E2212 v4 ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT FOR THE CONSTRUCTION OF THE MILE 12 (KOSOFE LOCAL GOVERNMENT AREA) TO IKORODU TOWN (IKORODU WEST LOCAL GOVERNMENT AREA) BUS RAPID TRANSIT (BRT) ROUTE FINAL REPORT PREPARED BY LAGOS METROPOLITAN AREA TRANSPORT AUTHORITY (LAMATA) 10th February, 2012 |Final ESIA for Mile 12 to Ikorodu BRT Route Project |Final ESIA for Mile 12 to Ikorodu BRT Route Project STATUS PAGE TITLE: ENVIRONMENTAL AND SOCIAL IMAPCT ASSESSMENT (ESIA) FOR MILE 12 TO IKORODU BUS RAPID TRANSIT (BRT) ROUTE ORIGINATOR: LAGOS METROPOLITAN AREA TRANSPORT AUTHORITY (LAMATA) DATE: FEBRUARY 2012 VERSION 06: (FINAL) VERSION DATE PAGES REASON 06 February 2012 WHOLE Incorporating World DOCUMENT Bank Comments COPYRIGHT This document is the property of Lagos Metropolitan Area Transport Authority (LAMATA). All rights reserved. Neither the whole nor any part of this document may be disclosed to others or reproduced, stored in a retrieval system or transmitted in any form by any means (electronic, mechanical, reprographic recording or otherwise) without prior written consent of the copyright owners. February 2012 |Final ESIA for Mile 12 to Ikorodu BRT Route Project TABLE OF CONTENTS Title page 1 Status page 3 Table of contents 4 List of Maps 8 List of Tables 9 List of Figures 10 List of Plates 11 List of Acronyms and abbreviations 13 ESIA preparers 14 Executive Summary 15 Acknowledgements 19 CHAPTER ONE 1.0 INTRODUCTION 21 1.1. Background Information 21 1.2. The Proponent 25 1.3. Proponent’s Intent 25 1.4 Environmental and Social Impact Assessment 27 1.5 Policy, Legal and Administrative Framework 28 1.6 Terms of Reference and Scope of Work 36 CHAPTER TWO 2.0. PROJECT JUSTIFICATION 44 2.1. Need for the Project 44 |Final ESIA for Mile 12 to Ikorodu BRT Route Project 2.2 Project Alternatives 45 2.3 Value of the Project 45 2.4 Envisaged Sustainability 46 CHAPTER THREE 3.0 PROJECT DESCRIPTION 48 3.1 Type of Project 48 3.2 Location of Project 50 3.3 Project Schedule 55 CHAPTER FOUR 4.0 Description of the environment including data acquisition 56 4.1 Study approach 56 4.2 Baseline data acquisition methods 59 4.3. Geographic location 63 4.4 Geology, Topography & Hydrology 63 4.5 Water Studies 67 4.6 Climatic Conditions 70 4.7 Air Quality Assessment and Noise level 72 4.8 Analysis of Emission Data for the Existing Conditions Scenario in Lagos State ` 76 4.9 Noise level result 86 4.10 Biological Environment 89 4.11 Fauna 97 4.12 Potential Land Use and Landscape Patterns 97 4.13 Soil Studies 106 |Final ESIA for Mile 12 to Ikorodu BRT Route Project 4.14 Socio-Economic Characteristics 107 4.15 Traffic and Transportation 122 4.16 Utilities 128 CHAPTER FIVE 5.0 ASSOCIATED AND POTENTIAL ENVIRONMENTAL IMPACT 130 5.1 Identification, Prediction and Evaluation of Negative Impacts 135 5.2 Description of Potential Negative Impacts 141 CHAPTER SIX 6.0 MITIGATION MEASURES 149 6.1 Description of Mitigation Measures 149 6.2 Tabulation of Mitigation Requirements Using Risk Assessment Index 163 CHAPTER SEVEN 7.0 STAKEHOLDER CONSULTATIONS 175 CHAPTER EIGHT 8.0 ENVIRONMENTAL MANAGEMENT PLAN 186 8.1 Introduction 186 8.2 Objectives of the Environmental Management Plan 186 8.3 Use and Maintenance of the EMP 187 8.4 Monitoring: measurements and Procedures 187 8.5 Waste Management Strategies 191 8.6 Audit Programme 191 8.7 Safety Philosophy 192 8.8 Decommissioning Plan 192 8.9 Cost of Implementing the Environmental Management Plan 193 |Final ESIA for Mile 12 to Ikorodu BRT Route Project 8.10 Institutional Arrangement 195 8.11 Roles and Responsibilities 195 CHAPTER NINE 9.0 CONCLUSION AND RECOMMENDATION 197 BIBLIOGRAPHY APPENDICES 199 REFERENCES 280 |Final ESIA for Mile 12 to Ikorodu BRT Route Project LIST OF MAPS Map 1: Administration Map of Lagos State showing the Project Corridor in Box. Map 2: Mile12 – Ikorodu existing Bus stop & bridge Structure Map 3: Mile12 – Ikorodu proposed BRT stations Map 4: The Bus Rapid Transit Network Map 5: Revised Lagos State Land Use Plan 2001/ 2002 Map 6: Lagos State Regional Plan: Existing Land Use Plan 2002 Map 7: Land Use/ Land Cover Distribution of the Project Area in 1986 Map 8: Land Use/ Land Cover Distribution of the Project Area in 1994 Map 9: Land Use/ Land Cover Distribution of the Project Area in 2000 Map 10: Wetlands changed to cultivation (Agricultural Uses) Map 11: Map of the Mile12 to Ikorodu BRT route Project Corridor showing major settlements Map 12: Lagos State Waterways showing the 3 Routes earmarked as priority |Final ESIA for Mile 12 to Ikorodu BRT Route Project LIST OF TABLES Table 1.1: World Bank Safeguard Policies Table 4.1: Physico-Chemical & Microbiological analysis results of Surface water samples Table 4.2: Characteristics of Climate element in the Project Corridor Table 4.3: Air Quality Assessment along the project Corridor Table 4.4: Annual Mean Concentration of SO2 in various sampling locations within Lagos Table 4.5: Value of NO2 among the eight sampled Environment Table 4.6: Mean Concentration of Ozone Table 4.7: Mean Concentration of TSP in sampled Locations Table 4.8: The Mean Values of PM10 at various sampled Locations Table 4.9: The Mean Values of PM2.5 at various sampled Locations Table 4.10: Mean Concentration of Particulate matter & gases during Wet season of 2007/ 2008 Table 4.11: Mean Concentration of Particulate matter & gases during Dry season of 2007/ 2008 Table 4.12: Noise levels along the Project Corridor Table 4.13: Noise levels at different Locations within the Monitoring Area Table 4.14: Summary of the measured Noise level indices in all sites in the study Area Table 4.15: Trend of Noise Table 4.16: Aquatic Macrophytes in the Study Area Table 4.17: Species Diversity and Frequency of occurrence along transects in the Project Area Table 4.18: Life form spectrum of Plant Communities in the Study Area (T1 – T6) Table 4.19: Physico-chemical & microbiological analysis result of soil sample from Mile12-Ikorodu route Table 4.20: Lagos State Population (NPC Figure) Table 4.21: Lagos State Population (Lagos State Figure) Table 4.22: Lagos State Projected Population Growth Trend (Lagos State Figure) Table 4.23: The world’s largest cities (top 20), 1980 and 2010 (estimated) Table 5.1: Impact Significance Ranking Scale Table 5.2: Project Phases & Sources of Impact Table 5.3: Impactable Components of the Environment & associated impact indicator Table 5.4: Characterization of Impact Table 5.5: Checklists of Ranking of Associated & Potential Impacts Table 6.1: Mitigation Measures for the Potential & Associated Impacts Table 7.1: Monitoring Programme for the Proposed Mile12-Ikorodu BRT route Project Table 7.2: Cost of Implementing the Environmental Management Plan |Final ESIA for Mile 12 to Ikorodu BRT Route Project LIST OF FIGURES Fig 4.1: Values of BTEX in Sampled Locations Fig 4.2: Concentration of SO2 at all the Sampled Locations Fig 4.3: The Concentration of NO2 in all the sampled locations Fig 4.4: The mean Concentration of TSP in all the Sampled Locations Fig 4.5: The mean Values of PM10 at various Sampled Locations Fig 4.6: The mean Values of PM2.5 at various Sampled Locations Fig 4.7: Comparison of the Concentration of Carbon Monoxide across the Metropolis Fig 4.8: Seasonal variations on Carbon Monoxide Fig 4.9: Trend of Noise level in Lagos State Fig 5.1: An Environmentally designed Fleet Maintenance Workshop Fig 5.2: Schematic Representation of the Source & Pathways of Pollutants on the Proposed BRT route. Fig 5.3: Schematic Representation of Results of Impact Assessment Fig 6.1: Examples of the effects of vehicle technical features on rates of exhaust emission- (Vehicle & Fuel) Fig 6.2: Examples of the effects of vehicle technical features on rates of exhaust emission-Weight Class Fig 6.3: Variation of Carbon-dioxide from LDV Fig 6.4: Typical Variations of Oxides of nitrogen from HDV Fig 6.5: Concentrations profile in the vicinity of road showing different shapes Fig 6.6: Filtering role of Vegetation Fig 6.7: The sequence linking traffic management to air quality. Fig 6.8: Risk Assessment Index Matrix for determining Control Requirement |Final ESIA for Mile 12 to Ikorodu BRT Route Project LIST OF PLATES Plate 1 Artists impression of the BRT Classic proposed for the Mile 12 to Ikorodu Corridor Plate 2 Federal Ministry of Environment, LAMATA and Sustainabiliti Limited officials during Site Scoping visit Plates 3 & 4 Joint Site Inspection of the Project Corridor, by the LASG Ministry Of Environment with LAMATA and Project Consultants (AEC, SL and Triple E) Plate 5 Joint meeting with LAMATA and representative of Consultants Plates 6 - 11 Effects of Seasonal flooding along the Project Corridor Plate 12 White Egrets in search of food during the Seasonal floods Plate 13 Cooking at make-shift kitchens occasioned by seasonal flooding Plate 14 Raw sewage discharge outlets into adjoining water body Plate 15 Waste water discharge Plate 16 Lagos State Water Corporation fence set for demolition on existing Right of Way Plates 17 - 21 Road side traders to be affected by the BRT Project on existing Right of Way Plate 22 Agboyi - Ketu Jetty before rehabilitation by LAMATA Plate 23 Agboyi - Ketu Jetty after rehabilitation by LAMATA Plate 24 Market women Plates 25 - 28 Surulere market women during Focussed Group Discussions Plates 29 - 30 United Traders’ Registration at Focussed Group Discussions Plates 31-32 Outer view of perimeter fence built by Surulere Market Association due for demolition on existing Right of Way |Final ESIA for Mile 12 to Ikorodu BRT Route Project Plates 33 - 34 Executives of RTEAN at the Focussed Group Discussions Plates 35 - 46 Focussed Group Discussions with Stakeholders at Mile 12 Plates 47 - 48 Focussed Group Discussions with Stakeholders (Okada riders) at Agric Bus Stop Plates 49 - 50 Focussed Group Discussions with Stakeholders (Market Women) at Agric Bus Stop Plate 51 Representatives of Omoniyi Market Association at Agric Bus Stop Plate 52 - 53 Focussed Group Discussions with Stakeholders (Auto mechanics) at Mile 12 Plate 54 Meeting with Mrs Taiwo Lawal - Secretary Surulere Market Association, Ikorodu. |Final ESIA for Mile 12 to Ikorodu BRT Route Project LIST OF ACRONYMS AND ABBREVIATIONS BOD Biochemical Oxygen Demand 0 C (Centigrade) Celsius ca circa cal calories C5 Carbon- 5 cm Centimeter COD Chemical Oxygen Demand CO Carbon Monoxide CO2 Carbon Dioxide Ct Tropical Continental Air Mass dB decibel ESIA Environmental and Social Impact Assessment FMENV Federal Ministry of Environment FEPA Federal Environmental Protection Agency In inches Kg kilogram Km kilometer LASEPA Lagos State Environmental Protection Agency M meter mV mill volt N02 Nitrogen Dioxide N0x Oxides of Nitrogen pH Measurement of Acidity and alkalinity (on Log. Scale 0 - 14, 7 = neutral, <7 = increasing acidity, >7 = increasing alkalinity) ppm parts per million S02 Sulphur dioxide Tons Tonnes |Final ESIA for Mile 12 to Ikorodu BRT Route Project ESIA PREPARERS Participants in the study were multidisciplinary. The following persons contributed to this Report: Task Description Personnel Project Management Mrs. Olakitan Ogungbuyi, B.Sc, M.Sc, UNU Fellow Environmental Specialist Prof. J. D. Olowokudejo, PhD Socio - Economic Specialist Kayode Ogungbuyi, B.Sc, M.L.S, OPL Fellow, FITD Legal Expert Gbenga Asaaju, LLB, BL Town Planning & Land Use Adeboye Aduwo, B. A. Hons; Dip U & RP; SPURS Fellow, FNITP, RTP Air Quality Monitoring Attahiru Ismaila, B.Sc Impact Assessment Mrs. Olakitan Ogungbuyi, B.Sc, M.Sc, UNU Fellow Prof. J. D. Olowokudejo, PhD Kayode Ogungbuyi, B.Sc, M.L.S, OPL Fellow, FITD Adeboye Aduwo, B. A. Hons; Dip U & RP; SPURS Fellow, FNITP, RTP Civil / Structural Engineering Engr. Tunde Popoola, B.Sc Public Health Specialist Dr. (Ms.) Ibidunni Oloniniyi, MBBS Project Assistants George Arinze, B.Sc Adesua Samuel, B.Sc Olamide Ajani, B.Sc |Final ESIA for Mile 12 to Ikorodu BRT Route Project EXECUTIVE SUMMARY The Lagos Metropolitan Area Transport Authority (LAMATA) has embarked on the development of an extensive mass urban transportation system for Lagos, with the mission to provide the people of Lagos with a high quality, accessible and affordable mass transit system. The BRT Vision and Mission through the expansion of the BRT network is intended to offer an unrivalled opportunity to transform the City of Lagos to a world-city, with an iconic and universally recognisable transportation system and context. The image of the BRT system, both for its users and non-users, will come from four principal factors in the design: ◊ BRT Services - understanding and awareness of the quality, convenience and reliability of the BRT services, putting the passenger first; ◊ BRT Vehicles - the visual and physical impact of the BRT vehicles and services; ◊ BRT Terminals / Stations / Stops - accessibility, identity and facilities at BRT stations and Oshodi to Ikorodu (via Mile 12); ◊ BRT Route - configuration, quality and value of the public realm along the route through which the BRT system runs. The BRT transit system is being developed with the objectives of meeting the highest international standards of technical excellence, taking advantage of the efficiency and energy of the private sector and having broad political and social acceptance. Following on from the success recorded on the existing BRT operations, a huge public demand has been witnessed to extend the BRT service to different parts of the Lagos metropolis. It is in that spirit of enhancing the mobility and accessibility of the urban residents that a BRT service is proposed between Mile 12 and Ikorodu, which will meet the urgent needs of the commuting public on that corridor. This ESIA study has therefore focused upon key objectives, but has constantly scrutinised issues associated with implementation, integration, affordability and appropriateness to the local and Lagos context. Throughout this study extensive consultation and engagement with LAMATA has ensured that the proposals contained herein meet these overarching objectives and will ultimately provide a worthy and prestigious addition to the Lagos BRT network. A thorough and detailed site appraisal has been undertaken to develop a comprehensive understanding of the geographical context of the corridor and its immediate hinterland. The conclusion of this process has allowed the development and recommendation of a BRT conceptual definition that is applicable for the Mile 12 to Ikorodu corridor, the BRT Classic as opposed to the existing BRT Lite. |Final ESIA for Mile 12 to Ikorodu BRT Route Project Travel patterns and observed demand levels have been surveyed on the corridor and our findings have been incorporated in this Report. The proposed corridor between Mile 12 and Ikorodu is punctuated by numerous water courses which are crossed by either a concrete bridge or culvert. In order to avoid substantial infrastructure costs, associated with the construction of new bridge structures, BRT will use a form of Bus Priority whereby it will merge with normal traffic in advance of the structure, cross the existing structure, mixed with normal traffic and then diverge back into its running lane following its transition across the bridge. The proposed method of BRT Insertion (BRT Classic) will form a median operation between Mile 12 and Ikorodu. This method of insertion will require widening the existing carriageway; thus allowing the insertion of dedicated BRT Running Lanes. Each BRT Lane will be configured at 3.5 meters (7.0 metres in total), which will provide superior lateral clearance when compared with the existing BRT-Lite Lanes, which have been inserted at 3.3 metres. In order to minimise impact, and maintain existing levels of accessibility along the corridor, the cross-section of main-line carriageway will still provide a dual running lane measuring (at a minimum) of 7.0 metres in each direction. Plate 1: Artist’s Impression of the BRT Classic proposed for the Mile 12 – Ikorodu corridor The proposed BRT Station design improves pedestrian access and egress, internal pedestrian circulation, and acknowledges the requirement to improve pedestrian access |Final ESIA for Mile 12 to Ikorodu BRT Route Project and egress through the provision of separate boarding and alighting areas. As a result of median operation, and the need to protect and maintain pedestrian safety when accessing the station structure is of paramount importance. Within this context, it is proposed that access and egress to each station structure will be provided by the construction of new pedestrian footbridges. Ikorodu town and Mile 12 will form the main interchange / terminal locations along the corridor, with intermediate stations positioned at locations that demonstrated travel demand along the corridor. At each of these locations consideration has been given to not only the operational requirements, as contained within the proposed Service Plan, but also the connectivity required for pedestrians and feeder route access. However, the proposed project may result in some ecological disruptions, which may be manifested in various forms, ranging from possible pollution of air and water to contamination of soil. These may negatively impact environmental resources and even human health This World Bank categorization (A, B, C) corresponds in principle with the Nigerian Government ESIA requirements of Category I, II and III, which in actual practice is done with regard to the level of impacts associated with a given project. However, in the event of divergence between the two, the more stringent one shall take precedence. Environmental Regulatory Agencies exist at various levels in Nigeria with a common objective of protecting and preserving the environment and human health. One of the measures aimed at achieving this is the ESIA Act No. 86 of 1992, which mandates that public or private sector of the economy shall not undertake or embark or authorize projects or activities without prior consideration, at the early stage, of their environmental effects Potential adverse impacts along the Project corridor include the following: • safety of pedestrians in view of the reduction of bus Stations from the existing 12 Stations to 7 on completion of the Project, particularly around the educational institutions between Oba Sekumade Bus Stop and Ikorodu Town Terminal. • potential of traffic congestion during the construction phase of the Project between Ikorodu Town and Oba Sekumade Junction; • arising from the above is the potential of noise disturbances from vehicles caught up in the expected traffic snarl during the construction phase. The significant positive impacts of the project include the following: • Improvement of traffic situation between Lagos Mainland and Ikorodu area of Lagos State; • Reduction in man-hour loss due to traffic congestion; • Improvement in micro and macro economy; |Final ESIA for Mile 12 to Ikorodu BRT Route Project • Improved public mass transportation along the corridor; • Reduced aesthetic nuisance caused by current use as Danfo and Molue kinds of buses; • Reduction in Air Quality contamination (including GHG) by forcing older and rickety public transport vehicles with poor engines combustion efficiency as well as the volume of vehicles on the road ( some car owners would rather use BRT); • Job creation and reduction in unemployment which in turn will reduce social strife and crime rate in Lagos State The assessment recognizes the need to incorporate environmental consideration into every stage of the proposed project. This will ensure the rational use of natural resources, minimize the potential impacts on the environment and promote development policies that are sustainable. Appropriate institutional framework should be set up to implement the recommended mitigation measures while the proposed monitoring programmes are set in motion as soon as possible. All these would ensure that potential environmental impacts are either eliminate or reduce to the barest minimum. Estimated cost of implementing the Environmental Management Plan on this Project is N27, 020, 000.00. This ESIA Report is an integral part of the project implementation document and would be used by Project Supervisors in checking any adverse effect that the project may have on the various environmental components. The proposed mitigation measures, monitoring plans, and overall Environmental Management programmes would be faithfully implemented and appropriate modifications and improvements integrated at all project phases. |Final ESIA for Mile 12 to Ikorodu BRT Route Project ACKNOWLEDGEMENTS The ESIA Study Team on behalf of Sustainabiliti Limited would wish to express their appreciation to the Management and Staff of Lagos State Metropolitan Transport Authority (LAMATA) for their cooperation towards a successful execution of this study and the opportunity to provide information towards environmental planning and sustainable development. |Final ESIA for Mile 12 to Ikorodu BRT Route Project |Final ESIA for Mile 12 to Ikorodu BRT Route Project CHAPTER ONE 1.0. INTRODUCTION 1.1 Background Information Lagos is considered to be the sixth largest city and one of the most rapidly urbanizing metropolitan areas of the world. With a population that is variously estimated at between 12.5 and 15 million and an annual growth rate of nearly 6%, it is also one of the world’s mega cities. Geographically, the metropolitan area of Lagos is also fast spreading, now extending beyond the borders of Lagos State into the neighbouring Ogun state in the north. Commuter trips are therefore growing both in length and number. This rapid urbanisation, combined with inadequate or poorly executed development plans, has given rise to numerous transportation problems in Lagos metropolis. These include increasing traffic congestion; worsening state of disrepair of roads; deteriorating physical attractiveness and comfort of road-based public transport; sky rocketing transport fares; absence of effective rail and water mass transit transport; rising levels of road accidents and increasing rates of traffic-related emission and atmospheric pollution; and the growing menace of okada (motorcycle) transporters and area boys. These public transportation challenges that are directly associated with the sprawling urban growth of Lagos are further aggravated by its status as the nation’s economic, commercial and industrial activities. With its vibrant local trading tradition, the city dominates the nation’s commercial sector. Most of Nigeria’s manufacturing outfits are concentrated in Lagos and 45% of the nation’s skilled manpower is resident in the city. In addition to this, the city remains Nigeria’s gateway, housing the nation’s principal commercial sea and airports. The foremost status of Lagos has pressurised existing inadequate infrastructure to breaking point. Growing weakness in the physical and social infrastructure needed to support the burgeoning population and productive sectors have resulted in a decline in efficiency and productivity levels. For example, as far back as 1985, production costs in Lagos increased by 30%, to offset inefficacies of public sector infrastructure and services, including transportation. The movement of the Federal Capital to Abuja has not helped matters as it has resulted in Lagos State Government losing some good sources of revenue for public services. The transportation inadequacies are further impoverishing the poor in urban Lagos as expenditure on transportation is about 20% of the household budget, second only to expenditure on food. |Final ESIA for Mile 12 to Ikorodu BRT Route Project THE STRATEGIC TRANSPORT MASTER PLAN The Metropolitan Lagos current transportation system is inadequate. It is under capacity, underfunded, lacks coordination and no longer meets the needs of the citizens of Lagos State. The symptoms of this impasse are evident in our congested roads and highways, gridlocked urban roads, unreliable and inconvenient public transport system and lack of safe pathways for walking. Every year congested roads drain billions of Naira from the state through lost time, wasted fuel and emissions of air pollution. The Lagos State Government through the Lagos Metropolitan Area Transport Authority (LAMATA) has developed a Strategic Transport Master Plan which aims to move Metropolitan Lagos beyond its current challenges. The plan identifies possible transport facilities and services to manage the growing travel demand by 2020. The vision for Metropolitan Lagos is to provide a modern integrated multi-modal transport system that will make Metropolitan Lagos a world class city. At the heart of the master plan are 25 strategic decisions that are organised under the following imperatives: • Increasing transport choices for all users • Introducing an integrated transport system • Making the transit system attractive, convenient, affordable and accessible • Reducing urban transportation-induced emissions • Optimising usage of current road network • Integration of land use development (urban physical planning) and urban transport planning • Securing long term financing of investment plan The Strategic Transport Master Plan in particular envisions a network of bus, rail and water based rapid transport systems serving strategic activity centres across the state. The Master plan recommends: ◊ 7 rail lines ◊ 10 BRT routes ◊ 10 water transport routes ◊ Several road improvements and in particular a ring road The plan will guide the Metropolis over the next two decades as it strives to manage its growing transport demand. PUBLIC TRANSPORTATION Bus public transport operation in Lagos is characterized by high levels of fragmentation and indiscipline. There are no fewer than 100,000 different types of buses owned almost exclusively by individuals, one or two each, which they drive themselves or hire out to drivers on a daily rental basis. |Final ESIA for Mile 12 to Ikorodu BRT Route Project Before the implementation of the Bus Rapid Transit (BRT) system, the state had witnessed the use of different types of vehicles for public transportation. In the late 1960s and 1970s the Bolekajas (wooden Lorries used for carrying goods and passengers) were in vogue. At the twilight of that decade, the Molues (midi buses) became the in-thing. Following the reformation of the bus system, the Lagos State Government established the Lagos State Transport Corporation (LSTC) but soon ran aground due to management challenges. Existing rail corridors are very few and grossly under-utilized. The Nigerian Railway Corporation operates only one train per day in each direction of the Agbado-Agege-Iddo corridor, although efforts are on to resuscitate the services with the recent acquisition of new coaches and wagons by the Federal Government. The use of the waterways in Lagos is regulated by the National Inland Waterways Authority (NIWA), a Federal Government Agency. But with the establishment of an Agency, Lagos State Waterways Authority (LASWA) to regulate activities on its waterways, the Lagos State Government has signaled its seriousness to promote water transportation. Some ferry operators have been licensed to provide ferry services and have built a number of jetties along the waterways of Lagos. The potential of both rail and water transport remain largely untapped as they carry less than one percent of overall traffic in Lagos. Infrastructure facilities for non-motorized transport are extremely limited throughout the metropolitan area, and they receive little or no maintenance attention. However, new road designs have now incorporated sidewalks, pedestrian bridges and pedestrian crossing facilities. Bus Rapid Transit (BRT) Bus Rapid Transit (BRT) is a transport option, which relies on the use of dedicated ‘interference’ free segregated lanes to guarantee fast and reliable bus travel. The BRT buses run on physically segregated lanes and thus make them run faster in a situation where there is traffic congestion. It is one of the several options available for tackling the huge public transport predicaments of Lagos. Other options include the light rail, heavy rail, subway metro and traditional bus systems. The Bus Rapid Transit (BRT) takes care of most of the problems of the other systems: • It will reduce traffic congestion, improve air quality and meet the mobility needs, particularly of the less privileged and poor masses of the Lagos metropolis. • It is a roadway-based system that looks and behaves like a subway, offering high capacity rapid transit services but on dedicated lanes or city streets. |Final ESIA for Mile 12 to Ikorodu BRT Route Project The first phase of the Lagos BRT already running from Mile 12 through Ikorodu Road and Funsho Williams Avenue up to CMS started operations on 17 March 2008, and runs a 16 — hour operations from 6.00 a.m to 10 p.m; using 220 buses to move more than 200,000 passengers daily. In its first two years of operation, the BRT system moved more than 120 million passengers. The existing BRT is the Lite version of the Classic BRT system, with 26 bus shelters, one bus/depot garage which house a maintenance bay and fuel dump, office and other appurtenances for the smooth operation of the system. The operation is guided by a set of regulations approved by the Lagos State House of Assembly and signed into law by the Governor, Mr. Babatunde Raji Fashola. The regulations restrict all yellow buses and other articulated and heavy-duty buses to the service lanes. Lagosians have already been introduced to Bus Rapid Transit, it is not just as a concept, but as an operational system and the proposed project that is linking Ikorodu Town and its surrounding neighbourhoods to Mile 12 and Lagos Island along the Ikorodu Road Corridor. This scheme, BRT-Lite, opened in March 2008, has proved to be a resounding success with the travelling public, providing a stepped change in the quality of service compared to what they had previously been used to. Much improved journey times are enjoyed as a result of the mainly segregated bus-ways, permitting the new buses to breeze past the traffic congestion characteristic on Lagos highways. Added to this, the comfort and quality of the vehicles is far superior to the old and poorly maintained Danfo and Molue vehicles which ply the corridor, and above all, the efficiency of the new service allows fares to be priced competitively with alternative modes, in some cases undercutting comparable fares. The opening of Africa’s first Bus Rapid Transit (BRT) system in Lagos has received widespread accolade by international observers and more importantly the passengers who are now using the service in great number. The BRT system provides a means of improving travel conditions along an important corridor in Lagos. Since its introduction, the ridership figures pay testimony to its popularity, which is based on its ability to provide a safe and efficient means of travel between popular destinations. The development of extending the current network from Mile 12 to Ikorodu builds upon the positive reception received for BRT-Lite but also recognises the limitations of that scheme and seeks improvement. This third BRT line, following the proposed Anthony to Obalende corridor (Line 2) is to be focused upon user and operator experience of BRT- Lite and designed as an optimised enhancement whilst still deliverable within the bounds of available budget and institutional constraint. |Final ESIA for Mile 12 to Ikorodu BRT Route Project Objectives The BRT System for Lagos State is envisioned as a high-quality, low-cost public transportation system operating on specialized infrastructure with adequate incentives to offer affordable mobility, sustainable urban environment and better quality of life to urban population, especially the poor. The BRT Vision is: “to have a modern public transport system at reasonable cost to the users and yet profitable to the operators using quality high capacity buses which meet international service standards, environmentally friendly, operating on exclusive lanes, at less travelling time�. The BRT Mission is: “to provide quality, accessible and affordable mass transport system for the residents of Lagos State which will subsequently: • Enable poverty reduction • Improve standard of living • Lead to sustainable economic growth and • Be a pioneer of private and public investment partnership in the transport sector in the State�. The findings, conclusions and recommendations of an Environmental and Social Impact Assessment for the proposed Mile 12 to Ikorodu Bus Rapid Transit (BRT) route are presented in this report. The project was conceived out of the desire to extend the BRT service to different parts of the Lagos metropolis deriving from the success recorded on the existing BRT operations. It is in that spirit of enhancing the mobility and accessibility of the urban residents that a BRT service is proposed between Mile 12 and Ikorodu, which will meet the urgent needs of the commuting public on that corridor. 