SFG1405 V13 REPUBLIC OF KENYA MINISTRY OF TRANSPORT, INFRASTRUCTURE, HOUSING AND URBAN DEVELOPMENT ENVIRONMENTAL AND SOCIAL ASSESSMENT PROJECT REPORT (ESIA) PROPOSED CONSTRUCTION OF KAHAWA RAILWAY STATION March 29, 2017 Project Ref No.EHS-5240-522708-5 CERTIFICATION SGS Kenya Limited was commissioned by the Ministry of Transport, Infrastructure, housing and Urban Development to undertake Environmental and Social Impact Assessment for the proposed construction of Kahawa Railway Station in Kiambu County. The Report has been written in accordance with the Environmental Management and Coordination Act no. 8 of 1999 and The Environmental (Impact Assessment and Audit) Regulations, 2003 for submission to the National Environmental Management Authority (NEMA). SGS Kenya Limited submits this Environmental and Social Impact Assessment Report, to NEMA Kenya. To the best of our knowledge, all the information in this report is true and correct. Proponent: Ministry of Transport, Infrastructure, Housing and Urban Development Eng. John Ndirangu Maina Project Coordinator Name of Officer Designation ………………………………. ……………………………… Signature / Official Stamp Date Submitted by: Firm of Experts: SGS Kenya Limited Reg. No. 0280 ………………………………. Official Stamp Approved by: ………………………………….. ………………………………….. Signature Date Mr. Philip Abuor: Environmental Services Manager EIA/EA Lead Expert Reg. No.1710 Kahawa Railway Station ESIA Report Version: Final ACRONYMS AIDS Acquired Immune-Deficiency Syndrome BOQs Bill of Quantities BRT Bus Rapid Transit CBD Central Business District CIDP County Integrated Development Plan CRS Commuter Rail Station CTS Commuter Train Study Db Decibels DECs District Environment Committees DG Director General - NEMA DoNMED Directorate of Nairobi Metropolitan Development EA Environmental Audit EIA Environmental Impact Assessment EHS Environment, Occupational Health and Safety EMCA Environment Management & Coordination Act, 1999 EMP Environmental Management Plan ESMMP Environmental and Social Management & Monitoring Plan GoK Government of Kenya HIV Human Immuno-Virus HH Household IBRD International Bank for Reconstruction and Development NAMSIP ii SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final ILUT Interdisciplinary Land-use & Transportation Metropolitan Analysis KRC Kenya Railways Corporation KSH Kenya Shilling LN Legal Notice MoTIH&UD Ministry of Transport Infrastructure, Housing & Urban Development MoT Ministry of Transport NEMA National Environment Management Authority MRTS Mass Rapid Transit System/ Mass Rapid Transit Study MRT Mass Rapid Transit NAWASCO Nairobi City Water and Sewerage Company NaMSIP Nairobi Metropolitan Services Improvement Project NEMA National Environment Management Authority NIUPLAN Nairobi Integrated Urban Development Master Plan for the City of Nairobi NMR Nairobi Metropolitan Region NMT Non-Motorized Transport OSHA Occupational Safety & Health Act PCT Project Coordination Team PET Potential Evapo-transpiration PRSP Poverty Reduction Strategy Paper RE Resident Engineer STDs Sexually Transmitted Diseases VCT Voluntary Counselling and Testing NAMSIP iii SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final WRMA Water Resources Management Authority ToR Terms of Reference QW Quick Win NAMSIP iv SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final Table of Contents ACRONYMS ..........................................................................................................................ii Table of Contents ................................................................................................................. v List of Figures ...................................................................................................................... xii List of Tables ....................................................................................................................... xii EXECUTIVE SUMMARY .................................................................................................... xiv Introduction ......................................................................................................................... xiv Scope of the Project Report ............................................................................................... xiv Objectives of the Project Report Study .............................................................................. xiv Study Approach and Methodology ..................................................................................... xiv Public Consultation and Participation Process ...................................................................xv Policy, legal and regulatory framework .............................................................................. xvi Project Justification............................................................................................................. xvi Methodology and Baseline Information .............................................................................. xvi Findings from the Study..................................................................................................... xvii (i) Potential positive impacts anticipated ........................................................................... xvii (ii) Potential adverse impacts ............................................................................................ xvii (iii) Residual and cumulative impacts: .............................................................................. xviii Environmental and Social Management & Monitoring Plan............................................. xviii Project Cost and Duration .................................................................................................. xix Conclusion and Recommendations ....................................................................................xx CHAPTER ONE ................................................................................................................. 21 1 INTRODUCTION ........................................................................................................ 21 1.1 Project Background ................................................................................................ 22 1.1.1 Kenya Railways Corporation ...................................................................... 23 1.2 Project Description ................................................................................................. 24 1.3 The ESIA Report .................................................................................................... 25 NAMSIP v SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final 1.3.1 ESIA Justification and scope ...................................................................... 25 1.3.2 Terms of Reference (ToR) for the ESIA Process ....................................... 25 1.3.3 ESIA Objective............................................................................................ 26 1.4 ESIA Approach and Methodology .......................................................................... 27 1.4.1 Environmental Screening ........................................................................... 28 1.4.2 Environmental Scoping............................................................................... 30 1.4.3 Documentary Review ................................................................................. 30 1.4.4 Data collection procedure ........................................................................... 30 1.4.5 Site Assessment ......................................................................................... 31 1.4.6 Data analysis and impact prediction........................................................... 31 1.4.7 Detailed ESIA Report Activities .................................................................. 31 1.4.8 Stakeholders Consultations ........................................................................ 32 1.4.9 Socio-Economic Survey ............................................................................. 32 1.4.10 Impact Assessment and Mitigation Measures............................................ 33 1.4.11 Environmental and social Management and Monitoring Plan.................... 33 1.4.12 ESIA Output ................................................................................................ 33 1.4.13 Presentation of the report ........................................................................... 34 1.4.14 ESIA Study Team ....................................................................................... 34 CHAPTER TWO ................................................................................................................. 35 2 POLICY, LEGAL AND ADMINISTRATIVE POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK .................................................................................................................... 35 2.1 Government of Kenya Policy Framework .............................................................. 35 2.1.1 The Constitution of Kenya 2010 ................................................................. 35 2.1.2 The Urban Areas and Cities Act 2011 ........................................................ 37 2.1.3 The County Government Act 2012 ............................................................. 38 2.1.5 The Kenya Vision 2030 .............................................................................. 39 2.1.6 Nairobi metro 2030 ..................................................................................... 41 2.1.7 The Sustainable Development Goals ......................................................... 41 NAMSIP vi SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final 2.2 Legal and Regulatory Framework for Environment ............................................... 42 2.2.1 Sessional Paper No 1 of 1996 on Environment and Development ........... 42 2.2.2 National Environment Action Plan .............................................................. 43 2.2.3 Sessional Paper No 6 of 1999 .................................................................... 44 2.2.4 The Environment Management and Coordination Act No 8, 1999 and the relative Amendment Act No 5, 2015 .......................................................................... 45 2.2.5 Environmental Impact Assessment and Audit Regulations, 2003 ............. 47 2.2.6 Environmental Management and Coordination Act (Waste Management) Regulations, 2006 ...................................................................................................... 48 2.2.7 Environmental Management and Coordination Act (water quality) Regulation 2006 ......................................................................................................... 50 2.2.8 Air Quality Regulation, 2014 ....................................................................... 50 2.2.9 Environmental Management and Coordination Act (Noise and Excessive Vibrations Pollution Control) Regulations, 2009 ........................................................ 51 2.2.10 National Sand Harvesting Guidelines, 2007 .............................................. 52 2.3 Inter - Sectoral Laws Coordination in Environmental Protection ........................... 53 2.3.1 The Water Act , 2002.................................................................................. 53 2.3.2 The Water Resources Management Rules (2007) .................................... 53 2.3.3 Occupational Safety and Health Act OSHA, 2007 ..................................... 54 2.3.4 The Public Health Act (Cap. 242) ............................................................... 54 2.3.5 The Physical Planning Act (Cap. 286) ....................................................... 56 2.3.6 Way Leave Act Cap 292 ............................................................................. 56 2.3.7 The Building Code 2009 ............................................................................. 56 2.3.8 Public Roads and Roads of Access Act (Cap 399) .................................... 57 2.4 The Institutional Framework under EMCA 2015.................................................... 57 2.4.1 Public Complaints Committee .................................................................... 58 2.4.2 The Directorate of Nairobi Metropolitan Development ............................... 58 2.5 Guidelines .............................................................................................................. 59 NAMSIP vii SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final 2.5.1 Wastewater guidelines ............................................................................... 59 2.5.2 Noise guidelines ......................................................................................... 62 2.6 World Bank Environmental and Social Safeguard Policies ................................... 62 2.6.1 Environmental Assessment (OP 4.01) ....................................................... 65 2.6.2 Harmonization of both WB and GOK requirements for social and environmental sustainability....................................................................................... 65 CHAPTER THREE ............................................................................................................. 67 3 DESCRIPTION OF THE PROPOSED PROJECT ..................................................... 67 3.1 Introduction and project objectives ........................................................................ 67 3.2 Location of the project ............................................................................................ 68 3.3 Project description.................................................................................................. 69 3.4 Approach to Intermodal Facilities Design – Kahawa Commuter Rail Station ....... 69 3.5 Proposed structure ................................................................................................. 70 3.5.1 Improved access and visual linkage to the station ..................................... 70 3.5.2 Access to Thika Superhighway and Githurai 45 Estate ............................. 70 3.5.3 An intermodal area tailored to the Kahawa station function ...................... 70 3.5.4 Green corridor in the south ......................................................................... 71 3.5.5 New access to the Army Barracks ............................................................. 71 3.6 Operational Layout of Intermodal Facilities – Kahawa Commuter Rail Station .... 71 3.6.1 Architectural program ................................................................................. 71 3.6.2 Implementation Phases for Intermodal Facilities ....................................... 72 3.6.3 Module Function and Specifications........................................................... 72 3.6.4 Description of project’s construction activities............................................ 76 3.6.5 Description of the Project’s decommissioning activities............................. 77 3.7 Project justification ................................................................................................. 77 3.8 Construction period ................................................................................................ 78 3.9 Project cost............................................................................................................. 78 CHAPTER FOUR ............................................................................................................... 79 NAMSIP viii SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final 4 BASELINE INFORMATION ON THE PROJECT AREA ........................................... 79 4.1 Introduction............................................................................................................. 79 4.2 Project Location and Size ...................................................................................... 79 4.3 Political Units .......................................................................................................... 83 4.3.1 The County Government of Kiambu ........................................................... 83 4.3.2 Administrative jurisdiction ........................................................................... 84 4.3.3 Population and settlement patterns ............................................................ 84 4.4 Socio-economic profile of the study area .............................................................. 87 4.4.1 Population dynamics .................................................................................. 87 4.4.2 Housing demand......................................................................................... 88 4.4.3 Employment and Economic activities ......................................................... 88 4.4.4 Education .................................................................................................... 88 4.4.5 Development............................................................................................... 88 4.4.6 Land and land use ...................................................................................... 89 4.4.7 Infrastructure and Access e ........................................................................ 91 4.5 Physical Environment............................................................................................. 93 4.5.1 Climate ........................................................................................................ 93 4.5.2 Topography and Physiography .................................................................. 95 4.5.3 Drainage ..................................................................................................... 96 4.5.4 Hydrology .................................................................................................... 96 4.5.5 Geology and Soils....................................................................................... 96 CHAPTER FIVE ................................................................................................................. 98 5 PUBLIC PARTICIPATION AND CONSULTATION .................................................... 98 5.1 Introduction............................................................................................................. 98 5.2 Approach to Public Participation and Consultation ............................................... 98 5.2.1 Identification of Stakeholders ..................................................................... 98 5.2.2 Modalities of Consultation and Participation .............................................. 99 NAMSIP ix SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final 5.2.3 Residents Consultations ............................................................................. 99 5.2.4 Consultations with Secondary Stakeholders ............................................ 100 CHAPTER SIX .................................................................................................................. 103 6 ANALYSIS OF PROJECT ALTERNATIVES ............................................................ 103 6.1 Introduction........................................................................................................... 103 6.2 Relocation Option................................................................................................. 103 6.3 No Project Alternative ‘ZERO’.............................................................................. 103 6.4 Analysis of Alternative Construction Materials and Technology ......................... 104 6.4.1 Solid Waste Management Alternatives .................................................... 104 6.4.2 Fundamental Alternatives ......................................................................... 104 6.4.3 Incremental Alternatives ........................................................................... 105 6.4.4 Layout alternatives ................................................................................... 105 CHAPTER SEVEN ........................................................................................................... 106 7 ENVIRONMENTAL AND SOCIAL IMPACTS ........................................................... 106 7.1 Introduction........................................................................................................... 106 7.2 Methodology ......................................................................................................... 106 7.2.1 Impact Identification and Assessment ...................................................... 106 7.2.2 Steps of Impact Assessment .................................................................... 107 7.2.3 Impacts Rating Criteria ............................................................................. 107 7.3 Positive Impacts ................................................................................................... 110 7.3.1 Construction stage .................................................................................... 110 7.4 Negative Impacts ................................................................................................. 111 7.4.1 Impacts due to project Location ............................................................... 111 7.4.2 Construction stage .................................................................................... 112 7.4.3 Operational phase .................................................................................... 118 7.4.4 Decommissioning Activities ...................................................................... 119 CHAPTER EIGHT ............................................................................................................ 120 NAMSIP x SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final 8 MITIGATION MEASURES ........................................................................................ 120 8.1 Introduction........................................................................................................... 120 8.2 Positive Impacts and proposed enhancement measures.................................... 121 8.3 Negative Impacts and proposed mitigation measures ........................................ 122 CHAPTER NINE ............................................................................................................... 130 9 THE ENVIRONMENTAL & SOCIAL MANAGEMENT AND MONITORING PLAN .. 130 9.1 Significance of ESMMP ....................................................................................... 130 9.2 The Environmental and Social Management Plan .............................................. 130 9.2.1 Pre-construction and construction Phases ESMMP ................................ 131 9.2.2 Grievance redress Mechanisms (GRM) ................................................... 143 CHAPTER TEN ................................................................................................................ 144 10 CONCLUSION AND RECOMMENDATIONS .......................................................... 144 10.1 Conclusion ........................................................................................................ 144 10.2 Recommendation ............................................................................................. 145 REFERENCES ................................................................................................................. 147 ANNEXES......................................................................................................................... 149 NAMSIP xi SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final List of Figures FIGURE 3-1: MAP SHOWING KAHAWA WEST ESTATE BORDERS ............................................................................ 69 FIGURE 3-2: CONCEPT DESIGN FOR PROPOSED KAHAWA COMMUTER RAILWAY STATION.......................................... 76 FIGURE 4-1: KAHAWA AREA (SOURCE: GOOGLE MAPS) ..................................................................................... 81 FIGURE 4-2: KAHAWA ACTUAL RAILWAY STATION BUILDING................................................................................. 82 FIGURE 4-3: KAHAWA RAILWAY STATION AREA, VIEW 1 ...................................................................................... 82 FIGURE 4-4: KAHAWA RAILWAY STATION AREA, VIEW 2 ...................................................................................... 83 FIGURE 4-5: KIAMBU COUNTY LOCATION......................................................................................................... 84 FIGURE 4-6: STUDY AREA LOCATION................................................................................................................ 87 FIGURE 4-7: LAND USE IN THE PROPOSED PROJECT AREA ..................................................................................... 89 FIGURE 4-8: VIEW OF WATER VENDORS FERRYING WATER USING DONKEY-DRIVEN CARTS .......................................... 92 FIGURE 4-9: VIEW ASSORTMENT OF WASTE NEXT TO THE RAILWAY LINE ................................................................ 93 FIGURE 4-10; AVERAGE RAINFALL FOR KAHAWA TOWN ..................................................................................... 94 FIGURE 4-11; AVERAGE TEMPERATURE FOR KAHAWA TOWN, THE DATA FOR CHART ABOVE IS TAKEN FROM YEAR 2000 TO 2012 ............................................................................................................................................... 95 FIGURE 4-12 ELEVATION OF KAHAWA AT 16189 .............................................................................................. 96 FIGURE 7-1: VEGETATION IN THE QUICK-WIN AREA – SOURCE GOOGLE MAPS ....................................................... 114 FIGURE 7-2: VEGETATION IN THE QUICK-WIN AREA: TREES SITUATED BETWEEN THE RAILWAY TRACKS AND THE OLD RAILWAY STATION BUILDING............................................................................................................................. 115 FIGURE 7-3: VEGETATION IN THE QUICK-WIN AREA: FEW SMALL PLANTS AROUND THE RAILWAY TRACKS. .................... 115 List of Tables TABLE 2-1: ANALYSIS OF THE PROJECT TRIGGERS TO THE EMCA AND ITS TOOLS. ..................................................... 47 TABLE 2-2: MAXIMUM PERMISSIBLE NOISE LEVELS FOR CONSTRUCTION SITES (MEASUREMENT TAKEN WITHIN THE FACILITY) ....................................................................................................................................................... 52 TABLE 2-4: KENYA DISCHARGE GUIDELINES FOR WASTE WATER ........................................................................... 59 TABLE 2-5 COMPARISON BETWEEN WHO AND NEMA NOISE GUIDELINES........................................................... 62 TABLE 2-6: ANALYSIS OF POTENTIAL TRIGGERS TO WORLD BANK SAFEGUARDS POLICIES ........................................... 64 TABLE 3-1: DESIGN ADAPTABILITY OF INTERMODAL TRANSFER FOR 5 TO 20-YEARS HORIZON ..................................... 72 TABLE 3-2: BOQ SUMMARY.......................................................................................................................... 78 TABLE 4-1: RAILWAY STATION PROJECT AREA SQUARE METERS COUNT .................................................................. 80 TABLE 7-1: SEVERITY CRITERIA (NEGATIVE ENVIRONMENTAL IMPACTS) ............................................................... 108 TABLE 7-2: SEVERITY CRITERIA (NEGATIVE SOCIAL OR HEALTH IMPACTS) ............................................................. 109 TABLE 8-1: ANTICIPATED POSITIVE ENVIRONMENTAL AND SOCIAL IMPACTS FOR THE KAHAWA RAILWAYS STATION 121 NAMSIP xii SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final TABLE 9-1 :–ENVIRONMENTAL MANAGEMENT AND MONITORING PLAN ............................................................. 132 List of Annexes ANNEX 10-1: VIEW OF SOME OF THE STRUCTURES AT THE SITE........................................................................... 149 ANNEX 10-2: KAHAWA RAILWAY TRACK ........................................................................................................ 149 ANNEX 10-3: VIEW OF THE CURRENT KAHAWA RAILWAY STATION ..................................................................... 150 ANNEX 10-4: QUICK-WINS KAHAWA STATION PROJECT LAYOUT ........................................................................ 151 ANNEX 10-5: QUICK-WINS KAHAWA STATION. WATER SUPPLY ......................................................................... 152 ANNEX 10-6: QUICK-WINS KAHAWA STATION. DRAINAGE PROJECT ................................................................... 153 ANNEX 10-7: QUICK-WINS KAHAWA STATION. SEWERAGE PROJECT .................................................................. 154 ANNEX 10-8: QUICK-WINS KAHAWA STATION. PROJECT MODEL ....................................................................... 155 ANNEX 10-9: QUICK-WINS KAHAWA STATION. PROJECT AREA LAND USE DESTINATION. ......................................... 156 ANNEX 10-10 : SAMPLE CHANCE FIND PROCEDURES ............................................................................. 157 ANNEX 10-11: GRIEVANCE REDRESS PROCESS................................................................................................ 158 NAMSIP xiii SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final EXECUTIVE SUMMARY Introduction The Government of Kenya, through its implementing agency, the Ministry of Transport, Infrastructure, Housing and Urban Development (MTIHUD), has commissioned SGS and VDP Consultants to carry out preliminary and detailed engineering design of improvement of Kahawa Railway Station Quick Win (QW) Project. This Project Report gives the findings of the Environmental and Social Impact Assessment Study (ESIAs) undertaken as an integral part of the design process. The Project highlights salient social and environmental issues associated with the design, construction and operational aspects of the Kahawa Railway Station QW Project. Scope of the Project Report The Project Report has been prepared in line with the Environmental Impact Assessment (EIA) Regulation, as described under the Legal Notice 101 of June 2003, the Environmental Management and Coordination Act (EMCA), revised in 2015 and the World Bank Safeguard Policies. The Study Process leading to this Project Report was further designed to address client expectations as stipulated in the Terms of Reference (ToR). Objectives of the Project Report Study The purpose of the Study is to identify: environmental and social impacts associated with the proposed Kahawa Commuter Railway Station (CRS) Improvement QW Project, evaluate the possible positive and negative impacts related to the interventions and propose sustainable mitigation measures. Furthermore, one of the main objectives of the Study is to develop an appropriate Environmental and Social Monitoring and Management Plan (ESMMP) for the project sustainable development. Study Approach and Methodology The study approach is structured as required by the Environmental Impact Assessment and Audit Regulations. The approach identifies the possible impacts originated from the proposed Kahawa CRS project through an environmental scoping process based on the baseline conditions established during the field work and information obtained from the documents review. A detailed evaluation of the project area was undertaken to focus on significant environmental issues. Thecommunities living near the proposed CRS project coverage area were also involved during consultation meetings and participation processes to get their views and input on the proposed project. The tools that were used NAMSIP xiv SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final included questionnaires, site checklists, photography and discussions with stakeholders and host communities. The Environmental and Social Monitoring and Management Plan (ESMMP) comprising the impacts mitigation plan was then developed to guide environmental management during all phases of project development. Public Consultation and Participation Process Diverse approaches were applied in stakeholder engagement as follows:- Public Hearing Meetings: Some public hearing meetings were arranged for residents and traders within the traverse. The meetings were chaired by relevant County and Central Government Staff as the need arose. Consultative Forums: A Consultative forum bringing together the Consultant and Senior Staff of Kiambu County Government was arranged with the aim of agreeing on modalities for engagement between the County and the Consultant during the Project Design Process. On their part, the County Government identified and nominated staff who would provide focal points in respective departments of the County Administration. Discussions with the client: Following submission of the Inception and Feasibility Study Reports, consultative forums were held with the client during which, comments on the content, quality and focus of the environmental reports were made. Such comments have subsequently been used to update subsequent reports. Key Informant Interviews: Key informants to the Study especially stakeholders in Central and County Government were approached and met in respective offices where they were engaged on issues of interest to respective sectors. Essentially, concerns expressed by respective sectors contacted proved to be useful checklists in the analysis of impacts anticipated from railway station upgrading. Further, from discussion with key informants, it was possible to identify other stakeholders previously not appreciated by the Study Team and this helped to widen the consultation base and by extension, the checklists for impact identification. Outcome of the process: there were general consensus that the project will generate positive impacts such as creation of employment, increase of economic activity in the area and contribution to poverty reduction. However they were NAMSIP xv SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final concerns raised related to safety risks related to operation of heavy equipment during construction period and poor drainage at the site. To address the concern raised by the stakeholder mitigation measures have been provided in this report. The poor drainage has been addressed in the design of the project (annex 2-3 the layout of the drainage system that will be developed as part of the project.). The measures to mitigate safety risk include; provision of appropriate road safety signage, adherence to speed limits appropriate to the site, inspection of the equipment and training of operators on machine safety. Policy, legal and regulatory framework This Project Report has been developed to ensure that the proposed improvement of the Railway Station conforms to national policy aspirations towards securing sustainable development. Specifically, this Report is written in compliance with requirements of the Environmental Management and Coordination Act (EMCA), 2015 and the National Constitution. Section 58 of EMCA requires that all development proposed in Kenya are subjected to environmental assessment in line with the Second Schedule (of EMCA) and the Legal Notice 101 (Regulations for Environmental Assessment and Audit) of June 2003. The entire Study process has been designed to conform to the regulatory framework stipulated by the National Environmental Management Authority (NEMA) that will review and grant the environmental license to the development of this report. Project Justification Rapid urbanization has left Kenyan cities and towns with huge unmet demand for critical infrastructure and basic services. The uncoordinated growth has led to massive expansion of overcrowded and impoverished informal settlements, congestion at bus stops, and traffic jams due to lack of mass transport. NaMSIP is intended to improve services in the metropolitan area which are critical for economic development that include transport systems through provision of improved modern Commuter Rail Station (CRS) facilities to encourage people living within the area and especially the commuters from neighboring counties and Sub counties to assess faster and efficient mode of transport to and from Nairobi Central Business District (CBD) and to other regions connected to the Railway line. Methodology and Baseline Information The preparation of an Environmental and Social Impact Assessment Project report is a multidisciplinary process that requires use of various approaches and data collection methods. In this particular survey, public participation and consultation were widely used NAMSIP xvi SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final and the bottom-up approaches applied. Both scientific and social data collection methods were used and they included observation, photography, interviews and secondary data review of past studies. Findings from the Study (i) Potential positive impacts anticipated The core observation of this Study is that the proposed improvement of the railway station is aimed at opening up transportation sector by improving connectivity around the Nairobi Metropolitan. A more efficient railway service will allow a reduction in the use of private cars and thus an improvement of air quality in the metropolitan area. As such, the project in itself is already an activity in mitigation of an existing concern and this is the prime justification of the proposed investment. Other positive impacts of the project include;  potential to create short-term business and employment opportunities to both professional staff and workers during the design phase.  