are described in Chapter 6. The Project
implementation schedule, on which the economic analysis is based, is shown in Table 5-4.
Table 5-4 Project Implementation Schedule
Particulars 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025
METI Pre-F/S
JICA Preparatory Survey
Appraisal Mission
Exchange of Note & Loan Agreement
Selection of Consultant for DD & CS
Detailed Design & Preparation of
Tender Documents
PQ, Tender, Contract Negotiation
Construction
Note: The evaluation period is assumed 30 years after opening traffic to public (2025 to 2054).
Source: The Study Team
c) Evaluation Scenarios / Cases
The following “without case” and “with case” scenarios have been adopted for the economic analysis.
Table 5-5 Evaluation Scenarios / Cases
Scenario / Case Main Project Components
Main Bridge Loop Bridge
Case 0 Without Project - -
Case 1 With Project Arch Bridge PC Hollow Slab
Source: The Study Team
5-6
d) Economic Indicator
Three (3) types of indicators are used for examining the economic viability of the Project as shown below:
(i) Net Present Value (NPV)
(ii) Benefit Cost Ratio (BCR)
(iii) Economic Internal Rate of Return (EIRR)
(2) Economic Costs and Benefits Calculation
1) Economic Costs
The economic cost estimates are presented in Section 5.1. The results of the economic cost estimates are
used for economic analysis of the Project. The following assumptions are made for the economic analysis.
Escalation factor Price escalation is not taken into account for construction cost, land
acquisition cost, and operation & maintenance (O&M) cost.
Tax, import duty and subsidy Value Added Tax (VAT), import duty, and government’s subsidy are excluded
from the cost.
Standard conversion factor Standard conversion factor of 0.85 is applied to the price of non-tradable
goods and services.
Land acquisition cost The land acquisition cost is considered in cash flow as the Project cost.
O&M Cost The O&M cost is assumed 3% of the construction cost.
The summary of costs is presented in Table 5-6.
Table 5-6 Economic Cost
SN Cost Component (USD) Amount (USD)
1 Construction Cost
A. Foreign Cost 384,298,068
B. Local Cost 7,274,716
Sub-Total 391,572,784
2 Consulting Service Cost 27,162,832
3 Land Acquisition Cost 9,375,918
4 O&M Cost (3% of Construction Cost) 352,415,506
Source: The Study Team
2) Economic Benefits
a) Direct / Tangible Benefits
The saving in road users cost (i.e. operation cost and travel time cost) by comparing vehicle operations
using the ferry as opposed to the bridge) are considered as tangible benefits for the economic analysis of
the Project.
b) Saving in Operating Costs
To calculate tangible benefits for the economic analysis of the Project, vehicle operating costs (VOC) and
the ferry operating costs (FOC) are both considered as savings in the overall operating costs.
5-7
Ferry Operating Costs
The ferry operating cost is calculated based on the operating cost data provided by the Kenya Ferry Service.
A summary of the ferry operating cost between Mombasa and Likoni is shown in Table 5-7.
Table 5-7 Ferry Operating Cost (2014/2015)
SN Vessel Type Daily Traffic (No. of Trip) Annual Operation Cost (USD)
1 Mv* Harambee
180 (90×both direction) 12,610,092
2 Mv Nyayo
3 Mv Kilindini
4 Mv Likoni
5 Mv Kwale
*Mv: Motorized vessel
Source: Kenya Ferry Service, 2014
Vehicle Operating Costs
Vehicle operation costs (VOC) have been estimated based on the vehicle operating costs estimated in the
Preparatory Survey on Mombasa City Road Development Project implemented by JICA in 2011. VOC for
the year 2011 is projected to the year 2014 using the Consumer Price Index (CPI) of Kenya between 2011
and 2014.
Table 5-8 Consumer Price Index (CPI) of Kenya (2011 -2014)
Base Period February, 2009 = 100
Year CPI Inflation Rate (%) Remarks
2008 92.36 15.09
2009 102.10 10.62
2010 106.26 4.10
2011 121.17 14.0
2012 132.53 9.6
2013 140.11 5.7
2014 148.85 7.0 Up to the 3rd quarter
Source: Kenya National Bureau of Statistics (KNBS)
The VOC for the year 2014 for a vehicle speed of 40km/hr is shown in Table 5-9. The VOC by vehicle
speed for various speed is shown in Figure 5-1.
Table 5-9 Vehicle Operation Cost (2014)
SN Vehicle Type Speed
(km/hr)
Operation Cost
(USD /Vehicle-km) Remarks
1 Car 40 0.583
2 Matatu 40 0.545
3 Light Truck 40 0.682
4 Medium Truck 40 0.967
5 Heavy Truck 40 1.723
6 Bus 40 0.806
Source: JICA Preparatory Survey on Mombasa City Road Development Project, 2011
5-8
Figure 5-1 Vehicle Operation Cost by Vehicle Type
Source: JICA Preparatory Survey on Mombasa City Road Development Project, 2011
c) Saving in Travel Time Cost
The saving in travel time cost is calculated by projecting travel time cost estimated in the Preparatory
Survey on Mombasa City Road Development Project implemented by JICA in 2011. Travel time cost for
the year 2011 is projected to the year 2014 using the Consumer Price Index (CPI) of Kenya between 2011
and 2014.
The saving in travel time cost is calculated based on the following three conditions:
Reduction in travel time of all traffic which will shift from the ferry to the bridge
Reduction in travel time of 50% for walking passengers who will use Matatu instead of the ferry
(assumption made in travel demand forecasting)
Reduction in travel time of 42% for traffic which will shift from the Mombasa southern bypass to the
Likoni bridge (computed based on the traffic distribution)
Travel time and cargo time costs by vehicle type are shown in Table 5-10.