1.2 The Proponent The proponent of the project is Lagos Metropolitan Area Transport Authority (LAMATA). LAMATA is a semi autonomous corporate body vested with the overall responsibility for promoting and developing public transportation in Lagos. It also manages the strategic road network in Lagos, promoting effective cost recovery in the transport sector and coordinating the delivery of transport projects in Lagos. 1.3 Proponent’s Intent The proposed corridor running between Mile 12 to Ikorodu Town is approximately 13.5km (one-way) in length. In order to allow a convenient and logical understanding, the corridor appraisal has been divided into the following links, namely: |Final ESIA for Mile 12 to Ikorodu BRT Route Project 1 Mile 12 2 Mile 12 – Ikorodu 3 Ikorodu Town Mile 12 currently provides the northern terminal for existing BRT services from CMS. The terminal is positioned underneath the Mile 12 overpass. It provides a waiting area and boarding point for BRT Vehicles; together with an interface with feeder services and interchange with LAGBUS services, as well as significant walk-in patronage. Due to the constrained footprint the Terminal Area suffers from chronic congestion with BRT vehicles constantly being dispatched from the adjoining layover area. This area is severely limited from an operational perspective, resulting in BRT Vehicles queuing along the off-slip before the Mile 12 overpass. This constant movement of BRT vehicles, coupled with private motor vehicles, creates an environment of conflict and confusion between all road users including pedestrians. The potential to run through services between Ikorodu and locations south of Mile 12 would reduce the need for interchange and consequentially access to this area diluting the current intensity of a sub-optional operation. The existing carriageway between Mile 12 and Ikorodu is comprised of dual 7.5 metre highway, and is complemented by central-median measuring approximately 1.5 meters. The site appraisal also observed that the carriageway does not benefit from street lightning, parallel footways or service roads. The appraisal noted the positioning of telecommunication and power supply cables at approximately 4.5 metres beyond the edge of the existing carriageway, and would therefore suggest the current limit of the way boundary. It was noted that in certain sections of the corridor the wearing course of the pavement has deteriorated, and has resulted in surface water accumulation, which can be attributed to insufficient highway maintenance and inadequate highway drainage. The objectives of the project include but not limited to the following: ◊ Provide quality accessible and affordable transport system for the residents of Lagos State and those travelling along the Mile 12 and Ikorodu axis, ◊ To reduce the chronic congestion at the existing Mile 12 Northern Terminal and thus reduce travel time on the Mile 12 to Ikorodu corridor, ◊ To improve standard of living, poverty reduction, economic development, and quality of life of residents along the project corridor, ◊ To ensure that the project is compatible with surrounding environmental influences and future plans. Although the proposed project is of tremendous socio - economic importance to Nigeria, the various project activities may result in some ecological disruptions and consequent |Final ESIA for Mile 12 to Ikorodu BRT Route Project negative environmental and socio - economic impacts. These may vary from air and water pollutions to ground water contaminations which may affect the general ecological and social setting of the environment and possibly human health and well being. In recent past many development projects, mostly in developing countries, have encountered serious difficulties because of insufficient account has been taken of their relationship with the surrounding environment. Some projects have been found to be unsustainable because of resource depletion. While development is essential to improve the quality of life, it is equally essential to ensure that development takes place on a sustainable basis. Development projects must therefore take account of social and ecological factors, as well as economic ones, of the living and non- living resource base; and of long and short term advantages and disadvantages of alternative actions. Any development plan that is inflexible and little influenced by ecological consideration is unlikely to make the best use of available resources. Therefore, by causing ecological damage it, the development plan, is likely to causes economical and social damages. To avoid such problems every stage of environmental conservation and development processes must be integrated, from initial setting to their eventual implementation and operation. Fortunately however, the need to take environmental consideration into account to ensure harmonious social- economic development and long term sustainability is increasingly recognized throughout the country. Therefore, in consonance with her corporate policy, LAMATA intends to conduct its activities in such a way as to take foremost account of the environment, safety of persons and property that may be affected directly and indirectly by these activities, Accordingly, LAMATA, wishes to subject this project to ESIA process in order to ensure that all activities and facilities to be installed as part of the project will be safe to operate, will not affect the environment adversely and will not constitute a hazard to the health of either the operators or local habitants. Each phase of the project, i.e. the design, construction, operation and abandonment will include safety and environment protection considerations consistent with cradle to grave approach. 1.4 Environmental and Social Impact Assessment An Environmental and Social Impact Assessment (ESIA) may be defined as a structured and formal set of procedures for identifying and assessing the environmental consequences of development projects; plans, programs and policies in an attempt to ensure that the best alternative for the development project selected. An ESIA can thus be regarded as a decision making tool, which is primarily concerned with environmental soundness of projects and programs. |Final ESIA for Mile 12 to Ikorodu BRT Route Project An ESIA compares various alternatives by which desired objectives may be realizes and seeks to identify the one which represents the best combination of economic and environmental costs and benefits; The ESIA attempts to weigh environmental effects on the common basis with economic costs and benefits. The main aim of an ESIA is to ensure that potential problems are foreseen and addresses at an early stage in the project’s planning and design. To achieve this aim the assessment findings are communicated to all various groups who will make decisions about the proposed project i.e. the project developers and their investors as well as planners, regulators and administrators. 1.4.1 Objectives of the Study-Environmental and Social Impact Assessment Identify sensitive components of the existing environment within the project area and environs: ◊ Establish the existing state of the environment and identify components of the existing environment within the project area and area of potential project influence (APPI) ◊ Assist project design and planning by identifying those aspects of location, construction and operations, which may cause adverse environmental, social, health and economic effects; ◊ Recommend measures during construction, commissioning and operations to avoid and ameliorate these effects and increase beneficial impacts; ◊ Identify existing and expected environmental regulations that will affect the development and advise on standards, consent and targets; ◊ Identify any environmental issues and concerns which may, in the future, affect the development; ◊ Develop and recommend an Environmental Management Programme (EMP) for the life of the development including compliance, monitoring , auditing and contingency planning; ◊ Provide the basis for co-operation and consultation with regulatory and non- regulatory authorities and the public. ◊ Appraise the project activities and determine any potential negative and positive impacts on the environment 1.5. POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK The environment has emerged as one of the most topical issues of contemporary times. This is in realization of the ever-increasing negative environmental impacts of rapid industrial development. As natural resources are being exploited at rates unprecedented in human history, the quality of the environment deteriorates and many of the development projects become unsustainable. This has therefore necessitated the |Final ESIA for Mile 12 to Ikorodu BRT Route Project enforcement of relevant environmental protection laws in order to protect and restore the Nigerian environment. The requirement for an Environmental and Social Impact Assessment is in compliance with the Federal Republic of Nigeria’s (FRN) laws and policies geared towards achieving sustainable development goals through proper and adequate care for the environment, health and social well-being of her citizens. The main aim of this chapter, therefore, is to review Nigerian legislation, guidelines and international conventions that are relevant to the expansion of BRT corridor. The legislation outlined in the foregoing parts of this chapter are derived from Nigerian Government laws and regulations, State Government laws as well as international conventions and other instruments that Nigeria is signatory to. 1.5.1. REGULATORY FRAMEWORK GUIDING THE INFRASTRUCTURAL DEVELOPMENT OF THE BRT ROUTE FROM MILE 12 TO IKORODU The Constitution of the Federal Republic of Nigeria (CFRN) of 1999 provides the general thrust of the nation’s environmental policy through S. 20 that provides: “The State shall protect and improve the environment and safeguard the water, air and land, forest and wild life of Nigeria.� Consequently, subsidiary laws and regulations have been made and international conventions and other instruments entered into pursuant to the constitution’s set objectives. These include: • The LAMATA Mission Statement. • Laws and regulations, standards, policies, codes and recommended practices Relating to the Infrastructural Development by the Nigerian Government and its Agencies such as the Federal Ministry of Environment and the Lagos State Ministry of Physical Planning. • International guidelines and conventions to which Nigeria is a signatory. • National Policy on Environment (1989) and as reviewed in 1999 1.5.2 FEDERAL REGULATORY BODIES Federal Ministry of Environment (1999 Presidential Directive) The Federal Environmental Protection Agency (FEPA) was established by Decree No. 58 of 1988 and subsequently amended by Decree 59 of 1992 with further amendment by Decree 14 of 1999. FEPA was absorbed into the Federal Ministry of Environment (FMENV) in 1999 by a presidential directive and its functions among others are now the responsibility of the new Ministry. The FEPA Act has now been repealed in the NESREA Act No 25 of 2007. The National Environmental Standards and Regulations Enforcement Agency (NESREA) Act No 25 of 2007 |Final ESIA for Mile 12 to Ikorodu BRT Route Project The Agency, shall, subject to the provisions of this Act, have responsibility for the protection and development of the environment, biodiversity conservation and sustainable development of Nigeria’s natural resources in general and environmental technology, including coordination and liaison with relevant stakeholders within and outside Nigeria on matters of enforcement of environmental standards, regulations, rules, laws, policies and guidelines. With regard to sewage and domestic effluent control there are Federal Regulations and State Sanitation Laws. Some of these regulations include: • The National Guidelines and Standards for Environmental Pollution control in Nigeria (March, 1991), which is the basic instrument for monitoring and controlling industrial and urban pollution; • The National Environmental Protection (Effluent Limitation) Regulations S.I.8 of 1991, which makes it mandatory for industrial facilities to install anti- pollution equipment, makes provision for effluent treatment and prescribes maximum limits of effluent parameters allowed for contraventions. It also provides that all industries in Nigeria should be operated on the basis of Best Available Technology (BAT); • The National Environmental Protection (Pollution Abatement in Industries and Facilities Generating Wastes) Regulations S.I.9 of 1991, which imposes restrictions on the release of toxic substances and stipulates requirements for monitoring of pollution; it also makes it mandatory for existing industries and facilities to conduct an environmental audit; • The National Environmental Protection (Waste Management) Regulations S.I.15 of 1991, which regulates the collection, treatment and disposal of solid and hazardous wastes from municipal and industrial source. • Environmental Impact Assessment (EIA) Act Cap 131 LFN 1991; This law makes it mandatory to have an ESIA study for any major development project likely to have adverse effects on the environment and seeks to encourage the development of procedures for information exchange, notification and consultation between organs and persons when proposed activities are likely to have significant environmental effects on boundary or trans-state or on the environment of bordering towns and villages. The law prescribes the procedure for conducting and reporting ESIAs. Sectoral ESIA Guidelines In September 1995, FEPA (now Federal Ministry of Environment) published Sectoral EIA Guidelines for Infrastructural Projects. The Guidelines are for any project that involves: • Coastal Development Project • Port and Harbour Development Project • Railways • Roads and Highways, • Airports |Final ESIA for Mile 12 to Ikorodu BRT Route Project • Urban development project • Domestic water supply and sanitation project • Electrification projects Statutory Limits for Effluents and Gaseous Emissions: The Guidelines and Standards for Environmental Pollution Control in Nigeria (FEPA, 1991) provides interim permissible limits as protective measures against indiscriminate discharge of particulate matter and untreated industrial effluents into lakes, rivers, estuaries, lagoons and coastal waters. Air Quality Standards: There are ambient air quality limitations and standards in Nigeria enforced by the FMENV, NESREA and LASEPA. Noise Limitations: There are noise limitations and standard being enforced by the most recent NESREA Regulation (2009). The elements of the regulations include: * Noise standards including acoustic guarantees; * Guidelines for the control of neighbourhood noises especially with respect to construction sites, market and meeting places; * Permissible noise levels in noise-prone industries and construction sites and to ensure the installation of noise dampers on noisy equipment. LAWS (i) Harmful Waste (Special Criminal Provisions etc.) Act. Cap 165, LFN 1990 seeks to prevent the authorized dumping or depositing of harmful waste on water or land and criminalizes the act of transporting, dumping and depositing harmful waste on land or water. The Decree’s provisions make it clear that management of a corporate body may be liable for the offence. (ii) Criminal Code Act Cap 77 LFN 1990. The Act specifies that fouling of water bodies is a criminal offence. (iii) Land Use Act Cap 202 LFN 1990. This legislation put an end to absolute ownership of land by the individual and community and vests “all land comprised in the territory of each state (except land vested in the Federal Government or its agencies) solely in the Governor of the State, who would hold such land in trust for the people.� Lagos State Ministry of Environment and Lagos State Environmental Protection Agency (LASEPA) Edict All the States in Nigeria have power to make laws with respect to the environment under the Constitution. This is because the subjects relating to the environment are contained in the concurrent legislative list. Lagos State established the State Environmental Protection Agency (LASEPA) in 1996. The edict spells out clearly the functions and authority of the agency, and also |Final ESIA for Mile 12 to Ikorodu BRT Route Project imposed restrictions on the release of toxic materials into the environment as well as responsibilities of industries whose operation are likely to negatively impact the environment. Specific functions of the agency include: • monitoring and controlling of disposal of wastes generated within the State; • monitoring and controlling of all forms of environmental degradation from agricultural, industrial and government operations; • monitoring of surface, underground and potable water, air, land and soils within the State to determine the pollution level as well as collect baseline data; • Co-operating with federal, state and local governments on matter and facilities relating to environmental protection The Agency is empowered to apply enforcement measures to make regulations to control water, air, soil and noise pollution; effluent discharge standard and waste management. The edict also empowers the Agency to combat environmental degradations in manufacturing premises and government operations; analyse samples of any substance found in any premises searched, etc. Lagos Waste Disposal Board Edict The Waste Disposal Board was established in 1977 vide Edict No.9 of April, 1977 to coordinate refuse disposal activities in Lagos State. Initially it was mandated to take charge of general environmental sanitation and the collection, disposal, and management of domestic refuse. Subsequently, it was assigned the responsibility of cleaning primary and secondary drains, collection and disposal of industrial wastes, flood relief activities, and the collection and disposal of scrap and derelict vehicles. Lagos Urban & Regional Board and Town Planning Authority Edict To control and regulate indiscriminate development in the state, the LASG established the Urban & Regional Board and Town Planning Authority in 1997. Specific functions of the board include; • Formulate state policies for urban and regional planning and development, including spatial location of infrastructural facilities. • Advise state government, initiation of and prepare regional and sub- regional plans for the state; • Outline development plans and other physical development plans and schemes embracing spatial distribution of major roads, location of industrial, commercial, residential as well as recreational facilities. • The establishment and operation of an effective development control organ on state lands • The provision of technical assistance to the local government; |Final ESIA for Mile 12 to Ikorodu BRT Route Project The edict also emphasize that each Local Government Area are to establish planning authorities which shall be responsible for preparing town, rural and local plans and control development activities within its area of jurisdiction. The edict further stipulates that developers shall submit an Environmental and Social Impact Assessment report in respect of applications for residential land in excess of half an hectare and/or development in excess of 4 floors; factory building; commercial buildings; places of worship and petrol service stations • Lagos State Environmental Law, 1994 • Lagos State Sanitation Edict, 2004 • The Lagos State Town and Country (Building Plan) Regulations of 1986 • Lagos State Urban and Development Regional Planning and Development Law of 2005 Other Statutory Regulations, Legislations and Guidelines related to infrastructural Development activities in Nigeria include: • Nigerian Urban and Regional Planning Law No 88 of 1992 • National Guidelines for Environmental Audit in Nigeria • Guidelines and Standards for Environmental Pollution Control 1991. • Guidelines on Hazardous Chemicals Management 1998. • Guidelines on Safe and Effective Use of Pesticides 2001. • National Guidelines on Environmental Management Systems • Blueprint on Environmental Enforcement: A Citizens Guide. WORLD BANK GUIDELINES ON ENVIRONMENTAL ASSESSMENT The World Bank requires the execution of an ESIA for a proposed infrastructural development by a borrower as a pre-requisite before granting any financial assistance in form of loans. Details of the Bank Policies and Procedures, Guidelines precedents and “best practice� regarding the environment which are highlighted in Table 1.1 below. The BRT corridor triggers the Bank Policy OP 4.01 on Environmental Assessment. TABLE 1.1: WORLD BANK SAFEGUARD POLICIES Policy Summary of core requirements Public consultation OP / BP 4.01, Screen early for potential impacts and Consult affected groups select appropriate instrument to and NGO’s as early as Environmental assess minimize and mitigate Assessment possible (for Category A potentially adverse impacts and B projects) |Final ESIA for Mile 12 to Ikorodu BRT Route Project OP / BP 4.04, Do not finance projects that degrade Consult local people in Natural or convert critical habitats. Support planning, designing and Habitats projects that affect noncritical habitats monitoring projects. only if no alternatives are available and if acceptable mitigation measures are in place OP 4.09 Support integrated approaches to pest Consult local people in Pest management. Identify pesticides that planning, designing and Management may be financed under the project and monitoring projects. develop appropriate pest management plan to address risks. OP / BP 4.12 Assist displaced persons in their Consult resettlers and host Involuntary efforts to improve or at least restore community; incorporate Resettlement their standards of living. expressed views in resettlement plans; list choices made by resettlers. OD 4.20 Identify adverse impacts and develop Consult indigenous people Indigenous a plan to address them. Design throughout the project peoples benefits to reflect the cultural cycle preferences of indigenous peoples. OP / BP 4.36 Protection of forests through Consult local people, the Forests consideration of forest-related impact private sector and of all investment operations, ensuring stakeholders in the forest restrictions for operations affecting area. critical forest conservation areas, and improving commercial forest practice through use of modern certification systems. OP/ BP 4.37 For large dams, technical review and No public consultations. Safety of periodic safety inspections by Dams independent dam safety professionals. OPN 11.03, Investigate and inventory cultural Consult appropriate Cultural resources potentially affected. Include agencies, NGO’s and Property mitigation measures when there are university departments. adverse impacts on physical cultural resources. |Final ESIA for Mile 12 to Ikorodu BRT Route Project OP/ BP 7.50, Ascertain whether riparian agreements No public consultations. Projects in are in place, and ensure that riparian Riparian notification International states are informed of and do not required. Waterways object to project interventions. OP/ BP 7.60, Ensure that claimants to disputed No public consultations. Projects in areas have no objection to proposed Claimants informed. Disputed project. Areas INTERNATIONAL GUIDELINES AND CONVENTIONS Nigeria is a signatory to several international conventions and treaties that promote the maintenance of a viable environment and achieving sustainable development. The Federal Ministry of Environment is the Focal Point and Designated National Authority for the implementation of a number of the international conventions. The ones relevant to the project at hand are: • Kyoto Protocol to the United Nations Convention on Climate Change, 1997 • Framework Convention on Climate Change, 1992 • Montreal Protocol on substances that Deplete the Ozone Layer 1987 (Ratified 1991) RELATION OF MILE 12 TO IKORODU ROAD BRT EXTENSION ESIA WITH SAFEGUARDS INSTRUMENTS (ESMF, RPF LUTP 11 2009.) Lagos Metropolitan Area Transport Authority (LAMATA) seeks to improve the efficiency and competitiveness of the main transport corridors in Metropolitan Lagos in order to boost free movement of goods and personnel, a key factor of growth and contributor to poverty reduction. LAMATA intends to achieve these within the Lagos Urban Transport Project (LUTP) 2 programme of works which will be dominated by the expansion of the Bus Rapid Transit (BRT) to other corridors, the facilitation of the Lagos Rail Transit (LRT) and improvement in selected road networks in the ever expanding Megacity of Lagos. The Lagos Metropolitan Area Transport Authority prepared an Environmental Management Framework (ESMF) and Resettlement Policy Framework (RPF) in 2009 in accordance with the World Bank Guidelines and cleared by the Bank. The documents covered all new projects under LUTP11. The current ESIA for the Mile 12 to Ikorodu Town BRT Extension was screened using the checklists of the instrument of interventions (ESMF and RPF). |Final ESIA for Mile 12 to Ikorodu BRT Route Project This World Bank categorization (A, B, C) corresponds in principle with the Nigerian Government ESIA requirements of Category I, II and III, which in actual practice is done with regard to the level of impacts associated with a given project. However, in the event of divergence between the two, the more stringent one shall take precedence. 1.6 Terms of Reference and Scope of the ESIA Study The principal task of the Environmental Consultant shall be to conduct an ESIA for the proposed Mile 12 to Ikorodu Bus Rapid Transit (BRT) route. The purpose of the ESIA shall be to develop the scope, cost and schedule for mitigation environmental management plan (EMP) or environmental remediation and compliance plan (ERCP), and monitoring activities to timely and efficiently address the identified problems. The initial task of the Consultant is to organize a tour of the sites(s), survey of site(s) characteristics, review of applicable legislation and standards. Review of all available records and applicable Permits and Licenses, pending litigation, interviews with appropriate personnel and public consultations with the communities and other Stakeholders along the Project Corridor. The Consultant will work closely with the LAMATA Senior Environmental Specialist, Deputy Director Safeguards, Fen staff, and other appropriate LAMATA staff. This assignment will include, but not limited to the following aspects: Initial Meeting An initial briefing will take place at LAMATA Office in Lagos, Nigeria between the Consultant, LAMATA Safeguards and the Engineering Departments in charge of the BRT corridor extension and Lagos State MOE representative. Environmental Institutional Review A review in details of relevant EHSS legislation, regulations and standards, permits, etc, pertinent to the facilities’ operations, collecting all other data and documentation related to the EHSS aspects of facilities and operations. Prioritize EHSS Concerns: (a) Identify all EHSS concerns related to past, ongoing and future activities, (b) Prepare a prioritized list (i.e. high, medium and low) of concerns related to past, on-going and future activities, (c) For past, ongoing and future concerns provide recommendations and estimated costs for any additional work or remediation, monitoring and capacity building measures that are required. |Final ESIA for Mile 12 to Ikorodu BRT Route Project Site Inspection Lagos Metropolitan Area Transport Authority (LAMATA) plans to develop a BRT extension corridor of 13.5km length from Mile 12 – Ikorodu town. The ESIA will take into account all projects, activities and existing facilities pertaining to the project corridor. The proposed corridor running between Mile 12 to Ikorodu Town is approximately 13.5km (one-way) in length. In order to allow a convenient and logical understanding, the corridor appraisal has been divided into the following links, namely: 1 Mile 12 2 Mile 12 – Ikorodu 3 Ikorodu Town Scope of the Study The study will be divided into three major parts to ensure adequate coverage and ease of potential impact evaluation. This is to reduce complexity of the proposed project and ensure a comprehensive study. This ESIA study shall involve the following: Legal and Administrative Framework The ESIA shall discuss the policy, legal and administrative framework within which the study is carried out. The ESIA shall be guided by the environmental requirements of the local regulations and other relevant international guidelines and conventions, and industry best management practices. Project and Process Description The ESIA shall present, in clear and concise language, the scope and extent of the project activity. This shall address the different project development phases (mobilization, installation and hook-up and demobilization). Anticipated inputs of materials as well as a general quantification of expected waste streams shall be identified. Safety and environmental issues, especially safety in design, fire protection philosophy, pollution prevention and waste management, emergency response and evacuation plans, shall also be discussed. Appropriate maps, indicating the general facility layout, and environmental features of the field, shall be provided. |Final ESIA for Mile 12 to Ikorodu BRT Route Project Description of the State of the Environment A field sampling to acquire prevailing data, which shall be complimented with existing environmental data sets of the projects area and environs, shall be used to describe the project environment. This description shall focus on those environmental components that are significant to the intrinsic quality of the lower Ogun River along Ikorodu road that will describe the environment. The specific study area and Area of Potential Project Influence (APPI) shall be defined in the ESHIA. The current state of the environment in the project area shall be described, with emphasis on those environmental components that are significant to the intrinsic quality of a marginal environment. The ESIA methodology and laboratory procedures (to be included in the ESIA) shall be consistent with those established by the Federal Ministry of Environment guidelines and other relevant guidelines and standards. (a) Climate, Meteorological and Oceanographic Studies: Available met ocean data shall be collected for the following parameters – wind speed and direction, waves, rainfall pattern, currents, ambient air and water temperatures, noise level, visibility (sunshine and cloudiness), pressure and relative humidity, tides/waves, coastal geomorphology, bathymetry and seafloor morphology. (b) Air Quality Studies Air quality parameters to be measured shall include the gases Ammonia (NH3), Carbon dioxide (CO2), Carbon Monoxide (CO2), Volatile Organic Carbon (VOC), Sulphur Oxides (Sox), Nitrogen oxides (NO), Hydrogen Supplied (H2S), Suspended particulate Matter (SPM). Noise level shall also be measured. Socio-economic Studies and Health Impact Assessment: The socio-economic characteristics of interest will cover issues likely to affect the sustainability of the project and potential impacts on the coastline settlement and go a step further to give details on the health impact. The following socio-economic issues shall be evaluated and presented in the ESIA: a) Impact communities for the project: location, access population (number, demographic and social characteristics); economy (employment rate, income distribution); services (types, capacity and adequacy) and housing. Concern is the ability to provide work force, service |Final ESIA for Mile 12 to Ikorodu BRT Route Project b) Determination of possible impact of oil spillage during maintenance of the BRT Buses at the Bus Depot on the socio-economic and cultural structure of the communities. c) Determining the views of the indigent populations to the proposed project through discussions with local communities. These meetings and discussions must be documented and should show how issues and problems raised are resolved. d) Cultural: Carrying out a study of the possible effects of the possible effects of the project on historical/archeological sites, heritage/artifacts, native religious or harvest sites of the affected communities. e) Description of current and proposed petroleum related and other development activities within the project area and their impact on the socio-economic conditions. Resettlement Review issues The consultant shall in the light of information provided above review the extent of resettlement issues along the corridor of intervention and proffer appropriate measures to mitigate the impact Health Impact Assessment (HIA) Early consideration of health issues is a critical element of the development of major new projects. The objectives of the health impact assessment will be as follows: • To assess the impact of the project on the various communities that could be affected by the project. • Where impacts are assessed as potentially negative, appropriate mitigation measures will be identified and recommended. • Where impacts are potentially beneficial, measures to enhance these will be identified and recommended as part of the social contribution to sustainable development. As part of the HIA, Health Baseline assessment will be done to determine the existing health conditions in the areas. For a minimum, the following checklist will guide the baseline assessment. 