During construction phase, traders will benefit from opportunities to supply construction material, while locals will be employed for construction works.  Improved access to the towns and market centres;  Reduced travel time;  Improved human productivity through reduced travel time;  Reduction of road accidents;  Traders will also benefit through timely deliverly of their produce and services, thereby making them more competitive. (ii) Potential adverse impacts The railway station construction activities will introduce nuisances such as dust, noise, vibrations and fumes.. Social vices associated with influx of job seekers can disturb the social order and even lay the ground for escalation of HIV/AIDS cases whose impacts are likely to be prolonged in prevalence. The adverse impacts identified include;  Noise generated during construction;  Dust from construction activities and movement of vehicles;  Potential increase of soil erosion in the area;  Potential spread of sexually transmitted diseases (STDs) and HIV/AIDS as a result of in-migration by foreign workers; NAMSIP xvii SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final  Risks of injuries and fatal accidents to workers at work sites;  Gender inequality and sexual harassment;  Sanitation and solid waste disposal at the construction camps are issues that could also impact negatively on the environment;  Increase in solid waste by motorists and passengers, especially near bus stops and on road reserves,  Child labour issues (iii) Residual and cumulative impacts: The project has no residual or cumulative impacts as all can be effectively mitigated. The Contractor will however maintain close liaison with the core operators providers of power, water and other utilities to ensure that railway construction does not impair essential services to the town and County at large. Proposed mitigation measures  Dust emissions can be reduced during construction by dampening the all areas to be worked on;  Bumps and clearly marked warning signs should be installed at all access to the site to reduce incidences of accidents and to reduce dust levels;  The contractor should maintain the plant and equipment regularly according to the manufacturer’s specifications;  The contractor should ensure workers are provided with adequate and proper PPEs;  The contractor shall prepare a Solid Waste Management plan to be approved by the RE for proper management of solid and liquid waste at the site;  HIV/AIDS and STD awareness campaigns should be conducted at the worksites as well as in the settlements and trading centres near the construction site;  The contractor shall ensure that no child is employed at the site;  The contractor shall be required, to prepare and enforce a No Sexual Harassment and Non-Discrimination Policy, in accordance with national laws;  Diligence on the part of the contractor is essential in mitigating negative impacts, and therefore mitigation measures should be embedded in the conditions of contract. Environmental and Social Management & Monitoring Plan An Environmental and Social Management & Monitoring Plan has been developed for the project, where mitigation measures, design features, or actual impacts can be monitored NAMSIP xviii SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final to ensure environmental acceptability of the project during and after construction. This Report observes that the possible adverse impacts will manifest mainly at the Construction stage, therefore the mitigation effort will be strongly concentrated on the contract for construction. In some cases, monitoring can be done as part of routine or periodic maintenance, while other parameters, especially socio-economic or ecological impacts can only be effectively assessed in the longer term. Parameters that should be monitored during and after construction include:  efficiency of drainage structures;  soil conservation interventions;  sanitation at the site;  impact on public health (for example due to HIV/AIDS and STDs, dust and clean drinking water);  noise quality;  Air quality  Occupational Health and Safety;  Road safety along the access road to the railway station;  Child labour;  Sexual harassment and gender equity Moreover, this report requires that the ESMMP is integrated into the Design Report with appropriate allocation of funds in the Bills of Quantities. The contract for construction should bear clauses binding the contractor to implement impact mitigation as part of the civil works. The NaMSIP`s Project Coordination Team (PCT) will settle internal monitoring to evaluate environmental and social sensitivity at all stages of the project development. Document Disclosure The final ESIA shall be disclosed on the client’s website and the World Bank will also disclose these documents on the Infoshop. Project Cost and Duration The proposed project construction period will be 9 months and defect liability of 3 months respectively. The project is estimated to cost approximately: Kshs. 353,891,627.19 The cost of implementation of ESMP is approximated to be Kshs 8,899,720.00. NAMSIP xix SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final Conclusion and Recommendations The environmental and social assessment of the Project ascertains that the Project is unlikely to cause any significant environmental and social impacts. Most of the impacts are short and medium-term or temporary in nature and can be readily addressed by some embedded control measures in the engineering design of the Project as well as additional mitigation measures as suggested in the Environmental Management Plan. The Project received favourable support from local people and other stakeholders during consultations. Based on the ESIA project report, the proposed project is environmentally and socially stable and sustainable. It is the recommended that the projectProponent shall carry out annual environmental audits during construction and during its operation.. This will be in compliance with the Environmental Management and Coordination Act, EMCA of 1999 and the Environmental Impact Assessment and Audit Regulations, Legal Notice No. 101 of 2003. NAMSIP xx SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final CHAPTER ONE 1 INTRODUCTION The Nairobi Metropolitan Region (NMR) is in need of an efficient and coordinated urban spatial/land use and transport planning in order to improve the existing services and create more efficient ones considering the future population and travel growth. By 2030 the regional population is expected to be more than double to 13 million and the vehicle fleet to quintuple to approximately 2.6 million. To serve the high travel demand development a strong public transport system is necessary. Activities and policy frameworks create a new environment in the Nairobi Metropolitan Region (NMR) which requires e implementation of more interdisciplinary and sustainable urban planning. Of particular relevance to this study is the relationship of urban land use and accessibility in areas around proposed commuter rail stations. Current planning aims to introduce mass transit systems to the existing bus operations, and to greatly upgrade and expand the existing commuter rail services as the backbone of the system. These intentions have been reflected in plans developed by different agencies; in particular:  Mass Rapid Transit System Study (MRTS) / Ministry of Transport  Commuter Train Study (CTS) / Kenya Railways  Spatial Planning Concept Development Plan (SPC) / Nairobi Metropolitan Development Directorate  Project on Integrated Urban Development Master Plan for the City of Nairobi (NIUPLAN)  Nairobi City County  Two feasibility studies by carried out by the Ministry of Transport (MoT) and Kenya Railways Corporation (KRC) Since there was inadequate coordination between these studies, th Ministry of Transport engaged a consultant to review and integrate the objectives and plans of the previous work, particularly the MRTS and the CTS. The result was the Mass Rapid Transit System Harmonization Study. The Harmonization Study accepts NIUPLAN and SPC as the overall guide for government policy on urban growth and development, and becomes the policy guide on NAMSIP 21 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final regional urban mass transportation. The Harmonization Study prepared an analysis of the commuter rail (CR), BRT, LRT and MRT proposals using the travel demand forecasts from the NIUPLAN study and prepared assignments of public transportation demand specifically for the trunk elements of an integrated metropolitan public transportation system. Based on this, system development was proposed for short, medium terms mainly for BRT and CR, but longer term should be heavy Railway/Commuter Railway. In the meantime it was decided to prepare a plan for development of the Nairobi Central Railway Station, and plans and designs for the other commuter railway stations through new studies. Other studies and newly enacted laws for the urban and transport sectors have some relation to issues related to spatial development and metropolitan transportation. The above activities and policy framework creates a new environment in the Nairobi Metropolitan Region (NMR) which requires implementation of more interdisciplinary and sustainable urban planning. Of particular relevance to this study is the relationship of urban land use and accessibility in areas around proposed commuter rail stations. The World Bank assists Nairobi Area Metropolitan Services Improvement Project (NaMSIP) in providing support to various elements of Nairobi's urban development, including support for the Interdisciplinary Land-Use and Transportation (ILUT) Metropolitan Analysis with the Nairobi Metropolitan Region Study. ILUT is the first effort in Nairobi of integrating land use planning with the development of major transportation facilities and consideration of urban design. (Feasibility Study Report, 2015) 1.1 Project Background Through the efforts and studies to execute train transport development mandate in meeting commuter needs, Kenya Railways Cooperation identified commuter train stations as key input for socio-economic growth of the country. To address this problem the agency identified development and construction of stations and associated facilities as a method towards improving railway transportation. The proposed project areas lack commuter train stations, as a result embark and disembark from the train is haphazard posing security and safety challenges to the commuters. The agency also lose out in revenue collection as a result of the present mode of operation since ticketing is always at the main station while those boarding along the way evade paying and if they do the money can’t be accounted for. In addition, the system lacks ablution blocks, shops and solid waste disposal facility and as a result leads to uncontrolled waste disposal within the coaches. The demand for commuter train stations continues to increase, driven by the growing population, urbanization and technological development. Urbanization NAMSIP 22 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final particularly puts a strain on transport mode availability. The attainment of efficient and sustainable national transportation targets continue being a challenge and these calls for innovative approaches to improve service delivery. The Government of Kenya (GoK) has received funds from the World Bank for the development and management of Interdisciplinary Land-Use and Transport Metropolitan Analysis within the Nairobi Metropolitan Region (ILUT). The funding includes development of a commuter rail station component that will include preparation of 2030 detailed land-use plan concepts for 9 selected commuter rail (CR) stations within 1 km radius-study areas. As part of Kenya railways cooperation response to improved and efficient commuter rail transport, the agency resulted to designing and constructing commuter rail stations as well as associated civil works at different sites along the rail networks. From the Population Census Report of 2009, the population density of the beneficiary project area is varied. Target area has a high potential with high population density engaged in various economic activities mainly trade, industrialization and commercial activities. The potential benefits of train station will include revenue collection, safety of commuters and employment benefits.This Project, under NaMSIP, involves provision of new facilities and infrastructure improvements within/around selected commuter rail stations, in order to improve accessibility and functionality of these stations. The rehabilitation will be for ten commuter railway stations in three counties – Nairobi, Kiambu and Machakos – as shown below: St No. CR Station Location Lot 1 Ruiru (prototype station) Lot 2 Kahawa Kiambu County Lot 3 Githurai Lot 4 Kikuyu Lot 5 Mwiki Lot 6 Dandora Lot 7 Donholm Nairobi County Lot 8 Pipeline Lot 9 Embakasi Village Lot 10 Athi River Machakos County 1.1.1 Kenya Railways Corporation Kenya Railways was established by an Act of Parliament (Cap 397) of the Laws of Kenya and commenced operations on January 20, 1978. The overall mandate of the Corporation then was to provide a coordinated and integrated system within Kenya of rail and inland waterways transport services and inland port facilities. The Act was amended NAMSIP 23 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final through The Kenya Railways (Amendment) Act 2005 to make it possible for the Board of Directors to enter into concession agreements or other forms of management for the provision of rail transport services. Following this Amendment, Kenya Railways conceded railway operations to Rift Valley Railways Ltd (K) from November 1, 2006 for 25 years for freight services and 1 year for passenger services. 1.2 Project Description The proposed project is part of the Nairobi Metropolitan Service Improvement Project (NaMSIP) financed by the World Bank. The proposed Railway Station Improvement Project herein referred to as ‘quick win’ (QW) envisages to:  Improve circulation for all modes and provide easy and convenient access to the station;  Enhance access for non-motorized transit modes for a vibrant and safe CBD;  Raise the level of public services to national / local standards;  Provide adequate open spaces and environmental buffers;  Guide phased development / redevelopment with appropriate land-use, scale and design  Provide attractive and suitable urban icons and urban design linkages. The QW package contains the following standard modules:  Platform and waiting area  Ticketing booth  Turnstile rack  Automatic selling points  Administrative office  Paid toilets  Police office  Security gate  Enclosure and lighting  Pedestrian walkway  Access roads  Parking area  Landscaping  Utilities and access facilities NAMSIP 24 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final 1.3 The ESIA Report 1.3.1 ESIA Justification and scope The proposed Commuter train station intervention projects are expected to have an overall positive impact to the people and the environment. However, project construction phases and other civil associated works are anticipated to have environmental and social impacts that would require to be mitigated. Construction related project including commuter stations are listed in the second schedule of EMCA, as among project that should undergo EIA. The magnitude of the projects further justifies the EIA study to provide an environmental management plan (EMP) for integration into implementation process. In addition, the National Policy on building and construction as well as the building Act calls for environmental impact assessment on construction related projects for long-term sustainability and acceptability by the beneficiaries. The ESIA report has been conducted in Compliance with Environmental Impact Assessment Regulation as outlined under the Gazette Notice No. 56 of 13th June, 2003 established under the Environmental Management and Coordination Act (EMCA), 1999 of Kenya and repeal in 27th May 2015. All existing facilities, activities and programmes requires that an Environmental Impact Assessment is carried out at the planning stages of any proposed project undertaking that is likely to harm the environment to ensure that significant impacts on the environment are taken into consideration during the design, construction, operation and decommissioning of the proposed development. This ensures that significant impacts on the environment and the surrounding communities are taken into consideration at all times during the operations of the respective sites. The EIA study report includes an assessment of impacts of the construction and operations on the following:  A review of the policy, legal and administrative framework  Description of the proposed project  Baseline information (Biophysical and Socio-Economic environment)  Assessment of the potential environmental impacts of the proposed project on the biophysical, socio-economic and cultural aspects.  Development of the mitigation measures and future monitoring plans  Occupational Health and Safety –OHS. 1.3.2 Terms of Reference (ToR) for the ESIA Process NAMSIP 25 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final The following terms of reference for the proposed Kahawa Railway Station Improvement Project were used by the ESIA expert team.  Identification of both positive and negative impacts and the most appropriate interventions during construction and operation.  Collection of baseline socio-economic data of the proposed project area and potential impact expected from project construction, implementation and operation from existing secondary data sources.  Development of an environmental and social monitoring program (ESMMP) during construction and operation and presentation of plans to minimize, mitigate, or eliminate negative effects and impacts.  Description of implementation of ESMMP.  Identification and consultation with key stakeholders, facilitation of public consultation and conducting interviews with the proposed project beneficiaries.  Collection of secondary data.  Maintenance of all correspondences with NEMA relating to the ESIA including improvement orders in close consultation with the client.  Acquisition of an Environmental and Social Impact Assessment License from NEMA. 1.3.3 ESIA Objective The broad objective of this assessment is to identify potential environment and social impacts of the project and formulate recommendations to ensure that the proposed development takes into consideration appropriate measures to mitigate/minimize any adverse impacts through all phases of its implementation. The specific objectives of this ESIA are to:  Identify and assess all potential environmental and social impacts of the proposed project;  Identify all potential significant adverse environmental and social impacts of the project and recommend measures for mitigation;  Verify compliance with the environmental regulations and relevant standards;  Identify problems (non-conformity) and recommend measures to improve the environmental management system; NAMSIP 26 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final  Generate baseline data that will be used to monitor and evaluate the mitigation measures implemented during the project cycle;  Recommend cost effective measures to be used to mitigate against the anticipated negative impacts;  Prepare an Environmental Impact Assessment Report complaints to the Environmental Management and Coordination Act (1999) and the Environmental (Impact Assessment and Audit) Regulations (2003), detailing findings and recommendations.  Identify and quantify different categories of project-affected people (PAPs) who would require some form of assistance, compensation, rehabilitation or relocation.  Provide guidelines to stakeholders participating in the mitigation of adverse social impacts of the project. 1.4 ESIA Approach and Methodology During the screening activities the Consultant sets out to confirm whether or not this project falls within a category that requires EIA prior to commencement. In addition, other considerations during the screening process included a preliminary assessment of the environmental sensitivity of the areas along the train route; this comprised of a desk study involving the analysis of project maps and design, as well as literature review of previous studies on the proposed project. It was determined that infrastructure development activities (such as the development of the proposed commuter train station) are listed under Schedule 2 of EMCA, 1999 among projects requiring an EIA study. The project proponent therefore commissioned this study in line with the provisions of EMCA, 1999. The consultants used screening, scoping and detail analysis methodology for the ESIA study. The approach and methodology applied during the study enabled collection of both primary and secondary data. The consultant used both qualitative and quantitative methods to obtain the primary data. Qualitative data was obtained through filed visits/site walks, photography, and stakeholders’ consultation while quantitative data was obtained through the use of predefined questionnaires. The key activities undertaken during the assessment included the following:  Consultations with the key project stakeholder including the project proponent, community members, administrative authority, opinion leader and sub-county departmental heads. The consultations were based on the proposed project, site planning and the project implementation plan; NAMSIP 27 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final  Physical inspections of the proposed project area which included observation of available land marks, photography and interviews with the local residents;  Evaluation of the activities around the project site and the environmental setting of the wider area through physical observations and literature review;  Review of available project documents;  Report writing, review and submissions. The approach to this exercise was structured such as to cover the requirements under the EMCA, 2015 as well as the Environmental Impact Assessment and Audit Regulations, 2003. The ultimate goal of this approach was to identify impacts likely to result from the proposed Kahawa CRS project on the basis of the baseline conditions established during the field work and information obtained from the documents reviewed. For subjective predictions of the impacts, the site area was subjected to environmental scoping process. This was a process of evaluating the significance of the project impacts and possibilities of handling the same that led to this report. Detailed evaluation of the project area was being undertaken to focus on any significant environmental issues. The communities living within the proposed CRS project coverage area were interviewed during consultation meetings and participation processes. The tools that were used included questionnaires, site checklists, photography and discussions with stakeholders. Overall, the study was undertaken through the following stages. 1.4.1 Environmental Screening Screening process was undertaken to decide whether the proposed CRS project needed to be subjected to an ESIA study or not. Based on literature review, the proposed project falls under category 2 of projects to be subjected to EISA study as provided for by the second schedule of the Environmental Management and Coordination Act of 2015 and Category B under the World Bank Environmental and Social Safeguards Policies as defined in the Bank's Operational Procedures (OPs). ESIA is a process for predicting and assessing the potential environmental and social impacts of a proposed project, evaluating alternatives and designing appropriate mitigation, management and monitoring measures. The underlying key principles of an ESIA are that every person is entitled to a clean and healthy environment and he/she has a duty to enhance and safeguard the environment as provided for by the Environmental Management and Coordination Act, 2015 and the constitution of Kenya. The ESIA is both a planning and decision-making tool. As a planning tool, the ESIA presents methodologies and techniques for identifying, predicting and evaluating potential environmental impacts of NAMSIP 28 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final projects, policies, plans and programs in the project cycle (planning, implementation and decommissioning phases). The ESIA process presents decision-makers with the information necessary to determine whether or not a project should be implemented. NAMSIP 29 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final 1.4.2 Environmental Scoping The aim of this stage was to ensure that the ESIA study adequately addresses all the crucial issues of environmental and social concern to the decision-makers. This was done by narrowing down proposed CRS project issues to those requiring detailed analysis. The process involved dialogue with all project stakeholders so as to ensure that this aim was fulfilled. It also involved the collection of primary and secondary data. From an evaluation of this data, a rapid assessment of the project site and its surrounding areas was made. The key benefits of scoping include:  Enables early key stakeholders identification and engagement  Ensures that the assessment focuses on the key likely environmental and social impacts  Enables the early identification of existing data and data gaps 1.4.3 Documentary Review Various relevant documents were reviewed for a clear understanding of the terms of reference, environmental status of the project area, data on demographic trends (for the project area, the beneficiary areas and the adjoining towns and counties), land use practices in the affected areas (either as catchments, irrigation scheme, or the beneficiary areas), development strategies and plans (Local, National and International) as well as the policy, legal and institutional documents. The documents reviewed were:  Interdisciplinary Land-Use and Transport Metropolitan Analysis within the Nairobi Metropolitan Region (ILUT) Report which had Detailed Design Report for the Proposed CRS Project Sites.  Relevant Legal, Policy and Regulatory documents; EMCA, 2015  Nairobi Integrated Urban Development Master Plan for the City of Nairobi  Kenya National Bureau of Statistics, 2009 1.4.4 Data collection procedure Data collection started with a review of available project documents with a view to understanding the scope and focus of the proposed railway upgrading project. Simultaneously, planning reports, baseline reports were reviewed so as to provide an insight into the socio-environmental baseline of the project area. Preliminary opinions NAMSIP 30 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final formed from such literature review were re-validated during fieldwork undertaken on the ground. 1.4.5 Site Assessment A physical inspection of the ground (proposed site and their surrounding environment) was conducted. This was done with an aim of establishing the anticipated positive and negative impacts on the bio-physical environment (hydrology, climatic patterns and geology), socio- economic trends (population trends, settlement trends, economic patterns, cultural setting and linkages, land ownership issues, etc.) and the project affected persons (PAPs) and beneficiaries. Specific objectives of the field assessment included: 1. Obtaining any available information and data from the local public offices including environment, water, lands and agriculture. 2. Undertaking comprehensive consultative public participation exercises so as to reach a large section of the affected persons as well as other stakeholders. 3. Public consultations were also organized with the stakeholders on 13th and 18th June 2016. 4. Evaluating the environmental setting around the proposed site - observations were focused on the topography, land tenure, surface and ground water sources, public amenities, land cover, climate, flora and fauna, soils, etc. 5. Evaluate social, economic, physical and cultural settings in the entire project site. 1.4.6 Data analysis and impact prediction Upon data analysis, potential environmental impacts (both positive and adverse) were predicted based mainly on concerns raised by stakeholder and expert observations on the ground and available tools. The magnitude, significance, and acceptability of predicted impacts were evaluated with a view to determining whether observed adverse impacts are significant enough to warrant mitigation. Impacts were further screened for occurrence and significance of residual (those which cannot be mitigated satisfactorily) and cumulative impacts with a view to providing a basis of making recommendations on the way forward for the project. 1.4.7 Detailed ESIA Report Activities This assignment involved a series of activities carried out in liaison with the Client, relevant Government departments, local authorities, community groups and other NAMSIP 31 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final organizations in the area with a view to sharing their experiences and information with respect to environmental resources and social aspects. Effective evaluation of the social baseline status was achieved through interviews (consultative discussions) and physical inspection of the entire project area. The baseline conditions provided the starting point for the impacts predictions and benchmark for the mitigation measures. Details of the activities are listed under the terms of reference, and the outputs for each activity are outlined in the sub-sections below: 1. Review of the proposed Kahawa Commuter Rail Station project details. 2. Establishment of the current baseline conditions to provide a documented foundation for the impact predictions and a benchmark for the development of mitigation measures 3. Update of the legislative and regulatory requirements as a basis for drawing a compliance monitoring protocol for the construction and commissioning phases. 4. Environmental and social impacts assessments for the identification of significant impacts to the environment and the nearby communities. Types and levels of impacts as well as criteria for developing suitable mitigation measures were assessed. 5. Environmental and social management plan comprising of mitigation measures, authority responsible for monitoring and evaluating anticipated impacts, timeframes and environmental costs were developed. 1.4.8 Stakeholders Consultations It is a Government policy that beneficiaries and members of the public living near new or improvement project sites (both public and private) are consulted to seek their views and opinions regarding the projects before they are implemented. Consultative Public Participation is therefore an important process in ESIA studies. Interaction with the stakeholders and communities living around the project area was undertaken through public participation and consultation. Through this process, the stakeholders had an opportunity to contribute to the overall project design by making recommendations and raising any environmental and social concerns of the project. In addition, the process aimed at creatings a sense of responsibility, commitment and local ownership for smooth implementation of the project. 1.4.9 Socio-Economic Survey A socio-economic survey was undertaken in all the locations that will be affected/benefit from the project. The main tools of the survey were questionnaires and the sampling unit NAMSIP 32 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final included community members, station masters, ward administrators, chiefs and sub chiefs. The main aim of conducting interviews was to find out different opinions of people regarding the proposed project and anticipated impact it would have on the environment and the community at large. The total number of questionnaires that were issued to various community members was 13 and one was issued to the station master. The data collected was analyzed with the help of summaries made by SPSS software. The findings have been presented using charts, tables and graphs as shown on Chapter 5. 