5-9
Table 5-10 Travel Time Saving (2014)
Passenger Travel Time Cost Cargo Time Cost
Car Matatu Light
Truck Bus
Medium
Truck
Heavy
Truck
Hourly Income in 2014 229.32 16.11 115.28 16.11 86.77 86.77
Average Occupancy 3 13 3 48 2 2
Share of Work Trip 69 95 96 84 96 100
Share of Shopping & Leisure 29 4 3 16 3 0
Time Value per Vehicle (KSh) 529.29 203.29 375.59 711.51 - -
Time Value per vehicle (USD) 5.95 2.28 4.21 8.00 - -
Cargo Cost (USD/km) - - 0 - - -
Vehicle KM - - 60,000 - 80000 60000
Yearly Cargo Cost
(USD-Veh.-km)
- - 0 - 4289.14 3216.80
Yearly Running Hours (hrs) - - 1300 - 2500 3500
Hours (USD) - - - - 1.72 0.92
Average Load Factor (T/Veh.) - - - - 2.00 10.00
Cargo Time Value (USD) -- - - - 3.43 9.19
Source: JICA Preparatory Survey on Mombasa City Road Development Project, 2011
Average waiting time at each side of the ferry terminal is estimated as 30 minutes. The ferry travel time
including boarding and de-boarding / alighting is estimated at 30 minutes. The travel time cost for the ferry
service is calculated considering both waiting time and the ferry travel time.
d) Summary of Benefits
The total benefits are calculated based on unit VOC and travel time saving by taking account of traffic
demand forecast.
5-10
Table 5-11 Summary of Benefits
Year Travel Time Cost Saving
(USD)
VOC Saving
(USD)
Total Benefit
(USD)
2014 - - -
2015 - - -
2016 - - -
2017 - - -
2018 - - -
2019 - - -
2020 - - -
2021 - - -
2022 - - -
2023 - - -
2024 - - -
2025 89,533,397 26,870,639 116,404,036
2026 93,138,720 27,949,758 121,088,478
2027 96,887,560 29,072,077 125,959,637
2028 100,821,539 30,241,638 131,063,177
2029 104,924,736 31,456,165 136,380,901
2030 70,840,701 27,789,089 98,629,789
2031 74,229,784 27,961,466 102,191,250
2032 77,971,515 28,201,200 106,172,715
2033 82,027,045 28,491,687 110,518,732
2034 86,443,521 28,839,652 115,283,173
2035 91,332,241 29,263,517 120,595,758
2036 94,924,921 30,788,761 125,713,682
2037 98,713,803 32,408,321 131,122,124
2038 102,787,700 34,148,731 136,936,430
2039 107,078,835 35,990,862 143,069,697
2040 111,717,738 37,968,587 149,686,325
2041 116,649,515 40,074,481 156,723,996
2042 121,944,229 42,330,305 164,274,534
2043 127,618,713 44,741,343 172,360,056
2044 133,766,724 47,330,255 181,096,978
2045 157,290,172 64,946,746 222,236,918
2046 167,421,520 68,705,804 236,127,324
2047 177,560,921 72,515,804 250,076,725
2048 189,956,553 76,915,001 266,871,554
2049 202,454,944 81,385,241 283,840,185
2050 215,884,026 86,127,093 302,011,118
2051 230,264,624 91,151,547 321,416,171
2052 245,754,255 96,485,891 342,240,146
2053 262,265,604 102,127,097 364,392,701
2054 281,756,477 104,928,674 386,685,150
Total 3,832,205,555 1,403,024,853 5,235,230,408
Source: The Study Team
5-11
3) Economic Analysis
The economic analysis is conducted using a 12% discount rate for all cases. The result of the economic
analysis for various scenarios is shown in Table 5-12.
Table 5-12 Economic Indicators
Economic Indicators
NPV
(USD) BCR
EIRR
(%)
163,277,822 1.71 18.42
Source: The Study Team
4) Sensitivity Analysis
As the economic analysis is based on the aforementioned assumptions, a sensitivity analysis is conducted
to examine the sensitivity in the economic indicators if the costs and benefits fluctuate in the range of +/-
10%. The result of the sensitivity analysis is shown in Table 5-13.
Table 5-13 Result of Sensitivity Analysis
Cost
Benefits
Cost +10% Base Case Cost -10%
Economic Indicators Economic Indicators Economic Indicators
NPV (USD) BCR EIRR
(%)
NPV
(USD) BCR
EIRR
(%)
NPV
(USD) BCR
EIRR
(%)
Benefits +10% 179,605,604 1.71 18.42 202,610,849 1.88 19.76 225,616,094 2.09 21.32
Base Case 140,272,577 1.55 17.41 163,277,822 1.71 18.42 186,283,067 1.90 19.91
Benefits -10% 100,939,550 1.40 15.81 123,944,795 1.54 17.01 146,950,040 1.71 18.42
Source: The Study Team
Chapter 6 Planned Project Schedule
6-1
6.1 Implementation Schedule
If the project is to be implemented with a Japanese Yen loan, the implementation steps will be as follows,
with an assumed time schedule as shown in Table 6-1.
(i) Loan Request
(ii) JICA Preparatory Survey (Appraisal Mission)
(iii) Exchange of Notes & Loan Agreement
(iv) Selection of Consultant
(v) Consulting Service (Detailed Design & Tender Documents, PQ, Tender, Evaluation,
Contract Negotiation, Construction Supervision)
* Acquisition of land, relocation of houses & shops and utility relocation by Kenyan side
(vi) Construction
Prior to “(vi) Construction” and in parallel with “(v) Consulting Service”, the Kenyan side is to undertake
land acquisition, resettlement of houses and shops and relocation of utilities.
Table 6-1 presents the implementation schedule from the present time, provided that the Government of
Kenya requests implementation of the project.
Table 6-1 Project Implementation Schedule
Source: The Study Team
2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025
Loan Request
JICA Preparatory Survey
Appraisal Mission
Exchange of Notes & Loan Agreement
Selection of Consultant
Detailed Design & Tender Documents
PQ, Tender, Contract Negotiation
Construction Supervision
Land Acquisition
Utility Relocation
Construction
Preparation & Mobilization
Main Bridge (Arch)
Loop Bridge (PC Hollow Slab)
Approach Viaduct
Approacg Road
Cleaning, Demobilization & Inspection
Note: The above schedule will be applied in a case the Government of Kenya requests implementation of this project and JICA accepts it.