1. Demographic and epidemiological trends • Population • Life expectancy • Audit literacy • Total Fertility rate |Final ESIA for Mile 12 to Ikorodu BRT Route Project • Maternal mortality rate 2. Diseases statistics: Death rates by cause (for males and females) • Infectious and parasitic diseases • Cancer • Heart and circulatory system • Digestive system • External causes 3. Macroeconomic indicators • Inflation • Unemployment • Imported labour 4. Climate • Heat, cold, humidity • Traffic • Housing • Pollutants and sources 5. Public health • Water supply and quality • Waste management • Food and drink The health baseline will be developed using primary and secondary information sources. The primary information will be obtained directly from the communities that will be affected by the project through the organization of focal group meetings and questionnaires. Secondary sources that will be used will include: - Population and Housing Census data for 2006. - Economic census - Statistics and data from the National Public Health Institute and the Health Ministries. Associated and Potential Impacts The ESIA shall identify and present (qualitatively and quantitatively) the associated and potential environmental impacts of the different project activities on the various environmental components of the immediate and ancillary areas of the study area, as measured and discussed in 4.3 above. The primary (direct) and secondary (indirect or induced) impacts shall be distinguished. Also, the short-term, |Final ESIA for Mile 12 to Ikorodu BRT Route Project cumulative, and long-term impacts shall be described. The adverse impacts that cannot be avoided shall be described in kind and magnitude. Analysis of Alternatives The various project alternatives shall be described objectively. The basis of selection of a preferred alternative shall be presented with comparative analyses of alternatives based on costs, benefits and environmental risks. The “no project� scenario as well as differing degrees of development of technologies shall be included in these analyses. Mitigation Measures Options and measures available to prevent and mitigate any identified negative impact, and measures to enhance beneficial effects, shall be prescribed. Steps to minimize unavoidable adverse impacts shall be clearly outlined and any residual impacts shall be discussed and presented in clear formats. Environmental Management Plan Administrative, engineering and environmental measures to mitigate all avoidable and unavoidable identified impacts shall be described, along with the work plan, implementation schedule, responsibilities, and resources requirements. The mitigation measures and environmental monitoring (including parameters and scope) for the different phases of the project development shall be clearly presented. The ESIA Report The ESIA report shall satisfy the requirement of LASEPA and the FMENV. The ESIA shall be concise, written in a manner that it can be easily comprehended, and limited to significant environmental and social issues. The ESIA Report shall be presented in a concise format containing all studies, processes, analyses, tests and recommendations for the project. The report shall focus on the findings conclusions and any recommendation actions, supported by summaries of the data collected and citations for any references used. The format of the report shall be as follows: • Table of content • Executive summary • List of maps • List of Tables • Acknowledgement |Final ESIA for Mile 12 to Ikorodu BRT Route Project • ESHIA Preparers • Introduction • Project Justification • Project and / or Process Description • Description of the Environment (baseline data acquisition) • Associated and Potential Environmental Impacts • Mitigation Measures/alternatives • Environmental Management Plan • Remediation Plans after de-commissioning/closure/abandonment • Conclusions and Recommendations • Glossary of Terms • Bibliography • Appendices Administrative arrangement The Consultant shall perform all required tasks to carry out the assignment. He shall also conduct the assignment in close collaboration with LAMATA safeguards and the Federal Ministry of Environment. However, the Consultant shall be solely responsible for the analysis and interpretation of data, reports, review etc (or the purpose of this assignment and for the findings, conclusions and recommendations in the reports). In carrying out the assignment the Consultant will report to LAMATA through the LAMATA Environmental / Social Safeguards who will facilitate coordination with other Consultants and relevant Government Departments. The Consultant shall draw the attention of the LAMATA to any major issue pertinent to the successful execution of the assignment. Deliverables and Time Frame The proposed project is planned for complete execution over a period of 10 weeks; beginning from the kick-off date of 28th June, 2010. • Inception Report, one electronic copy and 2 (two) copies, shall be submitted within two weeks of commencement. • Interim Progress Report, one electronic copy and 2 (two) copies, shall be produced and submitted by 9th August, 2010. • Draft Final Report, one electronic copy and 2 (two) copies, shall be prepared and submitted by the 23rd of August 2010. |Final ESIA for Mile 12 to Ikorodu BRT Route Project • Final Report, one electronic copy and 5 (five) copies, shall be prepared and submitted on the last day of assignment by the 13th of September 2010. |Final ESIA for Mile 12 to Ikorodu BRT Route Project CHAPTER TWO 2.0 PROJECT JUSTIFICATION Lagos State is a fast-growing Metropolis with regards to population growth and rapid socio-economic development and increasing infrastructure base. The need to radically change the way goods and services are respectively being processed and distributed to support the growing demand is important which underlies the importance of upgrading the proposed Mile 12 to Ikorodu Road with the BRT lanes. The BRT System for Lagos State is envisioned as a high-quality, low-cost public transportation system operating on specialized infrastructure with adequate incentives to offer affordable mobility, sustainable urban environment and better quality of life to urban population, especially the poor. The development of extending the current network from Mile 12 to Ikorodu builds upon the positive reception received for BRT-Lite but also recognises the limitations of that scheme and seeks improvement. This third BRT line, following the proposed Anthony to Obalende corridor (Line 2) is to focus on user and operator experience of BRT-Lite and designed as an optimised enhancement whilst still deliverable within the bounds of available budget and institutional constraint. The proposed project is in fulfillment of LAMATA’s need and desire to offer affordable mobility, sustainable urban environment and better quality of life to urban population, especially the poor. 2.1 Need for the Project The Agency is designed to formulate and implement programmes and policies for the overall improvement of public transportation systems, and orderly and structured development of the mass transit system, among others. Its other tasks include carrying out the comprehensive maintenance of roads and related infrastructure, inventory of road and transportation network, continuous evaluation of road network status, overall improvement in traffic flow and planned and programmed traffic engineering and management works. By so doing, the Agency will assist in poverty alleviation by increasing economic efficiency through lower transport costs and prices, and enhancement of employment and social opportunities. Following on from the success recorded on the existing BRT operations, a huge public demand has been witnessed to extend the BRT service to different parts of the Lagos metropolis. It is in that spirit of enhancing the mobility and accessibility of the urban residents that a BRT service is proposed between Mile 12 and Ikorodu, which will meet the urgent needs of the commuting public on that corridor. |Final ESIA for Mile 12 to Ikorodu BRT Route Project 2.2 Project Alternatives 2.2.1 No Development / No Project Option In this scenario, LAMATA will abandon its plans to expand its BRT operations to the Ikorodu axis of the Lagos Metropolis. This will seriously dash the hopes of citizens and hamper the delivery of LAMATA mandate in providing low cost public transportation system to the urban population that daily commutes between Ikorodu and Lagos. On a larger scale the productivity of such population at work economy is hampered by the daily congestion on the existing route giving room to activities of miscreants, loss of opportunity of job creation for the unemployed youth with a negative multiplier effect vital to the national economy. 2.2.2 Alternative Routes The major alternative route to the proposed Lagos-Ikorodu Road redevelopment from Agric Bus Stop through Isawo to Berger to Ogudu consists of the following sections: Section 1 Agric Bus Stop-Isawo Road. (6.20km) Section 2 Berger-Magodo-Isawo Road. (15.30Km) Section 3 Isawo-Agede-Ita Oluwo Road. (6.50Km) Section 4 Ogudu-Agboyi-Ajegunle-Berger-Isawo junction link Road. (10.30km) The engineering design, economic and financial studies were completed for Sections 1, 2, and 3 while Section 4 is still pending. The other alternative will be for road users to ply the Ikorodu – Shagamu Road (32km) and connect the interchange on the Lagos – Ibadan Expressway (10km) to link Lagos Metropolis, a distance of about 65km. Another option is the use of the Lagos Lagoon by Ferry services from Ipakodo Ferry Terminal to Agboyi - Ketu, near Mile 12, or to Marina and Ikoyi on the Lagos Island. The Ipakodo Ferry Terminal and the Agboyi – Ketu Jetty have been rehabilitated for this purpose by LAMATA in anticipation of this. 2.2.2 The Project Development Option The alternative is to embark on the construction of the project as planned. The various activities and design considerations of the project are highlighted in Chapter Three. 2.3 Value of the Project The principal benefits of the project will be: (1) the enhancement of business and investment opportunities in the Mile 12 to Ikorodu corridor and economic benefit to the State in general; (2) the enhancement of goods and service supply in the surrounding cities by this major investment on road construction; (3) indirect economic benefits to the local area, due to supplies of fuel, domestic goods and services; (4) local benefits to |Final ESIA for Mile 12 to Ikorodu BRT Route Project the local communities, in terms of employment. During construction / operational phases, skilled and unskilled development among the youths will be enhanced; and (5) economic benefits accruable to Government in form of Rates, Taxes from BRT Passengers & Bus Operators, and stakeholders along the project corridor. The economic performance demonstrates that the preferred scheme presents value for money in terms of implementation. 2.4 Envisaged Sustainability Sustainable development implies development that meets the needs of the present generation without compromising the ability of future generations to meet their own needs. This requires responsible, non-destructive and non-wasteful resources exploitation. On the basis of this the acceptability of a development project, as a sustainable one therefore requires besides the traditional economic criteria of aggregate income maximization or optimal allocation of scarce resources and a fair distribution of income, the veto criterion of ecological sustainability of the project within the project environment, which includes the local, regional, and national milieu that takes into accounts cost and benefits to create and open supportive economic systems, which go all out to combat poverty and social exclusion. In this respect it is worthy to note there are booming local large markets existing in the State and its environs, particularly in Mile 12, Owode Onirin, Agric, and Ikorodu. These markets are extending to the existing roads on the route of the proposed Project, particularly at Road Junctions. Cattle markets exist on both sides along the road corridor. The Ikorodu Terminal point of the proposed BRT project is a nodal point that connects travellers from the South-Eastern and South-Western parts of Nigeria to the Lagos Metropolis, and vice-versa. It is also an educational, commercial and industrial centre, thus supporting a large population which is expected to grow in the foreseeable future. The proposed Project corridor serves as a major alternative to travelers coming into Lagos State whenever there is traffic hold-up on the Lagos - Ibadan Expressway. The steadily increasing volume of traffic on the existing road will sustain the need and value of the inclusion of the BRT line on the dualised highway almost in perpetuity. Given the increasing population and the tendency for linear settlements along highways, it is envisaged that major nodal centres for social and economic activities will develop along the dualised road over time. The increasing volume of traffic will be served by a much improved and better road communication network. It is expected that there will be a decrease in travel time between Mile 12 and Ikorodu by an estimated 20 – 30%. This will also sustain a |Final ESIA for Mile 12 to Ikorodu BRT Route Project reduction in the operating cost of traffic within the area and collateral beneficial effects on the standard of living in the area. An evaluation of the financial and economic case for the scheme has been carried out, considering both the high-end and the value engineering options. The capital costs of the Mile 12 - Ikorodu BRT service have been estimated into two separate schemes, which range from High End Engineering, and Valued Engineering. The business case for operator involvement demonstrates that generated revenues amply cover operating costs. However, on the assumption that vehicles are leased at commercial rates, the attractiveness of operation becomes marginal. Given the positive economic case for the scheme, it is recommended that operation of the Ikorodu extension forms part of wider BRT operations where the strongly positive commercial returns on the high demand corridors such as BRT-Lite corridor or Oshodi to Mile 2 can compensate for the lower returns on the Ikorodu route. From the foregoing, Environmental Protection consideration shall be integrated into all stages of construction, operation and maintenance. All facilities and process involved in the contruction activities shall be designed in such a way that environmental disruption will be kept to the barest minimum. In as much as it is feasible, excavation works and soil disturbance shall be restricted to the Project Corridor and limited to the minimum space required for operation and safety. However, where this is not possible due to non-availability of suitable materials, the search for suitable materials will be extended beyond the immediate neighbourhoods of the Project corridor with the insistence that sound Environmental Management procedures will be followed, while ensuring that proper Environmental Management Plan is instituted at all Project phases. |Final ESIA for Mile 12 to Ikorodu BRT Route Project CHAPTER THREE 3.0 PROJECT DESCRIPTION. 3.1 Type of Project Construction of the proposed Mile 12 to Ikorodu Bus Rapid Transit (BRT) route. Mile 12 Mile 12 currently provides the northern terminal for existing BRT services from CMS. The terminal is positioned underneath the Mile 12 overpass. It provides a waiting area and boarding point for BRT Vehicles; together with an interface with feeder services and interchange with LAGBUS services, as well as significant walk-in patronage. Due to the constrained footprint the terminal area suffers from chronic congestion with BRT vehicles constantly being dispatched from the adjoining layover area. This area is severely limited from an operational perspective, resulting in BRT Vehicles queuing along the off-slip before the Mile 12 overpass. This constant movement of BRT vehicles, coupled with private motor vehicles, creates an environment of conflict and confusion between all road users including pedestrians. The potential to run through services between Ikorodu and locations south of Mile 12 would reduce the need for interchange and consequentially access to this area diluting the current intensity of a sub-optional operation. Mile 12 to Ikorodu Town The existing carriageway between Mile 12 and Ikorodu is comprised of dual 7.5 metre highway, and is complemented by central-median measuring approximately 1.5 meters. The site appraisal also observed that the carriageway does not benefit from street lightning, parallel footways or service roads. The appraisal noted the positioning of telecommunication and power supply cables at approximately 4.5 metres beyond the edge of the existing carriageway, and would therefore suggest the current limit of the way boundary. It was noted that in certain sections of the corridor the wearing course of the pavement has deteriorated, and has resulted in surface water accumulation, which can be attributed to insufficient highway maintenance and inadequate highway drainage. The surrounding land uses between Mile 12 and Ikorodu comprises of small settlements, namely Odogun and Agric, which are accessed directly from the highway corridor. However, the predominant land use can be classified as rural, comprising of low-level swamp land, which is punctuated with several water courses. In order to |Final ESIA for Mile 12 to Ikorodu BRT Route Project overcome a change in vertical level, site observations noted that in certain sections, most notably on the approach to Ikorodu, the cross-section carriageway has been raised from the adjoining land. This form of carriageway construction is important to note, as any carriageway widening required implementing BRT running lanes will need to recognise any change in vertical levels and compensate appropriately. As a result of the several water courses that bisect the carriageway, numerous bridges, in varying sizes, have been constructed over each water feature. The appraisal of the corridor has determined that these bridges have been constructed in two varying styles, namely Single concrete (culvert) structure Two separate bridge structures for each carriageway and measuring approximately 7.0 metres Ikorodu Town Ikorodu is the first large scale settlement beyond Mile 12, and currently has a population of approximately 600, 000 people. Due to relatively cheap and available land for development it is witnessing significant growth both in residential and commercial land uses. It is expected that with both the extension of the BRT system and the proposed water transit service directly to the north-shore of Lagos Island (via the proposed ferry terminal east of the town), that this growth will continue over several years to come. Upon entering the main settlement area, the carriageway continues as a dual 7.5 metres highway. However the increase in side road activity, both in terms of local access roads, pedestrian activity and local traders, together with an increase in vehicle flow all contribute towards an increase in localised congestion. The centre of Ikorodu is focussed upon a four armed roundabout, which currently provides a u-turn facility for vehicles wishing to travel back towards to Mile 12, but also provides a focal point for local bus services and all other approach roads into Ikorodu, together with focal point for residential and retail land uses. Accordingly, and similar to other transport nodes within Lagos State, the roundabout in Ikorodu, and its approach roads, experience and suffer from congestion throughout the day. Indeed, this congestion is further compounded by pedestrians having to use the carriageway as a footway as a result of local street traders utilising the actual footways as a position to locate their markets stalls. Notwithstanding the above, the site appraisal noted that on approach to the centre of Ikorodu, evidence, in the form of location of telecommunication poles on the northern side of the highway, the presence suggests that the actual highway boundary is set- back approximately 10 metres from the existing carriageway. This area of land which runs parallel to the existing carriageway would seem to be used for storage and selling of goods by local traders, but crucially, and if available, would provide the necessary |Final ESIA for Mile 12 to Ikorodu BRT Route Project cross-section to provide dual BRT running lanes into the centre of Ikorodu; thus bypassing the existing congestion noted above. 3.2. Location of Project Lagos Metropolitan Area Transport Authority (LAMATA) plans to develop a BRT extension corridor of 13.5km length from Mile 12 in Kosofe Local Government Area to Ikorodu Town in Ikorodu West Local Government Area. |Final ESIA for Mile 12 to Ikorodu BRT Route Project Map 1: Administrative Map of Lagos State showing the Project Corridor in the Red Box. |Final ESIA for Mile 12 to Ikorodu BRT Route Project Map 2: Mile 12 – Ikorodu Existing Bus Stops and Bridge Structures Source: LAMATA Feasibility Study for a Bus Rapid Transit System Oshodi to Ikorodu (June 2010) |Final ESIA for Mile 12 to Ikorodu BRT Route Project Map 3: Mile 12 – Ikorodu Proposed BRT Stations Source: LAMATA Feasibility Study for a Bus Rapid Transit System Oshodi to Ikorodu (June 2010) |Final ESIA for Mile 12 to Ikorodu BRT Route Project Map 4: The Bus Rapid Transit Network The proposed Mile 12 to Ikorodu BRT route Corridor |Final ESIA for Mile 12 to Ikorodu BRT Route Project 3.3 Project Schedule The project design on the road is ongoing and it is a determinant of the schedule. However, based on the Feasibility Study for the Mile 12 to Ikorodu BRT Project Corridor, the implementation of median running will not only change the function and character of the Ikorodu corridor, but and in the first instance, consideration needs to be given to the construction phasing programme. It is proposed that the construction is phased into three separate Lots of work. The first Lot would witness the implementation of the BRT Running Lanes, with the second and third Lots responsible for the respective implementation of Station and Terminals. Within the implementation of BRT Running Lanes (Lot 1), consideration needs to be given the construction management technique. A logical works programme could utilise the following procedure: ◊ Stage 1: Construction of new carriageway (2 x 3.5 metres) on each side of existing carriageway and rehabilitate existing carriageway where necessary ◊ Stage 2: Insert segregation kerbing, which will define the BRT Running Lanes, and remove existing carriageway median Existing road traffic would therefore utilise the newly constructed carriageway, with BRT utilising the rehabilitated carriageway. Once more it should be stressed that careful consideration must be taken that the carriageway camber within the rehabilitated and newly constructed carriageway are maintained and are uniform; thus retaining efficient carriageway drainage. It is envisaged that the Resettlement Action Plan Studies will be completed after extensive consultations with the Project Affected Persons, after which main elements of this ESIA and the RAP Reports will be incorporated in the Project Design for necessary revisions / amendments. Thereafter, the Invitation for Bids regarding the Construction will be advertised in at least 2 National Newspapers. Actual construction of each of the Sections is expected to take Twenty – four (24) months from commencement of activities, thus it is envisaged that the entire Project will be completed within Thirty – six (36) months. CHAPTER FOUR 4.0 DESCRIPTION OF THE ENVIRONMENT INCLUDING DATA ACQUISTION This Chapter describes all relevant physical chemical, biological economical, social and cultural factors existing in the project area, against which subsequent changes can be detected through monitoring. The baseline study is thus a record of what existed in the project location prior to the execution of the proposed project. All baseline data have been gathered in such a way that the importance of the particular area to be affected can be placed in the context of the region or surroundings and that the effects of the proposed changes can be predicted. 4.1 Study Approach. Field studies and sampling commenced from the 25th of June and was completed on the 16th of August 2010 in order to obtain an accurate picture of the various ecosystem types and their dynamics. Extensive reconnaissance of the project area and surrounding communities by motor vehicle and foot were undertaken on the first four days of the study programme, 25th – 28th June 2010. Based on this exploratory survey, vegetation transect and quadrants; soil, water, air and noise sampling points, socio-economic and health data gathering areas were established. The study area and control points adequately encompassed the proposed project location with sufficient buffer to capture the extreme boundaries of environmental influence which the project construction, operation and maintenance activities may possibly have. The grid coordinates of each sampling location was determined using hand held global positioning system equipment Garmin GPS MAP 76. Total Hydrocarbon (THC) procedures The measurement of total hydrocarbon sample content was made by gas alert micro 5 instrument using the heated flame ionization detector (FD) between the electrodes of which passes an ionization current proportional to the mass rate of hydrocarbon entering a hydrogen flame. The analyser machine deemed to include components arranged to control temperature and flow rates of sample. Sample by pass, fuel and diluents gases, and to enable effective span and zero calibration checks. CO Procedures Non dispersive intra-red analyser machine also called gas alert micro 5 made by BW in USA design which utilizes differential energy absorption in parallel reference and sample gas cells, the cell or group of cells of each of these gas constituents being sensitized appropriately. H2S Procedure Non dispersive intra-red analyser machine also called gas alert micro 5 made by BW in USA design which utilizes differential energy absorption in parallel reference and sample gas cells, the cell or group of cells of each of these gas constituents being sensitized appropriately. NO2 analyser The measurement of NO2 concentration was by the chemiluminescent method in which the measure of the radiation intensity emitted during the reaction of the NO. the NO2 component then converted to NO in a converter of the requisite efficiency prior to measurement. NOISE MEASUREMENT PROCEDURES The noise instrument shall be oriented in a know direction so that the maximum sound received arrives as nearly as reasonable in the direction for which the instrument are calibrated using 94dB as specified by the manufacturer. The instrument shall be placed so that their sensing elements are approximately 1.2m (4ft) above ground either by hand held measurement. Immediately prior to and after each test, a recorded acoustic calibration of the system shall be made in the field with an acoustic calibrator for the two purposes of checking system sensitivity and providing an acoustic reference level for the analysis of the sound level data. The ambient noise, including both acoustical background and noise from the household equipment which as well as contributing to the noise measurement systems, shall be recorded and determined in the test area with the system gain set at levels which will be used for base station noise measurements. If base station sound pressure levels do not exceed the background sound pressure levels by at least 10dB in any significant. Field Methodology and Sampling Techniques Extensive reconnaissance of the project area and environs by motor vehicle, motorbike and boat were undertaken on the first day. Based on this exploratory survey, vegetation transects and quadrants were established. The areas studied adequately encompassed all the proposed project location including the Right of Way (ROW), with sufficient buffer to capture the extreme boundaries of environmental influence which the BRT Lane construction and associated operations may possibly have. All baseline data gathering activities were carried out in accordance with the Federal Ministry of Environment (FMENV) and other international standards and guidelines. Field sampling methods and laboratory procedures were consistent with established and standard methodologies (ASTM, APHA and USEPA). The study methodologies, sampling techniques number of samples collected and their corresponding geographical coordinated are presented below. Vegetation Studies & Biodiversity Assessment The vegetation and biodiversity status of the proposed site were assessed using a combination of sampling techniques and study methodology. The major ecosystem types were identified, species diversity recorded, photographic recordings made and representative plant specimens collected. Sampling Techniques The belt and line transects were adopted for rapid and extensive assessment of all vegetation types while the quadrant was used for the intensive and detailed study of randomly selected sites. The quadrant consists of a number of either 5m x 5m or 10m squares demarcated within the study areas while the belt transect consists of 5 – 10- wide transect located both within and outside the proposed Transmission Line Right of Way (TLROW). The line transects are randomly selected linear cuttings across the vegetation types. Within the quadrants and along the transects the under listed vegetation and flora characteristics were determined. Floristic Composition: Plants species were identified to family, generic and species levels. Those that couldn’t be identified in the field were collected for subsequent identification in the Herbarium. Quantitative Assessment of Species Abundance: The abundance, dominance and ecological importance of plant species in each quadrant were quantified by determining the Density, Cover, Frequency and performance. Life Form and Biological Spectrum: The best – known description and classification of life forms and the use of life form to construct a biological spectrum are due to Raunkiaer (1934), and this was adopted in this study with some modifications. The life forms of the species are arranged in a natural series in which the main criterion is the height of penetrating buds which reflects adaptation to climate. Species are classified as: Phanerophytes, Hemicrytophtes, Cryptophytes, Therophytes and Epiphytes. Structure of Vegetation: The vegetation structure is defined by three components viz: i. The vertical arrangement of species, i.e. stratification ii. Horizontal arrangement of species i.e. spatial distribution of individuals, and iii. The abundance of each species. These components are used to produce scaled profile diagrams for the vegetation types of the project area. Biodiversity Assessment: Biodiversity is a global asset of tremendous ecological, genetic, social, economic and scientific valve. It is important for maintaining life sustaining system of the biosphere. The ecological status of ecosystems and species was evaluated and classified using the appropriate IUCN (1992) threat categories i.e. A – Endangered species; B – Threatened; C – Rare; D – Vulnerable; E – Endemic; F – introduced/Exotic Species. Herbarium Studies: Representative samples of plant species in the project area were collected and prepared as standard herbarium specimens, using appropriate techniques. Plant identification was carried out in the field and Herbarium using appropriate Floras, annuals and Monographs (Hutchinson & Daziel, 1972). These specimens would serve as permanent records of the vegetation and floristic composition of the area. Each specimen would always be available for study or quick reference in connection with any future operations in any of the study sites. Economic Crops Inventory: All economic crops including plants of medicinal value were identified and documented using their scientific and vernacular names. A joint Site Visit along the Project Corridor was undertaken with Officials of the Lagos State Ministry of Lands, LAMATA, the Design Engineering Company – Messrs Advanced Engineering Consultants, the Resettlement Action Plan Consultants – Messrs Tripple E Limited and the Environmental and Social Impact Assessment Consultants – Messrs. Sustainabiliti Limited on 31st August 2010. 