1.4.10 Impact Assessment and Mitigation Measures The primary function of an environmental impact assessment study is to predict and quantify potential impacts, assess and evaluate the magnitude and their importance to develop an Environmental and Social management plan to mitigate the impacts. Environmental impacts could be positive or negative, direct or indirect, local or regional and also reversible or irreversible. Assessment of impacts depends on the nature and magnitude of the activity being undertaken and also on the type of pollution control measures that are envisaged as part of the project proposal. For the proposed project, the anticipated impacts are divided into three components of the project: impacts based on Project Location, impacts during Construction phase, and impacts during De-commissioning and Operational phases. The identified positive and negative impacts of the project are presented in Chapter 7 of this report. 1.4.11 Environmental and social Management and Monitoring Plan The Consultants have developed an Environmental and social Management and Monitoring Plan (EMMP) to guide the project team in eliminating or reducing the project impacts to acceptable minimum/ standards. The EMMP is based on good environmental practices of project implementation and safety of the operations. The proposed EMMP can be improved through continuous monitoring and audits during project implementation. The plan is provided in a matrix form under EMP section of this report and it identifies the anticipated impact; proposes measures to be undertaken; states monitoring indicators; states the party to implement the measures or control the indicators and states the estimated cost likely to be incurred to undertake the measures. As part of the study output a monitoring and evaluation program was developed as a means for monitoring compliance during implementation of proposed mitigation measures and to ensure continuous generation of project data and information. 1.4.12 ESIA Output NAMSIP 33 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final  Final Environmental and Social Impact Assessment study report for approval by NEMA. 1.4.13 Presentation of the report The report is presented as outlined below: Chapter 1: Introduction of the project which include project Background, Scope of the ESIA Study, Study Methodology and Presentation of the report. Chapter 2: Gives the Policy, Legal and Regulatory Framework Policy, Legal, Institutional and Administrative Framework. Chapter 3: Project Description. Chapter 4: Baseline Information of the Study Area. Chapter 5: Outcome of the Public Participation and Consultation process. Chapter 6: Alternatives to the Project. Chapter 7: Identification of Potential Impacts and mitigation measures of the project. Chapter 8: Mitigation Measures of Potential Impacts of the Project. Chapter 9: Environmental and Social Management and Monitoring Plan (ESMMP) Chapter 10: Concludes the Project and recoups the core recommendations. 1.4.14 ESIA Study Team The study team composed of members from different professional disciplines. The team members included:  Environmental team leader  Design Engineer  Sociologist  Environmental support staff. NAMSIP 34 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final CHAPTER TWO 2 POLICY, LEGAL AND ADMINISTRATIVE POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK This chapter outlines the policy, legal, regulatory and institutional framework in Kenya particularly for environmental management, protection and assessment applicable to the proposed Kahawa Railway Project. The Project will be subject to laws, regulations, guidelines and standards of the Government of Kenya and international institutions (IFC/World Bank). Note that wherever any of the laws contradict each other, the Environmental Management and Coordination Act (EMCA) prevails. 2.1 Government of Kenya Policy Framework Applications of national statutes and regulations on environmental conservation suggest that the owner of any project has a legal duty and responsibility to discharge wastes of acceptable quality to the receiving environment without compromising public health and safety. This position enhances the importance of an EIA for the proposed extension project to provide a benchmark for its sustainable operation when it is finally commissioned. The Kahawa Railway Project complies with government policy framework by the act of the proponent conducting ESIA study before initiating any civil works on the project 2.1.1 The Constitution of Kenya 2010 The Constitution of Kenya, promulgated into law on 27 September 2010, is the supreme law of the Republic: It provides the broad framework regulating present and future development aspects of Kenya and along which all national and sectoral legislative documents are drawn. With regard to environment, Section 42 inside the Bill of Rights of the Constitution, states that: every person has the right to a clean and healthy environment, which includes the right to have the environment protected for the benefit of present and future generations through legislative and other measures; particularly those contemplated in Article 69; and to have obligations relating to the environment fulfilled under Article 70. Chapter 5 of the new constitution provides the main pillars on which the 77 environmental statutes are hinged and covers "Land and Environment" and includes the aforementioned articles 69 and 70. Part 1 of the Chapter dwells on land, outlining the principles informing land policy, land classification as well as land use and property. Part 2 of the Chapter directs focus on the environment and natural resources. It provides for a NAMSIP 35 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final clear outline of the state’s obligation with respect to the environment. The Cha pter seeks to eliminate processes & activities likely to endanger the environment. Article 69 states that the State shall:  Ensure sustainable exploitation, utilisation, management and conservation of the environment and natural resources, and ensure the equitable sharing of the accruing benefits;  Work to achieve and maintain a tree cover of at least ten percent of the land area of Kenya;  Protect and enhance intellectual property in, and indigenous knowledge of, biodiversity and the genetic resources of the communities;  Encourage public participation in the management, protection and conservation of the environment;  Protect genetic resources and biological diversity;  Establish systems on environmental impact assessment, environmental audit and monitoring of the environment;  Eliminate processes and activities that are likely to endanger the environment; and,  Utilise the environment and natural resources for the benefit of the people of Kenya. There are further provisions on enforcement of environmental rights as well as establishment of legislation relating to the environment in accordance to the guidelines provided in this Chapter. In conformity with the Constitution of Kenya 2010, every activity or project undertaken within the Republic of Kenya must be in tandem with the state’s vision for the national environment as well as adherence to the right of every individual to a clean and healthy environment. Section 70 provides for enforcement of environmental rights thus:-: 1. If a person alleges that a right to a clean and healthy environment recognised and protected under Article 42 has been, is being or is likely to be, denied, violated, infringed or threatened, the person may apply to a court for redress in addition to any other legal remedies that are available in respect to the same matter. 2. On application under clause (1), the court may make any order, or give any directions, it considers appropriate –– NAMSIP 36 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final (a) to prevent, stop or discontinue any act or omission that is harmful to the environment; (b) to compel any public officer to take measures to prevent or discontinue any act or omission that is harmful to the environment; or (b) To provide compensation for any victim of a violation of the right to a clean and healthy environment. (c) For the purposes of this Article, an applicant does not have to demonstrate that any person has incurred loss or suffered injury. Essentially, the New Constitution has embraced and provided further anchorage to the spirit and letter of the Environmental Management and Co-ordination Act (EMCA), 1999, whose requirements for environmental protection and management have largely informed Sections 69 through to 71 of the Document. In Section 72 however, the new constitution allows for enactment of laws towards enforcement of any new provisions of the Supreme Law. The Kahawa Railway station Project complies with the Constitution by proposing a framework in its ESIA on Social, Health, safety and environmental protection 2.1.2 The Urban Areas and Cities Act 2011 This law passed in 2011 provides legal basis for classification of urban areas (City) when the population exceeds 500,000; a municipality when it exceeds 250,000; and a town when it exceeds 10,000) and requires the city and municipality to formulate County Integrated Development Plan (Article 36 of the Act). Under Article 36, the integrated development plan so developed is required to be the central pillar in public administration of the city or municipality this forming the basis for:  the preparation of environmental management; preparation of valuation rolls for property taxation plans;  provision of physical and social infrastructure and transportation;  preparation of annual strategic plans for a city or municipality;  disaster preparedness and response;  overall delivery of service including provision of water, electricity, health, telecommunications and solid waste management; and  The preparation of a geographic information system for a city or municipality. The strategy plan as stated above denotes an annual plan to be adopted in the county assembly following the integrated development plan, and the Act requires the board of town committee to formulate the strategy plan soon after the adoption of the integrated development plan (Article 39). NAMSIP 37 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final The integrated development plan as stipulated in the Act has to reflect: I. vision for the long term development of the city or urban area; ii. An assessment of the existing level of development; iii. Any affirmative action measures to be applied; development priorities and objectives; iv. Development strategies which shall be aligned with any national or county sectoral plans and planning requirements; v. A spatial development framework; vi. Operational strategies; and vii. Applicable disaster management plans; viii. A regulated city and municipal agricultural plan; ix. A financial plan and; X. the key performance indicators and performance targets (Article 40). The integrated development plan thus formulated has to be submitted to the county executive committee, and the committee has to submit the plan to the county assembly with an opinion within 30 days (Article 41). The Urban Areas and Cities Act is thus a powerful strategic tool designed to inject order into the planning and management of urban areas. A CIDP for Nairobi as anticipated in the Urban Areas and Cities Act 2011 has been developed though a County Development Profile laying the groundwork for the CIDP was published in 2013-2017. The Profile identifies infrastructural / road development and upgrading as a high priority investment towards unlocking the County’s economic potential. Kahawa Railway Station Project complies with the urban area and other cities act its integrated in the County integrated Development plan through NaMSIP. 2.1.3 The County Government Act 2012 The County Government Act of 2012, which has been adapted to the Constitution’s State and County structure in relation to devolution, declares the County Integrated Plan to be central to the County’s administration and prohibits any public spending outside of the plan. The Act clarifies that the County Integrated Plan to be broken down into the NAMSIP 38 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final economic plan, physical plan, social environmental plan and spatial plan. Also, the Act states that the County Plan commands,  County integrated development plan  County Sectoral plans  County spatial plan  Cities and urban areas plans as stipulated by Urban Areas and Cities Act The act also stipulates that the County Government will be –responsible for functions stipulated in article 186 and assigned in the Fourth Schedule of the Constitution which includes control of air pollution, noise pollution, other public nuisances and outdoor advertising. The Proponent will ensure the project will be compliant with County Government Act 2012 by controlling all forms of pollution. Additionally an Environmental and Social Management/monitoring plan has been provided in this report with measures for mitigating potential environmental pollution anticipated from the development of the project. 2.1.4 HIV/AIDS Prevention and control Act (Act No. 14 of 2006) Part 11, Section 7 of the Act requires that HIV and AIDs education be carried out at the work-place. The government is expected to ensure the provision of basic information and instruction on HIV and Aids prevention and control to: - (I) Employees of all government ministries, departments, Authorities, and other agencies and employees of private and informal sectors. (ii) The information on HIV/AIDS is expected to be treated with confidentiality at the work place and positive attitude towards infected employees. In allocating contractors to the Kahawa Railway Station Project, the proponent should ensure that the contractor offers such training to the worker as provided by law. 2.1.5 The Kenya Vision 2030 Kenya Vision 2030 is the country's development programme from 2008 to 2030. It was launched on 10 June 2008 by President Mwai Kibaki with the aim to help transform Kenya into a newly industrializing, middle-income country with a consistent annual growth of 10 % by 2030. Developed through an all-inclusive and participatory stakeholder consultative process, involving Kenyans from all parts of the country, the Vision is based on three "pillars": Economic, Social, and Political. The 2030 goal for urban areas, to reach “a well-housed population living in an environmentally-secure urban environment in particular, will be achieved by bringing basic infrastructure and services namely roads, street lights, water and sanitation facilities, storm water drains, NAMSIP 39 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final footpaths, and others. It is likewise important the promotion of: environmental conservation and pollution and waste management, through the application of the right economic incentives in development initiatives. Under the first Medium-Term Plan (MTP-1) (2008-12) of Kenya’s Vision 2030 strategy, significant efforts were made to promote growth and preserve sound economic policies under challenging circumstances. While reforms were being implemented across the board during 2008-12, the biggest achievements under MTP-1, as noted in the MTP-2, were in improving infrastructure as well as some social indicators, such as school enrolment rates. Though short of the targets set in MTP-1, average annual GDP growth reached 3.8 percent despite the impact of repeated droughts, high international commodity prices, the global financial and economic crisis, and political uncertainty in the run up to the 2013 general elections. Furthermore 2.7 million jobs were created between 2008 and 2012 compared with an objective of 3.3 million. Kenya’s second Medium Term Plan (MTP-2) covers the 2013-2017 period. It seeks to build on the successes of the MTP 1, including macroeconomic stability, the enactment of the 2010 Constitution, infrastructure development, the growth of the services sector, and improved access to education. At the same time, it recognizes remaining challenges, including a low and declining share of manufacturing, low agricultural productivity, high energy costs, a still limited transport infrastructure, a narrow export base, and major economic and social disparities across the country. The MTP-2 aims to continue the positive trend in areas where substantial progress was achieved, as well as to increase attention on areas where progress was slower while keeping the same priority sectors. The overall objectives of the MTP-2 are to accelerate growth to reach double-digit levels, to create jobs for the Kenyan youth, and to further reduce the still high poverty levels. The key thematic areas that seek to describe how these objectives will be achieved are: (i) the foundations for national transformation, which cover a broad range of areas including infrastructure, information technology, employment policies, land reform, ending drought emergencies, public sector reform, and national security; (ii) the economic pillar, which identifies the seven sectors that are expected to spur faster growth; (iii) the social pillar; and (iv) the political pillar. By promoting investment in the priority sectors identified under the Economic Pillar2, Vision 2030 seeks to achieve and sustain annual GDP growth rate at 10% up to 2030 NAMSIP 40 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final and thereby generating resources required to address other SDGs. This creates the urgent need of investing in both Flagship Projects and requisite infrastructure. The realization of Kahawa station is a step towards realizing the Vision 2030 as provision of effective and efficient means of transportation to the residents of the project area. 2.1.6 Nairobi metro 2030 Nairobi Metro 2030 was developed in the year 2008 to provide a guide for the NMR play its role in the National growth strategies under the Kenya Vision 2030. It is a transitional document that brings into focus challenges faced under urban growth and development. The document provides forum to achieve sustained rates of economic growth necessary for successful economic and social development. The Metro 2030 provides links with the Central Government through Kenya Vision 2030 and other development plans as well as seeking to strengthen the Local Authorities as part of the devolvement of power and recognizing need for ensuring efficient and effective management of resources at the grassroots. Nairobi Metro 2030 carries the vision for Nairobi Metropolitan Region to be a World Class African Metropolis supportive to the overall national agenda under the Kenya Vision 2030. The agenda to achieve this vision is the need to enhance mechanisms for economic growth, employment creation, improved lifestyles and improved infrastructure. Therefore Kahawa Railway Station Project contributes to the Nairobi Metro 2030 by providing an efficient transportation alternative. 2.1.7 The Sustainable Development Goals The 2030 Agenda comprises 17 new Sustainable Development Goals (SDGs), or Global Goals, which will guide policy and funding for the next 15 years, beginning with a historic pledge to end poverty. The concept of the SDGs was born at the United Nations Conference on Sustainable Development, Rio+20, in 2012. The objective was to produce a set of universally applicable goals that balances the three dimensions of sustainable development: environmental, social, and economic. The Global Goals replace the Millennium Development Goals (MDGs), which in September 2000 rallied the world around a common 15-year agenda to tackle the indignity of poverty. NAMSIP 41 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final The MDGs established measurable, universally-agreed objectives for eradicating extreme poverty and hunger, preventing deadly but treatable disease, and expanding educational opportunities to all children, among other development imperatives. The MDGs drove progress in several important areas:  Income poverty  Access to improved sources of water  Primary school enrollment  Child mortality With the job unfinished for millions of people—we need to go the last mile on ending hunger, achieving full gender equality, improving health services and getting every child into school. Now we must shift the world onto a sustainable path. The Global Goals aim to do just that, with 2030 as the target date. This new development agenda applies to all countries, promotes peaceful and inclusive societies, creates better jobs and tackles the environmental challenges of our time— particularly climate change. Nationally, the GOK has taken bold steps to domesticate the SDGs as illustrated by: i) Investment in the Poverty Reduction Strategy Paper (PRSP) process through which participatory mapping of poverty incidence at both District and National Level was undertaken, ii) Implementation of the Economic Recovery Strategy for Wealth and Employment Creation, and iii) Implementation of projects that directly confront specific aspects of the SDGs. By anchoring the Economic Pillar of Vision 2030 which seeks to generate resources needed to address SDGs, implementation development of improving this railway station project is attuned to the national and indeed global agenda for economic and social development. Kahawa Railway Station Project contributes to the Sustainable Development Goals by providing an affordable means of transport, easing the traffic pressure put on the existing road transportation network in Nairobi and the subsequent decongestion of the Nairobi city traffic. 2.2 Legal and Regulatory Framework for Environment 2.2.1 Sessional Paper No 1 of 1996 on Environment and Development This is the official statement on national policy on environment and was released in 1996 following recommendations of the National Environment Action Plan (NEAP) of 1994. NAMSIP 42 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final The NEAP process had been launched earlier in 1992 following the Country’s participation in the United Nations Conference on Environment and Development (UNCED) in Rio de Janeiro during which Kenya alongside other nations became a signatory to Agenda 21 which called on all nations to pay closer attention to environmental management at national level. Through this Sessional Paper, the Kenya Government guarantees every citizen the right to a clean and healthy environment and commits to pursue a policy strategy of integrating environmental sensitivity into national development planning process. The broad policy objectives of the Sessional Paper No I of 1996 areas listed below:  Optimal use of natural land and water resources in improving the quality of human environment;  Sustainable use of natural resources to meet the needs of the present generations while preserving their ability to meet the needs of future generations;  Integration of environmental conservation and economic activities into the process of sustainable development;  Meeting of national goals and international obligations by conserving bio- diversity, arresting desertification, mitigating effects of disasters, protecting the ozone layer and maintaining an ecological balance on earth.  Among other provisions, Sessional Paper No. 1 of 1996 also sets out sectoral priorities for environmental sustainability which in most cases have been operationalized through formulation of guidelines for quality and environmental management in respective sectors. The Environment Management and Coordination Act (EMCA, 2015) has since been enacted to secure implementation of the national policy on environment. Natural resources will be highly utilized during construction phase and the biodiversity will be tampered with hence the need to adhere to the policy. 2.2.2 National Environment Action Plan Sessional Paper No 1 of 1996, as the official statement on national policy on environment, was released in 1996 following recommendations of the National Environment Action Plan (NEAP) of 1994. The NEAP process had been launched earlier in 1992 following the Country’s participation in the United Nations Conference on Environment and Development (UNCED) in Rio de Janeiro during which Kenya NAMSIP 43 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final alongside other nations became a signatory to Agenda 21 which called on all nations to pay closer attention to environmental management at national level. The 2013 revised National Environment Plan policy is: better quality of life for present and future generations through sustainable management and use of the environment and natural resources. The objectives of this Policy are to: (a) Provide a framework for an integrated approach to planning and sustainable management of Kenya’s environment and natural resources. (b) Strengthen the legal and institutional framework for good governance, effective coordination and management of the environment and natural resources. (c) Ensure sustainable management of the environment and natural resources, such as unique terrestrial and aquatic ecosystems, for national economic growth and improved livelihoods. (d) Promote and support research and capacity development as well as use of innovative environmental management tools such as incentives, disincentives, total economic valuation, indicators of sustainable development, Strategic Environmental Assessments (SEAs), Environmental Impact Assessments (EIAs), Environmental Audits (EA) and Payment for Environmental Services (PES). (e) Promote and enhance cooperation, collaboration, synergy, partnerships and participation in the protection, conservation, sustainable management of the environment and natural resources. (f) Ensure inclusion of cross-cutting and emerging issues such as poverty reduction, gender, disability, HIV&AIDS and other diseases in the management of the environment and natural resources. (g) Promote domestication, coordination and maximisation of benefit t from Strategic Multilateral Environmental Agreements (MEAs). 2.2.3 Sessional Paper No 6 of 1999 The goal of this policy paper is to harmonize environment and development goals to ensure sustainability. It provides comprehensive guidelines and strategies for NAMSIP 44 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final government action regarding the environment and development. The key policy objectives of this paper include:  Ensuring that all development projects at the inception stage and programs, as well as policies consider environmental considerations.  Ensuring that an EIA report is prepared for any undertaking or development project before implementation.  Coming up with effluent treatment standards that will conform with acceptable health guidelines  It‘s important to note that issues of waste water management and human settlements are given prominence and therefore, the policy recommends re-use and recycling of residues i.e. waste water, use of low waste generation technologies and increasing public awareness on benefits of a clean environment. It also recognizes the role of stakeholders in all these initiatives within their localities.  The paper encourages better planning in rural and urban areas in provision of needs i.e. water, drainage system, waste disposal facilities et al. The planning stage of the project has put all this into consideration whereby the waste generated will be recycled/re-used or dumped to designated dumping sites to ensure a healthy and clean environment is maintained. 2.2.4 The Environment Management and Coordination Act No 8, 1999 and the relative Amendment Act No 5, 2015 The Environment Management and Co-ordination (Amendment) Act 2015 No 5 of 2015 was effective on the 17th June 2015 to amend the Environmental Management and Co- ordination Act 1999. The Act has aligned EMCA Act 1999 with the Constitution of Kenya (2010) to include new structures that the Constitution of Kenya 2012 created particularly entrenchment of county government in environment and natural resource management. The EMCA is an act of Parliament that provides for the establishment of an appropriate legal and institutional framework for the management of the environment and for matters connected therewith and incidental thereto. The Act further aims to improve the legal and administrative co-ordination of the diverse sectoral initiatives in the field of environment so as to enhance the national capacity for its effective management. In addition Act seeks to harmonize all the 77 sector specific NAMSIP 45 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final legislation touching on the environment in a manner designed to ensure protection of the environment. As the principal environmental legislation in Kenya, EMCA sets the legal framework for environmental management basically as follows:- Part II of the Act states that every person in Kenya is entitled to a clean and healthy environment and has the duty to safeguard and enhance the environment. In order to ensure the achievement, part VI of the same Act directs that any proponent of a new project, activity or operation should undertake an Environmental Impact Assessment (EIA) and a report prepared for submission to the National Environmental Management Authority (NEMA), who in turn may issue a license as appropriate; while projects already in place will undertake annual Environmental Audits (EA). Section 58 of the Environmental Law requires that notwithstanding any approval, permit or license under this Act or any other law in force in Kenya, any person being a proponent of a project, shall before financing, commencing proceeding with carrying out, executing or conducting or causing to be financed, commenced, proceed carried out, executed or conducted by another person for any undertaking specified in the second schedule to this Act, submit a project report to the Authority in the prescribed form, giving the prescribed information and shall be accompanied by the prescribed fee. Section 68 and 69 of EMCA requires all on-going projects to conduct an EA with a view to finding out if the processes and activities have any negative impacts on the environment and to propose any mitigation measures to counter such impacts .EA are further expounded in Regulation 35 (1) and (2) of Legal Notice 101 of June 2003. Under EMCA 2015, NEMA has gazetted legal tools that govern how EIAs are conducted and general environmental protection. These guidelines are captured in the Contracts for Construction to ensure that contractors are legally bound to undertake mitigation alongside general construction work. Under EMCA, NEMA has gazetted legal tools that govern conduct of EIAs and general environmental protection. The Proposed project by the NaMSIP falls under the requirement of this Act, and has been screened against these tools with results that (table below) five of the tools will be triggered. NAMSIP 46 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final Table 2-1: Analysis of the Project triggers to the EMCA and its tools. Legal Tool Status Trigger mechanism EIA and Audit regulations Triggered EIA Study has to conform to these rules Waste Management Rules Triggered Construction likely to generate solid waste Water Quality rules Triggered Water for construction will be drawn from rivers or other sources and have to adhere to ensuring water quality is observed Conservation of Not triggered These regulations focus more on benefit sharing in biodiversity conservation. Biodiversity regulations National Sand Harvesting Triggered Construction works will require concrete mixture which shall include sand Rules Environmental Management Triggered Both construction activities and and Coordination (Noise and construction equipment likely to generate Excessive Vibration Pollution) noise (Control) Regulations, 2009 Legal Notice No. 61: Air Quality Regulation (2014) Triggered Both construction activities and construction equipment likely to generate air pollution In particular, specifications of these guidelines would require to be captured in the Contracts for Construction to ensure that contractors are legally bound to undertake mitigation alongside general construction work. The EMCA Tools likely to be triggered by the proposed construction of the railway station are briefly reviewed below. 2.2.5 Environmental Impact Assessment and Audit Regulations, 2003 Environmental impact Assessment (EIA) is a tool for environmental conservation and has been identified as a key component in new project implementation. At the national level, Kenya has put into place necessary legislation that requires EIA be carried out on every new project, activity or programme (EMCA), and a report submitted to the National Environmental Management Authority (NEMA) for approval and issuance of relevant certificates. These Regulations provide procedures for conducting an EIA study and NAMSIP 47 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final detail the parameters to be evaluated during the study. It also provides guidelines on the payment of the EIA license fees, conducting environmental audits and development of project monitoring plans. In particular, specifications of these guidelines indicate that no proponent should implement a project which can have a negative environmental impact. This ESIA report has been undertaken in accordance with the Environment (Impact Assessment and Audit) regulation 2003, which operationalizes the Environment Management & Coordination Act (EMCA) 1999 and its subsequent amendment, the Environmental Management and Coordination Act (Amendment), 2015. The report is prepared in conformity with the requirements stipulated in the Act and its amendment and the Environmental Impact Assessment and Audit regulations 2003 regulation7 (1) and the second schedule. 