Chapter 7 Implementing Organization
7-1
7.1 Outline of the Project Implementing Agency
The implementing agency of the Project is Kenya Road Authority (KeNHA) which is established under the
jurisdiction of the Ministry of Transport and Infrastructure. KeNHA is in charge of construction, operation
and maintenance of trunk roads in Kenya. The organization chart of KeNHA is shown in Figure 7-1. The
number of staff of KeNHA is shown in Table 7-1. Large road projects with financial assistance from
donors are usually handled by the Department of Special Projects of KeNHA. The organization chart of the
Department of Special Projects is shown in Figure 7-2. Ten (10) regional offices belong to KeNHA. The
regional offices provide local assistance for road projects and implement operation and maintenance of the
roads under instructions from the Central Office of KeNHA. The organization chart of a regional office is
shown in Figure 7-3.
Figure 7-1 Organization Chart of KeNHA
Source: KeNHA
Table 7-1 Numbers of Staff of KeNHA
Department / Section Manager/Engineer/Assist. Eng. Total Staff
Planning and Environment Department 15 22
Design and Construction Department 33 51
Maintenance Department 15 36
Special Project Department 14 20
Finance Department 3 10
Audit Section 1 6
Quality Assurance Section 5 5
Human Resource Management Section 7 29
Information Communication Tech. Sect. 1 4
Procurement Section 6 21
Legal & Corporate Affair Section 1 4
Source: KeNHA
7-2
Figure 7-2 Organization Chart of Department of Special Projects
Source: KeNHA
Figure 7-3 Organization Chart of Regional Office
Source: KeNHA
7-3
7.2 Project Implementation Organization
The Project is to be handled by the Department of Special Project of KeNHA. The Coast Regional Office
of KeNHA is to provide support to the Project implementation such as coordination with concerned parties.
The land acquisition necessary for the Project is to be undertaken by the KeNHA RAP Implementation
Team under coordination with the RAP Implementation Committee that is composed of representatives
from the concerned parties. The implementation organization of the Project is shown in Figure 7-4.
Figure 7-4 Proposed Implementation Organization of The Project
Source: KeNHA
7.3 Evaluation of Capacity of the Project Implementing Agency
(1) Technical Capability
As shown in Table 7-1, adequate numbers of managers/engineers/assistants are available within KeNHA,
who have completed a number of major road and bridge projects. However KeNHA has no experience of
large steel bridge construction projects, and to enable the project to be implemented technical assistance
and transfer from Japanese consulting engineers in construction and operation and maintenance of the
project will be required. The aspects of the Project to be undertaken by KeNHA and their capability are
shown in Table 7-2.
7-4
Table 7-2 Undertakings to be carried out by KeNHA and Their Capacity
Undertaking Capacity Supports to be Provided
Procurement of Consultant Adequate
Procurement of Contractor -ditto-
Allocation of K. Shilling Portion -ditto-
EIA Study -ditto-
Land Acquisition -ditto-
Resettlement -ditto-
Environmental Monitoring -ditto-
Construction Supervision -ditto- Consultant extends OJT on new works.
Operation and Maintenance Experience in the maintenance
of steel bridges is not adequate.
Training of maintenance is to be included
in the construction supervision.
Source: The Study Team
(2) Financial Capability
The amount of payments for road projects undertaken by KeNHA in 2012 and 2013 are shown in Table 7-3.
According to the table, KeNHA implemented road projects costing approximately KSh 20 billion annually.
However, KeNHA’s financial obligation to this project would be approximately KSh 250 million per
annum representing approximately 1.3% of the annual road project cost of KeNHA. On this basis, KeNHA
is capable of handling this project financially.
Table 7-3 Amount of Payment for Road Projects made by KeNHA (Unit: Million KSh)
Project 2012 2013
GOK Donor GOK Donor
Northern Corridor Trans. Imp. Project 3,031 5,428 2,735 6,577
East African Trade and Transp. Facl. Project 10 53 174 580
Nairobi-Thika Hwy Dvlp Project 7,119 7,611 1,135 5,919
Nairobi Southern Bypass - 4,386 291 1,462
Kisumu Northern Bypass - - 2,861 -
Kenya Transport Sector Support Project - - 84 154
National Urban Transport Improv’t Project - - 85 -
Mombasa Southern Bypass - - 104 573
Other GOK Development Project 10,940 2,692 14,654 5,983
Total Payment 21,100 20,170 19,266 21,248
Note: Amount of GOK means payment from KeNHA
Source: KeNHA
Chapter 8 Advantages of Japanese Construction
Technologies
8-1
8.1 Competitiveness of Japanese Construction Technologies in the
International Market
8.1.1 Characteristics of the Project
The Project site is located at a 500m width channel being the entrance to Mombasa Port. At the present
time vehicles are required to queue for long periods at the jetty whilst waiting for the existing Likoni Ferry
due to the fact that traffic crossing the harbor exceeds the capacity of this ferry. However, there is no
alternative to the Likoni Ferry in order to cross the channel. Furthermore, the Master Plan for the Mombasa
Special Economic Zone Project includes the construction of a port in Dongo Kundu and the Master Plan
for the Mombasa Gate City Project will start in early 2015. As a result of this traffic demand in the area
will increase. Construction of the Mombasa Gate Bridge was recommended in the Mombasa Draft
Physical Development Master Plan for Mombasa in 1971. The target bridge will have a beneficial effect on
the development of Mombasa, so early completion of the target bridge is critically needed.
The preferred superstructure type for the target bridge is a three span steel arch half-through bridge after
comparison of alternative schemes taking account of environmental impact, construction cost, operation
and maintenance, and appearance. The foundations for the main bridge would be steel pipe sheet pile
foundation as opposed to alternative arrangements having regard to considerations of constructability and
construction cost. The approach bridges are divided into 2 sections comprising an approach section and a
loop bridge section to minimize social and environmental adverse impacts. The superstructure of the
approach bridge has been selected to be PC-concrete slab after consideration of alternative arrangements
from the aspects of construction cost and operation and maintenance cost.