4.2. Baseline Data Acquisition Methods Information presented in this report was acquired from literature review and the results of field investigations, in situ measurements, and laboratory analysis. All baseline data gathering activities were carried out in accordance with the Federal ministry of Environment and other applicable international standards and guidelines. Field sampling methods and laboratory procedures were consistent with established and standard methodologies (ASTM, APHA, USEPA, etc). Literature Review / Desktop Research Extensive review of available literature was undertaken to acquire information and baseline data on the physical, chemical, biological, socio- economic and cultural characteristics of the project area. Materials reviewed included previous ESIA Studies on earlier BRT Projects in Lagos State, text books, reports, journal articles, survey maps and aerial photographs. LAMATA provided studies, data, and surveys for the purpose of this ESIA study such as: • Feasibility Study for a Bus Rapid Transit System Between Oshodi and Ikorodu, Draft Final Report, prepared by Integrated Transport Planning Ltd, April 2010; Final Report June 2010. • Pre-Feasibility for the Planning and Implementation of Bus Rapid Transit System between Anthony and Obalende (via Mile 2) Final Report, prepared by Integrated Transport Planning Ltd in association with IBIS Transport Consultants Limited, March 2010 • Topographic Survey Drawing No. AFC/LAMATA/ROW- SURV/OSHIKRD/2010/01LA, surveyed by Adeyemi Fajobi & Co., May 2010 • Topographical Survey Data From Oshodi To Obalende Via Mile2 And Oshodi to Ikorodu Via Mile12, prepared by Adeyemi Fajobi & Co., April 2010. The remaining part of this Chapter described the essential characteristics of the various environmental components of the study area. The available literatures and reports on Ikorodu such as: • Lagos Metropolitan Master Plan • Reviewed Regional Plan • Other secondary data from Government Agencies / Parastatals were assembled and reviewed for the Project. Plate 2: (L – R) Mr. I. I. Omoniyi, LAMATA Environmental Safeguards Specialist with Mr. Smith of the Federal Ministry of Environment, Abuja; Mr. Kayode Ogungbuyi, Sustainabiliti Limited Socio-economic Specialist, & Miss. Lilian Anazodo of the Federal Ministry of Environment, Abuja on Site Scoping. Plates 3 & 4: Joint Site Inspection of Project Corridor by Officials of the Lagos State Ministry of Lands, LAMATA, Advanced Engineering Consultants (Design Engineers), Sustainabiliti Limited (ESIA Study Consultants), & Triple E (RAP Consultants) Plate 5: Joint Meeting with LAMATA Officials and Representatives of the Consulting Companies handling the Mile 12 to Ikorodu BRT route held at LAMATA Conference Room 4.3. Geographic Location The proposed BRT route project corridor is from Mile 12 in Kosofe Local Government Area of Lagos State with coordinates 06.60605 and 003.39918 to Ikorodu Town in Ikorodu West Local Government Area of Lagos State with coordinates 06.62032’ and 003.50340’, traversing 13.5kms. 4.4 Geology, Topography & Hydrology The topography of the area is generally low-lying undulating flat landform, but with some very rugged areas having scarp slopes and gorges. The altitude varies from sea level to about 15 metres above sea level in some parts. The major water bodies in the area include River Ogun and the Lagos Lagoon in the south-eastern part of the area. Other important water bodies, which traversed the area, include the Majidun and Agboyi Rivers. The area is covered with clay-sandy soil along the coastal axis in the south and clay-loamy soil at the interior part. Apart from the area still covered by forest, most of the clay-loamy soil of the interior have been seriously leached and presently look more like laterite soil. The soils are well drained with the exception of those found in the wetland areas. The vegetation of the region is that of coastal swamp and marsh forest, part of which had given way to the construction of houses, markets and other infrastructures. There is the 1,220 hectare Ogun River Forest Reserve which had been gazetted for the Colony Province of Western Region since 1934, along the proposed project corridor. The climate of the area is influenced by two air masses, namely: Tropical maritime and the Tropical continental air masses. The tropical maritime air mass is warm, wet and originates from the Atlantic Ocean. The tropical continental air mass is warm, dry, dusty and originates from the Sahara desert. Hence, the climate of the area is similar to that of the other coastal region of the tropical West Africa with tropical sub-equatorial climate. The temperature is high throughout the year with an annual mean maximum temperature of 33.27ºC, while annual mean minimum temperature is 20.27ºC and the annual mean temperature is 26.77ºC. The study area experience two separate seasons, namely: the wet season, which runs from April to October, with August being the little dry season period. The main dry season is from November to March. The area records an average annual rainfall of about 1830mm, with maxima in June and September. Most rainfall experienced is of conventional origin; however, various disturbances contribute to the rainfall especially between February and May. The mean daily relative humidity of the area is 81.65%. It was observed that the project corridor is prone to flooding whenever the Oyan Dam of the Ogun – Oshun River Basin Development Authority releases water during the wet season. Flood warnings through the Print and Electronic Media from the Lagos State Government through its Ministry of Environment to residents along the banks of the Lower Ogun River are common during the rainy season. During the course of conducting Field Investigations for this Study, we observed instances where make-shift stilts were constructed to provide access to residences along the Project corridor and also to prevent damage to Furniture displayed for sale. Plates 6 – 9: Effects of Flooding along the Project Corridor Plates 10 - & 11: Photographs show the effects of rising flood waters along the Project corridor and measures made by Residents and the Road-side businesses to cope such as erection of elevated platforms for the Furniture makers and also elevated walkways to business locations and residences to avoid walking in the flood waters. Plate 12: White Egrets (Egretta gazetta Plate 13: Cooking at make-shift kitchens and E. alba) in search of food in the due to flooding of the original kitchen flooded waters around the residences along the Project corridor. 4.5 Water Studies Table 4.1: Physico-Chemical and Microbiological Analysis Result of Surface Water Samples SAMPLE PARAMETERS WHO SAMPLE A SAMPLE B SAMPLE C SAMPLE D Location Mile 12 Behind Itowolo, Majidun, BRT Bus Holy Fire Stop Evangelica l Church GPS 0 N06.60587 N06.603090 N06.611090 N06.619100 E003.39917 E003.40322 E003.44121 E003.46943 0 0 0 0 Appearance Colourles Faint brown Brownish Brownish Slightly s and Turbid clear Colour (NTU) 100.00 150.00 150.00 170.00 Turbidity (NTU) 32.72 19.77 78.00 19.73 Conductivity (Us/cm) 513.00 243.00 180.00 308.00 pH 6.5-9.5 6.76 6.75 7.03 6.89 Acidity (mg/L) 15.64 10.43 10.43 10.43 Alkalinity(mg/L) 147.66 92.29 55.37 55.37 Total Hardness (mg/L) 500.00 87.43 87.43 51.43 61.71 Calcium Hardness (mg/L) 300.00 69.43 56.57 30.86 28.29 Magnesium Hardness 200.00 18.00 30.86 20.57 33.43 (mg/L) Total Solids (mg/L) 1000.00 290.00 210.00 175.00 175.00 Total Suspended Solids ND 34.00 24.00 25.00 16.00 (mg/L) Total Dissolved Solids 256.00 186.00 150.00 159.00 Nitrate (mg/L) 0.14 0.03 0.11 0.59 Sulphate (mg/L) 100.00 21.24 5.64 6.45 4.19 Phosphate (mg/L) 0.08 0.10 0.15 0.23 Chloride (mg/L) 250.00 74.17 74.17 194.69 88.07 Sodium Chloride (mg/L) 122.37 122.37 321.33 145.32 Dissolved Oxygen (mg/L) 6.05 6.18 6.05 5.87 Chemical Oxygen Demand 29.08 15.05 15.05 35.55 (mg/L) Biochemical Oxygen 19.39 10.03 10.03 23.70 Demand (mg/L) METALS Iron 0.03 0.58 2.36 2.02 1.69 Lead 0.01 ND ND ND ND Copper 2.00 ND 0.01 0.01 ND Nickel 0.02 ND ND ND ND Cadmium 0.003 ND ND ND ND Zinc 3.00 0.11 0.62 0.73 0.41 Chromium 0.05 ND ND ND ND Manganese 0.40 0.15 0.15 0.08 0.09 MICROBIOLOGICAL RESULTS Total Bacteria Count 350X102 290X102 170X102 16 (cfu/mL) Faecal Coliforms Count 250 ND ND ND (cfu/mL) Pseudomonas count ( 60 ND ND ND cfu/mL) Coliform (cfu/100mL) MPN >1600 240 50 >1600 Lower 600 100 20 - Upper 5300 940 170 - Note: ND = Non- Detectable Source: Sustainabiliti Limited Field Studies, July 2010 Sample A: Comment: The overall quality of the water analyzed does not satisfy WHO Standards for drinking water quality due to its faint brown appearance, high total suspended solids and iron metal content. Microbiologically, the presence of faecal coliforms indicates contamination from sewerage. It should be noted that these water bodies were observed to be the point of defecating for a number of residents in the area. Plate 14: Arrows indicating outlet of Raw Sewage from the adjoining residences into the water body Plate 15: Pipe from Bathroom / Toilet discharging into the water body Plate 16: Arrows indicating discharge outlets of raw sewage into the water body 4.6 Climatic Conditions Data obtained from a five year record from the Nigerian Meteorological Agency (NIMET) indicate that the average daily temperature during the rainy season is about 270C while that of the dry season is about 330C with a seasonal variation of about 6oc between the hottest month (March) and coolest month (August) The mean annual rainfall in the area between March and October is approximately 1627mm, with two peaks in June / July and September and a relatively short cool, dry period in August. The south westerly winds, which moves from the coastal areas towards the hinterlands predominate from March to October bringing rain while the North easterly winds (Harmattan) is predominant between November and February, heralding dry season and accompanied by dust from the Sahara Desert. Table 4.2: Characteristics of Climatic Element in the Project Area Rainfall Sunshine RH @ RH@ Mean Mean Mean Wind Wind Wind (mm) Hours 09.00hrs 15.00hrs Daily Daily Daily Pressure Speed Direction (%) (%) Temp Max Min @ Mean (knots) (0 F) Temp Temp Sea (0F) (0F) Level January 25.4 161.7 75 60 79.8 89.0 70.5 1011.6 6 N February 76.2 158.7 81 44 81.3 90.1 71.7 1010.9 8 S March 152.4 139.0 81 62 81.5 90.1 72.9 1009 8.6 S April 177.8 141.1 79 69 81.5 89.8 73.2 1008.2 7.6 SW May 228.6 146.3 80 72 80.8 89.1 73.2 1010.2 6.5 SW June 279.4 99.9 86 83 78.6 85.1 72.4 1012 6.9 S July 355.6 51.2 89 77 77.0 82.6 71.5 1011.9 8 W August 454 81.0 89 76 77.2 82.6 71.6 1012.3 9.7 W September 257.2 67.8 89 78 77.8 83.7 72.0 1012.8 2.5 W October 254 112.8 87 77 79.0 86.5 71.9 1011 5.9 W November 77.2 137.2 85 73 80.3 88.5 72.0 1010.6 5.1 W December 25.4 165.7 86 64 79.5 89.1 75.0 1010.9 5.5 SW Mean 180.3 121.8 76.5 69.6 79.5 87.2 72.3 935.12 6.7 Max 355.6 165.7 89 83 81.5 90.1 75.0 1012.8 9.7 Min 25.4 51.2 75 44 77.0 82.6 70.5 1008.2 2.5 Std. 108.7 38.8 4.6 10.68 1.6 2.9 1.1 262.4 1.9 Deviation Source: NIMET 2009 4.6.1 Rainfall As shown in Table 4.2, a total annual rainfall of about 2363.2mm was recorded for 2009. The lowest figure of 25.4mm is most common in January while the maximum of about 454mm is in August. The relatively high rainfall relates to the contiguity of the area with the Atlantic Ocean and the Lagos Lagoon. 4.6.2 Relative Humidity (RH) In view of the geographical location and the direct influence of the Atlantic Ocean, RH is usually in excess of 75% over the longer wet season. During the dry season however, the values oscillates between 44% and 69%. This is when a Dry Tropical Continental air mass prevails over the regional. High values are recorded in the early mornings. 4.6.3 Temperature The apparent movement of the sun, wind direction and speed as well as land configuration influence the temperature of the area. The ambient air temperature varies between 71.60F - 78.8 0F and 84.20F - 950F during the Wet and the Dry Seasons respectively. Lowest Values are recorded in the months of July and August, around the peak of the dry Season. The diurnal temperature range is kept at a lowly 39.20F. 4.6.4 Wind Pattern The wind pattern also follows the migratory ITD. Thus it is mainly southwesterly during the rainy season and northeasterly during the dry season. In general, the southwesterly swell is prevalent. The wind speed varies between 3 and 8 knots around the coast for most of the year with an average speed of 6 knots. Incidences of severe storms are now more frequent and on some rare occasions could be as high as 55 - 60 knots. These are often associated with thunder and lightings especially during changing seasons. 4.6.5 Sunshine Hours The mean annual sunshine hour in the area is about 1537 hours per annum. The general low amount of Sunshine hours in July is due to greater amount of cloudiness and rainfall characteristics of the region. Conversely, the higher December figure is due to the prevalent clear skies when the ITD has once more started its northward migration. 4.7 Air Quality Assessment and Noise Level 4.7.1 Instrumentation and Measurement Techniques for Gaseous Emissions Gaseous and particulate pollutants are emitted into the atmosphere from various sources, for the reason of health related implications, concerns on destructions of ozone layer, global warming, incidence of acid rain, and atmospheric emissions resulting from human development activities are of environmental concern. Thus, prior to the commencement of the Environmental and Social Impact Assessment of the Bus Rapid Transit route on the Mile 12 to Ikorodu corridor, in Lagos State; the quality of ambient air at some locations within and around the proposed BRT corridor was assessed on the 12th of July 2010. The air quality was defined relative to the FMENV stipulated threshold concentrations of some potential air contaminants; nitrogen oxides, sulphur oxides, hydrogen sulphide, ammonia, carbon monoxide, total hydrocarbon and particulate matters in the ambient air. The field sampling procedures are in Appendix 1. The locations sampled are: AQ1. BRT Park in Mile 12 AQ2. Owode Bridge AQ3. Owode Onirin Market AQ4. Itowolo Bus Stop AQ5. Oja Bus Stop AQ6. Majidun Area AQ7. Ogolonto Bus Stop AQ8. Agric Bus Stop AQ9. BRT terminal in Ikorodu The measurements locations for the ESIA were selected based on the following considerations: - Accessibility - Security of operating equipment - Availability of open space with good configuration devoid of shielding - Meteorological considerations of upwind and downwind during the assessment. Concentrations of the following emissions shall be determined: (a) Total Hydrocarbons (THC) in ppm: a combined estimate of all hydrocarbon compounds present from vehicular emission was determined. (b) Carbon monoxide (CO ppm) (c) Sulphur dioxide (SO2 ppm) (d) Nitrogen dioxide (NO2 ppm) (e) Ammonia (NH3 ppm) (f) Hydrogen sulphide (H2S ppm) 4.7.2 Suspended Particulate Matters (SPM µg/m3). The SPM measured during the sampling period ranged from lower level of 84.2 in Oja Bus Stop followed by 113.6 in Owode Onirin Market while Majidun area recorded 117.6, 110.7 Agric Bus Stop recorded 110.7, 119.6 was recorded at Owode Weigh Bridge. At the BRT terminal in Ikorodu the reading was 148.6 and BRT Park in Mile 12 recorded 183.0 and finally, the highest was recorded in Itowolo Bus Stop and Ogolonto Bus Stop between 209.0 and 315.0 µg/m3 respectively. All suspended particulate matters concentrations in Ogolonto Bus Stop are above the limit of FMEnv 250 µg/m3 of 1991, while the remaining locations were lower than FMEnv permissible limit of 250 µg/m3 of the same 1991. In conclusion and recommendation however, effort should be made so that during the construction period, the management should be committed for providing personal protective wears to guide against this high level of SPM. This could cause an adverse effect on the host community if exposure is not curtailed. However, fall-out has not been observed within the neighboring communities. LAMATA Environmental Safeguards Unit should ensure and enforce the provision and use of Nose Masks during the construction period and the implementation of the environmental monitoring plan during and after the construction for effective project monitoring. 4.7.3 Nitrogen Dioxide (NO2 ppm) As shown in Table 4.6, NO2 measured during the audit period of the study ranged from 0.03ppm at Oja Bus Stop, 0.06ppm in Owode Onirin Market,0.07ppm in Itowolo Bus Stop, 0.08ppm in Owode Weigh Bridge and 0.10ppm in Agric Bus Stop and BRT Terminal in Ikorodu respectively. While the highest range between 0.13ppm, 0.16ppm and 0.26 respectively in BRT Mile 12, Majidun and Ogolonto Bus Stops, where the NO2 concentrations were above the Upper limit of the ambient air NO2 concentrations range of (0.04-0.06ppm) permissible limit of FMEnv 1991 except in location AQ5. 4.7.4 Ammonia (NH3 ppm) NH3 was not detected at the sampling locations from Mile 12 to Ikorodu, Lagos State. 4.7.5 Sulphur Dioxide (SO2 ppm) Sulphur dioxide in air generally comes from sources like combustion of coal on sulphur – contaminated fuels and ores, paper mills and from non-ferrous smelters and others (USEPA, 1990). SO2 concentration was not detected at all the sampling location on the project corridor. 4.7.6 Carbon monoxide (CO ppm) From the measurements conducted during the sampling period, the carbon monoxide concentrations ranged between 2.8ppm in Majidun area, 3.7ppm in BRT Mile 12, 4.3ppm in Itowolo Bus Stop, 5.6ppm in Owode Onirin Market, 6.7ppm in Oja Bus Stop, 6.8ppm at Owode Weigh Bridge Area, 8.6ppm at Agric Bus Stop along the project area, 9.0ppm in BRT Terminal in Ikorodu and 9.6ppm in Ogolonto Bus Stop respectively. Although, the CO concentration obtained at the sampling locations were within the regulatory limits / standards of FMEnv. limit of 10ppm, 1991. The relative low concentration could be attributed to the rain precipitate. 4.7.7 Total Hydrocarbon (THC) The mean concentrations of THC measured ranged from 0.4 to 1.6ppm while AQ5 recorded the lowest value of 0.4ppm and AQ9 recorded the highest value of 1.6ppm. The THC concentrations measured at all locations were below the ambient air limit of 10ppm set by FMENV. Table 4.3: Air Quality Assessment along the Project Corridor LOCATION(S) & SPM NO2 NH3 PPM SO2 PPM CO THC H2S PPM CO-ORDINATES µg/m3 PPM PPM PPM AQ1. BRT Park in Mile 12 183.0 0.13 ND ND 3.7 1.1 ND 06.60605’ 003.39918’ AQ2. Owode Bridge 119.6 0.08 ND ND 6.8 1.3 ND 06.60594’ 003.40693’ AQ3. Owode Onirin Market 113.6 0.06 ND ND 5.2 1.0 ND 06.60991’ 003.41073’ AQ4. Itowolo Bus Stop 209.0 0.07 ND ND 4.3 0.6 ND 06.61143’ 003.44119’ AQ5. Oja Bus Stop 84.2 0.03 ND ND 6.7 0.4 ND 06.61858’ 003.46737’ AQ6. Majidun Area 117.6 0.16 ND ND 2.8 0.9 ND 06.61941’ 00347001’ AQ7. Ogolonto Bus Stop 315.0 0.26 ND ND 9.6 0.7 ND 06.61936’ 003.47538’ AQ8. Agric Bus Stop 110.7 0.10 ND ND 8.0 1.4 ND 06.62578’ 003.48489’ AQ9. BRT Ikorodu terminal 148.6 0.10 ND ND 9.0 1.6 ND 06.62032’ 003.50340’ FMEnv. Limits 250.0 0.04 - 0.02PPM 0.02PPM 10.0 10PPM 0.02PPM 0.06PPM ND = Not Detected. Source: Sustainabiliti Limited Field Study July 2010 4.7.8 Hydrogen Sulphide (H2S ppm) Hydrogen Sulphide or sour gas is a colourless gas with a specific gravity of 1.18. It is slightly less lethal than hydrogen cyanide and more lethal than chlorine. It has an odour of a rotten egg, but it may seem to have no odour in strong concentration. It is a strong poison. H2S was not detected at all the sampling locations. From the air quality survey carried out at the various selected stations along the proposed Mile 12 to Ikorodu BRT route project corridor, the following results were obtained as shown in Table 4.3. The readings obtained in the course of the survey were relatively low which can be attributed to the scavenging and cleaning operation of the wet weather at the period. This was comparable to existing data on air quality obtained from LAMATA for the Lagos metropolis and summarized in paragraphs 4.8.1 – 4.10. 4.8. ANALYSIS OF EMISSION DATA FOR THE EXISTING CONDITIONS SCENARIO IN LAGOS STATE 4.8.1 CURRENT AMBIENT AIR POLLUTANTS CONCENTRATIONS MEASUREMENT The summary of the findings of current ambient air pollution concentration measurements are presented here below. 4.8.1.1 Volatile Organic Compounds as Benzene, Toluene, Ethyl benzene and Xylene (BTEX) From the result of the profile of BTEX in the sampling areas, maximum concentration of the volatile organic compounds was at the highest ebb at Mazamaza and Maryland in January 2007 (Fig. 4.1). The concentration of BTEX at Imota and Ikotun were slightly lower than the mean highest values but greater than the value for Oshodi. Fig. 4.1: Values of BTEX in Sampled Locations ppbv Months Source: LAMATA Field Study 2007 Although there are no standards for most of the component gases, benzene has been found to be toxic at values greater than 50 ppbv. Benzene has low acute toxicity, but repeated exposure to very high concentrations can cause severe effects on the blood and blood-forming organs in humans, this statement is credited to the quality for health impact assessment report, prepared by WHO European series No. 85 of 1999 (WHO, 1999). Whether benzene also affects the immune or reproductive systems is not clear. Benzene is, however, known to be a human carcinogen. According to the WHO guidelines for Europe, the concentrations of airborne benzene associated with excess lifetime risk of 1 case per 10 000, 1 per 100 000 and 1 per 1 000 000 are, respectively: 3 . The values of the concentration of BTEX exceeded this limit at various times at Ikotun, Oshodi, Maryland and CMS. Imota, Mazamaza, and Ikeja had values that were below this limit in most cases although there were times when this limit was exceeded. The same could be deduced for toluene, ethyl benzene and xylene. 4.8.1.2 Sulphur dioxide, SO2 The mean concentration of SO2 is highest at Oshodi and lowest at Imota (Table 4.4). The maximum value of 34.8 ppbv was obtained at Ikeja. This could be attributed to the number of trucks loading in this area. The 24-hour limit set by WHO are 47 ppbv and 130 ppbv for 1-hour exposure. The limit was exceeded at a number of locations and the annual mean value in all the locations exceeded the WHO limit of 19 ppb. Table 4.4: Annual Mean Concentration of SO2 in various Sampling Locations within Lagos Ikeja CMS Imota Ikotun Mazamaza Maryland Oshodi UNILAG Mean 26.3 29.3 19.1 28.1 33.9 28.4 34.8 3.57 Min. 19.7 18.3 6 16.3 18.7 13.9 24 2.5 Max. 41.3 34.3 30 48 53.3 46.7 54.7 4.5 SD 5.2 4.3 7.9 7.8 10.4 7.8 8.6 0.6 Source: LAMATA Field Study 2007 The highest mean concentration of SO2 was 34.8 ppbv and this was obtained at Oshodi (Fig.4.2). The mean concentration of 3.57 ppbv was obtained at Unilag. 2.5 ppbv was the lowest value and this was obtained at the control point, Unilag. Maryland had its peak value in the month of October 2007 while Imota site had lowest value in June 2007. The result for Maryland was 48 ppbv and Imota was 6.0 ppbv. The implication of all these is that while in the gaseous form, SO2 can irritate the respiratory system; in case of short-term high exposure, a reversible effect on lung functioning may occur, according to individual sensitivity. The secondary product H2SO4 primarily influences respiratory functioning. Its compounds, such as polynuclear ammonium salts or organosulphates, act mechanically in alveoli and, as easily soluble chemicals, they pass across the mucous membranes of the respiratory tract into the organism. According to the World Health Organisation, particulate aerosol formed by the gas-to-particle formation has been found to be associated with numerous health effects. This will be mentioned in the section on PM10. Figure 4.2: Concentration of SO2 at all the Sampled Locations 60 50 40 30 20 10 0 2007 2007 2007 2007 2007 2007 2007 2007 2007 2008 2008 2008 2008 2008 2008 2008 2008 -10 MAY JUN JUL AUG SEP OCT NOV DEC-I DEC-II JAN-I JAN-II FEB-I FEB-II MAR-I MAR-II APR-I APR-II Ikeja CMS Imota Ikotun Mazamaza Maryland Oshodi UNILAG Source: LAMATA Field Study 2007 4.8.1.3 Nitrogen Oxides, NO2 Ikotun environment had the highest value of NO2 among the eight areas sampled (Table 4.5). The mean value of NO2 at CMS was however the highest closely followed by Ikotun while Unilag had the lowest value. The concentration of NO2 was high in February followed by January 2008 (Fig.4.3). This could be attributed to the temperature gradient during this period of the year. Table 4.5: Value of NO2 among the Eight Sampled Environment Ikeja CMS Imota Ikotun Mazamaza Maryland Oshodi UNILAG Mean 28.2 38.5 23.3 38.2 27.4 32.4 32.3 2.0 Min. 9.2 7.5 2.1 8.2 8 7.6 7.4 1 Max. 83.3 91.7 66.7 101.7 70 98 100 5 SD 25.0 27.1 18.3 32.7 16.6 29.0 26.2 0 Source: LAMATA Field Study 2007 At very high concentrations, which may only be encountered in serious industrial accidents, NO2 exposure can result in rapid and severe lung damage. Health effects may also occur at the far lower ambient concentrations likely to be observed during pollution episodes in cities. The available evidence suggests that ambient exposure may result in both acute and chronic effects, especially in susceptible population subgroups such as people with asthma. Figure 4.3: The Concentration of NO2 in all the Sampled Locations 700 600 microgram/m3 500 Ikeja 400 CMS 300 Imota 200 100 Ikotun 0 Mazamaza 2007 DEC-II 2008 FEB-II 2008 JAN-II 2008 MAR-II 2008 APR-II 2007 MAY 2007 DEC-I 2008 JAN-I 2008 FEB-I 2008 MAR-I 2008 APR-I 2007 OCT 2007 AUG 2007 NOV 2007 SEP 2007 JUN 2007 JUL Maryland Oshodi UNILAG Sampling period, months Source: LAMATA Field Study 2007 The results from large-scale (more than 1200 sites) diffusion tube surveys of cities in the United Kingdom showed broadly consistent relationships between NO2 levels at kerbside environments (1–5 m from a busy road), intermediate locations (20–30 m distance) and urban background areas (>50 m from roads). Kerbside levels are typically 35–40% higher than intermediate levels and 60–70% higher than background levels (STEVENSON, K. ET AL. UK nitrogen dioxide survey 1995. Culham, UK, AEA Technology, 1997 in WHO Regional Publications Series No. 85, 1999). * This is in agreement with the result obtained during the study. 4.8.1.4 Ozone, O3 Ozone (O3) is a secondary photochemical pollutant formed from the precursors of volatile organic compounds, NOx and CO in the presence of short wavelength solar radiation. The gas is formed by complex photochemical reactions between the precursors. As a consequence and in contrast to primarily emitted pollutants, short-term ozone concentrations tend to peak some distance from the emission sources of ozone precursors. This could have accounted for the low result obtained during the monitoring period as indicated in Table 4.6. Table: 4.6: Mean concentration of Ozone March 2008, April 2008, Ppbv Ppbv Mean 3.0 0.9 Min. 2.4 0.6 Max. 3.7 1.3 SD 0.5 0.3 Source: LAMATA Field Study 2008 A comparison of the result of nitrogen oxides and ozone over the same period shows that there is a linear correlation between the two gases. The calculated Pearson correlation coefficient (r) between NO2 and O3 is -0.77 and -0.78 for the month of March and April 2008 respectively. This shows that for both months the correlation are approximately the same coefficient and since both r tends toward -1, it indicate that NO2 and O3 values for the two months have negative correlation, resulting in a strong indication that a linear relation exists between NO2 and O3 for the two months. According to the quality for health impact assessment report, prepared by WHO European series No. 85 of 1999, (WHO, 1999), it has been posited that ozone patterns in or near urban areas can be quite complex. Near major sources of NO such as roads with heavy traffic, ozone levels are usually quite low. 4.8.1.5 Total Particulate, TP 4.8.1.5.1 Total Suspended Particulate, TSP The mean concentration of TSP at Mazamaza was 949.4 µg/m3 which marks the highest mean concentration (Table 4.7). Mazamaza also recorded the highest or maximum concentration of total suspended particulate matter with Oshodi having the same value at maximum, but lesser mean value. These high values could be attributed to the number of trucks including lorries and trailers passing and harboring at the two locations afore-mentioned. Unilag had the minimum value due to less traffic in the environment. Results of TSP between the month of January and February along Oshodi and Mazamaza axes were also high (Fig. 4.4). This signifies that more particles are transported by wind during the period. Table 4.7: Mean Concentration of TSP in Sampled Locations Ikeja CMS Imota Ikotun Mazamaza Maryland Oshodi UNILAG Mean 386 413.8 420.4 810 949.4 425.5 685.1 130.6 Min. 89.4 214 48 107.3 86 265.3 299.2 69 Max. 860 1070 1770 1390 1970 844 1970 235 SD 224.1 211.0 408.3 296.1 423.2 150.7 395.3 44.5 Source: LAMATA Field Study 2007 Fig. 4.4: The Mean Concentration of TSP in Sampled Locations 2000 Ikeja microgram/m3 1500 1000 CMS 500 0 Imota 2007 DEC-I 2008 JAN-I 2008 FEB-I 2008 MAR-I 2008 APR-I 2007 SEP 2007 NOV 2007 DEC-II 2008 JAN-II 2008 FEB-II 2008 MAR-II 2008 APR-II 2007 MAY 2007 JUL 2007 AUG 2007 OCT 2007 JUN Ikotun Mazamaza Maryland Sampling period, month Oshodi Source: LAMATA Field Study 2007 4.8.1.5.2 Aerodynamic Particulate, PM10 through a size-selective inlet with a 50% efficiency cut- diameter. The upper cut- 10 roughly corresponds to the thoracic fraction of the particles, that is, those that penetrate beyond the larynx, this is the view of author of the quality for health impact assessment report, prepared by WHO European series No. 85 of 1999, (WHO, 1999). The mean value of PM10 at the Mazamaza was quite high with a value of 467.3 µg/m3 (Table 4.8) with Unilag having the lowest value (85.3 µg/m3). Mazamaza had the highest concentration of 1230 µg/m3 while Unilag had a value of146 µg/m3. In April 2008, the PM10 was high compared to other months (Fig. 4.5). Table 4.8: The Mean Values of PM10 at various Sampled Locations Ikeja CMS Imota Ikotun Mazamaza Maryland Oshodi UNILAG Mean 252.7 204.6 213.2 364.2 467.3 198.2 361.0 85.8 Min. 37.3 39.9 35.7 65.2 179.3 76.5 108.2 43 Max. 741 693 680.6 609 1230 474 1080 146 SD 202.2 149.9 227.4 162.5 309.6 130.1 241.7 28.3 Source: LAMATA Field Study 2007 Fig. 4.5: The Mean Values of PM10 at various Sampled Locations 1400 1200 microgram/m3 1000 Ikeja 800 CMS 600 Imota 400 200 Ikotun 0 Mazamaza 2007 DEC-I 2008 FEB-I 2008 APR-I 2008 JAN-I 2008 MAR-I 2007 NOV 2007 SEP 2007 DEC-II 2008 JAN-II 2008 FEB-II 2008 APR-II 2008 MAR-II 2007 MAY 2007 JUL 2007 AUG 2007 OCT 2007 JUN Maryland Oshodi UNILAG Sampling period, month Source: LAMATA Field Study 2007 4.8.1.5.3 Aerodynamic Particulate, PM2.5 through a size-selective inlet with a 50% efficiency cut- diameter and have upper cut- 2.5 corresponds to the fraction of respirable particles in high-risk populations (children and adults with certain pulmonary diseases) that can penetrate to the unciliated airways. This statement is opined in the quality for health impact assessment report, prepared by WHO European series No. 85 of 1999 (WHO, 1999). The concentration of this size of particulate matter followed the same trend as PM10 with Mazamaza having the highest mean concentration of 247.0 µg/m3 and Unilag having the lowest concentration of 25.9 µg/m3. Imota had the highest maximum concentration of 651 µg/m3 with Unilag having the least value of 63.4 µg/m3. The peak value PM2.5 was recorded in February 2008. Table 4.9: The Mean Values of PM2.5 at various Sampled Locations Ikeja CMS Imota Ikotun Mazamaza Maryland Oshodi UNILAG Mean 118.4 137.1 140.3 147.6 247.0 120.3 193 25.9 Min. 37.5 50.8 56 38.9 130.7 52.3 13.4 10.4 Max. 242 332 651 263 506 304 520 63.4 SD 56.2 95.9 148 63 91.2 60.1 131.9 16.0 Source: LAMATA Field Study 2007 Fig. 4.6: The Mean Values of PM2.5 at various Sampled Locations 700 600 Ikeja microgram/m3 500 CMS 400 Imota 300 200 Ikotun 100 Mazamaza 0 Maryland 2007 DEC-II 2008 JAN-II 2008 FEB-II 2008 MAR-II 2008 APR-II 2007 MAY 2007 DEC-I 2008 JAN-I 2008 FEB-I 2008 MAR-I 2008 APR-I 2007 AUG 2007 OCT 2007 NOV 2007 JUN 2007 SEP 2007 JUL Oshodi UNILAG Source: LAMATA Field Study 2007 The correlation coefficient (r) between TSP and in-situ Suspended Particulate matter for the month of January 2008 is 0.2840411. The results show that weak positive correlation exists between TSP and in-situ Suspended Particulate matter measured within the period (since the r value is largely far from +1). 