2.2.6 Environmental Management and Coordination Act (Waste Management) Regulations, 2006 The regulations provide details on management (handling, storage, transportation, treatment and disposal) of various waste streams including:  Domestic waste  Industrial waste,  Hazardous and toxic waste  Pesticides and toxic substances  Biomedical wastes  Radioactive waste Regulation No.4 (1) makes it an offence for any person to dispose of any waste on a public highway, street, road, recreational area or in any public place except in a designated waste receptacle. Regulation 5 (1) provides categories of cleaner production methods that should be adopted by waste generators in order to minimize the amount of waste generated and they include: i) Improvement of production process through:  Conserving raw materials and energy  Eliminating the use of toxic raw materials and waste  Reducing toxic emissions and wastes NAMSIP 48 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final ii) Monitoring the product cycle from beginning to end by:  Identifying and eliminating potential negative impacts of the product  Enabling the recovery and re-use of the product where possible  Reclamation and recycling iii) Incorporating environmental concerns in the design and disposal of a product. The Proponent shall ensure that the main contractor adopts and implements all possible cleaner production methods during the construction phase of the project. Regulation 6 requires waste generators to segregate waste by separating hazardous waste from non- hazardous waste for appropriate disposal. Regulation 14 (1) requires every trade or industrial undertaking to install at its premises anti-pollution equipment for the treatment of waste emanating from such trade or industrial undertaking. Regulation 15 prohibits any industry from discharging or disposing of any untreated waste in any state into the environment. Regulation 17 (1) makes it an offence for any person to engage in any activity likely to generate any hazardous waste without a valid Environmental Impact Assessment license issued by NEMA. Regulation 18 requires all generators of hazardous waste to ensure that every container or package for storing such waste is fixed with a label containing the following information:  The identity of the hazardous waste  The name and address of the generator of waste  The net contents  The normal storage stability and methods of storage  The name and percentage of weight of active ingredients and names and percentages of weights of other ingredients or half-life of radioactive material  Warning or caution statements which may include any of the following as appropriate. - the words "WARNING" or "CAUTION"; - the word "POISON" (marked indelibly in red on a contrasting background; - The words "DANGER! KEEP AWAY / NO ENTRY FOR UNAUTHORIZED PERSONS"; NAMSIP 49 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final - A pictogram of a skull and crossbones. Regulation 19 (1) requires every person who generates toxic or hazardous waste to treat or cause to be treated such hazardous waste. During the construction phase of the project, the Proponent shall ensure that the main contractor implements the above mentioned measures as necessary to enhance sound environmental management of waste. 2.2.7 Environmental Management and Coordination Act (water quality) Regulation 2006 The Regulations provides for sustainable management of water resources including prevention of water pollution and protection of water sources (lakes, rivers, streams,' springs, wells and other water sources). It is an offence under Regulation No.4 (2), for any person to throw or cause to flow into or near a water resource any liquid, solid or gaseous substance or deposit any such substance in or near it, as to cause pollution. Regulation No. 11 further makes it an offence for any person to discharge or apply any poison, toxic, noxious or obstructing matter, radioactive waste or other pollutants or permit the dumping or discharge of such matter into the aquatic environment unless such discharge, poison, toxic, noxious or obstructing matter, radioactive waste or pollutant complies with the standards for effluent discharge into the environment Regulation No. 14 (1) requires every licensed person generating and discharging effluent into the environment to carry out daily effluent discharge quality and quantity monitoring and to submit quarterly records of such monitoring to the Authority or its designated representatives. The proponent will have to ensure that appropriate measures to prevent pollution of underground and surface water sources are implemented throughout the project cycle. 2.2.8 Air Quality Regulation, 2014 This regulation is referred to as “The Environmental Management and Coordination (Air Quality) Regulations, 2014�. The objective is to provide for prevention, control and abatement of air pollution to ensure clean and healthy ambient air. It provides for the establishment of emission standards for various sources, including as mobile sources (e.g. motor vehicles) and stationary sources (e.g. industries) as outlined in the Environmental Management and Coordination Act, 1999. It also covers any other NAMSIP 50 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final air pollution source as may be determined by the Minister in consultation with the Authority. Emission limits for various areas and facilities have been set. The Regulations prohibits the Proponent from:  Acting in a way that directly or indirectly cause or may cause air pollution to exceed levels set out in the second Schedule to the Regulations  Allowing particulates emissions into the atmosphere from any source not listed in the six schedule of the Regulations  Causing ambient air quality in controlled areas (listed in Schedule Thirteen) to exceed those stipulated under second Schedule.  Allowing (during construction and demolition) emission of particulate matter above the limits stipulated in second Schedule  Causing or allowing stockpiling or storage of material in a manner likely to cause air pollution  Causing or allowing emissions of oxides of nitrogen in excess of those stipulated in the eleventh Schedule of the Regulation The Proponent shall observe policy and regulatory requirements and implement the mitigation measures proposed in this document in an effort to comply with the provisions of these Regulations on abatement of air pollution. 2.2.9 Environmental Management and Coordination Act (Noise and Excessive Vibrations Pollution Control) Regulations, 2009 The regulations define noise as any undesirable sound that is intrinsically objectionable or that may cause adverse effects on human health or the environment. The regulations prohibit any person from making or causing to be made any loud, unreasonable, unnecessary or unusual noise which annoys, disturbs, injures or endangers the comfort, repose, health or safety of others and the environment. Article 13 2(d) of the regulations allows for construction work at night for public utility construction, construction of public works, projects exclusively relating to roads, bridges, airports, public schools and sidewalks, provided noise generated is not caused within a residential building or across a residential real property boundary where such noise interferes with the comfort, repose, or safety of the members of the public. The second Schedule of the Regulations provides for the maximum permissible level of noise at construction sites. NAMSIP 51 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final Table 2-2: Maximum permissible noise levels for construction sites (measurement taken within the facility) Maximum Noise level permitted (leq) in dB Facility (A) Day (6.01am-6.00pm) Night (6.01 pm- 6.00am) (i) Health facilities, educational 60 35 institutions, homes for disabled and residential areas (ii) Residential 60 35 (iii) Areas other than those prescribed 75 65 in (i) and (ii) Under section 15, the Regulations require the Proponent during EIA studies to:  Identify natural resources, land uses or activities which may be affected by noise or excessive vibrations from construction or demolition;  Determine the measures which are needed in the plans and specifications to minimize or eliminate adverse construction or demolition noise or vibration impacts  Incorporate the needed abatement measures in the plans and specifications. It is anticipated that the proposed project will generate noise and/or vibration during the construction phase, that will originate from the construction equipment, vehicles and the workers since the railway station neighbours homesteads and institutions in some sections and it is therefore recommended that the construction team develops mitigations to reduce noise propagation in the project area. The provisions of this Act will be applied by the Proponent in the management of the project where the contractor will be required to adhere to the provisions of this regulations. 2.2.10 National Sand Harvesting Guidelines, 2007 These Guidelines apply to all sand harvesting activities in Kenya to ensure sustainable utilization of the sand resource and proper management of the environment. Among key features, the guidelines empower respective DECs to regulate sand harvesting within areas of jurisdiction implying that, sand should only be sourced from approved sites and by approved dealers. NAMSIP 52 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final The project will commit to the fulfillment of the guidelines. 2.3 Inter - Sectoral Laws Coordination in Environmental Protection In recognition that EMCA is an umbrella law coordinating diverse sectoral statutes all of which are still in force, Legal Notice 101 of EMCA requires that the respective sectors be consulted as Lead Agencies in making decisions pertaining to environmental assessment for projects in respective sectors. This is to ensure that NEMA does not approve projects that contradict sector policies and legislation. In conformity with this requirement, we have screened the proposed development against most relevant statutes to map out the potential triggers. And in sections below, we highlight such sectoral laws and policies likely to be triggered by the proposed rail project. 2.3.1 The Water Act , 2002 The Act vests the water in the State and gives the provisions for the water management, including irrigation water, pollution, drainage, flood control and abstraction. It is the main legislation governing the use of water. The proposed project shall require some quantities of water during the construction phase and generation of equally large volumes of surface run-off during operations. The water supplied by the local water provider and local rivers might be the sources of water for construction. The rivers near the railway station will be receiving bodies for the surfaces run-off, as all the drainage systems shall be designed to discharge into them. The contractor shall ensure that there will be no pollution to the nearby rivers and streams, and will seek the necessary permits to abstract the water from the rivers, or any other sources, and shall abide by the conditions attached to the permit(s). 2.3.2 The Water Resources Management Rules (2007) These Rules are described in Legal Notice Number 171 of the Kenya Gazette Supplementary Number 52 of 2007. They apply to all water resources and water bodies in Kenya, including all lakes, water courses, streams and rivers, whether perennial or seasonal, aquifers, and shall include coastal channels leading to territorial waters. The Water Resources Management Rules empower Water Resources Management Authority (WRMA) to impose management controls on land use falling under riparian land. It also enables any person with a complaint related to any matter covered by these rules to the appropriate office in WRMA as per the Tenth Schedule which provides a format for report on complaints. NAMSIP 53 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final WRMA is to reply to the complainant with “copies to all other relevant parties within twenty one days of receiving the complaint, starting with what action is being taken, the position of the Authority on the matter and any recommendation to the complainant.� The contractor shall seek the necessary permits to abstract the water from the rivers, or any other sources, and shall abide by the conditions attached to the permit(s). The contractor/proponent will adhere to the provision of this regulation by obtaining relevant water permit from WRMA or consult with the Nairobi Water and Sewerage Company (NAWASCO) for its water sources. 2.3.3 Occupational Safety and Health Act OSHA, 2007 The Occupational Safety and Health Act, 2007, is an Act of Parliament to provide for the safety, health and welfare of all workers and all persons lawfully present at workplaces, to provide for the establishment of the National Council for Occupational Safety and Health and for connected purposes. The Act applies to all workplaces and workers associated with it; whether temporary or permanent. The main aim of the Act is to safeguard the safety, health and welfare of workers and non-workers. Part 9 states that the occupier or employer shall establish a health and safety committee where twenty or more people are employed and such an employee shall prepare a written statement of his general policy with respect to the safety and health at the work place. Further, the occupier shall prepare annual safety and health audits by a qualified person. The contractor shall adhere to all Sections of the Act as it relates to this project, such as observing safety guidelines, provision of protective clothing, clean water, and insurance cover are observed so as to protect all from work related injuries or other health hazards. 2.3.4 The Public Health Act (Cap. 242) The Public Health Act provides for the protection of human health through prevention and guarding against introduction of infectious diseases into Kenya from outside, to promote public health and the prevention, limitation or suppression of infectious, communicable or preventable diseases within Kenya, to advice and direct local authorities in regard to matters affecting the public health to promote or carry out research and investigations in connection with the prevention or treatment of human diseases. This Act provides the impetus for a healthy environment and gives regulations to waste management, pollution and human health. Part IX section 115 states that no person shall cause nuisance or condition liable to be injurious or dangerous to human health. Section 116 requires Local Authorities to take all NAMSIP 54 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final lawful, necessary and reasonably practicable measures to maintain their jurisdiction clean and sanitary to prevent occurrence of nuisance or condition liable for injurious or dangerous to human health. Such nuisance or conditions are defined under section 118 waste pipes, sewers, drains or refuse pits in such a state, situated or constructed as in the opinion of the medical officer of health to be offensive or injurious to health. Any noxious matter or waste water flowing or discharged from any premises into Public Street or into the gutter or side channel or watercourse, irrigation channel or bed not approved for discharge is also deemed as a nuisance. Other nuisances are accumulation of materials or refuse which in the opinion of the medical officer of health is likely to harbour rats or other vermin. On the responsibility of local authorities, Part XI section 129 of the Act states in part “It shall be the duty of every local authority to take all lawful, necessary and reasonably practicable measures for preventing any pollution dangerous to health of any supply of water which the public within its district has a right to use and does use for drinking or domestic purposes, and purifying such supply so polluted�. Section 130 provides for making and imposing on local authorities and others the duty of enforcing rules in respect of prohibiting use of water supply or erection of structures draining filth or noxious matter into water supply as mentioned in section 129. Section 130 provides for making and imposing regulations by the local authorities and others the duty of enforcing rules in respect of prohibiting use of water supply or erection of structures draining filth or noxious matter into water supply as mentioned in section 129. This provision is supplemented by Section 126A that requires local authorities to develop by-laws for controlling and regulating among others private sewers, communication between drains and sewers and between sewers as well as regulating sanitary conveniences in connection to buildings, drainage, cesspools, etc. for reception or disposal of foul matter. Part XII (Pprevention and destruction of mosquitoes) Section 136 states that all collections of water, sewage, rubbish, refuse and other fluids which permits or facilitate the breeding or multiplication of pests shall be deemed nuisances and are liable to be dealt with in the manner provided by this Act. The operations and activities of the proposed project can be detrimental to human and environmental health and safety in the absence of appropriate measures. For example waste, dust, noise and air emission generated from activities and process of the proposed project can directly or indirectly have adverse impacts on human and NAMSIP 55 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final environment. The Act prohibits the Proponent from engaging in activities that cause environmental nuisance or those that cause danger, discomfort or annoyance to inhabitants or is hazardous to human and environmental health and safety. The proponent will therefore observe the public Health act to mitigate on the negative environmental health and safety to the public. 2.3.5 The Physical Planning Act (Cap. 286) Cap 286 provides for the preparation and implementation of physical development plans for connected purposes. It establishes the responsibility for the physical planning at various levels of government mainly the District Level. The Act provides for a hierarchy of plans in which guidelines are laid down for the future physical development of areas referred to in the specific plan. The intention is that the three-tier order plans, the national development plan, regional development plan, and the local physical development plan should concentrate on broad policy issues. The Act also promotes public participation in the preparation of plans and requires that in preparation of plans proper consideration be given to the potential for economic and social development. The proponent has prepared plans and design that have been submitted to the Ministry of Lands and Physical Planning in accordance to the law. 2.3.6 Way Leave Act Cap 292 Section 3 of the Act states that the Government may carry any sewer, drain or pipeline through, over or under any land whatsoever, but may not in doing so interfere with any existing building. Notice, however, should be given one month before carrying out any such works (section 4) with full description of the intended works and targeted place for inspection. Any damages caused by the works would then be compensated to the owner as per Section 8 of the Act that states that any person whom without consent causes any building to be newly erected on a way leave, or cause hindrance along the way leave shall be guilty of an offence and any alterations will be done at his/her costs. The proponent shall observe this Way leave Act when developing or improving the sewer and drainage system for the project. 2.3.7 The Building Code 2009 This code was formulated to provide rules and guideline to be observed during construction it requires the proponent to adhere to the set rules and guidelines in the NAMSIP 56 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final code. The code requires building plans to be approved by county government. It also prohibits;  Erection, or causing or permitting erection of temporary buildings (e.g. a site office, store, builder’s shed etc.) to which the Regulations apply without a permit granted under Regulations and  Knowingly occupying a temporary building which is erected in contravention to the regulations The proponent is committed to developing the proposed project in accordance to the building codes, the national standards and other international building standards and guidelines e.g. as KS 04 general installation of electrical equipment, British standards 8110 structural concrete, NFPA 14 on installation of standpipes and hose systems among others. 2.3.8 Public Roads and Roads of Access Act (Cap 399) Sections 8 and 9 of the Act provides for the dedication, conservation or alignment of public travel lines including construction of access roads adjacent to lands from the nearest part of a public road. Sections 10 and 11 allows for notices to be served on the adjacent land owners seeking permission to construct the respective roads. The proponent shall issue notices to land owners adjacent to the project area before construction works begins. 2.4 The Institutional Framework under EMCA 2015 The Government established the administrative structures to implement EMCA as follows:-  The National Environmental Council The National Environment Council (the Council) is responsible for policy formulation and directions for the purposes of the EMCA Act. The Council also sets national goals and objectives, and determines policies and priorities for the protection of the environment.  The National Environmental Management Authority EMCA allows for formation of the National Environmental Management Authority (NEMA) as the body charged with overall responsibility of exercising general supervision and co- ordination over all matters relating to the environment and to be the principal instrument of government in the implementation of all policies relating to the environment. Under the NAMSIP 57 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final Act, NEMA was established in 2001 when the first Director General was appointed by the President. Activities of NEMA are rolled out through three core directorates in charge of Enforcement, Education and Policy. To facilitate coordination of environmental matters at District level as per requirements of EMCA, NEMA has established District Environmental Committees (DEC) traditionally chaired by respective District Commissioners and bringing together representatives from all the ministries; representatives from local authorities within the province/district; two farmers / pastoral representatives; two representatives from NGOs involved in environmental management in the province/district; and a representative of each regional development authority in the province/district. To each DEC in the country was attached a District Environmental Officer who, as the NEMA Officer on the ground was charged with responsibility of overseeing environmental coordination among diverse sectors and while serving as secretary to the DEC. However, in order to align to requirements of National Constitution 2010, NEMA has devolved functions to Counties. Under the New arrangement, EIA licensing for projects will take place at either the County or National level depending on the perceived environmental risk category as per the NEMA advert of 9th July 2012. The Project Report process has thus been tied up to the NEMA institutional framework at Head Office and County levels. The Authority shall review this ESIA Report for the proposed project, visit the project site to verify information provided in this report and emanate an ESIA license whether all the relevant issues to the project have been identified and mitigated in accordance to the proposed measures. 2.4.1 Public Complaints Committee Under EMCA 2015, a Public Complaints Committee has been established to provide an administrative mechanism for addressing environmental harm. The Committee whose membership include representatives from the Law Society of Kenya, NGOs and the business community has the mandate to investigate complaints relating to environmental damage and degradation. 2.4.2 The Directorate of Nairobi Metropolitan Development In the capacity of Employer, the Ministry of Land, Housing and Urban Development, Nairobi Metropolitan Development through the NaMSIP PCT has administrative jurisdiction over the EIA process. NAMSIP 58 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final 2.5 Guidelines 2.5.1 Wastewater guidelines Part of the study involves a review of the environmental standards that provides a basis for monitoring and future audits. The table below presents recommended guidelines on wastewater quality for discharge into the public sewers and open water bodies. Table 2-3: Kenya discharge Guidelines for Waste water a) Standards for Discharge into public sewers (mg/l) PARAMETER Maximum levels permissible Suspended solids (mg/L) 250 Total dissolved solids (mg/L) 2000 Temperature 0C 20 - 35 pH 6-9 Oil and Grease (mg/L) -where conventional treatment shall 10 beused Oil and Grease (mg/L)- where ponds is a final treatment 5 method Ammonia Nitrogen (mg/L) 20 Substances with an obnoxious smell Shall not be discharged into the Biological Oxygen Demand BOD5 days at 20 oC (mg/L) sewers 500 Chemical Oxygen Demand COD (mg/L) 1000 Arsenic (mg/L) 0.02 Mercury (mg/L) 0.05 Lead (mg/L) 1.0 Cadmium (mg/L) 0.5 Chromium VI (mg/L) 0.05 Chromium (Total) (mg/L) 2.0 Copper (mg/L) 1.0 Zinc (mg/L) 5.0 Selenium (mg/L) 0.2 Nickel (mg/L) 3.0 Nitrates (mg/L) 20 Phosphates (mg/L) 30 Cyanide Total (mg/L) 2 Sulphide (mg/L) 2 Phenols (mg/L) 10 Detergents (mg/L) 15 Colour Less than 40 Hazen units Alkyl Mercury Not Detectable (nd) Free and saline Ammonia as N (mg/L) 4.0 Calcium Carbide Nil Chloroform Nil Inflammable solvents Nil Radioactive residues Nil NAMSIP 59 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final Degreasing solvents of mono-di-trichloroethylene type Nil b) Standards for Discharge into Environment (Water body) Parameter Max. Allowable(Limits) 1,1,1-trichloroethane (mg/l) 3 1,1,2-trichloethane (mg/l) 0.06 1,1-dichloroethylene 0.2 1,2-dichloroethane 0.04 1,3-dichloropropene (mg/l) 0.02 Alkyl Mercury compounds Nd Ammonia, ammonium compounds, NO3 compounds and NO2 100 compounds(Sum total of ammonia-N times 4 plus nitrate-N and Nitrite- N) (mg/l) Arsenic (mg/l) 0.02 Arsenic and its compounds (mg/l) 0.1 Benzene (mg/l) 0.1 Biochemical Oxygen Demand (BOD 5days at 20 oC) (mg/l) 30 Boron (mg/l) 1.0 Boron and its compounds – non marine (mg/l) 10 Boron and its compounds –marine (mg/l) 30 Cadmium (mg/l) 0.01 Cadmium and its compounds (mg/l) 0.1 Carbon tetrachloride 0.02 Chemical Oxygen Demand (COD (mg/l) 50 Chromium VI (mg/l) 0.05 Chloride (mg/l) 250 Chlorine free residue 0.10 Chromium total 2 cis –1,2- dichloro ethylene 0.4 Copper (mg/l) 1.0 Dichloromethane (mg/l) 0.2 Dissolved iron (mg/l) 10 Dissolved Manganese(mg/l) 10 E.coli (Counts / 100 ml) Nil Fluoride (mg/l) 1.5 Fluoride and its compounds (marine and non-marine) (mg/l) 8 Lead (mg/l) 0.01 Lead and its compounds (mg/l) 0.1 n-Hexane extracts (animal and vegetable fats) (mg/l) 30 n-Hexane extracts (mineral oil) (mg/l) 5 Oil and grease Nil Organo-Phosphorus compounds (parathion,methyl parathion,methyl 1.0 demeton and Ethyl parantrophenyl Polychlorinated biphenyls, phenylphosphorothroate, PCBs EPN (mg/l) only) (mg/l) 0.003 pH ( Hydrogen ion activity----marine) 5.0-9.0 pH ( Hydrogen ion activity--non marine) 6.5-8.5 Phenols (mg/l) 0.00 1 Selenium (mg/l) 0.01 Selenium and its compounds (mg/l) 0.1 Hexavalent Chromium VI compounds (mg/l) 0.5 Sulphide (mg/l) 0.1 Simazine (mg/l) 0.03 Total Suspended Solids, (mg/l) 30 Tetrachloroethylene (mg/l) 0.1 Thiobencarb (mg/l) 0.1 Temperature (in degrees celious) based on ambient temperature ±3 Thiram (mg/l) 0.06 Total coliforms ( counts /100 ml) 30 Total Cyanogen (mg/l) Nd Total Nickel (mg/l) 0.3 Total Dissolved solids (mg/l) 1200 Colour in Hazen Units (H.U) 15 Detergents (mg/l) Nil NAMSIP 60 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final Total mercury (mg/l) 0.005 Trichloroethylene (mg/l) 0.3 Zinc (mg/l) 0.5 Whole effluent toxicity Total Phosphorus (mg/l) 2 Guideline value Total Nitrogen 2 Guideline value Sources: EMC (Water Quality) Regulations, 2006. NAMSIP 61 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final 2.5.2 Noise guidelines The following guidelines will be used to monitor noise levels, especially during the construction stage of the project. Table 2-4 Comparison Between WHO and NEMA Noise Guidelines Specific Critical Health LAeq Time base LAeq Time Effects dB(A) (hours) dB(A) base Environment (hours) WHO NEMA Serious annoyance 55 16 45 14 Outdoor living area Moderate 50 16 35 14 annoyance Speech interference 35 16 - - Indoor dwelling Sleep disturbance 30 8 Inside bedroom Sleep disturbance 45 8 35 - Outdoor bedroom Speech and 35 During class Day 60 14 School classroom communication time Night 14 Indoor 35 Annoyance External 55 During play 45 Day School playground outdoor night time 30 8 - - Hospital, treatment room indoor daytime 30 16 Hearing impairment 70 24 60 12 Industrial, Commercial and traffic areas Hearing impairment 100 4 - - Ceremonies, festivals entertainment events The provisions of this Act will be applied by the Proponent in the management of the project where the contractor will be required to adhere to the guidelines to reduce the possibility of adverse noise and vibration impacts to human health. The regulation stipulates that the acceptable standard day and night noise levels should not exceed 65dBa and 45 dBa respectively. 2.6 World Bank Environmental and Social Safeguard Policies Like in any project financed by, or with financial participation of, the World Bank, the environmental and social safeguards as defined in the Bank's Operational Procedures (OPs) will be respected for the purposes of this project implementation. WB classifies its projects into four Environmental Assessment categories according to the likely impacts NAMSIP 62 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final on the environment they will have. This classification is as follows (only main conditions mentioned): a) Category A: A proposed project is classified as Category A if it is likely to have significant adverse environmental impacts. b) Category B: A proposed project is classified as Category B if it’s potential adverse environmental impacts on human populations or environmentally important areas—including wetlands, forests, grasslands, and other natural habitats—are less adverse than those of Category A projects. These impacts are site-specific; few if any of them are irreversible; and in most cases mitigation measures can be designed more readily than for Category A projects. This particular NaMSIP subproject has been categorized as B. c) Category C: A proposed project is classified as Category C if it is likely to have minimal or no adverse environmental impacts. Beyond screening, no further environmental assessment action is required for a Category C project. d) Category FI: A proposed project is classified as Category FI if it involves investment of Bank funds through a financial intermediary, in subprojects that may result in adverse environmental impacts; this case, in any way, is not applicable to the NaMSIP project. By virtue of source of funding, the proposed development of commuter Rail stations (CRS) by the Ministry of Land, Housing and Urban Development, and Nairobi Metropolitan Development under the NaMSIP is also subject to World Bank requirements for impact assessment. As such, this Project Report study has been formulated to address and cater for both Kenyan and World Bank requirements for impact assessment. World Bank projects and activities are governed by Operational Policies, which are clearly spelt out in the Bank's Operational Manual ("Bank Procedures" and "Good Practices"). The World Bank’s safeguard policies are designed to ensure that projects proposed for Bank financing are environmentally and socially sustainable, and thus improve decision-making. These operational policies include:  OP 4.01 Environmental Assessment;  OP 4.04 Natural Habitats;  OP 4.09 Pest Management ;  OP 4.11 Cultural Heritage;  OP 4.12 Involuntary Resettlement; NAMSIP 63 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final  OP 4.10 Indigenous People;  OP 4.36 Forests;  OP 4.37 Safety of Dams;  OP 7.50 Projects on International Waterways ;  OP 7.60 Projects in Disputed Areas. The table below shows the applicability of World Bank Operational Policies to the Kahawa Railway Station improvement project. Table 2-5: Analysis of potential triggers to World Bank Safeguards Policies OP Title Comments/Impact 4.01 Environmental Assessment Applicable. As a result of environmental and social screening, the project was identified as a Category B 4.04 Natural Habitats Not applicable - there no natural habitats at the project site 4.09 Pest Management Not applicable- the project will not involve any pest management 4.10 Indigenous Peoples Not applicable- there are no indigenous people at the site or project area 4.11 Physical Cultural Resources Not applicable. Site inspections and literature searches have not indicated the presence of any cultural (historical, archaeological) sites in the construction area. However, to manage “chance finds� an appropriate procedure is included in this ESIA. Such procedure to be followed by contractors during the construction phase. 4.12 Involuntary Resettlement Not applicable. The site is currently used as railway station and therefore there are no settlements or or economic activities requiring relocation to pave way for the project. 4.36 Forests Not applicable- there is no forest at the site 4.37 Safety of Dams Not applicable because the project will not involve construction of dams. 7.50 Projects on International Not applicable- the site does not sit on international waters Waters (OP 7.50) 7.60 Projects in Disputed Areas The site is not classified as disputed in the project area. NAMSIP 64 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final 2.6.1 Environmental Assessment (OP 4.01) OP 4.01 requires Environmental Assessment (EA) for projects proposed for Bank financing to ensure that they are environmentally sound and sustainable, and as a basis for decision making. Under OP 4.01 projects are screened and assigned either of four categories each of which requires different levels of environmental assessment as follows: a) Category A: A proposed project is classified in this category if it is likely to have significant adverse environmental impacts that are sensitive, diverse or unprecedented. Moreover, the EA for this category includes examining the project’s potential negative and positive impacts in comparison with those of feasible alternatives and recommends any measures required to prevent, minimize, mitigate or compensate for adverse impacts and improve environmental performance. These impacts may affect an area boarder than the sites or facilities subject to physical works. b) Category B: A proposed project is classified in this Category if it’s potential adverse environmental impacts on human populations or environmentally important areas, including wetlands, forests, grasslands, and other natural habitats, are less adverse than those of Category A projects. These impacts are site-specific, few of them are irreversible and in most cases the mitigation measures can be designed more readily than Category A projects. c) Category C: A proposed project is classified in this Category if it’s likely to have minimal or no adverse environmental impacts. Beyond screening, no further EA action is required for Category C project. d) Category FI: A proposed project is classified as Category FI if it involves investment of Bank funds through a financial intermediary in subprojects that may result in adverse environmental impacts. The proposed improvement of the railway station has been classified as environmental category B and hence requirement for this Project Report study. 