Steels for Bridge High Performance Structure (hereinafter referred as “SBHS”) is one of the outstanding
Japanese construction technologies. Applying this technology to the superstructure of the main bridge both
reduces the construction cost and the construction period, and gives functional beauty to the appearance of
the bridge. Steel Pipe Sheet Pile Foundation (hereinafter referred as “SPSPF”) is another example. Using
this type of foundation for the main bridge will further reduce the construction cost and the construction
period. Accordingly, these Japanese construction technologies allow the construction of long span bridges
with less cost within a shorter period, while providing a distinctive appearance. Applying Japanese
technologies to this Project is indispensable.
8.1.2 Japanese Technology for the Superstructure
(1) Technology of Fabrication and Erection Work of Steel Bridge
The steel arch half-through bridge planned for the Project requires high technology and experience
including the structure design, steel material, fabrication at workshop, construction planning, erection
equipment and construction management. In order to fabricate each member precisely, it is necessary to
possess a design computer and shop drawing system connected with fabrication equipment online. In
addition, construction experience and the management capability to undertake a lifting erection method of
8-2
large structural components will be required, including the planning and procurement for large jacking
equipment and a measurement control system during the erection work. Japanese companies have
extensive experience of successfully undertaking similar steel bridges, and are ranked in the highest level
in the world in this field. Moreover, Japanese companies have a reputation for high reliability in terms of
quality, safety, and management of construction works. Therefore, their participation in this bridge
construction project is considered necessary.
(2) Steels for Bridge High Performance Structure (SBHS)
Japanese steel material is superior in weldability during the fabrication of steel members and achieves
weight saving by high strength, and it is adaptable and suitable for the Project. Japanese steel
manufacturers have the highest level of quality and reliable supply in the world. SBHS is prescribed in JIS
G3140, and has been adopted in Japan at many locations. Accordingly it will be suitable for this Project.
Picture 8-1 Actual Adoption case of SBHS (Left Tokyo Gate Bridge, Right Nagata Bridge)
Source: Nippon Steel & Sumitomo Metal Corporation
The characteristics of SBHS are high intensity, high ductility and high weldability compared with
conventional steel under the Thermo-Mechanical Control Process during the manufacturing of steel.
Research and development of SBHS and bridge construction using SBHS are advanced in Japan, USA, and
Korea.
At the present time steel manufacturers in Japan have the latest equipment for the Thermo-Mechanical
Control Process. The performance (intension, toughness, and weldability) of the SBHS which is
manufactured in Japan is highest in the world.
It can reduce the steel plate thickness since intensity and toughness are higher than other steels. Moreover,
the result of the reduction of the steel plate thickness leads to a reduction in construction cost of the
substructure.
8-3
Figure 8-1 Higher-Strength and Without Reduction of Strength by Thickness Increase
Source: Nippon Steel & Sumitomo Metal Corporation
Reduction of alloy in the steel realized reduction of welding work processes, reduction of preheating of the
steel and high weldability of the steel It leads to a reduction in the construction cost. Improvement of
weldability enables a change at joint structures from high-tension bolt (hereinafter referred as “HTB”) to
welding leading to further cost savings since welding is cheaper than HTB. In addition, welding improves
the appearance of the jointed steel.
Applying Japanese SBHS leads to a reduction in construction cost. Applying SBHS and the subsequent
reduction in construction cost will achieve sufficient international competitiveness in this bridge
construction project.
Figure 8-2 Abbreviation of Preheating before Welding and Reduction in Number of Welding Passes
Source: Nippon Steel & Sumitomo Metal Corporation
8-4
Picture 8-2 Improvement of Joint Appearance by Changing to Site Welding from HTB
Source: Nippon Steel & Sumitomo Metal Corporation
8.1.3 Substructure
(1) Steel Pipe Sheet Pile Foundation (SPSPF)
The foundations for the substructure are planned to be constructed in water for the Project. To construct the
foundation in water, SPSPF is superior to other types of foundation in constructability and construction
cost. Steel pipe sheet pile provides a dry area for working to construct the footing of the concrete pier. The
method of SPSPF is shown in Figure 8-3.
Figure 8-3 Method of Steel Pipe Sheet Pile Foundation (SPSPF)
Source: Nippon Steel & Sumitomo Metal Corporation
8-5
Picture 8-3 Pipe – Pipe (P-P) Joint of SPSPF
Source: Nippon Steel & Sumitomo Metal Corporation
Picture 8-4 Automatic Welding of Stud Reinforcing Bar for Connection between Top Slab and Steel Pipe
Source: Nippon Steel & Sumikin Engineering Co., Ltd.
SPSPF is a Japanese original construction technology. Characteristics of SPSPF are shown below:
Applicable to deep water and soft ground by unified multiple piles
Short construction period and relatively low construction cost compared to other methods
High stiffness and high supporting based on unified multiple piles connecting steel piles and minimal
effect to the natural environment
Rational construction using unified multiple piles for cofferdam during construction stage
Applicable to deep water foundation because of high stiffness, high durability and superiority of
resistance against the water pressure caused in temporary cofferdams
High resistance to earthquake
Japanese contractors have construction experience of SPSPF in more than 2000 cases. SPSPF is applied to
the foundation of the target bridge, embankment flood control, and the foundation of harbors, etc. SPSPF
was used in Japanse ODA projects such as Cambodia/Friendship Bridge, Zambia/ Chirundu Bridge,
8-6
Filipina / Second Magsaysay Bridge, Vietnam/ Nhat Tan Bridge and South Sudan/ New Bridge across the
River Nile.
Figure 8-4 Construction Cases of SPSPF in Japan
Source: Nippon Steel & Sumitomo Metal Corporation
8.2 Construction Material and Equipment procured from Japan
Since it is assumed that the Project is eligible for a STEP Yen loan, procurement ratios of Japanese “Goods
only” and/or “Goods and Services” are estimated below.
8.2.1 Japanese” Goods only”
In this Project, a large number of Japanese goods are required to be used in the construction of the
substructure and superstructure of the main bridge (steel bridge).
Goods procured from Japan or Japanese manufacturers located in other developing countries are as follows:
Substructure of the main bridge (i)
(ii)
Steel pipe sheet pile
(main material of steel pipe sheet pile foundation)
NS stud bar
(essential material for the said foundation)
Superstructure of the main bridge (iii) Bridge High Performance Steel (SBHS)
Specific items of Japanese goods and their quantities required to be procured are shown in Table 8-1.