4.8.1.6 Carbon monoxide, CO. The results of measurements of the concentration of CO over the sampling period shows that the highest concentration of 6.0 ppm was detected at Ikotun and the lowest was recorded at Imota and Ikeja. Considering the average concentration over the entire period Mazamaza, Oshodi and Ikotun had values that were higher the 3.0 ppm while CMS, Imota and Ikeja had values around 2.0 ppm. The locations with relatively high value of CO are known to have heavy traffic at both peak and off peak hours and this could have accounted for the result obtained. Although the average concentration of CO at CMS was 2.0 ppm, the concentration rose to 3.2 ppm at a time and this could be attributed to occasional traffic hold-ups experienced in the area. Fig. 4.7: Comparison of the Concentration of Carbon Monoxide across the Metropolis Source: LAMATA Field Study 2007 Compared with the World Health Organisation (WHO) Standards for 24-hour exposure (25 ppm), the results generally conformed to the Standards in all the sampling locations. Although the result of 1-hour measurement was higher in most of the locations, it however fell within the maximum limit of 100 ppm set by WHO. 4.8.1.7 Seasonal Variation of Pollutants The mean values of the parameters determined were higher in dry season (Fig. 4.9) compared with the wet season (Table 4.10). This could be attributed to the temperature rise and particulate transfer. The particulate matter in the rainy season could have been suppressed by precipitation and most of the component particles deposited on the soil or percolate into the ground. The CO measured during the rainy season and dry seasons vary from one location to the other as shown in Tables 4.10 & 4.11. From the result, there is generally no marked difference in the level of CO detected but the CO around Ikotun decreased during the dry season compared with the high values recorded in the rainy season. There is a shift in the values for Maryland, Mazamaza and Oshodi during the wet season where the results obtained were lower than the results during the dry season. From the correlation of the mean results for wet and dry seasons, a value of r = 0.78 was obtained and the value of r at 5% significance is 0.71. It could therefore be deduced that there is a linear relationship between the results obtained. Fig. 4.8 shows the seasonal variation in the concentration of carbon monoxide in all the sampling locations. Fig. 4.8: Seasonal variation on carbon monoxide CO DRY SEASON 4 3 CONCENTRATION ppm 2 1 0 LOCATION Source: LAMATA Field Study 2008 Table 4.10: Mean Concentration of Particulate Matter and Gases during Wet Season of 2007/2008 TSP, PM 10 PM 2.5 CO, SO2, NO2, (µg/m3) (µg/m3) (µg/m3) ppm ppbv ppbv Ikeja 313.4 193.3 108.2 2.0 26.1 19.9 CMS 373.4 152.8 119.2 2.1 30.2 40.1 Mazamaza 826.7 401.6 220.1 3.2 31.0 24.0 Oshodi 508.9 234.2 164.7 3.1 31.1 31.5 Imota 361.5 195.2 120.9 2.2 16.2 17.3 Ikotun 732.2 271.8 115.2 3.8 27.8 28.4 Maryland 375.7 145.2 101.7 2.7 29.1 31.4 UNILAG 108.8 75.3 23.9 <0.1 3.9 1.5 Source: LAMATA Field Study 2008 Table 4.11: Mean Concentration of Particulate Matter and Gases during Dry Season of 2007/2008 TSP, PM 10 PM 2.5 CO, SO2, NO2, (µg/m3) (µg/m3) (µg/m3) ppm ppbv Ppbv Ikeja 524.3 360.2 141.4 1.5 27.8 32.7 CMS 471.6 278.7 162.6 2.0 28.0 36.1 Mazamaza 1124.7 561.3 285.6 3.4 38.1 32.3 Oshodi 936.9 542.1 233.3 3.1 40.0 33.5 Imota 504.6 243.2 172.5 2.0 23.3 31.8 Ikotun 921.0 496.3 193.9 2.9 28.7 50.8 Maryland 496.7 273.8 146.9 3.3 27.5 33.8 UNILAG 145.2 92.9 27.5 <0.1 3.3 2.3 Source: LAMATA Field Study 2008 Exposure to industrial and other forms of Noise can induce hearing loss and other pathological changes in the affected population FMEnv. 1991. The National Guidelines and standards for environmental pollution control in Nigeria recommends that daily noise exposures for workers in the country should not exceed 90dB daily for 8 hours working period, while WHO and IFC set standard for residential between 45dB – 55dB particularly at night. Similar readings were done by LAMATA around Lagos Metropolis in 2008 and Table 4.11 gave the noise levels obtained then. 4.9 Noise Level Result NOISE POLLUTION Table 4.12: Noise levels along the Project Corridor LOCATION(S) & CO-ORDINATES NOISE (dB) AQ1. BRT Park in Mile 12 {06.60605’ 003.39918’} 77.6 AQ2. Owode Bridge {06.60594’ 003.40693’} 85.7 AQ3. Owode Onirin Market {06.60991’ 003.41073’} 87.1 AQ4. Itowolo Bus Stop {06.61143’ 003.44119’} 81.1 AQ5. Oja Bus Stop {06.61858’ 003.46737’} 89.7 AQ6. Majidun Area {06.61941’ 00347001’} 85..1 AQ7. Ogolonto Bus Stop {06.61936’ 003.47538’} 88.2 AQ8. Agric Bus Stop {06.62578’ 003.48489’} 88.3 AQ9. BRT Ikorodu terminal {06.62032’ 003.50340’} 77.6 FMEnv. Limits 90dB Source: Sustainabiliti Limited, 2010 The major source of increased noise levels within and outside the road project is the vehicular movement and other human activities. The average noise measured at the locations ranged from 77.6dB in BRT park, 85.7dB in Owode Weigh Bridge, 87.1 in Owode Market 81.1 in Itowolo Bus Stop, 89.7 in Oja Bus Stop, 88.2 in Ogolonto Bus Stop, 88.3 in Agric Bus Stop and 77.6 in BRT Terminal in Ikorodu. Conclusion and Recommendation A wide range of noise indices computed from statistical analysis was performed by the CR-811B sound level meter for the Noise monitoring. The (daytime) ambient noise levels measured at different locations in the Monitoring area are shown in Tables 4.15 – 4.16. It was discovered that the noise level measurements taken at Mile 2 happened to be the highest while the one taken at General Hospital, Agbowa-Ikosi was the least. The Sound Pressure level of noise at Mile 2 was 76.40 dBA while that of General Hospital, Agbowa-Ikosi was 46.30 dBA. The average continuous Sound Exposure Level (SEL) at Mile 2 was 105.6 dBA while the average continuous Sound Exposure Level (SEL) at General Hospital, Agbowa-Ikosi was 75.70 dBA. Table 4.13: Noise Level at Different Locations within the Monitoring Area Noise Level Location LAeq (dBA) Oko-Oba Residence (Abule-Egba) 60.30 Anthony 71.40 Broad Street 70.90 General Hospital, Agbowa-Ikosi 46.30 Ikeja 72.10 Ikotun 72.50 Imota 64.75 Maryland 70.50 Mile 2 76.40 Oshodi 73.73 Source: LAMATA Field Study 2008 Table 4.14: Summary of the Measured Noise Level Indices in all Sites in the Study Area LAF Leq LAE Max Peak L1.0 L10.0 L50.0 L90.0 L95.0 Lmin (dBA (dBA Summary (dBA) (dBA) (dBA) ) ) (dBA) (dBA) (dBA) (dBA) (dBA) 54.9 Outskirts 46.30 75.7 75.30 89.80 0 48.40 41.00 35.90 34.70 29.40 81.8 Industrial 72.10 102.4 91.05 97.70 0 75.20 68.20 63.60 62.50 59.50 80.5 Commercial 71.82 101.2 89.77 98.16 7 74.10 69.01 65.18 64.12 58.86 Residentia 71.8 l 62.53 91.65 80.50 88.53 9 66.17 58.85 52.95 51.39 42.55 Study Area Mean 73.0 Value 63.67 92.93 84.28 93.89 8 66.48 59.43 54.24 52.98 47.56 Study Area 54.9 Minimum 46.30 75.70 75.30 87.60 0 48.40 41.00 35.90 34.70 29.40 Study Area 86.0 Maximum 77.60 107.3 99.70 107.5 0 80.10 76.06 72.90 72.16 68.63 Source: LAMATA Field Study 2008 Legend Symbol Denotation Leq Equivalent continuous sound pressure level LAE Sound Exposure Level (SEL) with ‘A’ frequency weighting LAFmax The maximum Sound level with ‘A’ Frequency weighting and Fast Time Weighting Peak The maximum value reached by the sound pressure at any instant during a measurement period Ln Statistical analysis of noise. The n denotes the percentage exceedence 4.9.1 TREND OF NOISE AND NOISE HISTORY PLOTS The trend of noise levels measured is summarised in Table 4.15. The noise history plots from industrial, residential, commercial areas in the monitoring area are presented in the Fig. 4.10. The trend of noise shows the traffic flow of the monitoring area. Table 4.15: Trend of Noise Location 6-9a.m. 9am – 4pm-9pm 9pm – 12am – 4am 4am – 6am (result in Leq dB) 4pm 12am Residential 47.60 54.20 60.30 56.45 44.10 46.90 Oko-Oba residence Commercial Broad 70.90 74.70 71.45 63.60 58.50 62.80 Street Industrial 70.70 77.89 74.70 65.10 60.30 68.90 Ikeja Source: LAMATA Field Study 2008 Fig. 4.9: Trend of Noise level in Lagos State 1 0 0 .0 0 8 0 .0 0 6 0 .0 0 4 0 .0 0 2 0 .0 0 0 .0 0 6 a m - 9 a m - 4 p m - 9 p m - 1 2 a m - 4 a m - 9 a m 4 p m 9 p m 1 2 p m 4 a m 6 a m R e s id e n tia l C o m m e rc ia l In d u s tria l Source: LAMATA Field Study 2008 th Air Quality Field Assessment by Ismaila Attahiru along the Project Corridor on 12 July, 2010 4.10. Biological Environment 4.10.1 Vegetation Studies The following ecosystem types dominate the study area viz: (a) Mangrove Swamp forest (b) Freshwater Swamp forest (c) Degraded Lowland Rainforest (d) Bush Fallow (e) Aquatic Macrophytes 4.10.2 Field Observations The physiognomy and general characteristics of the ecosystems are influenced largely by the lagoons, rivers, and water bodies that dominate the study area. Lagos State is located within the south-western block of the Nigerian Forest formation at low altitude, that is, the lowland rain forest which consists mainly of the mangrove vegetation, freshwater swamp forest and remnants of the tropical rainforest. An important feature of the vegetation pattern of Lagos State is its close relationship with the soil distribution. This relationship derives from the fact that both of them have, over time, been largely influenced by the nature of the sediments, the drainage characteristics as well as the prevailing climatic conditions. Dense rainforest formation once dominated the northern parts of the state but this has given way to secondary regrowth vegetation, oil palm plantation and bush fallow with occasional old and abandoned plantations of cocoa and kolanuts. Three ecological zones characterize the state; these include the lowland Rainforest along the northern border of the state, the Freshwater Swamp Forest through the middle and Mangrove Forest and Coastal Ecological Zone along the Atlantic Coast. The coastal strip is a network of Islands, sandbanks, creeks and lagoons which are replaced by swamps immediately inland. Due to the pressure on arable land and the pervasive influence of the city, very little of the vegetation remains in its natural state. For instance, freshwater swamp vegetation was identified along the coast and in lagoons in 1976/78 and this covered an area of 1235km2 (32.1%). However, in 1993/95 imagery only 629km2 (16.3%) of the state remained as forested freshwater swamp. The study area, which stretches from the outskirts of Ketu in Kosofe Local Government (N060 37.187’ E0030 27.532’) to Ikorodu in Ikorodu West Local Government (N06 37.187’ E003 26.330’), consists of the three vegetation types mentioned earlier. The characteristic features of these ecosystem types are summarised hereunder. 4.10.3 Mangrove Swamp Forest The Mangrove swamp forest is the second most wide-spread vegetation in southern Nigeria, stretching as a narrow strip from Badagry through Ikorodu, Epe and Lekki areas of Lagos State to Ogun, Ondo and the Benin River where the water is brackish. The mangrove vegetation derives most of its physical, chemical and biological characteristics from the sea and the in-flowing fresh-water from upland forest. It is generally an area of low-lying land fringing the coastal swamps and creeks. The soil is usually muddy, dark-coloured or brownish grey on the surface with a high organic content. The vegetation consists of a complex of plant communities which vary in physiognomy from forest 2 – 15 metres high in a few localities along the shoreline and the narrow frontal fringes of lagoons to shrubs barely 0.5 – 1 metre high in other places. The mangrove vegetation is not rich in species because of the complexities of the habitat. The number of species is limited by their tolerance to the hostile conditions such as high salinity of both water and soil, resulting in unusually high osmotic concentration, shifting soil and water levels, poor aeration, siltation and soil compaction, among others (Chapman 1971; 1976, 1977; Olowokudejo 1975, 1999; Olowokudejo & Obi-Osang 1993). Hopkin (1965) and Orebamjo (1968) have described most Mangrove Swamp communities in general as transition communities reflecting varying types of soil/vegetation complexes. When biotic influence, such as wood cutting, becomes too intense the normal vegetation succession is disrupted and deflection to a sub climax results and is maintained by denudation, erosion, accretion and all the other external forces of the environment. This quite evident at various mangrove locations in the study area. The obligate mangrove species recorded within the study area include Rhizophora racemosa, Avicennia germinans and Acrostichum aureum while the mangrove associates which usually grow at the edge of the swamp are Dalbergia ecastaphyllum, Drepanocarpus lunatus and Alchormea cordifolia (Table 4.16). 4.10.4 Freshwater Swamp Forest This vegetation type is fairly extensive along the coastal zone and within the study area where it is found behind the mangrove forest belt. Large areas of this vegetation zone remain intact because of the high cost of extracting timber, developing plantations and clearing land for agriculture. Seasonal flooding is the dominant ecological influence on the freshwater swamp ecosystem. Flood waters usually collect in many swamps and ponds, saturating the soil for at least the rainy season. 4.10.5 Lowland Rainforest This vegetation type exists only in a small area which is not easily accessible. In most locations this original vegetation has been degraded to forest regrowth where they are left to regenerate. Species of Elaeis guineensis and Musanga cercropioides are common indicators of this vegetation type. Other tree species include Combretum racemosum, Phoenix reclinata, Albizia zygia, Trema guineensis, Terminalia superba and Newbouldia laevis. Other ecosystem types within the study area include Bush fallows and Aquatic macrophytes which are described below: 4.10.6 Bush Fallows Bush fallows are pieces of land left uncultivated or unplanted for one or more seasons and these are quite extensive in the study area. The fallows are of varying ages, ranging from two to six years. They usually consist of a heterogeneous mixture of a wide variety of herbs, shrubs, small trees, grasses and sedges. The floristic composition of the fallows is quite dynamic and varies with the age of the fallow and the season. The population density of the herbs, grasses and sedges are always higher in the west season than during the dry period of the year. 4.10.7 Aquatic Macrophyte Aquatic plants are abundant in the study area because of the presence of River Ogun and other streams, which drain the region. Some species, such as Cyrotosperma senegalense, Dryopteris sp, Vossia cuspidate and Polygonum lanigerum, are rooted at the banks of the waterways and in the swamps, others are free-floating, e.g. Pistia stratiotes, Eichhornea crassipes and Azolla pinnata. The more abundant species are listed in Table 4.16. Table 4.16: Aquatic Macrophytes in the Study Area S/N Botanical Name Common Name 1. Dryopteris sp Fern 2. Cyrtosperma senegalense Aroid 3. Nymphaea lotus Water lily 4. Pistia stratiotes Water lettuce 5. Diplazium sammatii 6. Azolla prinnata Water velvet 7. Vossia cuspidate 8. Pandanus 9. Salvinia nymphellula Salvinia 10. Eichhornia ceassipes Water hyacinth 11. Ipomoea aquatic 12. Polygonum lanigerum 4.10.8 Floristic Composition of the Study Area The study is rich in species because of the favourable climatic conditions of the zone and the extensive agricultural practices, which have altered the original vegetation in several locations. The dynamic species composition of the fallows is aided by surrounding vegetation where wind-borne seeds come to colonize the fallows. Table 4.17 show the diversity of the species and their occurrence along the five transects is similar. Table 4.17: Species Diversity and Frequency of Occurrence along Transects in the Project Area S/N Plant Species T1 T2 T3 T4 T5 1. Alchornea cordifolia X X X X X 2. Drepanocarpus lunatus X X 3. Typha australis X X X 4. Ipomoea cairica X X X 5. Ipomoea involucrata X X 6. Momordica charantia X X 7. Cyperus articulatus X X X X 8. Amaranthus spinosus X 9. Amaranthus viridis X X 10. Rhizophora racemosa X X S/N Plant Species T1 T2 T3 T4 T5 11. Panicum maximum X 12. Cyrtosperma senegalense X X X X 13. Paspalum vaginatum X X 14. Paspalum orbiculare X 15. Ricinus communis X 16. Mariscus alternifolius X 17. Kyllinga bulbosa X 18. Laportea aestuans X 19. Gomphrena celosioides 20. Phyllanthus amarus X X 21. Physalis angulata X X 22. Dalbergia ecastaphyllum X X X 23. Phoenix reclinata X 24. Elaeis guineensis X 25. Acrostichum aureum X X 26. Terminalia catappa X X 27. Chromolaena odorata X X X 28. Sida rhombifolia X 29. Sida acuta X X 30. Fimbristylis ferruginea X X 31. Rhynchospora corymbosa X X X 32. Tridax procumbens X 33. Synedrella nodiflora X X X S/N Plant Species T1 T2 T3 T4 T5 34. Ageratum conyzoides X X 35. Cnestis ferruginea X X 36. Cleome viscose X 37. Newbouldia laevis X X X 38. Vernonia cinerea X X X 39. Bidens pilosa X X 40. Aspilia Africana X x X 41. Asystasia gangetica X 42. Eleusine indica X X 43. Senna occidentalis X 44. Bambusa vulgaris X X 45. Avicennia germinans X X X 46. Ficus exasperate X X X 47. Alstonia congensis X X 48. Anthocleista vogelii X X X X KEY TO TRANSECT LOCATIONS T1 = Mangrove Forest – Bush fallow (N060 37.083’ E0030 27.666’) T2 = Mangrove – Freshwater Swamp Forest (N060 37.187’ E0030 27.532’) T3 = Lowland Rainforest – Forest regrowth (N060 37.154’ E0030 27.972’) T4 = Freshwater Swamp Forest – Bush Fallow (N060 36.670’ E0030 26.525’) T5 = Mangrove – Freshwater Swamp Forest (N060 36.496’ E0030 26.330’) 4.10.8 Life Form Spectrum Estimates of the Life Form Spectrum of the various plant formations made along 5 lines transect demarcated within the study area and control sites are presented in Table 3. The main criterion for the classification is the height of the penetrating buds, which reflects adaptations to climate. The vegetation is dominated by geophytes, which are plants that have rhizomes, bulbs or underground tubers. This is followed by Nenophytes, which are the shrubs that are usually less than 2m tall. This is followed by the Microphanerophytes, which are small trees or tall shrubs Table 4.18: Life Form Spectrum of Plant Communities in the Study Area (T1 – T6) Transect Phanerophytes (Ph) Chama Hemi Cryptophytes (C) Thero Epih (T) Mega- Meso- Micro- Nano- Geo- Helo Hydro- - 1. 1 2 20 28 1 2 36 2 1 6 1 2. 0 1 19 28 0 1 40 1 2 8 0 3. 0 1 20 32 1 2 32 1 1 10 0 4. 0 1 24 29 0 1 34 2 0 8 2 5. 2 0 21 28 2 0 36 0 1 9 2 LEGEND: 1. Ph – Phanerophytes (Trees & Sbrubs) (a) Mega- Megaphanerophytes 30m in height (b) Meso- Mesophanerophytes 8 – 30m (c) Micro- Microphanerophytes 2 – 8m (d) Nano- Nanophanerophytes < 2m 2. Chama- Chamaephytes (buds borne close to the ground) 3. Hemi- Hemicrytophytes (buds borne at or in the soil surface) 4. C- Cryptophytes (buds borne below ground or below water) (a) Geo- Geophytes (with rhizomes, bulbs or underground tuber) (b) Helo- Helophytes (penetrating organ in soil or mud below water level) (c) Hydro- Hydrophytes (water plants, penetrating buds from submerged rhizome) 5. Thero- Therophytes (no penetrating buds, annual or ephemeral plants) 6. Epiph – Epiphytes (air plants, no roots in the soil) 4.11 Fauna The main amphibians documented in the area are the West African Toads (Bufo sp) and various species of frogs. Because of the general wetness of the area and swampy tendency, many of the gutters, filled to overflowing, form suitable breeding grounds for the frogs and toads. The macro benthic fauna are composed primarily of molluscs (primarily bivalves and gastropods), crustaceans (most of which are important shellfish), and polychaete annelids. The fish fauna comprise about 30 species, dominated by catfishes, clupeids and cichlids. The family Cichlidae seemed to dominate both qualitatively and quantitatively. Shrimps were also found in abundance. A number of reptilian species are known to occur in the project area. These include smaller animals such as lizards and skinks, as well as the larger ones like the mentor lizards. The habitat type largely influences the distribution of these species. Avian species occur in large numbers around the project area; their distribution is greatly influenced by habitat type. As such, diving birds like the pied kingfisher (Ceryl rudis) and white egrets (Egretta gazetta and E. alba) occur along the coastline and the marshes of Makoko, llaje, etc. Species such as Streptopelia vinacea and S. semitorquata (doves) and the village weaver (Ploceus cuculatus) occur inland in the Agege /Ajegunle area. Generally, their populations are quite high and even though both predatory animals and human beings regularly prey on them, their high fecundity rates enable them to maintain population levels. The most ubiquitous mammalian group throughout the project area is rodents. They are highly fecundand adaptable and have therefore successfully colonized all the areas. Smaller species like the multimammate rat (Rattus natalensis), larger species such as the Giant rat (Cricetomys gambianus), all occur in the project area. Other mammals that have been documented in the area include bats (Eidolon helvum), and various monkeys, such as the colobus monkey (Colobus polykomos). 4.12 Potential Land Use and Landscape Patterns Land Use Pattern Predominant land uses in the area are residential, industrial, recreational and fisheries and aquaculture. Due to the high demand for the rapidly expanding population requiring additional land, pressure on land is fast increasing. The expansion of demand for land for housing, industry and even the anticipated recreational demands, together with demand from other traditional sectors and environmental conservation can no longer be ignored. The value of land is fast increasing and with it the frequency of disputes about ownership titles and boundary definitions. Land Tenure Customary rights of occupancy still exist in some part of the project area. The Land Use Act 1978 vests all land in the state through the office of the governor. Land is to be held in trust and administered for the use and common benefit of all Nigerians according to the provisions of the Act. By this legal instrument, the State replaced the traditional institutions of obaship and chieftaincy in their roles as keepers of communal land. Control and management of land in urban areas is the responsibility of the state governor, while all other land (rural, public, etc.) is the responsibility of the local government of the area. The governor is empowered to designate certain areas as urban land and to grant statutory rights of occupancy of fixed periods and rights of access to any person, subject to rental arrangements fixed by and payable to the state. The local government can grant a customary right of occupancy to land in the local government area (LGA) to any person or organization for agriculture, grazing, residential or other purposes. Land so granted should not exceed 200 ha for agricultural purposes, or 2 000 ha for grazing purposes, for any single customary grant. Certificates of occupancy are to be issued in respect of both types of grant. Map 5: Revised Lagos State Land Use Plan 2001 / 2002 Map 6: Lagos State Regional Plan: Existing Land Use Plan 2002 Map 7: Land use / Land Cover Distribution of the Project Area in 1986 Map 8: Land use / Land Cover Distribution of the Project Area in 1994 Map 9: Land use / Land Cover Distribution of the Project Area in 2000 Map 10: Wetlands changed to Cultivation (Agricultural Uses) Map 11: Map of the Mile 12 to Ikorodu BRT route Project Corridor showing Major Settlements 4.13. Soil Studies In order to establish the baseline data of the environment for the proposed Mile 12 to Ikorodu BRT route corridor, the soil samples was randomly carried out. The sampling survey was carried out during the wet season and considered representatives for ground thruthing procedure. These samples were subjected to Laboratory analysis and are presented hereunder. Table 4.19: Physico-Chemical and Microbiological Analysis Result of Soil Samples From Mile 12 – Ikorodu Route SAMPLE PARAMETERS Sample A Sample B Sample C Sample D pH 7.1 7.1 5.1 5.8 Particle Size % Sand 47 43 91 73 % Clay 3.6 23.6 5.6 19.6 % Silt 49.4 33.4 3.4 7.4 Exchangeable Bases Calcium (mg/ Kg) 7.02 8.12 5.75 9.92 Magnesium (mg/ Kg) 2.14 1.18 0.64 1.21 Sodium (mg/ Kg) 1.26 1.09 0.61 1.02 Potassium (mg/ Kg) 0.74 0.42 0.13 0.43 H + + Al (meq/ 100g) 0.02 0.02 0.05 0.04 ECEC (meq/ 100g) 11.18 10.83 7.18 12.62 Base Saturation (%) 99.82 99.82 99.30 99.68 Organic Carbon (%) 4.74 2.10 1.12 1.97 Nitrogen (%) 0.24 0.19 0.11 0.17 Available Phosphorus (mg/ Kg) 23.50 13.15 6.90 9.80 Micro-nutrients Copper (mg/ Kg) 8.52 1.15 0.80 0.30 Iron (mg/ Kg) 10.39 12.08 1.96 0.79 Zinc (mg/ Kg) 90.00 39.75 65.90 8.75 Manganese (mg/ Kg) 11.50 3.90 3.15 0.40 Total Analysis PO4 0.47 0.06 0.06 0.04 SO4- (mg/ Kg) 0.59 0.29 0.42 0.14 Lead (mg/ Kg) ND ND ND ND Cadmium (mg/ Kg) ND ND ND ND Source: Sustainabiliti Limited Field Studies; July 2010. 4.14 Socio- Economic Characteristics 4.14.1 BACKGROUND The main purpose of the socio-economic study is to establish a baseline data of existing socioeconomic conditions in the project area and to assess proactively the potential health and socioeconomic impact of the proposed BRT route insertion on the Project Corridor. Social data were collected on the cultural, archaeological, economic resources and health of the communities. All communities along the Project corridor were identified, and sampled for study. Consultative Meetings: Consultative meetings were held with representatives of all communities along the target Mile 12 to Ikorodu Project corridor. Officials of Kosofe and Ikorodu West Local Government Areas played prominent roles in this process. At various stages, consultative meetings were held with leaders and representatives of various social groups (including women and traders) in all the local communities who are the main Project Affected Persons. The consultative meetings helped to build rapport, and also to allow a participatory process in project design. Interview survey: This involved the administration of structured questionnaires to purposively and randomly selected social categories cutting across age, gender, income, education, and professions. These categories were selected because they are actively involved in the community projects, such as grassroots mobilization and political action. The interview survey enabled the gathering of factual information on the opinions, attitudes, views, and beliefs of the different social groups in relation to the proposed project and livelihood effects. A total of 867 study sample (48.4% females and 51.6% males were interviewed) Focus Group Discussions (FGDs): These were held with a range of social categories comprising men, women, and traders). The purpose of the FGDs is to elicit information on group dynamics, particularly on the impacts of the BRT construction on the living conditions of the host communities. 6 FGDs were conducted in the communities along the Project Corridor. In-depth Interiews: These involved extensive and detailed interviews with key leaders within the communities along the Project corridor. Those interviewed in communities along the Project Corridor were: Market Leaders (Male & Female); A Local Government Official, Okada Riders Association Leader, NURTW Officials, RTEAN Officials and A health service provider. The Kabiyesi, Ayangburen of Ikorodu, was away on Overseas trip on the 3 occasions we visited his Palace in conjunction with the RAP Consultants and LAMATA Officials; so we could not interview him. 4.14.2 HISTORY Ikorodu is a city and Local Government Area in Lagos State, Nigeria. Located along the Lagos Lagoon, it shares a boundary with Ogun State and, in actual fact, less than 10 kilometres north of the Atlantic Ocean (the Bight of Benin). As of 2007 Ikorodu had an estimated population of 535,000. There are 246 Communities in Ikorodu Local Government Area with 43.5% of its inhabitants classified as Rural, 21.95% Semi-urban and 34.55% as Urban. Its coordinates are 6°36 / 6.6°N 3.5°E . Ikorodu lies on a plateau and is 5.3sq kilometres from North to South. It stretches from Gbasemo (Aga) and Oriya stream in south to Agbala / Itokin road in the north. It is bounded in the west by the Majidun River and in the east by a straight line that connects Itamaga to Abel Abu factory on Igbogbo-Ipakodo road. The top of the plateau is gently undulating. The most important streams are Apeka, Etunrenren, Erikorodo, Melegoke, Yewa, Eri-Ijomu, Ota Ona, Ota-Igbo and Erunwen. Most of these streams have now been savagely polluted by environmental resultants or modernity. These streams were the sources of cool, smooth potable water to Ikorodu of yesteryears. Glimpses of what it used to be in the past could be seen at present day "Oro groves" - Igboti. The first settlement around here was Igbogbo, followed by Ipakodo and lastly, Ikorodu’. It is interesting to note that ‘Ewu-Elepe’ is even older than Igbogbo in age. The chronological sequence of the four settlements is almost exactly the reverse of their present day size. According to data obtained from the Lagos State Centre for Rural Development, there are 98 Registered Private Primary Schools and 56 Public Schools, 5 Private Secondary and 48 Public Schools in Ikorodu with 1 Public owned Tertiary institution. As part of Government efforts in raising the literacy rates in Lagos State, there are 51 Adult Education & Literacy Centres in Ikorodu. 43 Private and 11 Public Health institutions are located in Ikorodu Local Government Council Area. There are 24 Daily Markets, 4 Periodic Markets, 14 Night Markets and 21 Shopping Complexes in Ikorodu Area. Other commercial establishments in Ikorodu are 10 Banks, 25 Hotels, 30 Okada Parks, 21 Motor Parks and 26 Fuel Stations. Ikorodu was founded by Yorubas who settled in the area. The name Ikorodu is a form of Oko Odu, which means " Odu’s farm." Odu now in extinct vegetables specie used for cloth dying, grew luxuriantly on this plateau, hence the early settlers for want of a better name, found it convenient to name their new found settlement after this abundant vegetable. During the 19th century Ikorodu was an important trading post for the Remo kingdom, it achieved this by being situated along the trade route between Lagos and Ibadan. The history of Ikorodu is as rich as the enviable track record of its sons and daughters who have not only excelled in their chosen careers, but have also left their footprints on virtually all the strata of our national history for posterity to see. It is the history of a people whose ancestors, according to available history, descended from the Remo stock of Yoruba tribe who came settle on a plateau and named it Ikorodu, a shortened word from - Oko Odu - which literally means Odu’s farm. With time, Okorodu changed to Ikorodu. The fact of the history seems to tilt in favour of Oga as the founder of Ikorodu. This by extension confirms the Remo link in the origin of Ikorodu. The males among the early settlers in Ikorodu had facial tribal marks found among the Remo. The late Oba Adenaike Alagbe had such tribal marks. The new settlement in the heart of a massive forest was first used by the sons of Akarigbo, Koyelu of Orile Offin Shagamu-Oga, Lasuwon, Rademo, Anoko, Osonusi (alias Ogbonyari) Igimisoje, Otutubiosun, Oladepo and Sekumade. The extended area now known as Ikorodu was used by these sons of Akarigbo of Ijebu Remo for hunting and farming. As to the time of founding of the first settlement, we found it convenient to repeat ‘Igbogbo E Ko Do, KI Pakodo I do, KI Koodu I do.’ Soon after, some large contingent of Benin migrants came by land through Iki in Ogun State (where almost the whole land belongs to the Olisa family of Ikorodu) to the area now known as Ikorodu. This group of Benin people was led by a wealthy and powerful man called Eregbuwa (now called Rebugbawa in Ikorodu) from the ancient royal family of Oliha of Benin City. In Benin language, Ere means king and Uwa means peace and prosperity, hence Eregbuwa means king of peace and prosperity. The Benin people settled down amicably with the children of Akarigbo and the farm started to grow into a large settlement. This was about 1630. The institution of Obaship was conceded to the line of Akarigbo while the institution of Olisaship was conceded to the Benin settlers. In effect the Oba became the reigning monarch while the Olisa became the Kingmaker and the prime minister of the city-state. This high position of the Olisa as the next in rank to the Oba in the city state was borne out in his attribute or cognomen in the Yoruba metaphor: AJUWE Akoye Orulu egbin o ru’lamuren a worun meaning – a noble gentlemen who administers the town. This of course, is done subject to the authority of the Oba and it presupposes that the cordiality between the Oba and the Olisa should be impenetrable. This was the traditional arrangement. The institutions and deities such as the Osugbo, the Awo Opa, the Inomu and the Eluku were designed for the good administration and peace of the town. Prior to the advent of the Benin people, Oga was the head of the establishment. He and Lasunwon lived in a hamlet called Agbele at the present site of NITEL. Agbele was also called Egure and so Oga became the Elegure of Egure. Lasunwon was Odofin of Shagamu. But when the Binis came and Oga died. Lasunwon was installed the first Oloja of Ikorodu by Olisa Rebugbawe, the first Olisa of Ikorodu. Lasuwon and Eregbuwa (Rebugbawe) were therefore the first Oloja (Oba) and the first Olisa of Ikorodu respectively. There are two Ruling Houses for the Obaship namely Lasunwon and Rademo Ruling Houses. Traditionally Ikorodu is divided broadly into three for ease of representative democracy. These divisions are Ijomu, Aga, and Isele, which are represented, in Osugbo - the highest administrative organ in the town headed by the Olisa as Chairman of Iwarefa (while Oluwo is administrative head). The smaller divisions called ‘‘itun’’ in the town are subsumed in the three major larger divisions. With this arrangement, the emerging administrative structure of Ikorodu ensured that the Obaship and Olisaship belong to the two primordial families of Oba (Lasunwon and Rademo) and the Olisa respectively. They are traditional and hereditable titles. As the settlement grew with influx of more migrants, city wall sprang up to provide buffer zones against intruders. The city wall which modernity had wiped out, ran through present day Ireshe Road to Ota-ona, right through Eluku Street / Alhaji Street, to Owolowo Street and back to Ireshe Road. The near spherical settlement within the wall was the totality of the old Ikorodu. The early town grew around a nucleus of settlement referred to as Itun, which covers a specific location with boundary. There is Itun Layeodo, peopled by migrants from Ode- Remo, Itunsoku is said to be people by migrants from Isokun quarters in Shagamu; Itagbodo was originally peopled by settlers from Oke-Gbodo, Itun Elepe is said to be the quarter started by people of Elepe stock in Shagamu; Itunwaiye was originally the quarter of people from Iwaya in Ogun State; Itunsoku was originally peopled by migrants whose roots were traced to Isokun quarters in Shagamu; Itunojoru was the quarters peopled by migrants of Egba origin in Abeokuta. The cosmopolitan outlook of the emerging settlement became the catalyst for development. Apart from farming, the early settlers were astute traders, who developed coastal market at Ebute. The flourishing trade in cloth dying, fishing farm produce attracted traders from far-flung location in the hinterland. Ikorodu town has changed a lot in the last 40 years or so. In terms of area, it extended beyond the inner circular route (the old city wall). In other words, the whole of that area called ‘Aiyeluja’ –both sides of Ayangburen road extended to Solomade, Etunrenren, Lowa, Olori (both sides of Lagos Road). The Ojogbe area, Gbasemo, Oriwu Hotel area to Oluwakemi and Adaraloye Streets both sides of Igbogbo Road including Owode and Oriwu College, Mabodu area including Solafin etc. Culture Culturally, Ikorodu people are great lovers and promoters of traditional festivals and culture. This is a measure of the extent to which there is religious tolerance among the people. It is not strange to find Christians and Muslims partaking in or supporting traditional festivals, overtly or covertly. There is hardly any family or household or compound where you will not find adherents of three main religions living peacefully together. The first festival in the year is the Odun Osu which is the traditional green light for other festivals to follow. It, invariably takes place towards the end of the dry season and before the onset of the first rains. Odun Osu is, strictly speaking, a royal festival in which the highest traditional social club. "The Rogunyo" plays a very important role. After Odun Osu comes Magbo festival. Magbo festival had been described by a visitor as the ‘greatest carnival’ in this part of the world. Magbo festival, just as the Liwe festival that follows closely on its heels is a ‘Male-only’ affair. Both festivals are celebrated with the women folk keeping in-door for some 24 hours. Each of the festivals does not hold on Fridays or Sundays as a mark of respect for these Muslim and Christian holy days. These concessions did not come by easily, for, in the past, Muslims and Christians had to embark on the ‘forceful show-down’ with Magbo organisers to the extent that communal peace was threatened. The other festivals are the "Eyibi" festival incorporating special outing by Eluku. Another important festival is the Ogun festival. This is celebrated during the late rains of September to October. It is the last traditional festival of the year and it is meant to appease the god of iron. In 1892 Christianity made an advent into Ikorodu. Late Chief Aina Odukanmade (the 1st Mosene) an Iwarefa and one of the most popular and wealthy chiefs with four others welcomed the early missionaries and hoisted the British flag on the soil of Ikorodu. With the backing of the Oloja of Ikorodu, Aina Odubote, Balogun Jaiyesimi and Odukanmade the Lisa of Ikorodu, Christianity started on a good footing. The first Church in Ikorodu was the C.M.S. Church, Obun Ale. When the building finally gave way to the evening market, it resurrected on its present location at Ijomu. The coming of Islam to Ikorodu is not unconnected with the history of slavery in the West African sub-region. The year Samuel Ajayi Crowther regained his freedom from the bondage of slavery, marked a turning point in the history of Ikorodu. Alli who was one of the freed slaves brought the torch of Islam into Ikorodu. On account of his pioneering role in the propagation of Islam, Alli became the first Chief Imam of Ikorodu. The first Mosque erected in Ikorodu was located at Isele where it stands till today. During the Agbala war between Ikorodu and the Egbas, Tairu a fiery soldier-scholar versed in the Holy Koran was invited by the people of Ikorodu through Alli Tairu succeeded Ali as the next Chief Imam. Perhaps the pivot on which the stability of Ikorodu rests was the legal recognition given to only two ruling houses - Rademo Royal Family and Lasunwon Royal Family. To date, the two ruling houses have produced eighteen traditional rulers. The first recognised traditional ruler was Lasunwon. At his demise, Rademo took over the reigns of power. There was Lugbekan (from Lasunwon); Dotelu (Lasunwon), Kaalu (Lasunwon); Oguntade 1 (Rademo); Petu (Rademo); Kuyinu (Rademo); Ireshe (Lasunwon); Idowu Alagbo (Rademo); Orelaja (Rademo); Ogunlaru (Lasunwon); Aina Odubote (Rademo); Odunjumo Araba (Lasunwon); Ajayi Owujebe (Lasunwon); Adenaike Alegbe (Lasunwon); Samuel Oladega (Lasunwon). The incumbent, traditionally ruler, His Royal Highness Oba Salawu Oyefusi is from Rademo, and the third Ayangburen. Late Oba Adenaike Alegbe, the Oloja of Ikorodu was installed Adegorushin on Monday 3rd June 1929 at the age of 75. He was formally crowned the Ayangburen of Ikorodu. Oba Alegbe is recognised in Ikorodu history as a transition-ruler. Not only for being the last Oloja and the first Oba to be crowned Ayangburen, he was also instrumental in the movement of the palace from Awofin in Ajina to Aiyeluja when the community felt it was high time they built a befitting new palace for the traditional ruler of the town. A new world was discovered on the other side of the city wall, the present location of the palace Ayangburen of Ikorodu. With this development, Oba Alegbe succeeded in pushing the frontiers of Ikorodu beyond the ancient city walls, to begin the town’s march into a new era. The last forty years has witnessed a tremendous growth in Ikorodu. The town is now six times its original size as a circular town. The frontiers of the Local Government now stretches as far the new industrial layout to the North at Odogunyan, to the far reaches of the Ogun River in the East. The construction of Lagos - Ikorodu Road which was completed in 1953, and the coming of electricity three years later in 1956 opened a flood gate of business activities that laid the foundation for today’s economic development and inherent gains. It is interesting to note that commercial activities that brought Ikorodu to the threshold of history and national prominence was spearheaded by sons and daughters of the town, who as astute traders, had established themselves as first among equals, and relevant in the international business sphere of the time. To date, there are well over thirty industrial concerns located in Ikorodu and the town also serves as the nation’s communication gateway. The transmitters of the FRCN, External Service (Voice of Nigeria); NITEL transmitters and that of the State Broadcasting Corporation (Radio Lagos and LTVB) are located in Ikorodu. 4.14.3 Traditional Markets in Ikorodu 1. Ita Efulase- this is still our popular "Ita-Efulase O, kero wa wejina Olokobo, Ita- Efulase, kero wa wejina Olokobo".This is Ajina the venue of all traditional festivals – the amphitheatre of traditional display, dancing and drumming; the hub of the town’s social and religious activities. 2. Obun Ale is the only night market of those days that is still in existence today. One important thing to note is that, socially, Obun Ale provided the venue where young men and women met in order to profess their love for one another than at any other venue. An unmarried would be full of expectations of meeting a suitor at Obun Ale. 3. Obun Oke: This is still an extant market. However one recollects that there were some "Aba trees", about six of them, dotting over the landscape of the market. These trees had disappeared. Their role was to announce the death of any traditional chief because of such an occasion; the trees had the most expensive ‘Aso-Oke’ tied around them for upwards 14 days to signify woven cloths were never stolen. Go and try such for 10 hours today. They will disappear into thin air. 4. Ita Aro: Ita Aro is a minor daily market for food items only. 5. Ita Elewa: This was a water logged open space. There were two very tall, coconut trees at one end and a very tall Akoko tree on a spot now opposite the entrance of the present day Methodist Church. Later, Ita Elewa was transformed into a children’s playing ground before it yielded place to a motor park on the completion and commissioning of the Lagos Ikorodu road in 1954. Ita Elewa had the reputation of harbouring ‘Elegbere’ (spirits) in those days and only the most courageous and daring would pass by that area at night. 6. Early Morning Markets: These were markets that were held between 5.00am to 7.00am. They were located at Ojubode, Ota Ona and Oju-baba (opposite the present Salvation Army Church, Itumaja). These early morning markets enabled those who were going to the farms to buy food they would consume on the farms. Main commodities were ‘dipon’ (Adaluewa), Igbalo (robo) and Igbalo Elewe, Gari offered in small measures, smoked fish, etc. These markets have naturally by now become extinct. Modern Ikorodu terms of commercial activities have behind, it a long history dating back to very early days. Suffice it now to say that such Ikorodu magnates as late Chief Shonubi, Alias Owolowo, was one of the early business tycoons of Nigeria and early one of the richest Nigeria of his time. Apart from running ferry services from Ikorodu to Lagos, he established a lead in the stockfish and tobacco trade. He was the son of Iyalode Efun who was also reputed to be the richest individual in Ikorodu of her day. She had the only motor in Ikorodu in the early forties. Another commercial outfit that gained worldwide fame was the Ikorodu trading company (ITC) which exhibited the finest in commercial organisation qualities and acumen. The founding fathers of ITC, Alhaji (Chief) S.O. Gbadamosi and Alhaji Rabiu Allison are today of blessed memory. Today, the name of Papa Gbadamosi is known throughout the length and breadth of this great country of ours as a very successful businessman and industrialist. At Odogunyan, we have such industrial firms as Spintex, PZ Industries, Ocean Fisheries, Super Engineering, Lucky Fibres and hosts of other smaller factories. Nichemtex Industries is another large employer of labour within the ambit of Ikorodu town. One Mr. Parker, a freed slave from Sierra Leone and an indigene of Ikorodu was the first Christian religious leader in Ikorodu. He was a catechist left behind by Reverend Collimer of the CMS in Ikorodu in 1842. It is to be expected that, as a community or society moves up the ladder of modernization, certain social problems associated with that level of modernization were bound to emerge. The problems that plague Ikorodu today is those societal problems associated with rapid urbanization. Ikorodu is a fast growing satellite city of the greater Lagos metropolis. There is a very high rate of unemployment especially among young school leavers and graduates. ‘The devil,’ of course, it is said, ‘finds jobs for the idle hand.’ There are some factories around that people provide employment opportunities but they are not sufficient in number to absorb any appreciate proportion of these unemployment youths. The fact that Ikorodu is now cosmopolitan and a mixed grill of persons from all over the West African Sub Region, makes competition for the new jobs available keener. Experience has also shown that many of these young people have an orientation that makes them less push-full and enterprising as their other competitors for jobs. For example, it has been found out that our youths have preference for less strenuous jobs, have less attachment to jobs and therefore leave jobs on very flimsy excuses. The need to re-orientate many parents on the need for them to create time for the monitoring of the social, educational and religious preparations for responsible adulthood. This is a very urgent assignment. The in structured or rather forum to accomplish this Herculean task must be worked out, and very urgently too. Another problem of Ikorodu of today is the high incidence of drug abuse. We surely cannot expect our children to be immune to events happening in metropolitan Lagos. Our society at large therefore has a duty to educate the youngest ones on the dangers of drug abuse. Governments, in Nigeria, happily are already investing a lot of their resources to check the spread of drug abuse. Individual parents have a crucial role to play too. Ikorodu is experiencing daily influx of people because of the fact that metropolitan Lagos is ‘Load shedding’ not only is life becoming ‘too hot’, financé wise for the Nigeria low income earner in Lagos but the ‘sappy’ atmosphere has made landlords to attempt passing on the effects of SAP to tenants generally. Naturally people are looking for environment that would be more accommodating and welcoming, Ikorodu of today provides that alternative, the growth has hastened with the completion of the dualisation of the Owode-Onirin Ikorodu segment of the Lagos - Ikorodu Road now in use. Ikorodu Local Government has gone into the lead to provide inter-city and inter-village transport service. Vehicles from other Local Governments in the state also assist by plying the Lagos - Ikorodu route while the LAGBUS Scheme also plies Ikorodu town. In spite of all these efforts, there is the need for more decisive approach to the problem of transportation which we believe the introduction of the Mile 12 to Ikorodu BRT route will solve. 4.14.4 PEOPLE AND POPULATION According to 2006 National Population Commission Census, the population of Ikorodu is put at 535, 619; while the population is put at 558,422 by Lagos State Ministry of Science and Technology in the same year 2006. The later de-facto population of Ikorodu was supported by relevant data including existing housing stocks, school enrolments, vehicle and motor bike registration and a host of other facts that cannot be disputed. Table 4.20: Lagos State Population (NPC Figure) LOCAL GOVERNMENT TOTAL MALE FEMALE Badagry 241,093 121,232 119,861 Ojo 598,071 310,100 287,971 Amuwo 318,166 167,856 150,310 Alimosho 1,277,744 649,460 628,254 Agege 459,939 242,520 217,419 Ifako-Ijaye 427,878 218,993 208,885 Ikeja 313,196 169,233 111,963 Oshodi-Isolo 621,509 321,767 299,742 Mushin 633,009 328,197 304,812 Surulere 503,975 261,265 242,740 Ajeromi-Ifelodun 684,105 352,238 331,867 Apapa 217,362 119,556 97,806 Lagos Island 209,437 108,057 101,380 Lagos Mainland 317,720 166,163 151,557 Shomolu 402,673 207,649 195,024 Kosofe 665,393 350,120 315,273 Ikorodu 535,619 272,569 263,050 Eti-Osa 287,785 160,396 127,389 Ibeju- Lekki 117,481 59,544 57,937 Epe 181,409 91,105 90,304 Total 9,013,534 4,678,020 4,335,514 Source: National Population Commission (2006) Table 4.21: Lagos State Population (Lagos State Figure) LOCAL POPULATION No. of Pol. No. of No. of Pol. GOVERNMENT Wards. Households Household Listed. Sampled Badagry 332,685 11 614 214 Ojo 635,366 13 767 274 Amuwo-Odofin 560,814 12 833 259 Alimosho 1,175,622 11 947 379 Agege 1,180,358 10 1134 379 Ifako-Ijaye 654,471 14 924 274 Ikeja 533,237 10 929 274 Oshodi-Isolo 1,192,652 11 928 381 Mushin 1,439,556 15 981 428 Surulere 1,183,886 12 975 379 Ajeromi-Ifelodun 1,588,361 17 980 458 Apapa 432,686 09 750 234 Lagos Island 454,714 18 1328 239 Lagos Mainland 721,733 10 1005 289 Shomolu 949,730 08 967 334 Kosofe 1,102,661 12 1275 364 Ikorodu 558,422 18 1066 259 Eti-Osa 424,434 09 809 234 Ibeju- Lekki 62,988 16 1054 162 Epe 292,049 18 1410 207 Total 15,467,425 254 19667 6000 Source: Lagos State Government (2006) Table 4.22: Lagos State Projected Population Growth Trend (Lagos State Figure) YEAR Projected Population Projected Population at 5.05% (NPC) at 5.05% (LASG) 2006 313,196 533,237 2007 329,012 560,165 2008 345,627 588,453 2009 363,081 618,170 2010 381.417 649,388 2011 400,678 682,182 2012 420,913 716,632 2013 442,169 752,822 2014 464,498 790,840 2015 487,956 830,777 2016 512,597 872,731 2017 538,484 916,804 2018 565,677 963,103 2019 594,244 1,011,740 2020 624,253 1,062,833 Source: RMD (2009) According to data obtained from agencies of the United Nations, the number of people living in cities in the developing world is growing at a much faster rate than in the industrialized world. The pace of urban expansion in the developing world sharply distinguishes the process from its historical precursor in Europe. It took London from 1800 to 1910 to multiply its population by seven, from 1.1 million to 7.3 million; this growth rate has been achieved by some African cities including Lagos, within a generation, while many Asian cities have increased fourfold in the same period. In 1950, there were just two cities in the world with a population of more than 8 million, London and New York. By 1990, there were six such cities in industrialized countries, a number not expected to change before the end of the century and in the Third World there were 14 such cities. Table 4.20 shows the projected phenomenal growth of Lagos between 1980 and 2010 from United Nations organizations which tend to corroborate the claims of Lagos State Government on the actual population of Lagos State. Table 4.23: The world’s largest cities (top 20), 1980 and 2010 (estimated) 1980 (Population, Rank 2010 (Population, Rank change 1980–2010 millions) millions) Tokyo (21.9) 1 Tokyo (26.4) No change New York (15.6) 2 Bombay (23.6) +14 Mexico City (13.9) 3 Lagos (20.2) Outside top 20 in 1980 Sao Paulo (12.5) 4 Sao Paulo (12.5) No change Shanghai (11.7) 5 Mexico City (18.7) -2 Osaka (10.0) 6 Dhaka (18.4) Outside top 20 in 1980 Los Angeles (9.5) 7 New York (17.2) -5 Buenos Aires (9.0) 8 Karachi (16.6) Outside top 20 in 1980 Calcutta (9.0) 9 Calcutta (9.0) No change Beijing (9.0) 10 Jakarta (15.3) Outside top 20 in 1980 Paris (8.9) 11 Delhi (15.1) Outside top 20 in 1980 Rio de Janeiro (8.7) 12 Los Angeles (13.9) -4 Seoul (8.3) 13 Metro Manila (13.9) Outside top 20 in 1980 Moscow (8.1) 14 Buenos Aires (13.7) -7 Chicago (8.0) 15 Shanghai (13.7) -10 Bombay (8.1) 16 Cairo (12.7) +2 London (7.7) 17 Istanbul (11.8) Not in top 20 in 1980 Tianjin (7.3) 18 Beijing (11.5) -8 Cairo (6.9) 19 Rio de Janeiro (11.5) -7 Essen (6.3) 20 Osaka (11.0) -14 Source: Extracted from UN (1999), see also UNCHS (2001a). 4.14.5 ECONOMIC STRUCTURE The early settlers generally engaged themselves in farming, buying and selling of goods like clothes, agricultural produce, craftwork and others. These activities got more sophisticated with time, thereby leading to extensive business activities which have now made up the bulk of the economic life of the people. The 1991 provisional census figure for Ikorodu Local Government area is 181,900. However, with the continuous influx of people to Ikorodu from Lagos metropolis, the population of Ikorodu Township had grown beyond 500,000 as at the time of the 2006 Population Census. Ikorodu people are still farmers or engaged in Agro-related industries and sales outlets. About 60% of the people are engaged in trade and other businesses in Ikorodu or in the greater Lagos metropolis. These latter groups, shuttle daily between Ikorodu and Lagos. The women are prominent traders in Lagos they dominated the textile business especially in the vibrant ‘Gota’ area, Ita Balogun, Alaloro, Apongbon etc. Someone has estimated that the women folk are so successful in business that they own about 60% of the wealth of all Ikorodu sons and daughters put together. Ikorodu people are sociable, hospitable, and entertaining perhaps, to a fault. Cities are engines of economic growth and social development; they have sustained industrial and commercial development everywhere. They serve a primary economic function as the locations where new forms of economic activity and economic organisation evolve and gain higher value. To an increasing degree, cities are also the key nodes of capital accumulation, reinvestment in new sectors, and focal points of the development of specialized services. As service jobs have become increasingly important in national economies, the importance of cities in economic performance is strengthened. Both industrial and traditional service activities, along with new services related to banking, finance and communication, constitute the new economic base of cities. The major sources of local government revenue are closely linked to the presence and scale of these activities, through a diverse mix of direct and indirect taxes, property rents and fees. With globalization, competition between cities has intensified and they increasingly battle with each other to attract international investment. Cities provide economies of scale and agglomeration, as well as the economic and social infrastructure within which many businesses and entrepreneurships are incubated and nurtured. Large cities are therefore responsible for a significant share of national gross domestic product (GDP), as much as 44% (Lima) or 38% (Bangkok) and, as such are major sources for economic and social development opportunities. Even cities in the developed economies make very significant contributions to national GDP, 21% in the case of London, for example. . The economy in the Project area can be broadly categorized into formal and informal sectors. Defining the formal and the informal economy The concept of a formal economy (or sector) is generally widely understood and generally accepted. It is based on the employment of waged labour within a framework of rules and regulations, usually devised and implemented by the state, on working hours, minimum wages, health and safety at work, or the social security obligations of employers and employees. Jobs in the formal sector are relatively secure and in return for regular wages/salaries, individuals contribute to the public good via taxes on their earnings that are used to provide public services, such as health or education. This is the kind of employment that is generally associated with the mega-cities (and economies) in the developed market economies. The notion of an informal economy (or sector) is still somewhat contested but is now firmly ensconced as part of the development paradigm. It is also called the underground, parallel or shadow economy. Perhaps, one of the best general treatments of the topic is an ILO report which explores the concept from a number of different perspectives and demonstrates the way in which the informal economy represents a special (or different) mix of challenges to, for example, conventional notions of economic management in cities. The concept of an informal economy is possibly much easier to grasp than a definition, about which much divergence persists. There is agreement, however, that it incorporates legal and illegal activities and is a very significant part of the labour force in the mega-cities in the developing world. If definition is difficult, then measurement of the informal economy is even more arduous, because it is a ‘‘floating, kaleidoscopic phenomenon, continually changing in response to shifting circumstances and opportunities’’. While the measurement problem is not insignificant, most observers agree that the informal economy is large and growing and it will be an enduring feature of the economy of mega-cities for some time yet. Some key activities within the informal economy of mega-cities Informal commerce and other services, of which itinerant street vendors are amongst the most visible, are symbolic of the informal economy in cities. They sell anything from water to state-of-the-art electronics, providing much needed work that fends off destitution, introduces some social stability and offers the prospect of new economic opportunities and a better quality of life. There are thousands of street vendors in all the mega-cities and they are one of the clearest indications that capitalism does not need to be taught or that the poor and the migrants can be entrepreneurs without the need to be wealthy. In most of the mega-cities of the developing world, as well as some in the advanced economies, snack vending is a highly visible activity that serves a useful social purpose. In the Asian mega-cities, pedicab drivers are a vital, if unregulated, component of the urban transport system just like the Okada riders in Nigeria. There are numerous small artisans who add to the local economy by producing crafts, food products, furniture, or repairs of all kinds in the mega-cities of the developing world. The changing structure of urban societies, such as the increased incidence of two-income, full-time worker households in the advanced economy mega-cities, has created significant demand for household workers. In some cases, this involves international short-term migration from less developed countries into the mega-cities. Home-based workers (operating as unincorporated enterprises) are also part of the informal economy; they are either dependent in that they work outside the establishment that buys their products or they do not employ workers on a regular basis, or they are independent and work in their homes and deliver their services or products to prospective buyers. This group of informal activities is diversifying to include individuals providing computing and telecommunications services such as software installation, web site set up and design, or technical support for software and hardware. Such work is not necessarily poorly paid but it generates a significant volume of unregistered economic activity. In many mega-cities in the developing world, significant numbers of workers — men, women and children — are employed in construction in the formal sector, while they themselves have only an informal connection to the local economy. They sometimes camp in the buildings they are working on, and move from site to site. The nature of their work subjects them to frequent injury but they are unregistered and have no access to social or medical services. Indeed, substantial parts of the urban area of mega-cities, in the developed world especially, have been constructed by informal labour. The materials used may be unconventional but such construction, much of it in the form of housing, represents significant investment over and above that made by city or national governments. It is socially important because the least privileged in urban society can begin to emerge, however slowly, as the new property class with ownership rights and a stake in urban society and its improvement. Manufacturing activities are also a major part of the informal economy of cities. Such industrialists can be divided into two groups: formal industrialists who informalise parts of their production activities to avoid tax or the costs of regulation; and informal industrialists and artisans who are employed illegally in textiles, ready-to-wear clothing, or furniture-making or who set up craft industries in their own homes or at small workshops shared with family and relatives. Those involved do not get paid or get paid indirectly by being taught a particular skill or trade. In this way, the informal sector generates numerous micro-enterprises. Whatever their role in the informal economy, the core requirement of individuals and firms is a willingness to work extraordinarily hard, to be organised, to be able to identify opportunities, and to be willing to take risks in an environment that may be ‘‘informal’’ but which is no less competitive than the ‘‘formal’’ economy of a mega-city. The sheer population size of the mega-cities ensures that their economies generate significant demand for labour, both to enable them to function on a day-to-day basis and to enable them to capitalize on the economies of scale and agglomeration that nurture new businesses and enable established ones to grow. However, in many cases (especially the mega-cities in the developing world), the supply of labour far exceeds demand, which is itself linked to incomes and associated purchasing power. It remains clear that the largest gaps between developed and developing countries are in incomes, product and capital, and in the forms of consumption and investment that this permits. Household income is about 17 times as great in the HIC as in the bottom quintile of cities, and city product and GDP per person are 37 times as large. The majority of ‘‘in- comers’’ as well as many of those already resident in these cities have little or no income or skills that allow entry into the labour market to be a realistic possibility. The Formal Sector The formal sector is made up of Industrial, Institutional and the Blue Chip companies located in Ikorodu. This sector formed the economic bedrock of Ikorodu with the Industrial establishments at the Ipakodo Lighter Terminal, Odogunyan and environs attracting many job seekers. The Informal Sector The informal sector comprises of artisans, entrepreneurs, petty traders, private small scale transporters, and a host of other trades that did not require special skill. The informal sector refers to business activities lacking structured organization. They are activities that support the formal sector which include food vendors, mechanics, vulcanizers, artisans, street traders etc. The activities of the informal sector accompanied with challenges ranging from capitalization, organization and environmental quality. 