2.6.2 Harmonization of both WB and GOK requirements for social and environmental sustainability With regard to the project under review, our experience informs that when proposed projects are subjected to environmental and social impact assessment as stipulated under EMCA 2015 and its tools, the same process simultaneously fully resolves NAMSIP 65 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final requirements of OP 4.01. Generally both requirements are aligned in principle and objective in that:  Both require Environmental Assessment before project implementation leading to development of comprehensive Environmental and social Management plans to guide resolution of social and environmental impacts as anticipated.  Both require public disclosure of Project Report and stakeholder consultation during preparation,  While OP 4.01 of World Bank stipulates different scales of Project Report for different category of projects, EMCA requires Project Report for all sizes of projects, which are required to be scoped as relevant  Where EMCA requires consultation of Lead Agencies comprising of relevant sectors with legal mandate under GoK laws, the WB has equivalent safeguards for specific interests.  The Bank requires that stakeholder consultations be undertaken during planning, implementation and operation phases of the project which is equivalent to the statutory annual environmental audits at the operation phase of projects in Kenya. The understanding of this Project Report study is that, pursuit of an in-depth Project Report process as stipulated by EMCA 1999 is adequate to address all World Bank requirements for environmental and social assessment. This is a major guiding principle in this study. Adverse effects, if any, will be limited (some minor and temporally limited noise and dust during construction). Only where drainage and sewage is concerned, measures will have to be taken to prevent indirect adverse effects; such effects could be outside of the project sites. Such effects can clearly be identified during the screening process and mitigated as described in ESMMP. In keeping with this trend, this Environmental Assessment will be made publicly available to project-affected groups within the entire area of study at places to be specified by NEMA following which, their comments will be incorporated in the final Environmental Assessment and will also influence design of the project NAMSIP 66 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final CHAPTER THREE 3 DESCRIPTION OF THE PROPOSED PROJECT 3.1 Introduction and project objectives The Kenyan industrialization led to a rapid and uncontrolled urbanization which has left cities and towns with huge unmet demand for critical infrastructure and basic services. The productivity of businesses has been constrained and the resident’s quality of life has been negatively impacted. This uncoordinated urbanization has led to massive expansion of overcrowded and impoverished informal settlements; daily traffic jams due to lack of mass transport; air pollution, uncollected solid waste, which ends up blocking drainage systems, and contributing to periodic flooding; and sewage seeps into ground water, contaminating rivers and streams. Further, most major cities are financially fragile or insolvent, and have weak management structures, while key institutions lack of adequate capacity. Nairobi Metropolitan Service Improvement Project (NaMSIP) is part of a wide municipal development initiative by the Government and the development partners to address these problems. NaMSIP is an initiative of the Kenya Government with the support of the World Bank under the Country Partnership Strategy (CPS). The CPS emphasizes the themes of growth, equity, and environment, with a special emphasis on governance. NaMSIP contributes to the governance, growth, and improved environmental management agendas. It seeks to strengthen structures of governance in the metropolitan area, including the county administration and the new metropolitan authorities. NaMSIP contributes to the CPS’s growth objective by supporting design and implementation of critical urban services—including transport, sanitation, and solid waste management—that will allow the metropolitan area to meet the needs of businesses and residents. Investment in infrastructure also contributes to the growth agenda by improving the competitiveness of Kenya’s cities as places to live and invest. NaMSIP is intended to improve services in the metropolitan area which are critical for economic development that include: solid waste management, transport systems, storm water management, water supply and sanitation, disaster management and security/street lighting among many others. In addition, the implementation of the project will give the Ministry an opportunity to build its human resource and technical capacity in carrying out metropolitan-wide activities. NaMSIP is in line with the Government’s national development priorities and policies as well as ongoing public sector reform agenda. The project also supports strengthening of public sector management and accountability. NAMSIP 67 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final As part of NaMSIP Project the upgrading of Kahawa Quick Railway station is envisage to improve connectivity within project area and spur economic growth. 3.2 Location of the project Kahawa is a suburb settlement traversing the Kiambu County and Nairobi County borders along Thika Road. Despite its proximity to the Nairobi city, most of its parts are administratively in Ruiru Constituency. The Kahawa station is situated in the Kahawa West Estate beside Kamiti Road within Kiambu County. The study area boarders the Farmers’ Choice Factory, which after the Army, is the main employer in the study area. The Kahawa Commuter Railway Station is located near Kahawa Station Road which provides the main access to Kahawa West Estate. The land upon which the railway station is located belongs to Kenya Railways Corporation. Land in the surrounding plots is individually owned except for roads and road reserves that are government owned. Access to the Site from the capital, Nairobi, is by sealed (bitumen) Thika Super Highway (A2), as well as Northern Bypass used by several public service vehicles (matatus and minibuses), private cars, Lorries, motorcycles and bicycles. In addition, there are footbridges and pedestrian crossings. The railway station and its neighbourhood is well supplied with electricity power. The Kahawa area is located as shown in the following figure: NAMSIP 68 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final Figure 3-1: Map showing Kahawa West Estate borders 3.3 Project description The present railway station is an important connection point lacking of facilities such as parking areas and welfare facilities. Furthermore, the station improvement will enhance the area accessibility and quality. Kahawa Station was defined in the Interdisciplinary Land-Use and Transportation Metropolitan Analysis (ILUT), within the Nairobi Metropolitan Region Study, as an intermodal node. The detailed land-use concept allows connectivity between different transport modes, such as: buses and matatus (intercity bus), boda-boda (motorbike), private vehicles, bicycles, Bus Rapid Transit (BRT), and Commuter Rail (CR). The plan also envisages new access roads, pedestrian facilities and bicycles paths, to improve accessibility of transit facilities as the main criteria for future developments. 3.4 Approach to Intermodal Facilities Design – Kahawa Commuter Rail Station The intermodal facility design takes into account all users, including motorists, pedestrians, cyclists, transit riders, and people of all ages and abilities in order to serve all surface transportation users by creating a more interconnected intermodal system. This will emphasize the use of environmentally friendly options such as public NAMSIP 69 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final transportation, walking, and bicycling. The transit station is the primary interface for passengers with the transit system. By adopting a station area intermodal facility design, which focuses on seamless movement of passengers as they change their modes of transportation at the station, it would help accomplish safe and efficient movement of passengers as they access and exit the station area. Good design principles promote equitable use of transit systems to all users regardless of their mobility levels. In accordance with the detailed land-use plan, the layout allows mixed land-use for commercial and offices uses above the intermodal facilities and the pedestrian esplanade. As a result, the layout shows commercial areas connected with the main pedestrian transit areas, and the offices and a hotel accessible from the intermodal facilities and from the access roads. Future commercial and office space can be developed based on the market demand while maintaining the layout and connections within the intermodal facilities. 3.5 Proposed structure 3.5.1 Improved access and visual linkage to the station The existing access road to the station will be realigned to provide direct access from Kahawa Station Road. This new road alignment is part of a greater road network development proposal that will provide better linkages between the residential areas that have developed between the Northern Bypass and the railway line. 3.5.2 Access to Thika Superhighway and Githurai 45 Estate The path along the railway tracks will be formalized as a road linking Kahawa Station to Githurai Roundabout on Thika Superhighway. This new road will also provide a connection with Githurai 45 Estate and its vibrant and attractive commercial area. The new road will also include a wide pedestrian sidewalk and a bike lane to enhance the connection to Githurai for all modes. 3.5.3 An intermodal area tailored to the Kahawa station function Because of its location and the accessibility of the two adjacent stations (Ruiru and Githurai), Kahawa station will be a local station with no need for significant intermodal facilities. However, a bus interchange facility will be provided next to the station along the railway line to allow a drop-off/pick-up area for buses and vehicle U-turns in order to remove congestion from the main road. A small Kiss and Ride area will also be provided. NAMSIP 70 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final A boda boda shed and bike racks will be provided next to the railway station and a second boda boda shed will be provided on Kahawa Station Road, west of the Northern Bypass Roundabout, in order to serve that commercial area. 3.5.4 Green corridor in the south The river and its surroundings will be protected to prevent any negative environmental impact. The road network will be designed to support this effort. Local roads that are too close to the river will be removed and formalized road crossings of the green area will be provided. 3.5.5 New access to the Army Barracks The direct pedestrian access from the railway station to the Army Barracks will be proposed to the Kenyan Army for future development. 3.6 Operational Layout of Intermodal Facilities – Kahawa Commuter Rail Station 3.6.1 Architectural program In the ground level the intermodal facility allows the connection between these areas:  Railway platform of 240 m length each  BRT platform with capacity for 6 bi-articulated buses  The intermodal platform provides multimodal facilities for: o Matatu /Bus Station. 7 stops which can be increased in accordance with the future demand. o Taxi Bay. 7 positions o Boda-Boda shed o Bicycle rack  Park and Ride area with a driveway and 6 bays  Park and Ride area for 180 vehicles The intermodal platform, BRT platform and the railway platform are connected with a footbridge to guarantee accessibility to all passengers between any transport modes. The layout shows ticketing and access/administrative areas to support the transport services. The intermodal facility also provides for technical areas, such as: electrical rooms, water tanks, pumping rooms, data communication system, etc.; and area available for basic maintenance, like: fuel station, compressed air, and simple mechanical repair. The NAMSIP 71 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final facility supplies an additional parking area for boda-boda, matatus and taxis. The intermodal facility will add new access roads to the station for the BRT, to the intermodal platform and for kiss and ride. For instance, the path along the railway tracks will be formalized as a road linking Kahawa Station to Githurai Roundabout on Thika Superhighway. This new road will also provide a connection with Githurai 45 Estate and its vibrant and attractive commercial area. The new road would also include a wide pedestrian sidewalk and a bike lane to enhance the connection to Githurai for all modes. The design prioritizes the pedestrian access to the different areas. The existing access road to the station will be realigned to provide direct access from Kahawa Station Road. This new road alignment is part of a greater road network development proposal that will provide better linkages between the residential areas that have developed between the Northern Bypass and the railway line. 3.6.2 Implementation Phases for Intermodal Facilities The layout provides the railway line, and the railway platforms with the ticketing system, within 60 meters of the commuter rail corridor in accordance with the TORs. For the area beyond the 60 meters taking advantage of land availability around the station and potential linkages with existing facilities, the layout proposes a BRT interchange, intermodal facilities, park and ride, kiss and ride and pedestrian access. The design allows adaptability of intermodal transfer for a 5 to 20-year horizon, as shown in Table 3 below: Table 3-1: Design adaptability of Intermodal Transfer for 5 to 20-years horizon 5 YEARS HORIZON 10 YEARS HORIZON 20 YEARS HORIZON  Railway platforms  Intermodal facilities  Commercial areas  Ticketing areas  Supporting and  Offices buildings  Pedestrian access technical areas  Hotel  Access roads  Pedestrian esplanade  Real-estate  Kiss and ride development  Park and ride  BRT platform  Pedestrian access 3.6.3 Module Function and Specifications The proposed module function and specifications were applied as discussed by component below:  Modular - Low cost of implementation: Every module has standard dimensions in order to optimize the design and implementation process. NAMSIP 72 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final  Maintainability - Low cost of maintenance: To provide low maintenance cost, selected materials and architecture follow good industrial practice; for example, avoiding plasters and paints, materials with low resistance, etc.  Functionality - Encouraging use of the area: For implementation at all stations, every module is independent and flexible. The basic function of each module will be adapted to each station.  Comfort - Adequate capacity and performance: Every module provides an appropriate level of comfort in terms of capacity and level of service for the users.  Modern Image - Attractiveness of service: The architecture of the modules provides a positive image in order to attract users to the station and improve the user perception about railway service. Construction Materials The consultant presented three options for the station project construction materials:  Option 1.Traditional material. This is primarily represented by concrete structures, and concrete or clay bricks  Option 2. Steel frame and precast concrete/granite panels  Option 3. Steel frame and thermo-acoustic aluminum panels The construction materials selected for the modules by the Client is Option 2 as outlined below:  Concrete foundation  Metallic structures for columns, beams and roof  Thermo-acoustic panel for the roof  Precast concrete panels  Security windows  Metallic doors and louvers  Granite tiles in the floor and/or concrete finishing non-skid with hardener in the floor These materials were selected for these advantages:  Use of recycled materials  Reduction in noise levels at construction sites  Reduction in the amount of construction waste  Reduction in transport cost  Reduction in site disturbance NAMSIP 73 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final  Savings in construction time and cost The materials to be used in construction of the project will be sourced from the local suppliers that are already operating within the terms and conditions of licenses issued. The contractor will use materials from licensed facilities Standard Components The consultant developed standard components, which are generally applicable for all the selected stations. Specific and detailed components for each station will be determined based on the availability of space and service requirements in consultation with KRC. The components will be located on KRC land with the possible exception of special road access or pedestrian facilities located outside of KRC land. Details of standard modules are presented below. To the extent possible the agreed components (structural components and other facilities such as roofing for the platform and ticketing booths) are of modular design and typical for all stations. This will provide efficiency in construction time and cost. Architectural facilities such as platforms, ticketing booths, turnstiles, and toilets are designed on paved areas in full coordination with the structural, electrical, mechanical elements of the design. Designs comply with the minimum specifications for building and civil works in Kenya and other relevant codes of practice, in order to guarantee the basic functions of these facilities. Administrative module The administrative area will be a standard module at each station. This module will be located at every station and adapted for each layout. This module will include designs for architecture (3D model), structures, plumbing and drainage, electrical connections and communications. This structure has 1 floor with workstations, 1 bathroom and 1 kitchen. The structure dimensions are 5 m by 6 m. Platform The boarding and alighting facilities are modular units. The configuration of the platform will be adjusted in accordance with the railway lane on each station (one side, two sides, in the middle). The standard length of the platform is 240 cm with 120 cm height, but may be reduced according to the straight track length. The platform has been designed in accordance with the Standard Dimension 1959 Metre Gauge provided by the Client. NAMSIP 74 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final Detailed design includes architecture, structure, rain drainage, electrical and communications. A waiting area with a canopy, installations for signaling and passenger information, and street furniture are also included. Paid toilets This will be a modular unit (with provision for men, women, and handicapped) for each station. Detailed design will be provided for the architecture, structure, plumbing, septic tanks, electrical connections and communications. Detailed design indicates the type of electrical, water and sewerage connection. Where no sewerage connection exists, septic tanks will be included in the design. Ticketing booth, turnstiles rack and automatic selling points Detailed design is provided for architecture, structure, plumbing, electrical connections and communications. These modules will be located outside of the station building, but within the station area. The ticketing area will be provided outside of the station building for one or two sides. The turnstiles and ticket booth are based on existing KRC designs. Security gates Those are separate standard modules, which will be provided for each station. Detailed design is provided for architecture, structure, plumbing, electrical connections and communications. Police office A police office will be provided at each station. Detailed design is provided for architecture, structure, plumbing, electrical connections and communications. Fencing and lighting Fencing around the station and along the paid and security control areas is provided. Detailed design is provided for architecture, structure and lighting. Fencing will be designed for the station area boundaries in public areas. Walls will be provided in other locations. The enclosed area will have public lighting for which the type of electrical connection and location of mains will be provided. NAMSIP 75 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final Figure 3-2: Concept design for Proposed Kahawa Commuter Railway Station. 3.6.4 Description of project’s construction activities Pre-construction investigation: The implementation of the project’s design and construction phase will start with thorough investigation of the site biological and physical resources in order to minimize any unforeseen adverse impacts during the project cycle. Demolition work: Any wastes or debris arising from any excavations will be transported to licensed sites for disposal. Sourcing and transportation of construction materials: Construction materials will be transported to the project site from their extraction, manufacture, or storage sites using transport trucks. The materials to be used in construction of the project will be sourced from the local suppliers that are already operating within the terms and conditions of licences issued. Greater emphasis will be laid on procurement of construction materials NAMSIP 76 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final from within the local area, which will make both economic and environmental sense as it will reduce negative impacts of transportation of the materials to the project site through reduced distance of travel by the materials transport vehicles. Storage of materials: Construction materials will be stored on site. Bulky materials such as rough stones will be carefully stored on site. To avoid piling large quantities of materials on site, the contractor should order bulky materials in batches. Excavation and foundation works: Excavation will be carried out to prepare the site for construction of sub-base, pavements and drainage systems. This will involve the use of heavy earthmoving machinery, human effort and appropriate equipment. Landscaping: To improve the aesthetic value or visual quality of the circuit road once construction ceases, the contractor will carry out appropriate landscaping. Access roads: Existing roads will be used for access to the construction site. The selection of such roads will require a public consultation and obtaining all required permits for such road use. At the end of the construction period these roads will be restored for other public uses by the contractor. 3.6.5 Description of the Project’s decommissioning activities Demolition works: The contractor will be required to clear from site all debris, material remnants, and any other related wastes generated from the construction activities. Site restoration: Once all the wastes resulting from demolition and dismantling works is removed from the site, the site will be restored through replenishment of the topsoil, and landscaping according to the approved architectural drawings. 3.7 Project justification The broad aim of upgrading Kahawa Commuter Railway Station is to enhance mobility, accessibility and transport within Nairobi Metropolitan Region. The project has laid emphasis on the provision of improved modern Commuter Rail Station (CRS) facilities to encourage people living within the area and the commuters from neighboring counties and Sub counties to assess faster and efficient mode of transport to and from Nairobi CBD and to other regions connected to the Railway line. The project is also aimed at providing the access to the Railway Station, and the areas around, and to improving the parking facilities for motorized traffic within Kahawa area and at the Railway station area. NAMSIP 77 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final 3.8 Construction period The works are estimated to be completed within a construction period of 9 months with 3 months defect liability period during which the contractor is expected to maintain the system and carry out repair works which may occur to the satisfaction of the project engineers. 3.9 Project cost Based on the final designs carried out for the project works, cost estimates have been derived for the proposed work. The proposed Kahawa CR Station is envisaged to cost approximately Kshs. 353,891,627.19. The cost of implementation of ESMP is approximated to be Kshs 16,716,426.50. The summary page of the BoQ is provided in the following table: Table 3-2: BoQ Summary KAHAWA RAILWAY STATION SUMMARY BILL DESCRIPTION AMOUNT IN (Kshs) NO. 1 Preliminaries 53,930,000.00 2 Civil works 56,496,232.90 3 Structures 113,038,116.42 4 Electricals 27,248,150.00 5 Mechanicals 44,197,190.00 6 Sub-total for kahawa railway station. 294,909,689.32 7 Add 10% of sub total (a) above for variation of price 29,490,968.93 (financial contingencies). 8 Allow 10% of sub total (a) above for physical 29,490,968.93 contingencies. Total For Kahawa Railway Station carried to Grand Kshs.353,891,627.19 Summary NAMSIP 78 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final CHAPTER FOUR 4 BASELINE INFORMATION ON THE PROJECT AREA 4.1 Introduction This chapter of the report addresses the Environmental, Social and Economic profile of Kahawa area where the project is located. The proposed Kahawa Commuter Railway station project is expected to bring changes that are more positive to the residents of Kahawa and surrounding areas in terms of improving level of modern transportation within the Nairobi Metropolitan Region (NMR) with other parts of the country, ease of conducting business, access to markets, medical facilities, schools and other social facilities. Baseline conditions cover all the biophysical and socio-economic conditions in the project area. Gathering of baseline data is necessary to meet the following objectives:  To understand key biological, physical, ecological, social, cultural, economic, and political conditions in areas potentially affected by the proposed project;  To provide data to predict, explain and substantiate possible impacts;  To understand the expectations and concerns of a range of stakeholders on the proposed development;  To inform the development of mitigation measures;  To benchmark future socio-economic changes/ impacts and assess the effectiveness of mitigation measures. 4.2 Project Location and Size Kahawa had its origins as an agricultural services center, but it is now facing development pressure due to new road development. The Northern Bypass cuts Kahawa West Estate in two. One third of the Transit Oriented Development (TOD) area is occupied by the Army Garrison which the railway tracks border. The south of the TOD area is on sloped land that meets natural streams in the bottom areas. A large part of the area is occupied by the Farmer's Choice Industries and the low income informal residential areas around them. In order to improve access to the railway station, the existing commercial center and lower middle class residential areas, road/pedestrian connections across the Northern Bypass are needed. The historical NAMSIP 79 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final commercial area located on the other side of the Northern bypass is extended toward the railway station and provides an attractive linkage. The area that will be refurbished in the proposed Project process is shown below: Table 4-1: Railway Station Project area square meters count Table Of Areas Area Sq.Meters Krc Land 65.628 Quick Win Area 12.028 Building Area 1.847 Landscaped Area 1.417 Parking Area 1.054 Pedestrian Walk Ways 1.465 Kahawa proposed station project area is located and actually displayed as shown in the following figures. NAMSIP 80 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final Figure 4-1: Kahawa area (Source: Google Maps) NAMSIP 81 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final Figure 4-2: Kahawa actual railway station building Figure 4-3: Kahawa railway station area, view 1 NAMSIP 82 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final Figure 4-4: Kahawa railway station area, view 2 4.3 Political Units 4.3.1 The County Government of Kiambu Kahawa railway station project area is located in Kiambu County which is one of the 47 counties in the Republic of Kenya. It is located in the central region and covers a total area of 2,543.5 Km2 with 476.3 Km2under forest cover according to the Kenya Population and Housing Census. NAMSIP 83 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final Figure 4-5: Kiambu County location (Source: http://www.kiambu.go.ke/about/administrative-political-units) 4.3.2 Administrative jurisdiction According to the Kiambu County Development Profile, Kiambu County is divided into ten (10) sub-counties namely: Gatundu North, Gatundu South, Ruiru, Thika East, Thika West, Githunguri, Kiambu, Limuru, Kikuyu and Lari. Lari sub-county is the largest in size while Thika East is the smallest. The sub-counties are further subdivided into 29 divisions, 95 locations and 236 sub-locations. The county has 12 parliamentary constituencies: Gatundu South, Gatundu North, Juja, Ruiru, Thika Town, Kiambu, Kabete, Githunguri, Limuru, Kikuyu, Kiambaa and Lari. Kiambu town is the county headquarters. 4.3.3 Population and settlement patterns NAMSIP 84 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final Kiambu County covers 2,449.2 square kilometers and had a population of 1, 269,228 as per 2009 census with sex ratio of male to female at 1:1.02. It is estimated to be 4,436,753 in the year 2030 at an annual growth rate of 6.1%. Kiambu County has a transitional population structure where the number of 0-14 year olds, currently constitutes 35% of the total population, is declining. The youthful population (15-34 year olds), currently constituting of 40% of the total population, is increasing. This factor has contributed to the high working age population of 62% in the county which is also as a result of migration from rural areas and the high residency of people working in the city of Nairobi, its environs or the agro- industrial towns like Kikuyu. Ruiru and Kikuyu towns have the highest number of people living in urban areas, followed by Thika and Karuri towns respectively. This high population in urban centres can be attributed to the proximity of the county to Nairobi as most of the people work in Nairobi and reside in the county. In addition, industrial development in some districts like Thika West and Ruiru attract more labour force. The entire railway station reserve falls within Kiambu County, naturally inhabited by the Kikuyu ethnic community. Even in the more cosmopolitan Thika Town Section, the Kikuyu is still the dominant community. Table 4-2 presents a disaggregation of population data by age cohorts based on the County Data as accrued from the 2009 national Census. NAMSIP 85 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final Table 4-2: Disaggregation of population by age cohorts Gender Age Group Demographic Portion of HH Members Indicators Constituency Total Male Female 0-14 15-64 65+ Sex Total 0-3 4-6 7+ Total pop. years years years ratio dependency ratio Gatundu South 113,864 54,799 59,065 42,742 63,585 7,537 0.928 0.791 46.7 43.0 10.4 29,618 Gatundu North 100,119 48,414 51,705 38,004 55,617 6,498 0.936 0.800 44.8 43.1 12.1 24,960 Juja 117,138 59,285 57,853 40,787 74,288 2,063 1.025 0.577 60.3 33.6 6.1 36,805 Thika Town 157,979 80,201 79,778 51,742 70,556 2,745 1.005 0.517 63.1 30.6 6.3 51,421 Ruiru 198,344 98,462 99,882 64,198 29,461 2,168 0.986 0.503 62.1 32.4 5.5 63, 701 Githunguri 146,373 72,104 74,269 51,342 27,496 8,987 0.971 0.701 47.9 42.9 9.3 38,845 Kikuyu 123,562 60,060 63,502 41,022 50,070 4,306 0.946 0.524 54.2 37.9 7.8 35,459 Limuru 129,609 64,480 65,129 47,787 47,384 5,158 0.990 0.691 48.0 38.2 13.9 32,228 Lari 122,610 60,131 62,479 48,369 41,049 5,893 0.962 0.794 44.4 41.9 13.7 30,268 Kiambu 107,153 52,706 54,447 34,635 44,238 3,546 0.968 0.554 55.1 37.1 7.8 31,187 Kiambaa 144,582 72,173 72,409 47,329 61,215 4,410 0.997 0.557 54.9 36.7 8.4 41,543 Kabete 139,421 68,679 70,742 20,647 57,321 4,680 0.971 0.555 54.1 39.2 6.8 40,275 Source: Kiambu CIDP, 2013-2017 NAMSIP 86 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final 4.4 Socio-economic profile of the study area The proposed project area covers an area of 85.7 Km2. The study area includes parts of Kenyatta University in the North (University Hospital), the Kahawa Army Garrison in the East and Kahawa West Estate. The area is bordered by Ruiru in the North, Kiambu in the West and Thika Superhighway in the South-East. The study area hosts the Farmers Choice Factory, which after the Army, is the main employer of the study area. The Kahawa West Estate area where the project will be developed was an informal settlement linked to the Factory that is now becoming more recognized. Figure 4-6: study area location Source: Feasibility Study Report, 2015 4.4.1 Population dynamics The 2009 Census reported that Nairobi North area had a population of 1,062,086. The Kahawa study area falls under Nairobi North are which has 2 locations with 4 sub locations namely; Kamuthi, Kahawa West, Kiwanja and Kongo Soweto with populations 2,048; 3,435; 3,036 and 12,039; respectively. The estimated household size in Nairobi North District was 3.16. The study area covers 928.8 acres with a population in 2009 of 20,558. In 2015 the population of the study area was estimated to be 24,219 as shown in table below. NAMSIP 87 Kahawa Railway Station ESIA Report Version: Final Table 4-3: Study area population Sub - Location Study Area Project area by 2009 Population 2030 Population (acres) Sub-location % Coverage Kamuthi 134.4 46.5% 2,048 3,634 Kahawa West 189.2 14.91% 3,435 6,097 Kiwanja 387.3 17.91% 3,036 5,388 Kongo Soweto 217.9 73.22% 12,039 21,366 Total 928.8 20,558 36,486 Source: Feasibility Study Report, 2015 4.4.2 Housing demand The population of the study area is forecast to grow to 36,486 in 2030 from the 2015 estimate of 24,219. Growth in the study area will be limited since 1/3 of the available land for development is reserved for the military. Population density in the study area is expected to increase from 26 persons per acre in 2015 to 39 persons per acre in 2030. Average household size in the study area is predicted to be 2.89 per dwelling unit with housing demand increasing to 12,625 housing units in 2030 from the current 8,380 in 2015. 