Based on this table the procurement ratio of Japanese goods accounts for about 28% of the construction
cost (base cost).
Nu
mb
er
of R
esu
lts
Year
Rectangle
Ellipse
Circle
8-7
Table 8-1 Procurement Ratio of Japanese “Goods only”
Goods Remarks Unit Quantity Unit Rate
(thousand yen)
Amount
(million yen)
Steel pipe sheet pile φ1500, P-P junction m 6,780 281 1,905
NS stud bar
ton 48.3 752 36
Main bridge steel SBHS & other steel ton 12,814 754 9,662
Total amount Japanese goods (1)
11,603
Construction cost (base cost) (2)
41,595
Procurement ratio of Japanese “Goods only” (3) = (1) / (2) %
27.9%
Note: The proportion of SBHS steel to the total steel quantity is assumed to be approx. 50%.
Source: The Study Team
8.2.2 Japanese “Goods and services”
The works for the substructure and superstructure of the main bride using the above mentioned Japanese
goods are able to be implemented by advanced technologies and/or know-how (including equipment,
construction management, quality control and schedule management) of Japanese firms. Table 8-2 presents
specific items and the quantities of these Japanese advanced technologies. The procurement ratio of goods
and services becomes about 33% of the construction cost (base cost).
Table 8-2 Procurement Ratio of Japanese “Goods & Services”
Goods and Services Unit Quantity Unit Rate
(thousand yen)
Amount
(million yen)
Steel pipe sheet pile
foundation works
Steel pipe sheet pile material m 6,780 281 1,905
NS stud bar material m 48.3 752 36
Works no. 1 1,916,000 1,916
Main bridge steel
works
Main Bridge steel
(SBHS & other steel) ton 12,814 754 9,662
Total amount of Japanese goods & services (1)
13,519
Construction cost (base cost) (2)
41,595
Procurement ratio of Japanese “Goods & Services” (3) = (1) / (2) %
32.5%
Note: The proportion of SBHS steel to the total steel quantity is assumed to be approx. 50%.
Source: The Study Team
8.3 Measures to Promote Japanese Construction Technologies
Experience of STEP Yen Loan in Kenya’s transportation sector is limited to one project, namely the
Mombasa Port Development Project. Accordingly, the Japanese Embassy, JICA, Japanese consultants,
Japanese construction companies and other companies should continue to explain the advantages of a
STEP Yen Loan to GOK to provide them with a better understanding of it.
Supply and processing of steel for the superstructure are to be procured as Japanese construction
technologies. Moreover, steel pipe sheet pile foundation for construction of the substructure is to be
8-8
procured as a Japanese original construction technology as well. By adopting these Japanese construction
technologies, the construction cost and the construction period will be reduced and the appearance of the
bridge will be improved. Furthermore, the Project site is located in the vicinity of a ferry route and a major
shipping route where safety management will be important. Japanese contractors have extensive safety
management capabilities.
To construct the target Bridge with applied Japanese construction technologies will require an experienced
Japanese contractor. The participation of a Japanese contractor that has the necessary experience in
technical assistance, materials supply and construction technology is indispensable to undertake a Project
that utilizes Japanese technologies.
Appendix
A1-1
Appendix 11 USD= 119.06 Yen
1 KSh= 1.322 Yen
Local(KSh) Foreign(Yen) Local(KSh) Foreign(Yen) Yen converted
1. Preparation & Mobilization 563,861,000 3,368,002,000 4,113,426,242
Overseas Allowance month 902 0 318,000 0 286,836,000 286,836,000
Overseas Travel Expense round 77 40,000 819,000 3,080,000 63,063,000 67,134,760
Vehicle month 60 2,394,000 0 143,640,000 0 189,892,080
Expatriate Engineer's Accommodation month 902 129,000 0 116,358,000 0 153,825,276
Regular Meeeting time 60 191,000 0 11,460,000 0 15,150,120
Ferry Fee month 60 165,000 0 9,900,000 0 13,087,800
Environmental Monitoring month 60 1,072,000 0 64,320,000 0 85,031,040
HIV/AIDS Program month 60 108,000 0 6,480,000 0 8,566,560
Owner's Office month 60 560,000 0 33,600,000 0 44,419,200
Expatriate Technician's Accomodation L.S. 1 56,141,000 0 56,141,000 0 74,218,402
Jobsite Canteen nos 2 13,508,000 0 27,016,000 0 35,715,152
Jobsite Toilet nos 2 8,148,000 0 16,296,000 0 21,543,312
Traffic Management sum 1 55,130,000 0 55,130,000 0 72,881,860
Temporary Road (gravel, b=10m, t=0.5m) m 200 50,200 0 10,040,000 0 13,272,880
Temporary Yard (gravel, t=0.2m) m2 12,000 2,200 0 26,400,000 0 34,900,800
Temporary Jetty m2 3,200 -5,000 288,000 -16,000,000 921,600,000 900,448,000
Shipping & Towing Charge L.S. 1 0 1,781,175,000 0 1,781,175,000 1,781,175,000
Equipment Charge L.S. 1 0 315,328,000 0 315,328,000 315,328,000
2. Main Bridge (Arch Bridge) 2,699,966,510 18,900,971,500 22,470,327,226
Substructure 2,075,000,000 4,007,000,000 6,750,150,000
Piers on Land Pier Footing(10m x 10m x 4m) nos 4 15,000,000 11,000,000 60,000,000 44,000,000 123,320,000
Pier Column(5m x 5m x 51.5m) nos 4 28,000,000 29,000,000 112,000,000 116,000,000 264,064,000
Piers at Sea Steel Pipe Sheet Pile Foundation (φ1.5m) nos 1 636,000,000 3,016,000,000 636,000,000 3,016,000,000 3,856,792,000
Bored Pile Foundation (φ1.5m) nos 1 714,000,000 253,000,000 714,000,000 253,000,000 1,196,908,000
Pier Pedestal (South Pier 10m x 42m x 28m) nos 1 221,000,000 221,000,000 221,000,000 221,000,000 513,162,000
Pier Pedestal (North Pier 10m x 42m x 45m) nos 1 332,000,000 357,000,000 332,000,000 357,000,000 795,904,000
Superstructure 624,966,510 14,893,971,500 15,720,177,226
Bridge Arch Bridge Material ton 12,246 0 697,000 0 8,535,462,000 8,535,462,000
Girder Bridge Material ton 568 0 697,000 0 395,896,000 395,896,000