4.15. TRAFFIC AND TRANSPORTATION Intersection Traffic Count: A comprehensive survey programme was undertaken on the Mile 12 to Ikorodu BRT Project corridor in September 2010 which adds to the extensive existing data collected on other corridors in Lagos. The surveys have therefore been carefully designed to complement existing data, providing emphasis on the trips originating from Mile 12 and Ikorodu, but fitting in to the existing database on movements along the project corridor. Other useful data collected in previous studies such as the Lagos Transport Masterplan and the BRT-Lite evaluation is used in providing comparative analysis with the data collected for this current study. The scope of the Traffic count assessment exercise included: ◊ Origin-Destination survey at bus stops on the project corridor for existing Public Transport users. ◊ Classified counts. This Section summarises the findings of the survey data, highlighting the key points of note in relation to existing traffic patterns along the project corridor and their implications on service and infrastructure planning in Lagos State. The classified traffic count surveys were undertaken in September 2010. The survey locations consisted of two locations on the corridor, namely Odogun (at Mobil garage on exit eastbound from Mile 12) and on the approach to Ikorodu (west of Oba Sekumade Road). This set of counts is supplemented by two previous set of counts conducted on the corridor, one conducted by ITP in 2006 as part of the BRT Classic study and one conducted by Steer Davies Gleave (SDG) in 2009. These comprise counts at Maryland, and at the junction of Oba Sekumade Road in Ikorodu. The counts were undertaken over three separate weekdays and two separate weekends to provide a more reliable means of estimating average traffic conditions. Vehicle Flow Summary: The headline flows at all of the survey sites located on the corridor are summarised in Table 4.24 which details the total vehicle count for the AM peak hour (0800 - 0900), the AM peak period (0700 - 1000) and all day flows (0600 - 2000). The three sets of surveys are presented alongside each other, with the SDG counts highlighted in italics. The counts are presented in geographic order as you move inbound along the corridor from Ikorodu towards Lagos. Table 4.24: Vehicle Flow Summary – All Sites All Ikorodu, Ikorodu, Sekumade, Sekumade, Odogun Odogun Mile 12, Mile 12, Mile 12 Vehicles ITP SL 2010 2009 SDG SL 2010 ITP, SL 2010 2009 ITP 2006 SL 2010 2009 2009 SDG AM 2,115 2,450 1,079 3,250 2,502 2,720 1,179 2,276 2,489 Towards Peak Lagos Hr (8- 9am) 7am- 6,508 7,280 3,202 8,144 7,238 7,009 3,235 6,168 6,985 10am All day 21,120 23, 475 12,892 26,229 24,040 26,593 13,346 25,605 27,378 (6am- 8pm) AM 1,417 1,538 1,440 1,590 1,406 1,520 1,197 871 1,329 Peak Hr (8- From 9am) Lagos 7am- 4,061 4,651 3,834 4,265 5,108 5,987 3,861 3,109 4,821 10am All day 18,278 19,879 15,105 16,976 22,686 23,962 15,535 18,379 19, 853 (6am- 8pm) Table 4.24 above illustrates the three sets of ITP Survey Data (2006 and 2009), and the Sustainabiliti Limited Survey Data (2010) to be broadly comparable. Inbound traffic flows in the peak hour increase from 2,450 vehicles per hour leaving Ikorodu to 2,720 vehicles per hour at Odogun. In the outbound direction, the number of vehicles leaving Mile 12 recorded at Odogun broadly matches the number arriving in Ikorodu, at around 20,000 all day. The SDG surveys do not compare with those conducted by ITP and Sustainabiliti Limited (SL), recording lower vehicle flows, particularly in the inbound direction where flows are half the size of that observed by both ITP and SL. The increase in vehicle flow in the inbound direction can be observed when travelling along the corridor from Ikorodu Town to Lagos Mainland. Vehicular Split Each traffic survey recorded 8 types of vehicles; private cars, taxis, danfo, molue, Lagbus, large buses, okada and trucks. This presents such volumes for the AM peak hour (0800 - 0900), PM peak hour (1700 - 1800) and for the whole day (0600 - 2000) in both directions. The counts of cars/taxi and buses is largely consistent between the two sets of ITP surveys. Traffic & Transportation The main essence of extending the BRT route to the Mile 12 – Ikorodu Town Corridor is to provide quality accessible and affordable transport system for the residents of Lagos State and those travelling along the Mile 12 and Ikorodu axis, while also reducing the chronic congestion at the existing Mile 12 Northern Terminal and thus reduce travel time on the Mile 12 to Ikorodu corridor. However, there are some identified Junctions along this corridor that are susceptible to causing traffic jams in view of their strategic locations and constant use for U-turns by motorists. At Majidun and Ogolonto, there are U – turns just ahead of the Bus Stops on the Ikorodu in-bound lane causing occasional traffic congestion. Within its current format, the Ikorodu Road provides numerous opportunities for vehicles to undertake a u-turn manoeuvre, by virtue of a break in the existing central median. It was observed that none of these breaks provide a formalised and controlled method of performing a u-turn, and have evolved through the illegal removal of kerbing, or simply the build of dust and sand, which allow a vehicle to easily ‘ramp’ onto the edge of a kerb-face and u-turn. As a result of the uncontrolled and unregulated operation, vehicles wishing to undertake a u-turn therefore cause a risk to highway safety due to their random interaction with other road vehicles, often travelling at high speed on the main carriageway, but also the lack of a storage area within the central median to safely accommodate vehicles waiting to turn. This often leads to the rear of vehicles being partially positioned within the carriageway, further compounding highway safety issue and can be associated with rear-end shunt accidents. With the insertion of BRT the existing u-turn operation will need to be addressed, not only to minimise the impact on BRT operations, but also protect and improve road safety along the corridor. Secondly, and implementation of BRT should witness a formalisation of u-turn areas, which are linked to key areas of activity along the corridor (e.g. Owode and Agric), but also logical rationalisation that will not impede the efficient movement of BRT vehicles along the corridor. In this context the Feasibility Study and Engineering Design, outlines the proposed arrangement for the formalisation of u-turn manoeuvres. This arrangement maintains existing highway capacity, provides a dedicated storage area for vehicles turning within the central median. However, in order to implement this proposal within the extended right-of-way will require BRT vehicles to exit and merge with normal traffic in advance of the u-turn area, and then diverge back into the median running lane. In addition, the implementation of advance warning and directional signage, together with the insertion of thermoplastic road humps, which acts as a speed deterrent for approaching vehicles, should be given consideration as an aid to control and manage vehicle speed on approach to this form of mitigation. It should be stressed that this design presents a feasible and manageable approach to controlling u-turn manoeuvres, improving road safety, and minimising the negative impact on BRT operations. Within the detailed design stage of this project, it is envisaged that the location of each informal and formal breaks in the central median are carefully noted. This will provide a mandate to rationalise the locations permitted for ‘u-turn’ along the corridor at logical locations that relate to surrounding land-use. The Oba Sekumade Junction a pivotal intersection along the corridor with operational traffic light system in addition to stationed Police Traffic Wardens. It provides the primary vehicular access from the Mile 12 - Ikorodu Road to the existing Ikorodu ferry terminal at Ipakodo, but also the residential areas, located to the south of Ikorodu town. Due to the high volume of vehicles not only passing through the junction on the Mile 12 - Ikorodu Road, but also vehicles onto, and from Oba Sekumade Road, the configuration of the junction has witnessed the recent implementation of traffic signal control, which not only manages vehicle flow in an efficient manner, but also allows relatively safe pedestrian connectivity within the junction area. With the insertion of BRT, this junction will require total reconstruction to allow median operation through the central axis (centreline) of Ikorodu Road. As part of this reconstruction, the Feasibility Study and Engineering Design favour the retention of all existing and permitted traffic movements and pedestrian accessibility. In terms of revised traffic management, the reconstructed junction will require the following infrastructure: ◊ Revised Traffic signal controller, and signal equipment ◊ Warning and directional signage on approach to junction ◊ Directional signage immediately before junction ◊ Revised road marking, demarcating permitted vehicle movements ◊ BRT Warning Signage Highway Drainage Requirements The Inception Report to the Feasibility Study of the Mile 12 to Ikorodu Road BRT route outlined the existing “cross-fall� highway drainage along the Ikorodu Road corridor, with surface water draining from the carriageway into parallel drainage culverts located adjacent the channel line of each carriageway. With the implementation of BRT operations within a median configuration and the associated widening of the existing carriageway to 26.0 metres, the amount of surface run-off will therefore increase. Therefore, it is essential that efficient highway drainage is implemented that will provide the necessary capacity to avoid localised flooding and ‘ponding’ of surface water, and is accompanied by a on-going maintenance regime that removes foreign and organic material within the channel line; thus reducing the effectiveness of the drainage system. Further, the construction of the median BRT Running Lane will need to be accompanied by a suitable camber, fixed on the revised centre line; thus ensuring that highway run- off, drains through the segregation barriers, and into the newly constructed drainage culvert, which would be located beneath the relocated footway. Highway Lighting Apart from lighting and luminance provided via the intermittent settlements along the corridor, the existing highway does not provide bespoke street lightning, except for the immediate approaches to both Mile 12 and Ikorodu Town. With the insertion of BRT this level of street lighting should be retained, but, and in addition, be expanded to include station locations where the interaction of all motorised vehicles, including BRT vehicles and pedestrians should, in order to enhance highway safety benefit from highway luminance. It is recommended that Solar-powered lighting with access to regular maintenance should be considered for long-term sustainability. 4.16 UTILITIES 4.16.1 Water Supply Water supply for domestic use along the project corridor is mainly through bore holes hand dug wells, and the free flowing Ogun River. At Ikorodu Township, the Lagos State Water Corporation supplies pipe-borne potable water to households in its neighbourhood. 4.16.2 Sewage With the exception of Ikorodu Township and the built-up areas of Agric, Owode Onirin and Ogolonto areas where septic tanks are used for disposal of sewage, sewage is disposed off into the water bodies along the project corridor. The swampy nature and the attendant high water table of the terrain is a challenge for environmental sound disposal of sewage. Some Residents interviewed during the Socio-economic Survey for this Study confirmed collecting sewage in containers for subsequent dumping in isolated areas 4.16.3 Electricity Buildings along the project corridor are well connected to the National Grid by the Power Holding Company of Nigeria (PHCN) which also services the Lagos Metropolis. However, this supply is irregular and many properties have had to be provided with generating sets as alternative sources of power supply. The power generating sets have combined with air conditioning units to increase the noise level in the area as well as increase in the heat islands in the vicinity. 4.16.4 Solid Waste Management From the baseline results, huge amounts of solid waste are generated daily. These vary from paper and other biodegradable waste to plastic and metals. The efforts of Lagos State Waste Management Authority (LAWMA) have enhanced the process of Waste Collection and Disposal through private sector participation (PSP) in the project corridor. Wastes are regularly collected and disposed of at approved dump sites. However, drains are still clogged with refuse and weeds along the project corridor. All these contribute to the deterioration of the drains, where available, and subsequent collapse of their concrete walls. Centralised waste dumps are located near Ayangburen Primary School very close to the market on the Ikorodu – bound route, and also behind the Bus Shelter at Agric Bus Stop on the Mile 12 – bound route along the proposed Project corridor, and these sites are properly managed by LAWMA officials. CHAPTER FIVE 5.0 ASSOCIATED AND POTENTIAL ENVIRONMENTAL IMPACTS Improved city road transportation infrastructures such as Bus Rapid Transport (BRT) have immense economic, social and environmental benefits. Regardless of their inherent benefits however, a number of environmental and social negative effects are associated with them. In order to maximize on the benefits of such facilities while avoiding, or reducing (to the barest minimum) the potential negative environmental and social impacts, the integration of the social and environmental management plan during the feasibility stage of the project design is very vital. Such plans guarantee the sustainability of the proposed road infrastructure development. Projects limited to road rehabilitation, maintenance, minor construction, as well as to traffic management and regulation unlike new road construction, generally involve lesser environmental concerns. The roads are often constructed with no provision whatsoever to address problems such as the runoff quality, vehicle emissions and other probable consequences of the road users’ activities. Thus it is not unusual to find highways passing through residential hubs, industrial estates and farmlands and since roads and highway surfaces are impervious, they serve as temporary sinks for various types of pollutants which are washed off during rainfall as runoff them to the proximate environment. Thus the need to identify, quantify and mitigate potential pollutants as a result of the transportation activities on these roads and highways is most clearly underscored. Some of the major environmental impacts of road projects include damage to sensitive ecosystems, loss of productive agricultural lands, resettlement of large numbers of people, permanent disruption of local economic activities, demographic change, accelerated urbanization, and introduction of diseases. Land transportation is known to contribute about 71% of total world CO2 emissions and Green House Gas emission has been implicated as part of the many environmental issues associated with land transportation facilities development and operation. The main classes of pollutants in the highway environment include; heavy metals, hydrocarbons, inorganic salt, herbicides and bacteria, gaseous emissions, etc. Some of the factors that determine the extent of impacts of road transportation on the environment include: (i) Traffic characteristics (volume, speed, braking), (ii) Climatic conditions (intensity, wind, temperature), (iii) Maintenance policies (sweeping, mowing, repair, vegetation control), (iv) Surrounding land use (residential, commercial, industrial, rural), (v) Percentage of pervious and impervious areas, (vi) Age and condition of vehicles, (vii) anti-litter law and regulations covering vehicle emissions, (viii) Vegetation types and (ix) highway right of way as well as Accidental spills. Vehicles themselves serve as a direct and an indirect source of pollutants on the highways through normal operation and wear and via the deposition of solid materials picked up from the inner roads onto the highway surfaces respectively. The Nigerian situation is exacerbated by the reality of increasing large-scale importation of old/fairly used vehicles for use on the Nigerian highways. An Urban centre such as Lagos has a wide network of roads which mostly bridges it numerous canals and the Lagos lagoon. The activities of a Bus Depot and Workshop can have a significant impact on the environment. Often, accidental spills from these activities seep into drainage system polluting nearby rivers and if adequate measures are not taken they can cause serious damage. Hereunder is a pictorial representation of an environmentally designed Bus Maintenance Workshop in which all potential environmental pollutants from Maintenance activities have been taken care of. This should guide the design of the Maintenance Workshops for BRT Buses along the Project Corridor. Fig 5.1: An environmentally designed Fleet Maintenance Workshop Other potential problems are traffic congestion caused by buses entering and leaving the depot, pollution from exhaust fumes and excessive noise from the vehicles themselves and from other workshop activities. These environmental problems should be minimised with good design of the BRT facilities, proper maintenance, and good discipline and housekeeping of same facilities. Fig 5.2 is a schematic representation of sources and pathways of pollutants in the proposed BRT route. This Section of the report presents an appraisal of the Environmental and Social impacts that could be associated with the proposed BRT Corridor. This appraisal is to identify the potential and associated social and environmental impacts from the project with a view to ensuring that they are either totally avoided or mitigated to generally acceptable levels, during construction and operation of the BRT corridor. The outcome of the appraisal should be integrated into the overall planning and work activities to ensure the sustainability of the proposed BRT extension to Ikorodu. Institutional and legislative frameworks exist in Nigeria that provides guidelines for developmental activities to ensure environmental protection. This objective is contained in Section 2 of the 1999 Constitution of the Federal Republic of Nigeria thus: “to protect and improve the environment and safeguard the water, air and land, forest and wildlife of Nigeria�. The Federal Ministry of Environment has the statutory mandate to undertake this constitutional requirement and through its parastatal NESREA, assumes full responsibility of enforcing the tenets of the Federal Environmental Protection Agency (FEPA Act, 1988 now repealed in the NESREA Act No 25 of 2007) for overall protection of the environment and setting and enforcing ambient and emission standards for air, water and noise pollution. Apart from the Federal guidelines, Lagos State Ministry of Environment via its Agency; Lagos State Environmental Protection Agency (LASEPA) ensures that activities in the stated are carried out in environmental friendly ways. However there is a Draft National Regulation in circulation for stakeholder’s review to monitor emissions from mobile sources. Appraisal of the social and environmental impacts was carried out to identify all potential and associated impacts that could attend the proposed BRT Infrastructure Extension from Mile 12 to Ikorodu. Considering the “inserted� BRT route design and the need to extend the current road edge along the entire corridor; the land use and human activities within the area were specifically evaluated. In addition, the existing biophysical environment features along the corridor were identified to enable good understanding of the impacts of the project on them. The appraisal was based upon literature review and field observations, quantification and assessment of the identified impacts using a modified Leopold Matrix (Leopold et al., 1971). The modified matrix ranked the degree of the identified impacts using a scale range of 0 to 3. (Table 5.1). The ranking scale was used to appraise the identified negative impacts only, with the positive impacts associated with the proposal discussed differently. This approach was adopted because it is typically not possible to weigh positive and negative impacts under the same scale. The comparison of their significances was carried out basically on professional judgments. Vehicle Derived Exhaust Emission Fuel and Lubricant Losses Tyre and car/ Bus Fabric wear Spillage Natural Sources Industry along project corridor Direct input Domestic Source Dust fall and Rainfall Vegetation including Litter, paint, Debris & Litter plastics Atmospheric losses Atmospheric through Splash & movement via Spray Wind Transport to Road gully Mile 12- Ikorodu pots & Storm Sewer BRT Route Surface Sediment Surface wash pipe off Road Surface Discharge to Removal by Erosion surface and / road clearing or Groundwater Fig 5.2: Schematic representation of source and pathways of pollutants on the proposed BRT Route Table 5.1: Impact Significance Ranking Scale Impact Scale Rank Scale Negligible / No Impact 0 Minor Impact 1 Moderate Impact 2 Major Impact 3 Description of Impacts Categories Negligible or No Impacts impact is where a resource or receptor will not be affected in any way by a particular activity or the predicted effect is deemed to be near ‘imperceptible’. An impact of minor significance (a ‘Minor impact’) is one where an effect will be experienced, but the impact magnitude is sufficiently small (with or without mitigation) and well within accepted standards, and/or the receptor is of low sensitivity/value. An impact of moderate significance (a ‘Moderate impact’) will be within accepted limits and standards. Moderate impacts may cover a broad range, from a threshold below which the impact is minor, up to a level that might be just short of breaching a legal limit. An impact of major significance (a ‘Major impact’) is one where an accepted limit or standard may be exceeded, or large magnitude impacts occur to highly valued/sensitive resource/receptors. Overview of the Appraisal The appraisal covered 16 locations along the proposed corridor. The sections of the corridor involved existing bus stops and major settlements. The appraised sections are areas with high human activities and sensitive natural environments. In order to achieve comparative appraisal of the sections of the corridor, the scale of predicted impacts were ranked based on professional judgment of the level of impacts at the various sections. Ranking of the impacts was carried in sixteen specific sections along the corridor. Evaluation of the sections (which are mainly existing Bus Stop locations) considered hundred (100) meters before and after the bus stops. Positive Impacts A number of positive impacts will be associated with the proposed BRT Extension from Mile 12 to Ikorodu Town. Some of the key benefits are as follows: Improvement of traffic situation between Lagos Mainland and Ikorodu area of Lagos State; Reduction in man-hour loss due to traffic congestion; Improvement in micro and macro economy; Improved public mass transportation along the corridor Reduced aesthetic nuisance caused by current use as Danfo and Molue kinds of buses; Reduction in Air Quality contamination (including GHG) by forcing off the road older and rickety public transport vehicles with poor engines combustion efficiency as well as reducing the volume of vehicles on the road ( some car owners would rather use BRT); Comfortable travel and reduction in carbon footprint by the replacement of dilapidated vehicles with new BRT Buses, which will reduce numbers of Public Transportation vehicles on the Project Corridor (1 BRT Bus is expected to replace 5 Danfos) Reduction in travel time on the project corridor Job creation and reduction in unemployment which in turn will reduce social strife and crime rate in Lagos state; Improved economy of the people employed to provide services along the Project corridor Improved economy of the State by the multiplier effects from tax and other revenue streams 5.1 Identification, Prediction and Evaluation of Negative Impacts A full appreciation of the anticipated negative impacts requires a holistic consideration of the various effects of the proposed action on the social and ecological characteristics of the project environment. The criteria for identification of impacts include adequate consideration of the answers to the following questions: Are the project activities and tasks Subject to legislative or regulatory control? Toxic to man or the environment? Likely to cause long term/irreversible damage to aquatic or terrestrial life? Capable of extending beyond the site? On these bases, the following components of the project phases and the associated impact indicators were identified and listed in Tables 5.1 and 5.2. Table 5.2: Project phases and sources of impact Project phase Activities, Sources of impact (a) Site Investigation and Preparation Site clearing, waste disposal, vehicle traffic (b) Construction and Installations Digging, pilling, excavation, paving concreting (c) Decommissioning and Dismantling, Removal, Waste Disposal, Vehicular Abandonment traffic. Vehicular / human traffic, Noise, Spillage, Waste (d) Facility Operation and Maintenance disposal Table 5.3: Impactable components of the environment and associated impact indicator Environmental component Impact indicator 1. Climate and air quality Humidity, temperature, particulates, NOx, SOx, CO, VOC, THC. 2. Land use Settlements, road usage, transportation, infrastructural 3. Ecology development 4. Socio-economics Soil, erosion, subsidence, animal crossing Population, income, health, safety, security. Once impacts have been identified, it is necessary to quantify and predict their extent and nature. This is done by using a combination of tested techniques including case studies, modeling bioassay or microcosm studies, Leopold interaction matrix and theoretic consideration. The characterization of the impacts were based on the nature , characteristics and duration of the various project activities on the ecological components of aquatic and terrestrial environment as well as human health and safety. Beneficial impacts (B): these are impacts that will produce an overall positive effect on the people and environment. Adverse impacts (A): these are impacts that may result in: • Irreversible and undesirable changes in the biophysical and socio-economic environment • Decrease in the quality of the biophysical environment; • Limitation, restriction or denial of access to or use of any component of the environment to others, including future generations; and • Sacrifice of long term environmental viability or integrity for short term economic goals. Direct Impact (D): these are impacts resulting directly (direct cause-effect consequence) from a project activity. Indirect Impact (I): impacts that are at least one step removed from a project activity. They do not follow directly from a project activity. Normal Impacts (N): impacts that will normally expected to follow a particular project activity. Abnormal Impacts (AB): an impact is considered to be abnormal when it follows a project activity as against sound predictions based on experience. Short-term Impacts (S): impacts that will last only within the period of a specified project activity. Long-term Impacts (L): impacts whose effects remain even after specific project activities. Reversible Impacts (R): these are impacts whose effects can be addressed on application of adequate mitigation measures. Irreversible Impacts (Ir): these are impacts whose effects are such that the subject (impacted component) cannot be returned to its original state even after adequate mitigation measures are applied. Cumulative Impacts (C): impacts resulting from interaction between ongoing project activities with other activities, taking place simultaneously. Incremental Impacts (In): impacts that progress with time or as the project activity proceeds. Residual Impacts (Rd): these are impacts that will still remain after mitigation measures have been applied. The characterization of the various associated and potential impacts of the project is presented in Table 5.4. Table 5.4: Characterization of impact S/N Associated and Potential Impacts Impact Characterization A D I S L R Ir 1. Land use of area affected by land take • • • • 2. Increase of road traffic / risk of accidents • • • 3. Degradation of air quality by emissions • • • 4. Damage to roads and infrastructure • • • 5. Increase in waste generation / disposal • • • 6. Noise nuisance from machinery and equipment • • • • 7. Degradation of soil by exposure, compaction & • • • • contamination 8. Workplace accident / injury / death • • • • LEGEND TO IMPACTS: A = Adverse, D = Direct, I = Indirect, S = Short-term, L = Long-term, R = Reversible, Ir = Irreversible. Evaluation of impacts In this section, the potential and associated impacts identified and characterized in the previous stage of the assessment process were evaluated. The evaluation was based on clearly defined criteria thus: • Legal requirement, • Risk posed by impact, • Magnitude of occurrence, • Importance of impact, and • The interest / perception of the public on the project. The evaluation was used to determine the significant or otherwise of the impacts. The criteria and weighing scale adopted for the evaluation are described below. The pathway followed in the evaluation is illustrated in Fig 5.2. Details of the process are discussed hereunder while the results are presented thereafter in Table 5.4. The mitigation and management procedures are discussed in Chapters Five and Six respectively. Impact Assessment / Evaluation Assessment/ Evaluation Criteria Is the impact significant? • Legal/ regulatory requirements Considering: • Risk • Frequency • Health and safety of the people • Importance • Pollution/ deterioration of the • Public concern environment • Damage to asset/ property • Proponent’s image & reputation Impact Mitigation • Barriers to prevent adverse effect • Prevention strategy • Control of escalation factors • Reduction strategy • Recovery preparedness measures • Control strategy Mitigation / Amelioration Requirement Management plan • Management resourcing & responsibility • Monitoring plan • Auditing & review Fig 5.3: Schematic Representation of Results of Impact Assessment Results of Impact Assessment The results of the impact assessment exercise as discussed in the previous sections are presented in Table 5.4. The Table presents the various project phases, planned project activities, the environmental aspects of the proposed project as well as the identified associated and potential impacts. Also, included in the Table are impact significance evaluation criteria: (legal/regulatory requirement (L), risk posed by impact(R), magnitude of occurrence (M), importance of affected environmental component (I) and public perception (P). In addition, the overall ratings of impact significance (High or Medium or Low) of each impact considered have been included. The overall significance ratings were based on the following considerations: Fig 5.1: Impact Evaluation Assessment, Mitigation and Management Procedure High significance = 4 individual high ratings or 5 medium ratings Medium significance = >2 and <4 individual high ratings or Low significance = 2 individual high ratings Table 5.5: Checklists for Ranking of Associated and Potential Impacts Project activities Potential and L R M I P Significance associated ranking impacts Project location • Land use Low Low Medium Medium High Medium / siting disruption through land- take by project facilities. Mobilization Of • Interference Low Medium Medium Medium High Medium Machinery, with public Equipment & transport by Facilities to Site high traffic & Personnel to • Risks of Mediu Medium Low Medium Mediu Medium site accidents m m leading to injury/ fatality • Damage to Mediu Low Low Low Low Low existing roads m & infrastructure • Degradation of Low Medium Medium Medium Low Medium air quality by vehicular emissions Site Preparation, • Degradation of Mediu Low Low Medium Low Low Construction soil by m and Installation, exposure and Project erosion operation and • Noise nuisance Mediu Low Low Low Low Low maintenance. from machinery m and equipment • Degradation of Low Low Low Low Low Low surface & ground water quality • Increased Mediu Low Low Low Low Low waste m generation resulting in pollution • Work place Low Low Low Low Low Low accidents, injury and even death • Degradation of Low Medium Medium Medium Mediu Medium air quality by m emission from fuel combustion engines (generators, pile drivers etc.) Decommissioning • Corrosion of Low