4.4.3 Employment and Economic activities The study area hosts a large meat processing plant (Farmers Choice) which employs close to 900 employees. Also hosted in the study area is the Kahawa Army Garrison. The study area hosts the Kahawa West City Council Market, SMEs as well as several primary and secondary schools which provide employment opportunities for the local residents. The Kahawa CBD is vibrant and hosts several businesses and banks. In 2009 the working age population (18-65 Years) was 11,113 and was estimated in 2015 at 13,092. In 2015 the study area is estimated to have 15,509 jobs. 4.4.4 Education Based on the 2009 Census 38.4% of the population within the study area had reached primary education level, 32% secondary level, 9.7% tertiary level, 5.6% pre-primary level, 4.8% university level and 0.7% youth polytechnic level. 1.1% of the population had reached madrasa and basic literacy level. 7.8% of the population had never attended school. 4.4.5 Development The Kahawa station study area is 32% developed, 11% underdeveloped, and 22% undeveloped. 35% of the study area is protected land of the Kahawa Barracks. The land that could be available for development is approximately 33%. The Northern Bypass NAMSIP 88 Kahawa Railway Station ESIA Report Version: Final passing through the study area and the areas of informal settlement offer an opportunity for redevelopment and densification. The large area of protected land and a sewage collection point in the southern part of the study area constrains potential development (Feasibility Study Report, 2015). Figure 4-7: Land use in the proposed project area Source: Feasibility study Report (2015) 4.4.6 Land and land use Residential is the largest land use and covers approximately 265 acres (29%). The Kahawa Army Garrison, protected land, covers about 256 acres (28%). Located within the study area is Farmer’s Choice Factory, close to the Army Garrison and the Soweto Informal Settlement. Public purposes/institutions (major attractors in the study area) include; Marion Schools, several scattered religious institutions, Kamiti Maximum Security Prison (next to the study area) and Kenyatta University Referral Hospital (under construction). Table 7 below shows the different existing land uses in the area. NAMSIP 89 Kahawa Railway Station ESIA Report Version: Final Table 4-4: Existing Land use in the study area. Land Use Category Area Coverage (acres) Percent Coverage Residential 265.61 29% Commercial 25.92 6% Protected Land (Army Barracks) 256.33 28% Recreation (parks & playgrounds) 3.31 0.4% Undeveloped & Underdeveloped 149.21 16% Industrial 15.31 2% Transportation Functions 143.21 15% (Green Area) Environmental Belt 7.48 1% Environment (Sewerage Plants) 3.92 0.4% Institutional 58.46 6% Total 928.76 100% Source: Feasibility Study Report, 2015 However, the location of an army garrison (government protected land) within the Kahawa study area presents a challenge for new development and redevelopment. Most of the developed land on the western side of the Northern Bypass is densely populated with up to 7-8 floors mixed use buildings. However, the eastern side, which hosts the Soweto Informal Settlements, presents an opportunity for redevelopment. Overall, there is limited undeveloped land in the area. NAMSIP 90 Kahawa Railway Station ESIA Report Version: Final 4.4.7 Infrastructure and Access e 4.4.7.1 Road access The station is sandwiched between the Army Garrison and the Farmer’s Choice Factory such that there is no visual linkage from Kahawa West and no access from the East. The station has direct access from the Northern Bypass, but the last 150m section of this is not in very good condition. Overall access to the station is good, but the study area generally lacks connectivity, especially on the eastern side of the Northern Bypass. Although the Superhighway is near the study area, it has no formal connection linking with the Githurai access points. Connection to the Superhighway is only possible in Ruiru via the Northern and Eastern Bypasses or in Kasarani via Kamiti Road. The railway leeway is used by pedestrians to reach the Githurai Market and Thika Superhighway. The leeway is also used by pedestrians to travel north. This movement will increase with the opening of the University Hospital. There are no dedicated facilities for buses and matatus in Kahawa. They just stop beside Kahawa Station Road and create congestion. In adddition, there is a boda boda shed next to the roundabout at the Northern Bypass. There are no facilities for bicycles. Another important facility in the study area is a sewer treatment plant. 4.4.7.2 Water and sewerage Water Supply and Quality Surface and underground water resources can be found in the project area. The main surface water example is a stream that runs through the project area. Underground water sources in the project area are boreholes dug in the informal settlement of Soweto. The Nairobi water and Sewerage Company supplies tapped water to the neighborhood, including Kahawa Health Centre, Kongo Estate, Kahawa Primary School, Farmers Choice Factory, Kahawa Railway Station and its staff quarters. Additional water is supplied to Soweto slum and food vending kiosks by vendors using 20-litre jerricans. NAMSIP 91 Kahawa Railway Station ESIA Report Version: Final Figure 4-8: View of water vendors ferrying water using donkey-driven carts 4.4.7.3 Waste Management Both degradable and non-biodegradable wastes are produced in the project area. Food kiosks, households and the market place in the project area produce degradable organic waste. Non- biodegradable waste is produced from households and commercial activities in the project area. These activities include salons and small scale retail shops. Examples of common solid waste produced in the project area include plastic bottles and bags, pieces of cloth and broken glasses. Biomedical waste is produced from Kahawa Health Centre. Used water and sewage from residential areas has also been channeled into open and informal trenches and has eventually found its way into the nearby Kiu River. This waste water contaminates the soil through infiltration. The waste management strategies that were observed in the project area include burning of pharmaceutical waste in the open (though isolated) areas at Kahawa Health Centre. Open and indiscriminate dumping of solid waste at undesignated areas is also done by residents. Kahawa Primary School burn their solid waste and channel their liquid waste into Nairobi City Council’s Sewerage system. A few septic tanks and pit latrines were also seen in some parts of the project area. Pollutants such as smoke and carbon emissions, dust and odour affect air quality in the project area. Carbon emissions are from vehicles and motorbikes plying the murram road leading from Kahawa to the nearby Githurai Estate. Dust from lose soil on the un- tarmacked road that leads to Githurai Estate is increased by moving vehicles and motorcycles. Degradable waste such as food remains from Kahawa Soweto slum are NAMSIP 92 Kahawa Railway Station ESIA Report Version: Final openly dumped next to the railway line. This leads to bad odour from waste decomposition hence negatively affecting air quality of the project area. The project area’s air quality is further impacted negatively by a foul smell produced from faecal matter found on the train tracks. Figure 4-9: View Assortment of waste next to the railway line 4.4.7.4 Housing and sanitation The inhabitants use flush toilets, soakage pits and pit latrines in the study area. 4.4.7.5 Power lines There is heavy presence of power lines in Kahawa West estate bordering the study area. This power serves the neighborhoods including, hospitals, schools, various petrol stations and hotels within and outside the estate. Design and construction activity will require the consultation and involvement of the power line operators at all stages of project development 4.5 Physical Environment 4.5.1 Climate Kahawa experiences bi-modal type of rainfall. The long rains fall between Mid-March to May followed by a cold season usually with drizzles and frost during June to August and the short rains between Mid-october to November. The average rainfall received by Kahawa town is 900 mm. The following graph depict the average rainfall in mm received in Kahawa town by month NAMSIP 93 Kahawa Railway Station ESIA Report Version: Final Figure 4-10; Average Rainfall for Kahawa Town Source Source Ashburn (54.197.142.25) Monthly Climate Average, https://de.worldweatheronline.com The mean temperature in the county is 25.7°C with temperatures ranging from 12°C to 28°C. The heighest temperature is 28°C recorede in the months of February (hottest months) and March. The lowest temperatures is 12°C recorded in the months of July to September (Coldest months). The following graph depict the temperature situation of Kahawa town by month; NAMSIP 94 Kahawa Railway Station ESIA Report Version: Final Figure 4-11; Average Temperature for Kahawa Town, The data for chart above is taken from year 2000 to 2012 Source Ashburn (54.197.142.25) Monthly Climate Average, https://de.worldweatheronline.com 4.5.2 Topography and Physiography The topography of Kahawa Town is generaaly flat (plain) and slightly sloping toward the south Eath part of the region. NAMSIP 95 Kahawa Railway Station ESIA Report Version: Final Figure 4-12 Elevation of Kahawa at 16189 Source http://www.floodmap.net/elevation 4.5.3 Drainage The drainage of Kahawa town is part of the larger Athi river Basin. The stream of river near the project area is River Kiu which joins river Athi as it progreses southwards to Indian Ocean. The man made drainage system include the storm drainage and sewerage drainage system provided by NAWASCO 4.5.4 Hydrology The hdrology of this area comprise of Kamiti and Ruiru Rivers Sub-catchment which is located to the north of the Nairobi river sub-catchment. It has eight permanent rivers which include Riara, Kiu, Kamiti, Makuyu, Ruiru, Bathi, Gatamaiyu and Komothai. River Kiu passes near the proposed railway site on the eastern side. It joins theRiver Athi which drains nto the Indian Ocean 4.5.5 Geology and Soils The study area in specific has Quartz trachyte’s with decomposed sanidine phenocrysts and prominent blasts rich in zeolites are found in the area. Kahawa soils (Railway station) are shallow, yellow-brown to yellow-red friable clays overlying a laterite horizon which have similar characteristics of red soil. Red soils NAMSIP 96 Kahawa Railway Station ESIA Report Version: Final generally derived from crystalline rock. They are usually poor growing soils, low in nutrients and humus and difficult to cultivate because of its low water holding capacity NAMSIP 97 Kahawa Railway Station ESIA Report Version: Final CHAPTER FIVE 5 PUBLIC PARTICIPATION AND CONSULTATION 5.1 Introduction Public participation is concerned with involving, informing and consulting the public in planning, management and other decision making activities. Public participation tries to ensure that due consideration is given to public values, concerns and preferences when decisions are made. It encompasses the public actively sharing in the decisions that government and other agencies make in their search for solutions to issues of public interest. Public consultation in this project was carried out with the following aims:  To inform the local people, leaders and other stakeholders about the proposed project and its objectives.  To seek views, concerns and opinions of people in the area concerning the project.  To establish if the local people foresee any positive or negative environmental impacts from the project and if so how the impacts can be addressed. 5.2 Approach to Public Participation and Consultation The Environmental Management and Coordination Act (EMCA, 2015) and its subsequent Environmental Impact Assessment and Audit Regulations, 2003 underscores the need for stakeholder participation in the ESIA process. Residents of a proposed project have to live with the project if implemented. They have the most to gain if the project impacts are beneficial to them. Conversely, they have the most at stake if the project goes awry. Not just residents but for projects whose impacts have a wide geographical spread, distant communities need to be involved. Stakeholder input is thus vital at the earliest stage possible in project development and should continue throughout the project cycle. In case of the Proposed CRS Project, public consultations followed several steps as follows: 5.2.1 Identification of Stakeholders Like in all civil works projects, the core stakeholders comprise people to be directly served by the proposed project and then comprise residents along the CRS corridor, motorists, businessmen/women and service providers who rely on the railway station, etc. This is the group that is likely to be positively or negatively affected by the proposed development. NAMSIP 98 Kahawa Railway Station ESIA Report Version: Final This study also identified a second category of stakeholders comprised of government officers (proponent) in charge of diverse sectors, which are likely to be impacted by the CRS project. This category was also consulted as key informants on sectoral policy and to advise this ESIA team on mitigation measures to be put in place so as to minimize adverse impacts in respective sectors. Each category of stakeholders called for a different approach to consultation. 5.2.2 Modalities of Consultation and Participation The following techniques and instruments were used for public participation and consultation;  Photography and direct observation Photography was particularly useful as it captured the real situation on the ground that was relevant to the study. Direct observation involved site viewing of the proposed project location to see the extent of development on it and the condition of the existing railway station (Annex 1).  Questionnaires Structured questionnaires were used to collect information from key informants like households in the study area and institutions like KRC  Public meetings (barazas) This involved scheduled meetings with the public who are directly affected by or will benefit directly from the proposed project. The aim was to get their views concerning the proposed project; how it will affect them and the environment.  Scheduled interviews This involved face-to face interaction between the consultants/experts and the stakeholders of the project like KRC. An interview guide was used to solicit information from various government offices and relevant players on the area of study. 5.2.3 Residents Consultations Most of the stakeholders near this CRS comprise of residents in the Kahawa West estate and in the Railway station servant quarters. These residents will continue staying in the staff quarters as well as those in the estates and will not be affected by the project and will not be displaced as the project is confined to only a portion of the whole railway land. NAMSIP 99 Kahawa Railway Station ESIA Report Version: Final Consultation involved talking to representative samples of all. The following is a summary of the issues raised during the open session; Name of Participant Question Comment Responses from the Study Team Kelvin Oluoch Kindly modify Noted, however, this is playground in Kahawa outside the scope of Primary the project Samuel Mwaura We request for a Noted, however, this is dumpsite in Soweto outside the scope of Slums to enhance the project conducive environment to the residents Charles Mwangi What criteria will be The youth is used to ensure that encouraged to apply for Soweto youths benefit jobs once the from project jobs contruction commences. Peter Ndung’u We request for a flood Noted, however, this is mast light in Soweto outside the scope of area to enhance the project security Paul Mbugua Issues of drainage to This issue has been be well catered for addressed in the especially along the drainage layout design railway line of the project Anthony Kimani Road path leading to Noted, however, this is Soweto slums to be outside the scope of tarmacked if possible the project Lazarus Munyao When is the The project is still being implementation of the designed and the project? implementation will be communicated within time 5.2.4 Consultations with Secondary Stakeholders Under this category, a cross section of stakeholders were met and these included; Farmers Choice Company representative, civil servants, local government officials and the local residents. Consultations took place in respective offices and in the field where possible. Consultations were made either with individual officers or in Focus Group Discussions, involving several officers in a group. Discussions started with the consultant team explaining the project to the target officer following which, they were asked to identify their fundamental concern on the same. After discussion, the officers were requested to fill and sign the questionnaire administered by the consultant. The Statistics A Public Hearing Meeting was held within the area of study so as to get views from those who are directly affected by the project concerning the impacts of the proposed project NAMSIP 100 Kahawa Railway Station ESIA Report Version: Final on the environment and the residents of the area. This meeting supplemented another Key Informant Interview held within the KRC office. A total of 10 questionnaires were administered to the residents and one to the Kahawa railway station master. Attendance lists and minutes of the proceedings of the public barazas are provided at the appendix with a summary of the key issues being highlighted below. 5.4 Outcomes of stakeholder consultation process  Employment It was the wish of the stakeholders that priority of employment opportunities for skilled, semi-skilled and unskilled labour be given to the local residents. However, the locals were informed that if the local residents do not have adequate or none at all of the skilled labour, then these can be sourced from outside the region.  Potential for increased economic activities The residents are optimistic that upon completion of the project, more opportunities for business will be realized. Completion of the project will attract more investors and increase in business activities among the residents because it will be easy to transport goods from other towns in the Nairobi Metropolitan Region and out of it in future. This means that the returns to the residents will be higher than the current case.  Reduction of travel time Another additional benefit will be improved transport services as improvement of the station will increase attraction to the nearby population to use train services hence decongesting the roads. This in return, will ensure that people save time. This also means that costs of travel from one point to the other will be lowered because of shorter time taken to travel.  Long-term sustainability Most of the stakeholders requested that the proposed project should not lead to environmental degradation and require that comprehensive assessment of potential impact areas be carried out.  Poor drainage and flooding The stakeholders raised issue of poor drainage at the area and noted that it floods during heavy rains. They proposed that the proponent should address the poor drainage at the site to allow accessibility to the facility, and reduce flooding issues in the area. The NAMSIP 101 Kahawa Railway Station ESIA Report Version: Final stakeholders were informed that the the issue of drainage has been addressed in the design.  Health and Safety The stakeholders were concerned about safety hazards related to operation of heavy equipment and machinery, which could lead to injuries or loss of life for the workers. The stakeholders were informed that measures to mitigate potential health and safety hazards has been provided in the ESMP which include enforcing speed limits, inspection of machinery, training of machinery safety, provision of adequate safety signage among others. NAMSIP 102 Kahawa Railway Station ESIA Report Version: Final CHAPTER SIX 6 ANALYSIS OF PROJECT ALTERNATIVES Alternatives to the project, including the no action alternative will be presented in this section, as well as the historical use of the overall area in which the project site is located. These alternatives will be discussed from environmental and socio-economic perspectives. 6.1 Introduction The Environmental and Social Impact Assessment Study should identify and assess alternatives to the proposed development/project. Only the best alternative (one with the least adverse impacts) should be selected based on less negative impacts and cost- benefit analysis. An important alternative to be analyzed always is the “no project�. This is a very important analysis because it helps the proponents measure the impacts from the project against those which would have taken place without the project. This section analyses the project alternatives in terms of site, technology and waste management options. 6.2 Relocation Option Relocation option to a different site is not an option available for the project implementation as this project is to improve accessibility and mobility to the already established urban location of Kahawa. Relocation is also not an option because it’s an upgrade project for the existing kahawa Railway Station 6.3 No Project Alternative ‘ZERO’ The no-project alternative is often defined by the baseline information and is crucial in the assessment of impact because other alternatives are weighed with reference to it. From the qualitative analysis and the summary of the proposed site for the project, there will not be any significant negative effect on either the bio-physical or the socio-cultural environment of the proposed project. Without the project, the environmental situation will neither improve nor can we say that it will necessarily deteriorate. The no-project option will however lead to the following (general) major negative and long term impacts:  The economic status of Kenyans and the local people would remain unchanged.  The railway station would remain largely under-utilized as it is currently.  No employment and business opportunities will be created for thousands of Kenyans local citizens who will work in the project area.  Discouragement for investors and loaners NAMSIP 103 Kahawa Railway Station ESIA Report Version: Final  Development of infrastructural facilities (roads and associated infrastructure) will not be undertaken.  Likely Levels of Poverty will increase or remain the same The No Project alternative is therefore not a viable alternative as the proposed CRS project will relieve the Railway Transport problems people within Kahawa and Nairobi Metropolitan Region in general. 6.4 Analysis of Alternative Construction Materials and Technology The proposed project will be constructed using modern, locally and internationally accepted materials to achieve public health, safety, security and environmental aesthetic requirements. The railway station works will be made using locally sourced materials that meet the Kenya Bureau of Standards requirements. The alternative technologies available include the conventional concrete roads, prefabricated concrete panels, or even temporary structures. These may not be desirable from a cost and durability perspective. The technology to be adopted will be the most economical and one sensitive to the environment. 6.4.1 Solid Waste Management Alternatives A lot of solid wastes will be generated from the proposed project. An integrated solid waste management system is recommendable. First, the proponent will give priority to reduction at source of the materials. This option will demand a solid waste management awareness programme in the management and the staff. Recycling and reuse options of the waste will be the second alternative in priority. This will call for a source separation programme to be put in place. The third priority in the hierarchy of options is combustion of the waste that is not recyclable. Finally, the proponent will need to establish agreement with Kahawa authority to ensure regular waste removal and disposal in an environmentally-friendly manner. In this regard, a NEMA registered solid waste handler would have to be engaged. This is the most practical and feasible option for solid waste management considering the delineated options 6.4.2 Fundamental Alternatives Fundamental alternatives are developments that are totally different from the proposed project and usually involve a different type of development on the proposed site, or a different location for the proposed development. The proposed project targets at construction of Quick Wins Commuter Rail Station in Kahawa area for its residents. The Kahawa Community is in need of efficient and reliable rail station thus the need . The NAMSIP 104 Kahawa Railway Station ESIA Report Version: Final fundamental alternative of a development other than the proposed CRS is therefore not feasible in this instance. For this reason no alternatives will be considered. 6.4.3 Incremental Alternatives Incremental alternatives are modifications or variations to the design of a project that provide different options to reduce or minimize environmental impacts. There are several incremental alternatives that can be considered, including: The design or layout of the activity. The technology and materials to be used in the activity as discussed above and below. 6.4.4 Layout alternatives The current layout of the station has constrained different layouts to be considered due to the existing railway line, which will not be changed at this time. However, different layouts were considered during the design, which looked at the space available, estimated number of commuters to be served by the railway, environmental and social impacts, and other amenities to be incorporated in the stations such as the parking, security, access roads, etc. The different layouts were discussed at length with the project proponet and the final designs agreed upon that maximed on the space available, and in considerations of the other requirements and environmental and social aspects of the project. The layouts were also presented to the key stakeholders during consultations and there were no issues raised regarding the final layouts. The final layout are presented in Annex 2 of this report. NAMSIP 105 Kahawa Railway Station ESIA Report Version: Final CHAPTER SEVEN 7 ENVIRONMENTAL AND SOCIAL IMPACTS 7.1 Introduction This chapter provides an analysis of the potential impacts likely to emerge from implementation of project activities, therefore development of a checklist of environmental impacts. The impacts were interpreted based on a ranking system of high, moderate and low depending on the nature, scope (temporal and geographical) and resilience of the impacts. They can be positive or negative, direct or indirect and the magnitude of each impact is described in terms of being significant, minor or negligible, temporary or permanent, long-term or short-term, specific (localized) or widespread, reversible or irreversible. Generally, temporary impacts having no obvious long-term consequences are regarded as being minor but those with long-term repercussions are classified as significant. Significant positive impacts are usually associated with improved access, which is the prime objective of the Kahawa railway station project. The impacts of the project during each of its life cycle stages (construction, operation and decommissioning) are categorized into: impacts on the biophysical environment; health and safety impacts and socio-economic impacts. 7.2 Methodology This chapter identifies and discusses the potential impacts associated with the proposed construction Project. The impacts are identified across the three phases namely: Construction Phase (including impacts due to project location), Operational Phase and Decommissioning Phase. Environmental impacts may result from the activities that are undertaken during the respective project phases discussed in section 2.6 of this Report. 7.2.1 Impact Identification and Assessment Several environmental impacts (positive and negative) associated with the proposed project were identified through field work, desktop analysis and the use of experts’ judgment method. The following section highlights the impacts anticipated throughout the lifecycle of the proposed project. The impacts identified have been rated using a specific methodology elaborated in this chapter. NAMSIP 106 Kahawa Railway Station ESIA Report Version: Final 7.2.2 Steps of Impact Assessment The potential impacts of the proposed project were assessed using the following steps: a) Characterization of the baseline conditions or rather the existing conditions before the Project is undertaken and any effects are generated; b) Description of the Project components throughout the Project lifespan (construction, operation and decommissioning); c) Evaluation of alternatives to the Project to see if impacts can be reduced; d) identify sources of impacts and the impacts themselves that are generated by any aspect of the Project; e) Rating of impacts before any mitigation (for negative impacts) or enhancement (for positive impacts) is implemented; f) Identification of mitigation and enhancement measures to address the impact; and g) Rating impacts after mitigation to produce a “residual� impact rating 7.2.3 Impacts Rating Criteria In this assessment the approach based on environmental health and safety risk rating system, has been adopted in order to rating potential social and environmental impacts related to the proposed project. It is important to note that there is no legal definition of significance of the impacts and therefore its determination is partially subjective. The impacts rating approach has focused on the following aspects:  Nature of the impact: Positive or Negative  Term of impact: Short, Medium or Long Term  Likelihood of the event: Low, Medium or High  Changeability: Reversible or Irreversible. An impact is reversible when the environment can return to its natural state after a mitigation action. In case of positive impact, reversibility means that the positive effect ends  Duration: Temporary or Permanent  Localization: Localized or Widespread. All the above aspects are synthesized in the Magnitude that is set as shown in the following chapter. NAMSIP 107 Kahawa Railway Station ESIA Report Version: Final 7.2.3.1 Potential Impacts Magnitude: severity and enhancement The severity or enhancement magnitude of each potential impact has been rated using the following criteria: Table 7-1: Severity Criteria (Negative Environmental Impacts) Magnitude: Duration Description Severity 1=Low level of Short-term (up to one year) Affects environmental conditions, species, and severity Low frequency habitats over a short period of time, is localized and reversible. 2=Medium level of Medium-term (one to seven years) Affects environmental conditions, species and severity Medium or intermittent frequency habitats in the short to medium term. Ecosystems integrity will not be adversely affected in the long term, but the effect is likely to be significant in the short or medium term to some species or receptors. The area/region may be able to recover through natural regeneration and restoration. 3=High level of Long-term (more than seven years)/ Affects environmental conditions, species and severity Irreversible habitats for the long term, may substantially Constant frequency alter the local and regional ecosystem and natural resources, and may affect sustainability. Regeneration to its former state would not occur without intervention. Affects environmental conditions or media over the long term, has local and regional affects or is irreversible NAMSIP 108 Kahawa Railway Station ESIA Report Version: Final Table 7-2: Severity Criteria (Negative Social or Health Impacts) Magnitude Duration Extent Ability to Adapt Socio-cultural Health Outcome : Severity Outcome 1=Low Short-term (up to Those affected will Inconvenience but Event resulting in level of one year) Individual/ be able to adapt to with no annoyance, severity Low frequency Household the changes with consequence on minor injury or relative ease, and long-term illness that does maintain pre- livelihoods, not require impact livelihoods, culture, quality of hospitalization culture, quality of life, resources, life and health. infrastructure and services. 2=Medium Medium-term Small Those affected will Primary (direct) Event resulting in level of (one to seven number of be able to adapt to and secondary moderate injuries severity years) households change, with some (indirect) impacts or illness, which Medium or difficulty, and on livelihoods, may require intermittent maintain pre- culture, quality of hospitalization frequency impact livelihoods, life, resources, culture, quality of infrastructure and life and health but services only with a degree of support 3=High Long-term (more Large part or Those affected will Widespread and level of than seven entirely not be able to diverse primary severity years)/ adapt to changes and secondary Irreversible and continue to impacts likely to Constant maintain pre- be impossible to frequency impact livelihood reverse or compensate for. NAMSIP 109 Kahawa Railway Station ESIA Report Version: Final 7.3 Positive Impacts 7.3.1 Construction stage During the construction period, there is a likelihood of having the following impacts: 7.3.1.1 Creation of employment opportunities Many job opportunities will be available for construction workers during the construction phase of the project. Employment opportunities are a benefit both in economic and social sense. For the construction development non-skilled labour, from the local community, will be hired. Although only during the duration of the project, t several workers including casual labourers, masons, carpenters, joiners, electricians and plumbers are expected to work on the site during the construction. 7.3.1.2 Increased trade with construction workers: The construction workers required will provide ready market for various goods and services, leading to several business opportunities for small-scale traders such as shop owners, accommodation providers, and food vendors near the project site. 7.3.1.3 Business opportunities in supply of materials and utilities 7.3.2 The project will require supply of large quantities of construction materials, which will increase revenue for local businesses at Kahawa area,, such as cement, steel, and other miscellenous materials required for construction that can be sourced locally During the operation phase the following positive impacts are foreseen: 7.3.2.1 Enhanced delivery of services This is a long-term impact due to the opening of the railways station, consisting in improving access to social services e.g. health facilities. 7.3.2.2 Improved transport efficiency for people and cargo The opening of the railways station will improve efficiency of transportation of people, delivery of agricultural products to market centres. It will also ease connectivity within the Nairobi Metrolpolitan other major towns served by the railway line and beyond. 