Pedestrian Bridge Deck Material ton 411 0 536,000 0 220,296,000 220,296,000
Side Span Bridge Erection ton 5,801 29,000 274,000 168,229,000 1,589,474,000 1,811,872,738
Center Span Bridge Erection ton 6,445 21,000 453,000 135,345,000 2,919,585,000 3,098,511,090
End Span Bridge Erection ton 568 63,000 187,000 35,784,000 106,216,000 153,522,448
Pedestrian Bridge Erection ton 411 15,000 142,000 6,165,000 58,362,000 66,512,130
Shoes Main Shoes nos 4 1,096,000 109,266,000 4,384,000 437,064,000 442,859,648
End Shoes nos 4 70,000 24,295,000 280,000 97,180,000 97,550,160
Slab RC Concrete Slab m2 12,613 10,000 20,000 126,130,000 252,260,000 419,003,860
Surface Drain Intlet nos 48 12,000 97,000 576,000 4,656,000 5,417,472
Bituminous Waterproofing m2 11,242 100 3,700 1,124,200 41,595,400 43,081,592
Asphalt Paving (t=50mm) m2 11,242 2,700 0 30,353,400 0 40,127,195
Road Marking (b=0.15m) km 4.11 251,000 0 1,031,610 0 1,363,788
Accessories Center Meadian (b=1m with guard rail) m 685.5 29,000 1,000 19,879,500 685,500 26,966,199
Bridge Rail m 1,371 8,000 65,000 10,968,000 89,115,000 103,614,696
Pedestrian Bridge Handrail m 1,371 2,000 57,000 2,742,000 78,147,000 81,771,924
Expansion Joint m 37 26,000 299,000 956,800 11,003,200 12,268,090
Bridge Lighting (single lump) nos 48 461,000 0 22,128,000 0 29,253,216
Pedestrian Staircase nos 2 29,445,000 28,487,200 58,890,000 56,974,400 134,826,980
3. Loop Bridge (PC Hollow Slab) 2,881,890,460 9,235,027,500 13,044,886,688
Substructure 1,375,233,000 1,549,391,000 3,367,449,026
Piers Footing (8m×8m×3.5m) nos 52 8,353,000 4,802,000 434,356,000 249,704,000 823,922,632
Column (3m×3m×45m) nos 52 11,351,000 16,671,000 590,252,000 866,892,000 1,647,205,144
Beam (3m×2m×21.25m) nos 55 6,375,000 7,869,000 350,625,000 432,795,000 896,321,250
Superstructure 1,506,657,460 7,685,636,500 9,677,437,662
Slab PC Hollow Slab (t=1.5m) m2 36,957 35,000 195,000 1,293,495,000 7,206,615,000 8,916,615,390
Shoes Rubber Shoes nos 220 13,000 1,472,000 2,860,000 323,840,000 327,620,920
Surface Drain Intlet nos 105 12,000 97,000 1,260,000 10,185,000 11,850,720
Bituminous Waterproofing m2 33,805 100 3,700 3,380,500 125,078,500 129,547,521
Asphalt Paving (t=50mm) m2 33,805 2,700 0 91,273,500 0 120,663,567
Road Marking (b=0.15m) km 9.46 251,000 0 2,374,460 0 3,139,036
Accessories Center Meadian (b=1m with guard rail) m 1,576 29,000 1,000 45,704,000 1,576,000 61,996,688
RC Barrier m 3,152 10,000 4,000 31,520,000 12,608,000 54,277,440
Expansion Joint m 47 18,000 122,000 846,000 5,734,000 6,852,412
Bridge Lighting (single lump) nos 54 461,000 0 24,894,000 0 32,909,868
Ceiling Lighting nos 50 181,000 0 9,050,000 0 11,964,100
4. Approach Viaduct (PC Hollow Slab + Provisional Viaduct) 482,235,710 1,034,019,500 1,671,535,109
Substructure 68,817,100 35,064,700 126,040,906
Piers Footing (8m×8m×3.5m) nos 22 1,118,000 535,000 24,596,000 11,770,000 44,285,912
Pier Frame (Column 1.5mx1.5m、Beam 1.5mx1.5m) nos 11 4,020,100 2,117,700 44,221,100 23,294,700 81,754,994
Superstructure 413,418,610 998,954,800 1,545,494,202
Slab PC Hollow Slab (t=1.2m) m2 5,060 37,000 161,000 187,220,000 814,660,000 1,062,164,840
Shoes Rubber Shoes nos 52 13,000 1,472,000 676,000 76,544,000 77,437,672
Surface Drain Intlet nos 32 12,000 97,000 384,000 3,104,000 3,611,648
Bituminous Waterproofing m2 7,954 100 3,700 795,400 29,429,800 30,481,319
Asphalt Paving (t=50mm) m2 7,954 2,700 0 21,475,800 0 28,391,008
Road Marking (b=0.15m) km 2.91 251,000 0 730,410 0 965,602
Accessories Center Meadian (b=1m with guard rail) m 485 29,000 1,000 14,065,000 485,000 19,078,930
RC Barrier m 970 10,000 4,000 9,700,000 3,880,000 16,703,400
Expansion Joint m 74 18,000 122,000 1,332,000 9,028,000 10,788,904
Bridge Lighting (single lump) nos 32 461,000 0 14,752,000 0 19,502,144
Provisional Viaduct m2 3,864 42,000 16,000 162,288,000 61,824,000 276,368,736
5. Access Road 222,717,350 410,000 294,842,337
Earthworks Asphalt Pavement Demolition m2 2,960 310 0 917,600 0 1,213,067
Earth Excavation m3 2,720 850 0 2,312,000 0 3,056,464
Embankment m3 4,670 480 0 2,241,600 0 2,963,395
Pavement Subgrade Surface Preparation m2 12,672 170 0 2,154,240 0 2,847,905
Sub-base Course m3 2,534 9,700 0 24,579,800 0 32,494,496
Base Course m3 1,901 10,400 0 19,770,400 0 26,136,469
Binder Course (t=50mm) m2 12,620 2,600 0 32,812,000 0 43,377,464
Surface Course (t=50mm) m2 12,620 2,700 0 34,074,000 0 45,045,828
Road Marking Road Marking (b=0.15m) km 5.01 251,000 0 1,257,510 0 1,662,428
Drainage L Shaped Gutter m 2,114 9,000 0 19,026,000 0 25,152,372
U Shaped Side Drain (300x300) m 2,114 13,800 0 29,173,200 0 38,566,970
Retaining Wall Plain Concrete Retaining Wall (H=2~3m) m 158 86,000 0 13,588,000 0 17,963,336
Accessories Center Meadian (b=1m with guard rail) m 370 29,000 1,000 10,730,000 370,000 14,555,060
Sidewalk (Concrete Paving, b=2.0m) m 1,694 11,000 0 18,634,000 0 24,634,148
Bridge Lighting (double lumps) nos 13 819,000 0 10,647,000 0 14,075,334
Guardrail m 80 10,000 500 800,000 40,000 1,097,600
Construction Cost (Base Cost) 6,850,671,030 32,538,430,500 41,595,017,602
Construction Cost (Base Cost) Breakdown
QuantityUnit Rate Amount
Item A Item B Item C Cost Item Unit
A2-1
Appendix 2 Minutes of Stakeholder Meetings
The First Stakeholder Meeting
Date: Saturday, 25th October, 2014
Time: 10:00~12:30
Venue: The ACK Guest House Hall (Likoni District)
Attendance: See attendance list
Agenda:
1. Opening Remarks (The Deputy County Commissioner for Likoni)
2. Presentation on the Mombasa Gate Bridge Project (the study team)
3. Discussion/Comment
4. Closing Remarks (The Deputy County Commissioner for Likoni)