7.3.2.3 Attraction of new investors in the area The improvement of the railway station means Kahawa will be easily accessible, thereby attracting new investors and traders in the area. This translates to economic growth in the area near the railway station. Increase in investors has the potential to increase in land value for property owners near the railway station’s area of influence. NAMSIP 110 Kahawa Railway Station ESIA Report Version: Final 7.3.2.4 Improved trade The trade from and to the city will be improved and this will also give an opportunity of opening up the area around the project site to trade. More to opening up the trade centres, the delivery of farm produce, like vegetables, fruits livestock to market centres will be more efficient. Livestock and crop trade is expected to increase because of the ease of transportation coupled with the reduced cost and time of travel. 7.3.2.5 Reduction of air pollution from vehicle emmissions One of the aims of this project is to decongest the highways, and decrease the car circulation within the Nairobi Metropolitan through an efficient railway transport. Reduction and decongestions of vehicles on the highways translate to reduction of air pollution brought about by emmissions from vehicles. 7.3.2.6 Aesthetic quality The new railway station, with its associated access road and other amenities will improve the aesthetics of the area, better than its current situation. 7.3.2.7 Revenue to national and local governments Through payment of relevant taxes, rates and fees to the government and the local authority, the project will contribute towards the national and local revenue earnings from those using the improved facilities, and any increase from economic activities brought about by the improved station. 7.3.2.8 Improved Drainage One of the key enhancements of the railway station is the drainage system in the area that has been causing floods during heavy rains. The new railway station will improve the drainage in the area, through proper channeling of the stream nearby and flood waters thus reducing flood damage and potential soil erosion in the area. 7.3.2.9 Improved Security The access road to the railway station and its amenities such as pedestrian footpaths, street and flood lights will enhance the security in the area, which is currently lacking for commuters accessing the station. This will encourage more commuters served by the station and the surrounding areas to use the railway transport. 7.4 Negative Impacts 7.4.1 Impacts due to project Location NAMSIP 111 Kahawa Railway Station ESIA Report Version: Final 7.4.1.1 Impacts on cultural heritage Within the project influence area, there is no known historical or archaeological property located within a 10km radius. There are no graves or cemetery noted at the project site, hence no impact arising from the project activities is anticipated. If any archeological properties are discovered during construction activities, care will be taken to either preserve them, or contacting the related ministry of cultural heritage through the Museum of Kenya for “chance finds� to ensure preservation and or collection of the properties. 7.4.2 Construction stage 7.4.2.1 Disruption and damage of public utilities There is potential for a few disruptions of public utilities, especially the electric power and some water lines, especially the ones that might be located along the access road to the station. Although minimal, dissruption of electric power will occur during connection of power to the station. During transportation of materials to construction site, the use of already existing tarmacked roads to the site may lead to damage on paved surfaces if axle load weight is not observed, resulting to poor roads, and spending more money repairing the affected roads. 7.4.2.2 Pressure on water resource and on public water supply The construction activities and the workers influx will require substantial quantities of water that is not easily available in the area, which will create additional demand for water to the existing demand.. Although short term, the high deamand may strain the current water resources and needs for the local people. 7.4.2.3 Air Quality degradation Emissions in forms of dust, particulate matter, fugitive emission and, exhaustion from project machines and equipment are anticipated during the project construction phases. Construction activities and vehicles can also increase dust emission in the area. These emissions emanating from construction equipment and vehicles, and dust are known to have adverse impact on the environment, plant and human health including effect on the upper to lower respiratory infections and silicosis condition.  Activities likely to generate dust include: cement production and use, excavation of dry grounds excavation, construction, leveling works, and to a small extent, transport vehicles delivering materials. NAMSIP 112 Kahawa Railway Station ESIA Report Version: Final  Activities likely to generate particulate matter include loose material transportation, vehicle and machines exhaust emissions, operations at the batching plant, stone crushing machines, fire among others. Some of the particulate matter to be generated include sand, soot, cement, gravel and murram, among others; and  Exhaust emissions likely to be generated include smoke, hydrocarbons and nitrogenous gases among others pollutants from vehicles, machinery and equipment exhausts. Such emissions can lead to several environmental impacts including global warming and health impacts. Quantities of building materials are required, some of which are sourced outside Kahawa, and such emissions may affect a wider geographical area. The impacts of such emissions can be greater in areas where the materials are sourced and at the construction site as a result of frequent running of vehicle engines, frequent vehicle turning and slow vehicle movement in the loading and offloading areas. All of these emissions may lead to significant impacts on construction workers and the local residents, with the risk of suffering respiratory diseases. The emissions expansion will be accentuated during dry weather conditions from January to March. The movement of trucks and other equipment in the project area during the works implementation will cause dust if the works will be in dry weather. This noise and dust may also affect the schools/hospitals in the vicinity of the construction works. 7.4.2.4 Exposure to noise and vibrations Levels of noise and vibrations typical of construction works will be generated during the construction phases. They will be generated during transportation and building processes i.e. from the use of machinery/equipment including bulldozers, generators, tippers and concrete mixers and the heavy trucks delivering construction materials. This might contribute to high levels of noise and vibration within the construction site and the surrounding area during their operation. Elevated noise and vibration levels within the site are adverse to the health and safety of the project workers, the residents, passers-by and other persons and animal within the vicinity of the project site. NAMSIP 113 Kahawa Railway Station ESIA Report Version: Final Vibration resulting from heavy earth moving equipment is expected to impact on human settlements, educational institutions, health facilities and commercial centres. This effect will however be localized and temporary in duration. 7.4.2.5 Soil Erosion Removal of soil cover and excavation works associated with this project may lead to increased soil erosion at the project site and release of sediments into the drainage systems, especially if construction works are done during the rainy seasons. Soil erosion may also pollute local streams/rivers from contaminants carried with or attached to soil particles and it may also negatively affect the soil fertility of the affected land. 7.4.2.6 Impacts on Biodiversity Construction activities at the project site will require stripping of top soils and clearance of any trees and vegetation where the facilities will be located. Although minimal, a few floral species –mainly gravellia species will be cut to pave way for new facilties. The project site has no rare or scarce plant species, the vegetation consists mainly grasses and common shrubs. The figures below show some affected tree species that might require clearance. Figure 7-1: Vegetation in the quick-win area – source Google maps NAMSIP 114 Kahawa Railway Station ESIA Report Version: Final Figure 7-2: Vegetation in the quick-win area: trees situated between the railway tracks and the old railway station building. Figure 7-3: Vegetation in the quick-win area: few small plants around the railway tracks. 7.4.2.7 Solid waste generation Solid waste will be generated at the site during construction of the railways station and related infrastructure. Such waste will consist of demolition and excavated materials, metal drums, surplus spoil materials, empty paint and solvent containers, paper bags, NAMSIP 115 Kahawa Railway Station ESIA Report Version: Final empty cartons, waste oil, and waste bitumen, among others. At the end of the construction stage waste will be generated due to the demobilization of contractors and RE’s camps. Such waste will consist of demolition, rejected materials, paper bags, and empty cartons, among others. This may be accentuated by the fact that some of the waste materials contain hazardous substances, are not biodegradable and can have long-term and cumulative effects on the environment. 7.4.2.8 Possible pollution from waste oils and fuel spills Poor maintenance and operation of heavy trucks and equipment might lead to oil and fuel spills at the construction site which may contaminate land and water resources in the area. Other wastes include waste from paints and their cans and bitumen during paint works and road construction respectively. Release of hydrocarbons to the environment has several impacts including sub-soil and groundwater contamination; air pollution, fire and effects on human health due to dermal contact, inhalation or ingestion. 7.4.2.9 Construction works induced traffic Activities related to construction works will undoubtedly induce uncharacteristic levels of additional vehicular traffic at the site and roads leading to the site. Related issues of vehicle congestion and reckless driving by truck drivers delivering construction materials to the site will be sources of potential accidents to road users and pedestrians, disturbance of normal living conditions to the local population, dust pollution, etc during the construction phase. 7.4.2.10 Increased Energy consumption The project will consume fossil fuels (mainly diesel) to run transport vehicles and construction machinery. Fossil energy is non-renewable and its excessive use may have serious environmental implications on its availability, price and sustainability. The project will also use electricity supplied by the Kahawa branch of Kenya Power (KP) Ltd. Electricity in Kenya is generated mainly through natural resources, namely, water and geothermal resources. In this regard, there will be need to use electricity moderately since high consumption of electricity negatively impacts on these natural resources and their sustainability. NAMSIP 116 Kahawa Railway Station ESIA Report Version: Final 7.4.2.11 Induced Informal settlements There is a likelihood of induced settlement during construction activities for small traders such as food kiosks and informal settlements created by the needs and demand of such services by the construction workers near the project area. This informal setttlment might go beyond construction period, posing a threat to future development of the area through settlement on public land and facilities such as road corridors. 7.4.2.12 Social-economic impacts During construction the project will have clear benefits with regard to local employment opportunities. The project will additionally require various skills and services which may not be available on the local level but certainly on the regional level, e.g. pipe fitters, plumbers, etc. for which appropriate personnel will be contracted. The increase in employment will temporarily lead to an overall increase of income directly and indirectly (through increased demand of other local services). New businesses will grow such as food vending to construction workers. 7.4.2.13 Social unrest from local population if locals are not recruited There is potential of local people if there people from the area are not considered for employment. This can bring negative publicity to the project during the construction period of the project, including stoppage of works that can delay the project progress. 7.4.2.14 Possible proliferation of social vices The project will attract new people to the area, especially unskilled construction workers, and increase the amount of disposable cash in the area, especially for local traders and business people. This may lead to increase of crime in the area. 7.4.2.15 Sanitation concerns for the construction crew Workers at the construction site will require sanitation facilities during construction period, which if not well maintained and cleaned, may lead to outbreaks of illnesses such as cholera, hepatitis, typhoid etc. 7.4.2.16 Occupational Health and Safety Issues Construction workers will be exposed to risks of accidents and injuries during construction activities. Such injuries can result from accidental falls from high elevations, NAMSIP 117 Kahawa Railway Station ESIA Report Version: Final injuries from hand tools and construction equipment cuts from sharp edges of objects and risk of vehicular accidents. Other injuries or fatalities may result from workers operating equipment without adequate training or with lack of PPE, or extended exposure to outdoor weather resulting in heat related lethargy. This is considered a short-term impact that has potential long-term implications. Risks of injuries and accidents may also happen to local people if the site is not well secured through falls at excavated areas and by construction vehicles. 7.4.2.17 HIV/AIDS and Sexually Transmitted Infections (STIs) Construction projects are associated with an increase in sexually transmitted diseases such as STIs and, HIV/AIDS due to the influx of immigrant workmen interacting with the local people. Construction teams, as well as the greater number of drivers, who are expected to pass through the trade centres and settlements, can also cause social upheaval among communities near the site. 7.4.2.18 Child protection The laws of Kenya prohibit contractors from “employing children in a manner that is economically exploitative, hazardous, detrimental to the child’s education, harmful to the child’s health or physical, mental, spiritual, moral, or social development. It is also important to be vigilant towards potential sexual exploitation of children, especially young girls. The contractor should adopt a ‘Child Protection Code of Conduct’; that all staff of the contractor must sign, committing themselves towards protecting children, which clearly defines what is and is not acceptable behavior. 7.4.2.19 Gender equity and sexual harassment There is a potential that gender inequality might occur during project construction through unequal distribution of work, discrimination against women, and unequal pay for women, among others. Sexual harassment against women might also happen as a result of mixing of women and men at the construction site. 7.4.3 Operational phase 7.4.3.1 Increased storm water Storm water from the roof catchment and surface run-off may pose some environmental issues which can lead to increased erosion or flooding in the neighboring areas if not adequately mitigated. NAMSIP 118 Kahawa Railway Station ESIA Report Version: Final 7.4.3.2 Induced Development The project influence area is not heavily developed, and with the construction of the the proposed project, it is expected that the area will grow; therefore the demand for housing will rise drastically in the near future to meet the housing and commercial requirement of the people settling along the area. Therefore, lack of controlled development might induce mushrooming of informal settlement and sub-standards housing around the project’s influence area. 7.4.4 Decommissioning Activities 7.4.4.1 Solid waste generation After construction, the contractor will be required to remove and clear away all the remaining construction materials and stores from the site. This will generate some solid waste which he will have to dispose to his yard or at an approved dump site. Although minimal, negative impacts anticipated include generation of dust, and some noise during demolition process. NAMSIP 119 Kahawa Railway Station ESIA Report Version: Final CHAPTER EIGHT 8 MITIGATION MEASURES 8.1 Introduction This Chapter highlights the necessary mitigation measures that will be adopted to prevent or minimize significant negative environmental, health and safety impacts associated with the activities of the project during its construction, operation and decommissioning phases. Allocation of responsibilities, time frame and estimated costs for implementation of these measures are presented in the ESMMP in Chapter 9. NAMSIP 120 Kahawa Railway Station ESIA Report Version: Final 8.2 Positive Impacts and proposed enhancement measures Table 8-1: Anticipated Positive Environmental and Social Impacts for the Kahawa Railways Station Environmental and Anticipated Impacts/Remarks Proposed Enhancement during Proposed Enhancement during Operation Social Aspect Design and Construction phases and Decommissioning phases Changes in  Improvement of drainage systems at the  Design adequate drainage  Monitor drainage structures, culverts, hydrology/ drainage station structures to accommodate peak outfalls regularly for damages near the  Reduction of flooding and soil erosion near the runoff station station  Provide speed breakers on the  Continuous maintenance of drainages and outfall and distribute outfall flows culvert Reduction of travel  Improved travel safety and comfort for  Proper design and construction of  Proper and regular maintenance of the time and increased travellers using the railway line facilities that encourage use of the railway line comfort  Significant shortening of travel time between station  Provision of regular train services on the Kahawa and other towns served by the railway line line and beyond Improved security  The facility will have improved security once  Proper design incorporating  Proper and regular maintenance of lighting completed compared to the current situation lighting, security access at and at the station near the station  Provision of security at all times patrolling the access roads and at the station Air pollution  Reduction of air pollution from vehicle  Proper design and construction of  Proper and regular maintenance of the emmissions facilities that encourage use of the railway line station  Provision of regular train services on the line Growth of socio-  Growth of Kahawa centre and surrounding  Liaise with physical planning  Monitor growth of the Kahwa area to economic areas near the station department and local authorities for expand infrastructure investments and  More investors in various sectors will want to location of construction of parking  Kiambu County to control development activities invest in the area due to easy access provided bays, access and other amenities through spatial planning of the area by the railway line that can be constructed near Kahawa Employment  Direct temporary employment for skilled and  Utilize local labour during  Utilize local labour during maintenance opportunities unskilled labour for many of the local people construction work for example as casual labourers during NAMSIP 121 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final Environmental and Anticipated Impacts/Remarks Proposed Enhancement during Proposed Enhancement during Operation Social Aspect Design and Construction phases and Decommissioning phases construction works.  Utilize local materials available in  There will also be other jobs associated the area for construction provision of goods and services to permanent and temporary employees eg food industry.  Other indirect jobs that will be generated after the completion of the station include improvement of commerce and trade in the area 8.3 Negative Impacts and proposed mitigation measures Impacts on or due to Anticipated Impacts / Remarks Proposed Mitigation during the Design Proposed Mitigation during the and Construction phases Operation and Decommissioning phases  Interference with physical, cultural or  Use of “Chance Find� procedures (See  Chance Finds architectural resources Annex 2 of this document  Loss of vegetation through clearance to  Minimize clearing of uneccesary areas  Replenish vegetation at the station Loss of vegetation pave way for construction at the construction site regularly  Replant vegetation through landscaping  Proper maintenance of trees and other upon completion vegetation at the station  Clearance of vegetation and top soil  Construct efficient drainage structures  Regular cleaning and proper Soil erosion due to stripping at the construction areas etc. (culverts, mitre drains, scour checks etc) maintenance/repair of drainage structures changes in hydrology/ drainage might cause soil erosion  Control earthworks through cascading  An increase in paved areas means that gabions and distribution channels for there will be more runoff than normal, which storm water NAMSIP 122 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final Impacts on or due to Anticipated Impacts / Remarks Proposed Mitigation during the Design Proposed Mitigation during the and Construction phases Operation and Decommissioning phases will affect the drainage systems,  Protect excavated sections of the route hydrological regimes and storm drains. of storm water during heavy rains  There will be an increase in drainage speed  Provide erosion channels to natural which in turn will create heavy outfalls and drains and rivers/streams to minimize worsen soil erosion cases along the erosion drainage systems  Disruption of water used in the area or  Contractor to generate utility  Contractor to minimize damage to public Disruption of public reduction in regular flow management plan utilities during routine maintenance utilities  Contractor to minimize damage to public utilities  Degradation of Air through dust emissions  Regular watering of access roads and Air pollution  Air pollution from emissions by construction work sites to reduce dust emissions vehicles and other equipment during their  Vehicles and machinery engines should operations always be switched off when not in use  Increased dust and air pollution levels could impact on public health  Noise generated during construction  Construction activities should be carried  Proper maintenance of trains Noise Pollution activities such as operation of construction out only during the day to minimize  Sensitize operators on hooting equipment, excavations, etc noise levels to the residents unnecessarily  Increased noise pollution levels could  Explosive blasting shall not to be used impact on public health.  Competition of water resources with the  Develop water abstraction plan to  Monitor water wastage and usage during Water resources usage needs of the local population minimize conflict with local residents operational stages of the station  Manage use of piped water and other  Install pressure taps that minimize and water sources mainly used by local time usage people  Repair damaged taps and toilets to  Abstraction licenses should be obtained minimize waste from the required authority (WARMA) NAMSIP 123 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final Impacts on or due to Anticipated Impacts / Remarks Proposed Mitigation during the Design Proposed Mitigation during the and Construction phases Operation and Decommissioning phases  Contamination of water resources with oil  Incorporate erosion control measures  Monitor oil spills and other leakages at the Water Pollution and fuel spills by construction equipments during construction at the site station and parking lots at construction site  No oils and fuels should be stored on  Regular cleaning of oil sumps and storm  Other construction materials such as paints, the construction site – small works water drains at the station bituminous materials and other associated  Maintenance, re-fuelling and cleaning of chemicals may also find their way into equipment should NOT be done at adjacent streams near the project. construction site by the contractor – but in a licensed garages outside the station area  The station design to incorporate oil sumps at the parking areas to isolate oil spills from parked vehicles that might spill to the storm drains  No solid waste, fuels or oils shall be discharged on land surface, into drains or streams  During construction, there will be some  Initiate a safety program and measures  Maintain road and warning signs for road Traffic safety increased danger to workers, motorists, by creating awareness and educational users to the station pedestrians, livestock, wildlife, and other campaigns for workers and local  Monitor road accidents and keep a log of NMTs as a result of increased traffic in the communities type and place of accidents to improve area  Install appropriate road signage for safety for railway station commmuters  There will also be risks of accidents from safety of workers and road users during the contractor’s vehicles construction  Install speed signs at high risk areas near the construction site-especially on the access road to the station  Copies of insurance policies for the contractor’s drivers and vehicles should be provided to the Supervision Consultant. NAMSIP 124 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final Impacts on or due to Anticipated Impacts / Remarks Proposed Mitigation during the Design Proposed Mitigation during the and Construction phases Operation and Decommissioning phases  The contractor’s vehicles and equipment must be in proper working condition and have registration plates, and numbering.  The contractor ensures proper driving discipline by its employees, and sanctions those in breach.  Excavated sites, embankments, and dangerous locations are protected with proper safety barriers, tape and warning signs.  Maintain a log detailing every violation and accident on site or associated with the project work activities, including the nature and circumstances, location, date, time, precise vehicles and persons involved, and follow-up actions with the police, insurance, families, community leaders, etc  Potential solid waste generated from  Contractor ro establish a solid waste  Provision of disposal bins at designated Solid Waste construction works from construction waste management plan for solid disposal of areas at the station and spoils debris/ garbage at the construction site  Regular collection and disposal of  Solid waste generated from operation of the to be approved bt the Project Engineer garbage by the project proponent facilities by commuters, eg plastics, paper,  All construction waste shall be removed  Clean storm water drains to minimize etc from site when the contractor complete clogging the works  There could be an increase in informal  Ensure the station is fenced off to  Liaise withcounty physical planning Settlements/Induced settlements near the station. discourage informal settlement and department and local authorities to ensure settlements changes trading within the premises traders and informal settlement does not block station operations NAMSIP 125 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final Impacts on or due to Anticipated Impacts / Remarks Proposed Mitigation during the Design Proposed Mitigation during the and Construction phases Operation and Decommissioning phases  Social unrest may occur as a result of local  N/A Social unrest people being denied employment  Unskilled construction and skilled (if available) labor to be hired from the local population as far as possible to minimize on influx of foreigners into the community.  Use of manual labor during trenching works where possible to ensure more employment of locals and hence ensure project support throughout the construction process.  Potential outbreak of illnesses due to poor  Contractor to provide clean and  Project proponent to provide clean and Workers and commuters sanitation of the workers at the construction adequate sanitation facilities for the adequate sanitation facilities for the health and sanitation site and during operational stages workers at all times commuters  Contractor shall also provide clean drinking water at the construction site for his workers at all times  Increase of crime rates due to workers  Proper design incorporating lighting to  Ensure that the local administration units Security and Crime influx in the area enhance security at the station and railway police provide regular  Crime rate may also increase especially  Sensitize the construction workers, surveillance and patrols at the station to after completion of the project as the area locals, and security to be on the lookout protect commuters will be opened up with easy access to other on suspicious activities near the station  Proper maintanenace of lighting at the areas near the station  Liaise with the administration units station (County and sub county governments, , Police, DO, chiefs, etc) to provide regular surveillance and patrolsto protect NAMSIP 126 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final Impacts on or due to Anticipated Impacts / Remarks Proposed Mitigation during the Design Proposed Mitigation during the and Construction phases Operation and Decommissioning phases workers and commuters  Increase of immigrant workers in the area  Reduce risk of transfer through provision  Maintain a continuous awareness HIV/AIDs and STIs might increase the spread of sexually of male and female condoms for all program on health issues related to STDs transmitted diseases, including HIV/AIDs workers; and HIV/AIDS at the station, eg installing  Provide free STI and HIV/AIDS posters at the station screening, diagnosis, counseling for workers and local people near the site  Sensitize workers and the surrounding community on awareness, prevention and management of HIV / AIDS through staff training, awareness campaigns, multimedia, and workshops or during community Barazas.  Construction workers will be exposed to  Contractor shall provide an Occupational  Provision of adequate and right safety Occupational Health And risks of accidents and injuries as a result of Health and Safety Policy and OHS Plan tools and personal protective equipments Safety construction activities including use of for the work to be perfomed at the sites (PPEs) to protect and prevent possible machines, use of scaffolding for above  Provide medical and insurance cover for injuries to the workers during ground works, metal grinding and cutting, all workers maintenance concrete work, steel erection and welding  In collaboration with local health among others authorities, ensuring that medical staff, first aid facilities are available at all times at the site  Appoint an Occupational Health and Safety (OHS) officer at the site, with necessary authority and resources to manage OHS issues  Provision of adequate and right safety tools and personal protective NAMSIP 127 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final Impacts on or due to Anticipated Impacts / Remarks Proposed Mitigation during the Design Proposed Mitigation during the and Construction phases Operation and Decommissioning phases equipments (PPEs) to protect and prevent possible injuries to the workers  The site shall be fenced off and provided with security at the access gates to reduce potential accidents and injuries to the public  Exploitation of children in child labour and  Ensure no children are employed on site  Ensure no children are employed on site Child protection sexual harassment in accordance with national labor laws in accordance with national labor laws  Ensure that any child sexual relations  offenses among contractors’ workers are promptly reported to the police  Discrimination of women on jobs, unequal  Same as during construction phase Gender equity, sexual  Contractor to prepare and enforce a No pay, and sexual harassment during harassment Sexual Harassment Policy in construction works accordance with national law where applicable  Contractor and implementing agency to prepare and implement a Gender Action plan to include at minimum, in conformance with local laws and customs, equal opportunity employment, gender sensitization  Provision of gender disaggregated bathing, changing, sanitation facilities  Grievance redress mechanisms including non-retaliation  Employees and other people in the area  Contractor shall maintain records and  N/A Loss of life, injury, or might lose their life as a result of the project making reports concerning health, safety damage to people and construction and welfare of persons, and damage to private property property, as the RE may reasonably NAMSIP 128 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final Impacts on or due to Anticipated Impacts / Remarks Proposed Mitigation during the Design Proposed Mitigation during the and Construction phases Operation and Decommissioning phases require  Insuring against liability for any loss, damage, death or bodily injury which may occur to any physical property or to any person which may arise out of the contractor’s performance of the contract  Insuring against liability for claims, damages, losses and expenses (including legal fees and expenses) arising from injury, sickness, disease or death of any person employed by the contractor or any other of the contractor’s personnel.  The construction site shall be fenced off to prevent access to members of the public  Excavated sites, embankments, and dangerous locations are protected with proper safety barriers, tape and warning signs. NAMSIP 129 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final CHAPTER NINE 9 THE ENVIRONMENTAL & SOCIAL MANAGEMENT AND MONITORING PLAN 9.1 Significance of ESMMP The purpose of the Environmental and Social Management and Monitoring Plan is to initiate a mechanism for implementing mitigation measures for the potential negative environmental impacts and monitor the efficiency of these mitigation measures based on relevant environmental indicators. The ESMMP assigns responsibilities of actions to various actors and provides a timeframe within which mitigation measures can be implemented, supervised and monitored. Further, it provides a checklist for project monitoring and evaluation. The objectives of the ESMMP are: o To provide evidence of practical and achievable plans for the management of the proposed project. o To provide the Proponent and the relevant Lead Agencies with a framework to confirm compliance with relevant laws and regulations. o To provide community with evidence of the management of the project in an environmentally acceptable manner. The ESMMP outlined below will address the identified potential negative impacts and mitigation measures on the following project stages: I. Pre-construction and Construction Phases ESMMP II. Operation Phase ESMMP and III. Decommissioning Phase ESMMP. 