Main questions and answers are shown in the following.
i) Width of sidewalk should be widened from proposed 2m width. (Peace and Cohesion)
Proposed installation of escalators in sidewalks. 2 sidewalks are preferred. (MCI)
There is a need to make provision for the passage of the physically challenged for example by use of
elevators. (LICODEP)
Need to make bridge user friendly. 60m staircase too challenging. (Member of County Assembly)
Need to reconsider options for pedestrian crossing. (Chief Shika Adabu)
⇒ Demand of users: width of sidewalk and installation of elevator needs to be studied in the future. (the
study team)
ii) What category of vehicles will be allowed over the bridge? What if a faulty vehicle stalls in the spiral?
(Peace and Cohesion)
⇒ The study team propose to allow cars, Matatu, buses, trucks and trailers to use the bridge. Bicycles and
motorbikes will use the ferry and long trailers will use the southern bypass after completion of the
bridge. If a faulty vehicle stalls in the spiral, the vehicle will be towed away by a tractor. (the study
team)
iii) Wondered if vehicles and pedestrians will pay to use the bridge. Many pedestrians can’t afford to pay.
⇒ The study team does not envisage a toll bridge. (the study team)
iv) What is the potential impact on fishermen? (Peace and Cohesion)
Fishermen could be affected by the construction and compensation will be needed. (Beach Management
Unit Chair)
⇒ Resettlement Action Plan (RAP) will be developed in next phases of the project. (the study team)
v) JICA had conducted a similar study in 1984 but it was not acted on. Will we wait another 30 years after the
A2-2
current study? (Peace and Cohesion)
Wished it could be constructed in under 8 years. (Member of County Assembly)
Has heard about bridge project for over 20 years. Hoping that this is real. (Chief Shika Adabu)
⇒ The study team thought that even if the project were implemented without delay it would take 8 years to
complete the bridge. (the study team)
vi) Ferry not viable and has history of failure. (Representative of Muslim Community)
County Government can handle issues of financing for ferry operations. (Member of County Assembly)
People suffer a lot when the ferry breaks down hence need for bridge. (Secretary Maendeleo ya
wanawake)
Ferry undermines economic development of Likoni. Bridge is best idea ever. (Senior Chief Likoni)
⇒ Kenya Ferry Service said that they will continue to operate their ferry service after completion of the
bridge. It is hoped that ferry operation will be continued for pedestrians and bicycles after completion of
the bridge. (the study team)
vii) Need to retain a bus stand at Likoni to promote business. (Representative of Business Community)
Need to retain bus stand. (Representative of Muslim Community)
⇒ Bus terminal in Likoni does not need to be relocated under the existing plan. (the study team)
Other Comments
viii) Bridge will change Likon economically for the better. (Chief Shika Adabu)
Bridge is an effective means to fight poverty. (Assistant County Commissioner-Longo)
Bridge will open trade. (Assistant County Commissioner-Likoni)
ix) South Coast loses a lot of tourist trade to Northern Coast for fear of the ferry. (Chief Fatuma Mtongwe)
x) Noted that, as proposed, project will not affect many people. (LICODEP)
xi) Locals should prepare to bear some negative impacts of the project. (Chief Shika Adabu)
xii) Traders should be accommodated in construction and operation of the bridge. (Representative of Business
Community)
xiii) Would require that Mtongwe Ferry also be reactivated alongside bridge project. (Chief Fatuma Mtongwe)
xiv) Wondered whether issue of possible sinking of Mombasa due to global warming was considered. Since an
attempt to deepen the channel was shelved due to vibrations in Mombasa, would bridge construction not
have a similar effect? (Peace and Cohesion)
A2-3
Attendance List of the First Stakeholder Meeting
No Name Designation
1 Magu Mutindika Deputy County Commissioner Likoni
2 R.W. Chege Assistant County Commissioner Likoni
3 Florence Sitawa Assistant County Commissioner Longo
4 S. Babu Senior Chief Likoni
5 Mwakasi Chief-Shika Adabu
6 F. J. Khamisi Senior Chief Mtongwe
7 Hamisi Mwinda ni Member of County Assembly Mtongwe
8 Abdalla Kasangamba Member of County Assembly Likoni
9 Bakari Juma Elder
10 Tom Ogolla Member of County Assembly Timbwani
11 Boniface Matheka National Administration
12 Ali M. Salim Business Community
13 Pamela Johnson Business Community
14 Walter Kurts Peace and Cohesion-Chair
15 Suleiman Sull Peace Monitor Msa County
16 Abdallah Mwazecha LICODEP
17 Mwaraa National Administration
18 James Nganga MCI
19 Mr. Abdulrahman BMU
20 Mr. Mgwisho Community Policing Inuka area
21 Athman Bakuu Community Policing Likoni
22 Samin Mwarangi USTADH
23 Joseph Maisha Bishop
24 Binti Ali Iiza Sauti akina mama
25 Chairlady Maendeleo ya wanawake
26 Mariam Madaraka Secretary Maendeleo ya wanawake
27 Bikase Athmani Treasure Meandeleo ya Wanawake
28 Mwanasiti Juma National Administration
29 Juma Shabani Elder
30 Alex Kimeiywa National administration
31 Mohamed madudo Member of County Assembly Shika Adabu
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The Second Stakeholder Meeting
Date: Wednesday 21st January 2015
Time: 10:30~12:30
Venue: The ACK Guest House Hall (Likoni District)
Attendance: See attendance list
Agenda:
1. Opening Remarks (The Deputy County Commissioner for Likoni)
2. Presentation on the Mombasa Gate Bridge Project (the study team)
3. Discussion/Comment
4. Closing Remarks (The Deputy County Commissioner for Likoni)
Main questions and answers are shown in the following.
i) The 3km spiral will pose challenges to the physically challenged. (Peace and Cohesion)
How will the elderly and physically challenged be accommodated in the bridge. Would wish that the Ferry
Service continues to serve pedestrians.
Bridge is very acceptable and supported as it will open up Likoni for economic development. Hopes that
the Project design will be changed to be friendlier to the physically challenged and sick. (Member of
County Assembly)
Welcomes the Bridge but worried that physically challenged cannot walk up the 40m staircase to reach the
bridge. There is a need to further minimize impacts. (Member of County Assembly)
Staircase should be equipped with facilities to guide the visually and physically challenged. (Disabled)
⇒ Kenya Ferry Service said that they will continue to operate the ferry service after completion of the
bridge. Pedestrian’s facilities need to be studied in next phases of the project. (the study team)
ii) The 69m clearance proposed for the bridge may constrain future use by ships which can be up to 73m tall.
(Peace and Cohesion)
⇒ The 69m clearance was recommended by both the KMA and the KPA. (the study team)
iii) How will Shelly beach traffic approach the bridge? (Church Forum)
⇒ Installation of a U-Turn lane will need to be studied in next phases of the project. (the study team)
iv) What kind of road surface will be used? (Deputy County Commissioner)
⇒ Asphalt. (the study team)
v) What are the arrangements for disaster management? (Deputy County Commissioner)
In case of a traffic snarl up on the bridge, will the bridge withstand the weight of all that stationary traffic?
(Member of County Assembly)
⇒ Yes. Bridge is structurally capable. (the study team)
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vi) Where will the ferry bus terminus on Mombasa side be relocated to? If construction will avoid cutting
trees, where is the working space? (Deputy County Commissioner)
⇒ To be explored in next phases of the project. (the study team)
vii) How will people affected be compensated? (Member of County Assembly)
Hoped that compensation will apply to all irrespective of existence of title to land. (Peace and Cohesion)
⇒ A comprehensive RAP will be developed and implemented at the feasibility study phase. (the study
team)
viii) Given rampant land grabbing for speculation, there is a need to secure all the land targeted for the
proposed bridge. (Member of County Assembly)
⇒ This issue is to be handled by relevant GOK apparatus. (the study team)
ix) Wanted to know the duration of the construction. (Deputy County Commissioner)
⇒ It is envisaged that four years of planning and five years of construction will be required. (the study
team)
x) There is a need to accommodate local participation in the bridge project. (Deputy County Commissioner)
⇒ Yes in line with government policy. (the study team)
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Attendance List of the Second Stakeholder Meeting
No. Name Designation
1 Magu Mutindika Deputy County Commissioner Likoni
2 Mohammed Salim Deputy County Commissioner Mombasa Island
3 Theophikus Mutua Deputy Administration Police Commandant-Likoni
4 Miriam Wairimu Trader Mama Ngina
5 Athman M. Mwakesha Deputy County Commissioner Office Likoni
6 Stephen Mutinda Disabled (DWD)
7 Fatuma J. Khamisi Deputy County Commissioner Office Likoni
8 Zuhura R. Mambo Assistant County Commissioner Island
9 Said J. Kandy Deputy County Commissioner Office Likoni
10 Daniel Mwendwa Assistant County Commissioner-Likoni
11 Florence Situma Assistant County Commissioner-Longo
12 Mwanamkou Mohamed Said Maendeleo Ya Wanawake Chair
13 Saravea Ali Juma Hawker Likoni
14 Hon Mishi Juma MP County
15 Sheik Mwinyi Ali CIPK
16 Reve SN Wainaina Church Forum
17 Walter Kiita Peace &Cohesion
18 Suleiman Boma Member of County Assembly Bomu
19 Edward Imaala IP Mombasa
20 Moses Mutinda Officer Commanding Station -Ferry
21 Mwansiti Juma National Government
22 Tom Ogalo Oluoch Member of County Assembly Timbwani
23 Abdul Kaole-LICODEP LICODEP
24 Dunstan Kimbio TRA Mombasa
25 Hon Hamisi Musa Member of County Assembly Mtongwe
26 Hon Mohamed Madundo Member of County Assembly Shika Adabu
27 Julius Owino KCTA
28 Amina Khamis MYWO Chairlady Msa County
29 Rose Chege Senior ACC-Likoni
30 Jude Wasonga Senior ACC-Msa
31 Vovine Muma PA to Hon Mishsi
32 Anthony Shimoli Depty OCPD-Likoni
33 Hassan Jamso S Sgnt Msa
34 Willy Saina Cpl Likoni
35 Mwinyi salim Youth Rep
36 Mwanahamisi Omar Ganjoni
37 Salim Baya Village Elder
38 Fatma Mteze Women Leader
39 Rose Maina Special Group
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