9.2 The Environmental and Social Management Plan The construction Contractor will be responsible for the implementation of the construction phase ESMP. The Contractor will identify responsibilities and organization required to implement the accountabilities of the construction phase ESMP. The construction phase ESMP will apply to the Principal Contractor and all Sub-contractors. The Contractor will also be responsible for developing and implementing a site specific induction for all construction workers. This induction will include all EHS hazards and their control measure. The Contractor will ensure that all construction workers are trained and competent and hold the appropriate certification for the tasks that they will be undertaking. A preliminary environmental management and monitoring outline has been developed for the project works. Responsibility for the incorporation of mitigation NAMSIP 130 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final measures for the proposed project lies with the Proponent, who must ensure specified mitigation measures are implemented and monitored. The table below summarizes the environmental, social monitoring and management plan for the proposed project. They describe parameters that can be monitored, and suggest how monitoring should be done, how frequently, and who should be responsible for implementation and monitoring. The estimated costs for the various mitigation measures have been provided where possible. It will be noted that most of these measures will be part of the p roject’s operational costs. 9.2.1 Pre-construction and construction Phases ESMMP The necessary objectives, activities, mitigation measures, and allocation of costs and responsibilities pertaining to prevention, minimization and monitoring of significant negative impacts and maximization of positive impacts associated with the construction phase of the project is as outlined below: NAMSIP 131 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final Table 9-1 :–Environmental Management and Monitoring plan Project Proposed Mitigation and Aspects Responsibility Parameters for Monitoring/ Timing - Recommended Estimated Environmental for Monitoring for intervention Indicators frequency of monitoring Mitigation & and and monitoring (c ) – construction Monitoring costs to Social Impact during design, (o) - operations be included in the construction and BoQ (Kshs) defects liability period Loss of vegetation CONSTRUCTION PHASE Design Engineer, (c) check and follow Included in the BoQ  Minimize clearing of uneccesary Project Engineer specifications in the Continuous during under excvations areas at the construction site and Contractor drawings and plans construction & operation KShs  Replant vegetation through (c) Minimal clearance of phases 1,199,720.00 landscaping upon completion vegetation and soil stripping OPERATION PHASE  Replenish vegetation at the station regularly  Proper maintenance of trees and other vegetation at the station soil erosion CONSTRUCTION PHASE Design Engineer,  Construct efficient drainage Project Engineer (c ) and (o) During rainy seasons Included in the BoQ structures (culverts, mitre drains, and Contractor  Soil erosion levels under Drainage scour checks etc) KRC Structures  Control earthworks through cascading gabions and distribution Normal maintenance channels for storm water budget of the station  Protect excavated sections of the during operation route of storm water during heavy rains  Provide erosion channels to natural drains and rivers/streams to minimize erosion  Design to incorporate existing NAMSIP 132 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final Project Proposed Mitigation and Aspects Responsibility Parameters for Monitoring/ Timing - Recommended Estimated Environmental for Monitoring for intervention Indicators frequency of monitoring Mitigation & and and monitoring (c ) – construction Monitoring costs to Social Impact during design, (o) - operations be included in the construction and BoQ (Kshs) defects liability period drainage pattern and avoid disturbing the same OPERATION PHASE  Regular cleaning and proper maintenance/repair of drainage structures Disruption of DESIGN and CONSTRUCTION Public Utilities PHASE Project Engineer (c ) Down time of utilities (c) daily Budget under  Design to incorporate existing and Contractor affected provisional sums of public utlities and avoid disturbing Utilities providers Utilities the same  Complaints from the  Contractor to generate utility local residents management plan  No of disruptions  Contractor to minimize damage to public utilities CONSTRUCTION PHASE Project Engineer, inspection / observation Air Pollution  Speed control of vehicles Contractor,  Dust level – particulate daily/random  accessing the site Traffic police matter Equipment - costs  Construction of bumps along  Exhaust fumes from the build in the planning acess road to the station vehicles and administration  Regular watering of acess roads  Maintenance levels of costs of the and work sites plant and equipment contractor equipment  Proper maintenance of construction equipment per the manufacturuer requirements NAMSIP 133 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final Project Proposed Mitigation and Aspects Responsibility Parameters for Monitoring/ Timing - Recommended Estimated Environmental for Monitoring for intervention Indicators frequency of monitoring Mitigation & and and monitoring (c ) – construction Monitoring costs to Social Impact during design, (o) - operations be included in the construction and BoQ (Kshs) defects liability period CONSTRUCTION PHASE Project Engineer inspection / observation daily/random Noise pollution  Regular Sensitization of and Contractor Costs build in the workforce and residents on  Noise level at the planning and potential noise levels construction site administration costs  Controlled operation of  Number of Complaints of the contractor construction plant and from the residents equipment  No blasting shall be done on site Water Resources CONSTRUCTION PHASE Usage  Develop water abstraction plan to Project Engineer Inspection /method of waste (c) monthly Costs build in the minimize conflict with local and Contractor collection planning and residents administration costs  Manage use of piped water and WARMA  Complaints from the of the contractor other water sources mainly used neighbouring by local people communities or the  Abstraction licenses should be authorities obtained from the required Amount of water abstracted authority (WARMA) OPERATION PHASE  Monitor water wastage and KRC inspection (o) monthly usage during operational stages  Amount of water used Normal maintenance of the station  Repairs and damaged budget  Install pressure taps that water facilities minimize and time usage  Repair damaged taps and toilets to minimize waste NAMSIP 134 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final Project Proposed Mitigation and Aspects Responsibility Parameters for Monitoring/ Timing - Recommended Estimated Environmental for Monitoring for intervention Indicators frequency of monitoring Mitigation & and and monitoring (c ) – construction Monitoring costs to Social Impact during design, (o) - operations be included in the construction and BoQ (Kshs) defects liability period Water Pollution DESIGN and CONSTRUCTION PHASE Project Engineer Inspection (c) daily Costs build in the  Incorporate erosion control and Contractor planning and measures during construction at  Discharge into water (o) regularly administration costs the site Sub-County bodies of the contractor  No oils and fuels should be stored Health &  Complaints from the & on the construction site – small Environmental neighbouring Maintenance costs of works Officer, NEMA, communities or the the station  Maintenance, re-fuelling and WARMA authorities cleaning of equipment should KRC  Inspection status of NOT be done at construction site streams, rivers and by the contractor – but in a wetlands in the area of licensed garages outside the influence station area  The station design to incorporate oil sumps at the parking areas to isolate oil spills from parked vehicles that might spill to the storm drains  No solid waste, fuels or oils shall be discharged on land surface, into drains or streams OPERATION PHASE  Monitor oil spills and other leakages at the station and parking lots  Regular cleaning of oil sumps and storm water drains at the station NAMSIP 135 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final Project Proposed Mitigation and Aspects Responsibility Parameters for Monitoring/ Timing - Recommended Estimated Environmental for Monitoring for intervention Indicators frequency of monitoring Mitigation & and and monitoring (c ) – construction Monitoring costs to Social Impact during design, (o) - operations be included in the construction and BoQ (Kshs) defects liability period Traffic safety  Initiation of a safety program and Project Engineer measures by creating awareness and Contractor Inspection and accident Monthly Costs build in the and educational campaigns for reports planning and workers and local communities Local Police, administration costs  Installation of appropriate road KRC ( c) & (o) - No of accidents of the contractor signage, speed signs, and other warning signs at the site and ( c) & (o) - Complaints from access roads the local people  Copies of insurance policies for the contractor’s drivers and ( c) Adherence of insurance vehicles should be provided to the and traffic Act requirements Supervision Consultant.  The contractor’s vehicles and equipment must be in proper working condition and have registration plates, and numbering.  The contractor ensures proper driving discipline by its employees, and sanctions those in breach.  Excavated sites, embankments, and dangerous locations are protected with proper safety barriers, tape and warning signs.  Maintain a log detailing every violation and accident on site or associated with the project work activities, including the nature and circumstances, location, date, NAMSIP 136 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final Project Proposed Mitigation and Aspects Responsibility Parameters for Monitoring/ Timing - Recommended Estimated Environmental for Monitoring for intervention Indicators frequency of monitoring Mitigation & and and monitoring (c ) – construction Monitoring costs to Social Impact during design, (o) - operations be included in the construction and BoQ (Kshs) defects liability period time, precise vehicles and persons involved, and follow-up actions with the police, insurance, families, community leaders, etc (including during operation stages) Settlement/Induce CONSTRUCTION PHASE Inspection/observation d settlement  Ensure the station is fenced off to KRC, Local sub- Number of informal monthly No direct costs changes discourage informal settlement county Authorities settlements coming up near and trading within the premises the project  Discourage informal settlement near the station Social Issues – CONSTRUCTION PHASE Contractor, (c ) observation /reports No direct costs to employment  Utilization of local skilled and Project Engineer  Number/percentage of Monthly EMMP, costs build in unskilled workers local workers from the the planning and local communities administration costs  Complaints from local of the contractor residents Workers and  Contractor to provide clean and Contractor, No direct costs to commuters health adequate sanitation facilities for Project Engineer Inspection/observation/ Daily EMMP, costs build in and sanitation the workers at all times reports Monthly reports the planning and  Contractor shall also provide clean KRC  Number of sanitation administration costs drinking water at the construction facilities of the contractor site for his workers at all times  Sanitation facilities & Normal OPERATION PHASE cleanliness maintenance costs  Project proponent to provide clean  Number of disease during operation and adequate sanitation facilities outbreaks for the commuters NAMSIP 137 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final Project Proposed Mitigation and Aspects Responsibility Parameters for Monitoring/ Timing - Recommended Estimated Environmental for Monitoring for intervention Indicators frequency of monitoring Mitigation & and and monitoring (c ) – construction Monitoring costs to Social Impact during design, (o) - operations be included in the construction and BoQ (Kshs) defects liability period Security and  Proper design incorporating Contractor, No direct costs to Crime lighting to enhance security at the Project Engineer Reporting Monthly EMMP, costs build in station Local police  Number of crimes reported the planning and  Sensitize the construction KRC administration costs workers, locals, and security to be of the contractor on the lookout on suspicious & Normal operational activities near the station costs during  Liaise with the administration units operation (County and sub county governments, , Police, DO, chiefs, etc) to provide regular surveillance and patrolsto protect workers and commuters CONSTRUCTION PHASE Contractor, Project observation / reports HIV/AIDS, STDs,  Sensitize workers and the Engineer  No of HIV/AIDs Monthly a) HIV/AIDS surrounding community on programs conducted by awareness awareness, prevention and Sub-county Health the contractor campaign management of HIV / AIDS & Environmental  No of testing, counseling b) HIV/AIDS Officer, local sub- provided prevention through staff training, awareness county authorities  Prevalence of campaign campaigns, multimedia, and prostitution, HIV/AIDS workshops or during community and STDs in the area Approx Kshs as per Barazas; during construction provided in the BoQ  period 2,500,000  Reduce risk of transfer through provision of male and female condoms for all workers;  Provide free STI and HIV/AIDS screening, diagnosis, counseling NAMSIP 138 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final Project Proposed Mitigation and Aspects Responsibility Parameters for Monitoring/ Timing - Recommended Estimated Environmental for Monitoring for intervention Indicators frequency of monitoring Mitigation & and and monitoring (c ) – construction Monitoring costs to Social Impact during design, (o) - operations be included in the construction and BoQ (Kshs) defects liability period for workers and local people near the site OPERATION PHASE Continuous  Maintain a continuous awareness Environmental observation / reports program on health issues related Unit/ proponent  Information flow,  Response to HIV/AIDS to STDs and HIV/AIDS at the dissemination and issues station, eg installing posters at the awareness on HIV/AIDs station  No of posters at the station CONSTRUCTION PHASE Inspection Solid Waste  Establish a well planned method Contractor and  Disposal methods of weeekly Costs build in the of solid disposal of debris/ Project Engineer solid waste from the site planning and garbage at the camp site  Complaints on health administration costs  and safety aspects of the contractor related to construction activities  Site cleanliness  Amount of waste/debris on site OPERATION PHASE Inspection KRC budget  Provision of disposal bins at KRC  Accumulation of garbage daily designated areas at the station Local Sub-county at the station  Regular collection and disposal of council  Complaints by garbage by the project proponent commuters  Clean storm water drains to  Number of drainage minimize clogging areas clogged  Facilities cleanliness NAMSIP 139 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final Project Proposed Mitigation and Aspects Responsibility Parameters for Monitoring/ Timing - Recommended Estimated Environmental for Monitoring for intervention Indicators frequency of monitoring Mitigation & and and monitoring (c ) – construction Monitoring costs to Social Impact during design, (o) - operations be included in the construction and BoQ (Kshs) defects liability period Occupational inspection Health and Safety CONSTRUCTION PHASE Project Engineer Monthly Standard conditions  Provide medical and insurance and Contractor  No of PPEs provided of contract for WIBA cover for all workers Sub-county Health  Workers OHS  Provide adequate and right & Environmental compliance (use and Health & Safety for safety tools, and enforce use of Officer adequacy) Workers and PPEs to all workers  Number of construction Equipment - Kshs  Appoint a fulltime OHS activities related 5,200,000 personnel accidents  Ensure provisions of first aid for staff , insurance, and access to ambulance service at all worksites, and arrangement to access local hospital/dispensary with qualified medical staff by workers  The site shall be fenced off and provided with security at the access gates to reduce potential accidents and injuries to the public CONSTRUCTION PHASE observation /reports/random Child protection  Ensure no children are employed Contractor, Project checks Regularly No Direct costs on site in accordance with national Engineer labor laws  Inspection of employees  Ensure that any child sexual working at the site relations offenses among  Labour Records by the contractors’ workers are promptly contractor reported to the police NAMSIP 140 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final Project Proposed Mitigation and Aspects Responsibility Parameters for Monitoring/ Timing - Recommended Estimated Environmental for Monitoring for intervention Indicators frequency of monitoring Mitigation & and and monitoring (c ) – construction Monitoring costs to Social Impact during design, (o) - operations be included in the construction and BoQ (Kshs) defects liability period Gender equity and CONSTRUCTION PHASE Contractor, Project observation /reports monthly Sexual  Contractor to prepare and enforce Engineer, No direct costs to harassment a No Sexual Harassment Policy in  Number of incidences EMMP, costs build in accordance with national law  Number of women the planning and where applicable employed administration costs  Contractor and implementing  Labour Records by the of the contractor agency to prepare and implement contractor a Gender Action plan to include at minimum, in conformance with local laws and customs, equal opportunity employment, gender sensitization  Provision of gender disaggregated bathing, changing, sanitation facilities  Grievance redress mechanisms including non-retaliation Loss of life, injury, CONSTRUCTION PHASE Contractor, Project No direct costs to or damage to  Contractor shall maintain records Engineer, EMMP, costs build in people and private and making reports concerning the planning and property health, safety and welfare of administration costs persons, and damage to property, of the contractor as the RE may reasonably require  Insuring against liability for any loss, damage, death or bodily injury which may occur to any physical property or to any person which may arise out of the contractor’s performance of the NAMSIP 141 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final Project Proposed Mitigation and Aspects Responsibility Parameters for Monitoring/ Timing - Recommended Estimated Environmental for Monitoring for intervention Indicators frequency of monitoring Mitigation & and and monitoring (c ) – construction Monitoring costs to Social Impact during design, (o) - operations be included in the construction and BoQ (Kshs) defects liability period contract  Insuring against liability for claims, damages, losses and expenses (including legal fees and expenses) arising from injury, sickness, disease or death of any person employed by the contractor or any other of the contractor’s personnel.  The construction site shall be fenced off to prevent access to members of the public TOTAL APPROXIMATE COSTS OF ESMMP Kshs 8,899,720.00 NAMSIP 142 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final 9.2.2 Grievance redress Mechanisms (GRM) Proper and strong Grievance mechanisms are very important in ensuring the stakeholders grievances and issues as they relate to the proposed project are addressed in a timely and appropriate manner, to enhance the relationship between the project proponent, contractor, and the stakeholders. It is therefore recommended that the project proponent should therefore put in place a GRM for the project to ensure any issues raised by stakeholders related to the project safeguards are addressed. It is important to emphasize that grievance redress mechanisms are for all aspects of a project, not just environmental and social safeguards. The implementing agency should prepare and disseminate grievance redress guidelines for the project, including a hierarchy of reporting levels for redress, roles, and responsibilities. Public information about grievance redress should be posted in visible locations in project area of influence. Where needed, Grievance Redress Committees (GRCs) should be established, with the necessary authority, training and resources. Entities involved in grievance redress should keep proper records and logs. Project budgets should include resources for the establishment and operation of the Grievance Redress System. The implementing agency should on regular occasions review the GRM and verify that they are working properly. NAMSIP 143 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final CHAPTER TEN 10 CONCLUSION AND RECOMMENDATIONS 10.1 Conclusion This environmental and social assessment of the Project ascertains that the Project is unlikely to cause any significant environmental and social impacts. Most of the impacts are short and medium-term or temporary in nature and can be readily addressed by some embedded control measures in the engineering design of the Project as well as additional mitigation measures as suggested in the Environmental and Social Management Plan. The Project received favourable support from local people and other stakeholders during consultations. Stakeholders appreciated that in addition to improving commuter rail services in the area, the Project will have several other benefits such as supporting economic growth in the region by opening avenues for further development, employment (direct and indirect) and improving local infrastructure. The critical importance of the proposed project is to develop Kahawa CRS so as to develop a strong commuter rail service in the NMR that will serve the high travel demand. Further, completion of the project will lead to road traffic decongestion. As such, the project in itself is already an activity in mitigation of an existing concern and this is the prime justification of the proposed investment. During the construction phase of the Project, the key environmental issues are noise and dust generation. There is a risk of soil erosion as result of removal of soil cover, excavation and movement of heavy construction vehicles and equipment. Contamination of soil, groundwater could occur also result from accidental spills and leaks of hazardous materials (e.g. oil) during handling, transportation, and storage at the site. The adverse impacts identified are generally manageable through good housekeeping and a diligent implementation of the ESMP by the Contractor and its supervision by the Proponent. The nearest air quality and noise sensitive receptors will be a focus for monitoring of any impact arising due to the construction activities. The assessment also found that the Project is unlikely to cause any major social impacts. The Project does not involve any physical and economic displacement of families. The positive social impacts identified include employment and business opportunities for the local people, reduction of travel time and comfort, improved security, decongestion of already congested roads within the project area and Nairobi metropolitan area, thereby NAMSIP 144 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final reducing air emmissions from vehicles, increased trade in the area translating to increased revenue generation to national and local governments, among others On the other hand, the possible negative impacts include conflicts and social concerns such as: antagonism from local population if locals are not recruited; proliferation of food kiosks and informal settlement near the station, disruption of public utilities, potential spreading of STIs and HIV/AIDs, risks of injuries and accidents to workers and members of the public, among others. Most of the adverse impacts are short-term or temporary and will be more felt during the construction phase of the project. However, most of them can be mitigated with appropriate mitigation measures built in as part of the Project planning process. 10.2 Recommendation Environmental monitoring is essential to track and sustain the effectiveness of the mitigation measures proposed in this report. An environmental monitoring plan has been prepared as part of the ESMP, to be used during the implementation of the proposed project. The focus areas of monitoring cover air, noise, Water and energy resources, occupational health and safety as well as local employment and economy. The burden of mitigation largely lies with the Project Contractor under supervision by the Proponent. The Contract for CRS improvement should bear relevant clauses binding the contractor to institute environmental mitigation as recommended in this study. Thus, in this case, the core monitoring strategy for this project will be through site meetings, in which case, it is recommended that the County Environmental Officers be invited to such meetings. Other stakeholders such as the County Labour Officer should also attend such meetings regularly to ascertain that measures towards securing the health and safety of workers have been put in place. It is the duty of the Proponent to carry out annual environmental audits once it has been commissioned. This will be in compliance with the Environmental Management and Coordination Act, EMCA of 1999 and the Environmental Impact Assessment and Audit Regulations, Legal Notice No. 101 of 2003. The tentative budget allocated to implementation of mitigation measures and in addition to the provisions of BOQ was calculated to be approximately Kenya Shillings 8,899,720.00. It is the responsibility of the project proponent to allocate this budget to facilitate diligent implementation of the mitigation measures and minimize potential negative impacts at construction and operational phases of the project. NAMSIP 145 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final The following is recommended for effective implementation of the mitigation measures for the project;  All mitigation measures need to be specified in tender and contract documents, and must be included in the Engineering Drawings, Specifications and Bills of Quantities.  Diligence on the part of the contractor and proper supervision by the Project Engineer during construction and the initial operation phase is crucial for mitigating impacts.   Periodic environmental and social monitoring is required by the project proponent to ensure that mitigation measures have been implemented in order to prevent or avert any negative impacts of the project.  The implementing agency should set up proper and applicable Grievance Redress Mechanism (GRM) for the project to deal with grievances and issues on the project  Reporting of the implementation of safeguards should be incorporated in the monthly reporting of the project NAMSIP 146 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final REFERENCES Kenya, The Environment Management and Coordination Act No 8, 1999 and the relative Amendment Act No 5, 2015 (EMCA 2015). Republic of Kenya (2003), Legal Notice no.101: The Environmental Management (impact Assessment and Audit) regulations, 2003. The Constitution of Kenya 2010 Kenya Vision 2030 Nairobi Metro 2030 Kenya Gazette Supplement Number 56. Environmental Impact Assessment & Audit Regulations 2003.Government Printer, Nairobi. Kenya, the Urban Areas and Cities Act 2011 Kenya, the County Government Act 2012 Kenya Republic of (1996) Sectionals paper No 1 of 1996 on Environmental Development. Kenya Republic of (1999) Sectionals paper no. 6 of 1999 on Environmental Development. Kenya Republic of (1994). The Penal Code (cap. 63) Kenya Republic of (1994), The National Environmental Action Plan (NEAP), revised in Kenya, Republic of (2006), Environmental Management and Coordination Act (Waste Management) Regulations, 2006 Kenya, Republic of (2006), Environmental Management and Coordination Act (Water quality) Regulation 2006 Kenya Republic, Air Quality Regulation, 2014 Kenya Republic, Occupational Safety and Health Act OSHA, 2007 Kenya, Republic of (2009), Environmental Management and Coordination Act (Noise and Excessive Vibrations Pollution Control) Regulations, 2009 Kenya gazette supplement Acts Building Code 2000 by government printer, Nairobi NAMSIP 147 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final Kenya gazette supplement Acts (1972), Public Health Act (Cap. 242) government printer, Nairobi Kenya, Republic of (1996), The physical planning Act (cap 286) Kenya Republic of (1968). The Building Code, revised in 2009 Kenya Republic, The Way Leave Act Cap 292 Kenya Republic, National Sand Harvesting Guidelines, 2007 Kenya Republic, The Water Act 2002 Kenya Republic, Public Procurement and Disposal Act 2005 Kenya Republic, Public Roads and Roads of Access Act (Cap 399) Operational Policy (OP)/Bank Procedure (BP) 4.01: Environmental Assessment, Operational Policy 4.04: Natural Habitats, 2001, Operational Policy 4.36: Forests, 2002, Operational Policy 4.12: Involuntary Resettlement, 2001 NAMSIP 148 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final ANNEXES SITE PHOTOGRAPHS Annex 10-1: View of some of the structures at the site Annex 10-2: Kahawa Railway track NAMSIP 149 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final Annex 10-3: View of the current Kahawa Railway Station NAMSIP 150 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final SITE LAYOUT Annex 10-4: Quick-Wins Kahawa Station project layout NAMSIP 151 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final Annex 10-5: Quick-Wins Kahawa Station. Water supply NAMSIP 152 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final Annex 10-6: Quick-Wins Kahawa Station. Drainage project NAMSIP 153 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final Annex 10-7: Quick-Wins Kahawa Station. Sewerage project NAMSIP 154 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final Annex 10-8: Quick-Wins Kahawa Station. Project model NAMSIP 155 SGS & VDP S.L.R Kahawa Railway Station ESIA Report Version: Final Annex 10-9: Quick-Wins Kahawa Station. Project area land use destination. NAMSIP 156 SGS & VDP S.L.R Kahawa Railway Station Annex 10-10 : SAMPLE CHANCE FIND PROCEDURES Chance find procedures are an integral part of the project ESMMP and civil works contracts. The following is proposed in this regard: If the Contractor discovers archeological sites, historical sites, remains and objects during excavation or construction, the Contractor shall:  Stop the construction activities in the area of the chance find;  Delineate the discovered site or area;  Secure the site to prevent any damage or loss of removable objects. In cases of removable antiquities or sensitive remains, a night guard shall be arranged until the responsible local authorities or the Ministry of State for National Heritage and Culture take over;  Notify the supervisor, Project Environmental Officer and Resident Engineer who in turn will notify the responsible local authorities and the Ministry of State for National Heritage and Culture immediately (within 24 hours or less). Responsible local authorities and the Ministry of State for National Heritage and Culture would then be in charge of protecting and preserving the site before deciding on subsequent appropriate procedures. This would require a preliminary evaluation of the findings to be performed by the archaeologists of the National Museums of Kenya. The significance and importance of the findings should be assessed according to the various criteria relevant to cultural heritage, namely the aesthetic, historic, scientific or research, social and economic values. Decisions on how to handle the find shall be taken by the responsible authorities and the Ministry of State for National Heritage and Culture. This could include changes in the layout (such as when finding irremovable remains of cultural or archeological importance) conservation, preservation, restoration and salvage. Implementation for the authority decision concerning the management of the finding shall be communicated in writing by relevant local authorities. Construction work may resume only after permission is given from the responsible local authorities or the Ministry of State for National Heritage and Culture concerning safeguard of the heritage. NAMSIP 157 SGS & VDP S.L.R Kahawa Railway Station Annex 10-11: Grievance Redress Process Process Description Time frame Other information Identification of Face to face; phone; letter, e-mail; 1 Day Email address; hotline grievance recorded during public/community number interaction; others Grievance Significance assessed and 4-7 Days Significance criteria: assessed and grievance recorded or logged (i.e. Level 1 –one off event; logged in a log book) Level 2 – complaint is widespread or repeated; Level 3- any complaint (one off or repeated) that indicates breach of law or policy or the ESIA provisions Grievance is Acknowledgement of grievance 7-14 Days acknowledged through appropriate medium Development of Grievance assigned to appropriate 4-7 Days response party for resolution 7-14 Days Response development with input from management/ relevant stakeholders Response Redress action approved at 4-7 Days Project staff at project signed off appropriate levels proponet to sign off Implementation Redress action implemented and 10-14 Days and update of progress on resolution communication communicated to complainant of response Complaints Redress action recorded in 4-7 Days Response grievance log book Confirm with complainant that grievance can be closed or determine what follow up is necessary Close grievance Record final sign off of grievance 4-7 Days Final sign off on by project proponent If grievance cannot be closed, return to step 2 or refer to sector minister or recommend third-party arbitration or resort to court of law. NAMSIP 158 SGS & VDP S.L.R