Low Low Low Low Low / Abandonment abandoned structures, causing increase in ambient concentration of iron in the soil. • Physical Mediu Low Low Low Low Low disturbance m from removal of structures • Pollution of soil Mediu Low Low Medium Low Low & water by m waste generation & disposal • Residual Mediu Low Low Medium Low Low contamination m 5.2 Description of Potential Negative Impacts Impact on Air Quality Air degradation will result from construction related operations and vehicular traffic loadings. Air-borne particulates resulting from soil disturbances during construction activities are expected with major impacts at 14 of the 16 Bus Stops along the corridor, the exception being at Mile 12 and Novel Drugs Bus Stops where the impact is expected to be moderate on the basis that no new construction activity will take place at these locations. All diesel-powered facilities such as power generators, bull-dozers, trucks and heavy machineries would emit SOx, CO2, CO, NOx and other hazardous gases. These combustion gases can cause air pollution problems and health related hazards for people in the vicinity. In addition to the vehicular traffic, other heavy duty automobiles will be brought to site for construction works, excavation, sand filling, piling, back-filling and concreting activities. Degradation of air quality could therefore occur due to emission from vehicular traffic and the generation of fugitive dust. • Other possible sources of potential impacts on air quality are the following: • Chemical spills and leakages from lubrication and engine oil at the bus terminals and depot maintenance operation. • Diesel generation sets • Carbon dioxide, CO, NOx, SO2, VOCs and particulates are some of the air contaminants that may be emitted during machine operations. Workers, officials and people in the vicinity may be exposed to the negative effects which may cause respiratory problems. • Impact of construction machinery and operations Lorries and trucks on road traffic The total vehicular traffic loading generated by construction activities and operation trucks and Lorries will be relatively high and significant. Frequent lorry and truck movements may be disruptive and could create significant environmental impact as the capacity of the existing road will be inadequate to cater for the frequent lorry movements and there may be traffic chaos due to careless driving, inappropriate road crossings (by truck and trailers) and accidents. Increased traffic jam and loss of man- hours of work by commuters is envisaged during the Construction period and the vehicular exhaust will further compound the impact on air quality along the corridor. After construction activities the air pollution impact of road traffic can be described as a sequence of interacting stages. The need for a BRT line operation and the decision on use of dedicated lane has its influences on the amount of pollution to be emitted. The emissions are dispersed diluted and chemically transformed in the atmosphere during which they may impact on one or many parts of the environment. Impact on Soil Clearing of the site would expose the soil to direct sunshine, which would elicit chains of significant negative impacts. For instance, direct exposure would lead to increase in soil temperature, fluctuating moisture regimes, erosion and topographic changes. Dramatic increases in soil temperature would result in high mortality of soil organisms and drying of the soil to the extent that regeneration is hindered. These impacts would be both direct and indirect, long term but local. On the road shoulder proposed to accommodate the dedicated BRT route, grading and compaction of soil would lead to loss of organic matter, deterioration of soil structure, reduction in infiltration rate and water holding capacity. These negative effects would however be along the length of the project corridor. Some quantity of soil will be excavated and backfilled. This would render the soil loose and unstable and may trigger soil erosion. Overall impact along the project corridor is expected to be minimal or negligible at Ogolonto and Ikorodu Town Bus Stops and Oba Sekumade Junction; minor at Mile 12, Owode Onirin, Weigh Bridge, Irawo, Idiroko, Aruna and Ikorodu Town Bus Stops, while moderate at other Bus Stops along the project corridor. Impact on Noise and Vibration Construction activities and relatively high volume of traffic will generate considerable amount of noise, which may exceed the national exposure limit of 90dB (A) daily for an 8-hour working period. Main sources of noise are power generators, vehicular traffic and heavy machineries. Human receptors will be company workers, commuters along the project corridor and nearby communities. Continuous exposure may cause partial or total loss of hearing. This impact will be localized and temporary. However, during project operations, the impact is expected to be moderate at Mile 12, Owode Onirin, Agric and Ikorodu Town areas, minor at Oba Sekumade Junction and Aruna areas while it is negligible or nil at other Bus Stops along the project corridor. Impact on Surface and Ground Waters Effluent discharges from routine operations and incidental discharges comprising petrol, diesel, lubricants, Bitumen and other chemicals may degrade both surface and ground waters. Road development has perhaps its most serious effects on aquatic ecosystems. Erosion from poorly constructed and rehabilitated sites can lead to downstream siltation, ruining spawning beds for fish. Constriction of flows at water crossings can make the current too fast for some species in the Ogun River that crosses the project corridor. Alteration of flood cycles, tidal flows, and water levees can upset tropic dynamics by affecting the life cycle of plankton, and have corresponding effects on the rest of the food chain. Rechanneling of waterways is often undertaken as part of road construction to avoid flooding and make crossing structures simpler. In the process, natural streambeds are dug up and useful obstructions including large boulders are removed to make provisions for channels which are efficient evacuator of water, but has little in the way of eddies, shaded areas, sheltering ledged and turbulence essential to the health and existence of so many aquatic species. Roads often serve as barriers to movement of aquatic species, especially where culverts are used. Surface runoff of chemicals, fuel, accidental spills, metals and solid wastes frequently stored in piles on the project corridor can pollute surface waters and percolate to groundwater during construction especially at Owode Onirin, Weigh Bridge, Itowolo, and Ogolonto Bus Stops and neighbouring areas. However, during operations, the impact on surface and ground waters will be moderate at Irawo and Majidun Bus Stops but will continue to be so at Itowolo and Ogolonto Bus Stops and neighbouring areas. Impact on existing Land use Apart from the Weighbridge area along the project corridor where the impact is negligible, the impact on existing land use is expected to range from minimal at Owode Onirin, Novel Drugs, Irawo and Oja Bus Stops to moderate at Mile 12, Thomas, Ajegunle, Itowolo, Idiroko, and Majidun Bus Stops. The impact at Ogolonto, Oba Sekumade Junction, Aruna, Agric and Ikorodu Bus Stops are major during the construction period. The perimeter fence at Owode Onirin Market, the Cherubim and Seraphim School at Idiroko Bus Stop and the Ikorodu Water-works of the Lagos State Water Corporation at Aruna Bus Stop will be affected as they fall within the ROW on the project corridor. At Irawo Bus Stop, the Taxi Park owned by the Lagos State Union of Road Transport Workers (LSURTW) will be displaced from its current location while the Baale s (traditional village head) of Ajegunle s compound located close to the Ajegunle Bus Stop and the adjoining Street vendors / traders will be relocated. At Oba Sekumade Junction on the Mile 12 – bound lane, the redesign works will affect the frontage of Faith in Christ Bible Church located directly opposite the Ipakodo Road and the Mallo Petrol Station nearby. The Oja Bus Stop on the Ikorodu – bound lane is located in front of St. Paul s Anglican Church Gate while on the Mile 12 – bound lane it is located in front of HOMAT School, insertion of the BRT route on the proposed corridor will reduce the available vehicle parking space in front of both the Church and the School, and raises serious road safety issues especially considering students and worshippers at the Church. The Agric Bus Stop on the Ikorodu – bound lane, the Car Parks of the Victory Cathedral Church and Jokodola Ibu – Owo House will be affected by the road expansion as well as the existing Passenger Shelters at Aruna Bus Stop while Electricity Poles belonging to the Power Holding Company of Nigeria (PHCN) between Agric Bus Stop and Aruna Bus Stop will be relocated from its current location. In view of the major redesign and construction activities at the Ikorodu Terminus of the project, the Ita Elewa Market fronting the Ayangburen Primary School is to be relocated to the adjoining Allison Street while the perimeter fence of the Primary School will be relocated about 5m away from the present location to accommodate the redesign and reduce vehicular build up towards the Ikorodu Roundabout. Plate 16: Lagos State Water Corporation Mini-Water works showing the perimeter fence to be affected by the BRT lane insertion To minimize traffic congestion at the Ikorodu Roundabout, the feeder roads to this junction (Ayangburen / Beach Roads, and Shagamu Road) should be upgraded and widened. Specifically, traffic out of Ikorodu Town would be diverted to access the Mile 12 bound lane through Munirat Aleje Street, Jimoh Odu Street, Abdul Benson Street, Borokini Dada Street, Odugunwa Street, Afunpasi Street and Akinola Haruna Street during the Construction Phase while Ikorodu bound traffic would divert at Oba Sekumade Street to link Ipakodo and Beach Roads. Other alternatives are Wahab Balogun Street, Oba Oyefusi Avenue, Olowosago Street, CAC Road and Omotayo Orodu Street. From Shagamu end, the Ikorodu bound lane would be widened from Onisigida Street Junction to AP Fuel Station with a view to direct Mile 12 bound vehicles to turn by AP Fuel Station without reaching the Junction and link up with the lanes earmarked for vehicles on the current ROW. In effect, Genesis Bus Stop, Akinsanya Street Junction, Shagamu Road Taxi Park, Total and AP Fuel Stations will be affected at the points where they impact the ROW. At the AP Fuel Station, a direct line to the Electricity Poles opposite the Ayangburen Primary School should be used as its Western boundary facing Mile 12 and the space thus freed which is believed to be part of the existing ROW, used for Mile 12 bound vehicles in the Public Interest. As there is ample set back on the Mile 12 bound axis, major alterations would be situated on this axis of the alignment as there are minimal replacement of structures in comparison with the Ikorodu bound axis. Widening of the Ayangburen / Beach Road approaching the Ikorodu Junction / Roundabout will affect the perimeter fence of the Surulere Market constructed by the Market Association and the neighbouring Taxi Park. The Shagamu bound lane from the Ikorodu Roundabout / Junction directly opposite Conoil Fuel Station to the Mosque, would be elevated to avoid accidents by articulated vehicles due to brake failure from the steep road gradient at this point. However, there are negligible or no significant impacts during the operational phase along the project corridor. Socio-economic and Cultural Impacts Presently, there are road-side traders involved in petty trading, automobile vehicle repairs, furniture – making, concrete block moulding, commercial motorcyclists (Okada riders), Truck Drivers, and cattle trading whose businesses are currently operating within the Right of Way (ROW) on which the BRT route is to be located. At Mile 12 Terminal, there are mixture of Danfo operators, Auto-Mechanics, Vulcanisers, Traders, Food Stuff Sellers whose business activities will be adversely affected by the proposed BRT Project. Of particular interest is the Omolere Food Stuff Sellers who were relocated from Yaba after the Tejuoso Market Fire disaster and whose property at the current site was demolished with the Ajelogo Market earlier this year. Their concern is contained in the self-explanatory document attaxhed as Appendix 3 to this Study. These roadside business operations will be displaced or relocated to accommodate the Mile 12 to Ikorodu Town BRT route on the project corridor and the income of the operators will be affected. To minimize traffic congestion at Agric Bus Stop, which is the busiest Bus Stop between Mile 12 and Ikorodu, there are two (2) major Markets at the Junction, Omoniyi Akasoro and Jewunola Markets which will be affected by the BRT route insertion and the possible expansion at the Agric Bus Stop Junction. Danfo and Okada operators at this location will also be displaced. About 50 skilled and 80 unskilled personnel will be recruited for the building project. This will result in a little significant population increase. If these construction workers are camped on site, their presence can bring about increased demands on services and facilities. This may result in slight increases in price which would be a burden on the local populace. Conflicts may also arise between construction crew and adjacent estate residents and local people as a result of the former’s disregard or lack of respect for traditions and ‘norms’. At the end of construction activities, there may be local economic depression in the neighbouring retailing markets following withdrawal of labour force, i.e. boom and bust scenario. Impact on Health Beacause of the traffic congestion expected during the construction phase and its attendant effect on air quality along the project corridor, an increase in respiratory complaints is envisaged. The health of the local people may be negatively impacted when labourers import diseases which the local medical facilities are inadequate to handle. Moreover, increased commercial sexual activities among construction workers could lead to an influx of commercial sex workers. Plates 17 – 21: Road-side traders to be relocated from the existing ROW along the Project Corridor CHAPTER SIX 6.0 MITIGATION MEASURES Adequate planning and proper implementation of appropriate mitigation measures for adverse environmental impacts represent important activities in the ESIA process. A sequential consideration of the under listed steps as suggested by Canter et al (1991) was adopted in arriving at the most suitable intervention necessary to offset the negative effects of the project. a) Avoiding the impact altogether by not taking a certain action or parts of an action; b) Minimizing impacts by limiting the degree or magnitude of the action and its implementation; c) Rectifying the impact by repairing, rehabilitating or restoring the affected environment; d) Reducing or eliminating the impact over time by preservation and maintenance operations during the life of the action; and e) Compensating for the impact by replacing or providing substitute resources or environments. All significant adverse impacts and issues identified and presented in Chapter Five are considered for mitigation. Specific mitigation measures are proposed, where practicable, to either avoid, reduce, remove or compensate for the various impacts and are described in Section 6.1. Section 6.2 employs the risk assessment index to determine the mitigation requirements, which are presented in Table 6.1 6.1 Description of Mitigation Measures Air Quality Control Measures The interacting stages of air pollution from road traffic are indicative areas for possible mitigation measures. Transport planning may be used to optimize freight and passenger transport, driving behavior and vehicle technology can be modified to produce less polluting journey and land use practices could be helpful in segregating the transport activity from the most sensitive parts of the environment. Control of Vehicle Emission Rates Vehicle emission rates depend on many factors such as technical factors relating to the design and engineering of the vehicles and operational factors relating to the way in which the vehicles are used. The technical factors included emission characteristics which is often based upon the type of engine, fuel, size of vehicle and emission control standard. Examples of differences in rates of emissions attributed to these technical features of the vehicles are presented in Figure 6.1 and 6.2 Fig 6.1 Examples of the effects of vehicle technical features on rates of exhaust emission - (Vehicle & Fuel) In Fig 6.1, the particulate emission depends on the fuel and the vehicle type. In this case, diesels are the highest emitters, and the size of the vehicle is also influential: Light Goods Vehicle (LGVs) emit more than cars, buses and Heavy Goods Vehicles (HGVs) more than LGVs. Fig 6.2 Examples of the effects of vehicle technical features on rates of exhaust emission-Weight Class In Fig 6.2, the weight of a goods vehicle obviously influences its carbon dioxide emissions since they are proportional to the fuel consumption. It also has a marked effect on emission of oxides of nitrogen A single vehicle of a particular type will display wide variation in emission depending on the way it is used. The most common variable is the average speed during a trip. Highest emission are found at low speed which typically involves frequent stops and starts (go slow), acceleration and deceleration. Operations of this type are inefficient because the energy supplied to bring the vehicle to a certain speed is subsequently wasted when it breaks to slow down or stop. There is also tendency for some increase in emissions at high speed when extra fuel has to be delivered to provide the necessary high power. The load carried by a vehicle affect it total weight, fuel consumption and emission. This is especially an important parameter for heavy goods vehicle where the payload represents a much higher proportion of its total weight than for other types of vehicles. Fuel consumption, oxides of nitrogen emission and particulate emission from heavy duty diesels all show a relatively linear increase with the weight of the vehicle. For an increase from 25 to 35 tonnes, oxides of nitrogen emissions increase by about 50% and those of particulates by about 15% Fig 6.3 and 6.4 show the typical variations in vehicle emission rates according to their operating conditions. Fig 6.3 shows carbon dioxide emissions from light duty vehicles (LDV) show the characteristics at low speed, because of inefficient stop- start driving and at high speed, because of the increased power demand. Fig 6.4 indicates Oxides of nitrogen from heavy duty vehicles (HDV) show a similar trend although the increase at high speed is less pronounced. Fig 6.3: Variation of Carbon dioxide from LDV Fig 6.4: typical variation of oxides of Nitrogen from HDV Furthermore the variations between pollutants, their concentrations profile in the vicinity of road show rather different shapes as illustrated in Fig. 6.5 Carbon monoxide is inert and has a low background level, so the concentration falls normally with increasing distance from road. Nitrogen dioxide is being produced by chemical reaction at the same time as it diluted by the wind. The combined effect is a slower rate of fall in concentration. PM10 has a high background level, so although the traffic emission disperses in the normal way, the concentration does not fall to a very low value. Fig 6.5: Concentration Profile of Air Pollutants from Road Centre to other vicinity From the foregoing utilization of vegetation belts as in Fig 6.6, on the project corridor and the enforcement of relevant standard and regulation on vehicular emission are the appropriate mitigation measures as the most important influence on the spread of the pollution after its release is the strength of the wind. Fig 6.6: Filtering role of Vegetation Traffic Management & Road Maintenance Lagos Metropolitan Area Traffic Management Strategy The overall vision for Lagos Metropolitan Area Traffic Management Strategy is a clear statement of how Lagos State Government and LAMATA aim to make Lagos Metropolis a better place to live and work. The Lagos State Transport Master Plan (TMP) and Traffic Management Units (TMU) are being developed simultaneously to ensure that works on the highway contribute to the State’s vision during the subsequent period 2007-2011. The Lagos Metropolitan Area Traffic Management Strategy provides the people of Lagos State with the opportunity to choose the most appropriate form of transport, the infrastructure to enable their safe journey and the services for a convenient trip. For shorter journeys, for example of less than one mile, walking, cycling or the bus will be the first modes of choice, rather than the last. For longer journeys, LAMATA envisions the bus or train to be a realistic option. If after considering all the alternative modes of transport and the only or preferred option is the car, we want to provide a safe, free flowing, managed road network. Traffic management will continue to be the State’s pledge to “get Lagos moving again, tackling road congestion and road safety, and improving public transport�. The road network in the Lagos Metropolitan Area does not currently function as efficiently as it should. In keeping with the Lagos State Government and LAMATA vision, the Traffic Management Strategy (TMS) provides a framework to deliver improvements by providing a network that is clear, consistent and understandable to all road users, so that the road network can be used in a way that is appropriate and considerate to all. Lagos Metropolitan Area has the universal problem of continuing traffic growth on an antiquated road system with improvements not keeping pace with traffic growth. Traffic management measures must be fully exploited to minimize delays, accidents, pollution and inappropriate use with strong bias towards integrated travel initiatives to encourage a switch to public transport, walking and cycling modes. If optimum use is to be made of the highway system, a balance of priorities must be set between: (a) Priority for buses and public transport interchanges; (b) Efficient commercial vehicular access; (c) Minimum delays to all travellers; (d) Ensuring safe conditions for all users; (e) Securing appropriate environmental conditions for residents with relief from parking obstructions, speeding problems and intrusion by inappropriate vehicle types; (f) A high standard of well-maintained strategic route and local destination signs. The Traffic Management Strategy (TMS) therefore will address the local concerns of road users and residents on the issues of safety and environmental protection, whilst providing a practical input to support parking, delay control and public transport strategies. The high level of daily complaints by the general public demonstrates the importance of the issue of traffic management to the local population. Predominant concerns are: ◊ Speeding; ◊ Parking nuisance; ◊ Lack of pedestrian facilities; ◊ Accident risk; ◊ Inadequate direction, warning and regulatory signs; and, ◊ Inappropriate levels or type of traffic. Measures to address these concerns are largely ◊ Management strategy, which includes: ◊ The understanding of the congestion phenomenon ◊ Promotion of sustainable travel, ◊ Minor and major highway works, ◊ Large Goods Vehicle Regulation, ◊ Traffic Regulation Orders, and ◊ Design of quality signing schemes & road markings. TRAFFIC MANAGEMENT The specific traffic challenges LAMATA was created to address include: Traffic demand and supply Immediately after the economic boom of the 1970s and early 1980s, adverse macro- economic conditions have reduced the affordability of motor cars and passenger vehicles. Lagos has therefore witnessed in the last one and a half decades a phenomenal increase in passenger traffic and a paradoxical reduction in the number and calibre of passenger vehicles. Sector Management Many of the observed shortcomings in the traffic system of Lagos stem from management weaknesses. These include • the absence of a well articulated and adopted policy and strategic framework for the traffic management • fragmentation and duplication of institutional responsibilities among various agencies at all levels of government • lack of inter-agency coordination among these various bodies and • absence of standard procedures for the technical and economic evaluation of programmes and projects. Road network density and efficiency The road network density of Lagos, put at 0.4 kilometres per 1000 population, is low, even by the standards of other African cities. And the network’s efficiency is similarly low, with a limited number of primary corridors carrying the bulk of the traffic. Inadequately designed interchanges, where they exist at all, provide only partial access to the primary network. Many tertiary roads play the roles of secondary ones, few junctions are signalised while poor drainage infrastructure combine with drainage clogging with refuse to make roads impassable during the rainy season. Parking Spaces Provision and control of parking is ad-hoc in nature while demand in terms of space and time far outstrips supply. Off-street parking spaces are few and the charges low, often incommensurate with the duration. On-street parking is the common feature even in the central business districts of Lagos Island and Ikeja, and is virtually free. Road Safety This is a major concern as virtually all roads are unsafe in one way or the other. Rudimentary driver training, poor driver behaviour, unsafe vehicle conditions, uneven road conditions, poor street lighting, lack of pedestrian facilities and poor traffic enforcement all combine to produce an accident rate that is probably among the highest in the world. JUNCTION IMPROVEMENT WORKS UNDER TSM INTRODUCTION TSM, the acronym for Traffic System Management, cannot be ignored if the city of Lagos is to enjoy an improved traffic flow. Many roads in Lagos lack traffic vertical and horizontal signs and where they exist, the signals are obsolete, dysfunctional, or inadequate. This makes the traffic scenario on traffic junctions, chaotic and at best, confusing. TSM junction improvement measures under the auspices of the Lagos Metropolitan Area Transport Authority (LAMATA), amongst other such efforts, are an intervention to improve some of the junctions in Lagos State. Impact of TSM Measures / Junction Improvement on Junction Traffic Flow The Lagos Metropolis is replete with intersection of roadways without control devices. When the road signs and other TSM measures on a Sign-controlled junction are dysfunctional, ineffective, inadequate, or not enforced nor not obeyed, the junction translates literarily to an uncontrolled junction. On the other hand, an existing sign- controlled junction may migrate to a signal-controlled one, if the necessary operating conditions so indicate. The absence of signs for effective control of traffic through the junctions makes the through-traffic rowdy. The implications of these are not far-fetched; delays, high accident potential and risks to vehicles and pedestrians, bottlenecks or traffic hold-ups especially at peak periods and an aesthetics mess to say the least. The remedy therefore is in specific junction study, aimed at scientific evaluation of the problems, potentials and possibilities in terms of various TSM measures that can be put in place to remedy the problems and put the full potentials of the junctions to use. The Present situation in Lagos Lagos, the commercial nerve centre of Nigeria has the potential of a Mega-city status. Understandably, the traffic scenario in mega cities grows with population, sometime beyond the bounds of earlier predictive and speculative designs. The situation calls for regular reviews, data gathering and design reassessment to combat perennial congestion, and traffic bottlenecks on Lagos roads. Of particular interest is the traffic scenario at crossroads otherwise known as junctions. The situation is not helped by absence of clear-cut control mechanism, jay-walking on the junction right of way, illegal vehicular loadings and off-loadings at junctions coupled with the influx of commercial motorcycle parks attracted to the junctions by virtue of insufficient and sometimes inefficient public transit systems to cater for increasing teeming population of pedestal Lagosians. Added to this, junctions in Lagos are gradually becoming hot spots for commercial activities. Inadequacy of current design state of junctions and absence of Traffic System management measures have made most Junctions counter-productive. Major challenges existing at junctions along the Project Corridor: i. Loading and off-loading of commercial vehicles at the junction ii. Illegal Commercial Motorcycle park which reduces carriageway capacity, hinders easy traffic flow iii. Absence of functional street lights for clear visibility and safety at night. iv. Absence of vertical traffic signs. v. Absence of lane-markings and worded messages. vi. Pedestrian encroachment of vehicles at the bridge abutment, which poses pedestrian- vehicle accident risks. vii. Walkway taken over by private developments on both sides of the Access road. This encourages pedestrian encroachment to the right of way of vehicles and poses pedestrian-vehicle accident risks. viii. Absence of pedestrian crossings on the Access road. This encourages uncontrolled pedestrian-vehicle conflict and accident risks. ix. Absence of drainage system especially on the approach to the main junction from the Access road. This explains why some portions of the walkway are in a state of disrepair. This problem is a subset of the general drainage problems causing perennial flooding and pavement deterioration. TSM STRATEGIES Assess Road Condition: a. Level of deterioration of road pavements b. Encroachments: Pedestrian, Automobile and Motorcycles c. Sight stopping distance d. Lane Markings e. Pedestrian Crossing f. Walkways g. Drainage Facilities h. Kerbs Existing Traffic Control Measures a. Type of Control(s) b. State of Control Existing TSM Measures on Junctions a. Inventory of vertical signs b. Inventory of horizontal signs c. Serviceability of road signs d. Condition of road markings e. Stop-lines Existing Encroachment on Junctions a. Pedestrian Encroachment level b. Automobile Encroachment level c. Motorcycle Encroachment level d. Utilities obstructing flow of traffic Physical Junction Conditions a. Junction Pavement b. Drainages c. Walkways d. Lay-byes / Shoulder widths e. Channelization I Islands f. Median Characteristics g. Median Conditions Junction Furniture a. Lightning General Signs The general categorizations of all signs are: b. Informatory signs: These will be used to provide directions to motorists, including route designations, destinations, available services, point of interests and other geographic, recreational or cultural sites. c. Regulatory Signs: These will be used to impose legal restrictions applicable to particular locations and unenforceable without such signs. d. Warning Signs: These will be used to call attention to hazardous conditions, actual or potential, that would otherwise be readily apparent. Guidance for Basic Sign Design The basic design of these signs shall be guided by the following Specifications. The sign Attention Value i. Legibility a. Pure legibility b. Glance legibility ii. Recognition Standard sign shapes, color, and message of signs in consonance with approved specifications of Federal Road Safety Corps (FRSC) of Nigeria are adopted. Horizontal Signs: Typical horizontal signs include potential horizontal sings to be considered include: • Directional Arrows • Solid and broken lines • Worded sign • Kerb painting JUNCTION IMPROVEMENT STRATEGIES • Localized carriageway hindering • Shoulder improvement • Provision of pedestrian refuse • Junction widening • Provision of Lay-byes • Improvement of Property Access • Pedestrian Crossing Points • Provision of road humps, rumble strips and raised junction • Provision of walkways; barriers and road crossing facilities • Provision and painting of kerbs • Rehabilitation of approach roads (where necessary) • Road lighting • Improvement landscaping planting or relation of street furniture • Upgrading of existing signal controls, provision of light signals with pedestrian phases • Provision of traffic signals at new and existing priority junction • Surface dressing and patching of junction pavements • Provision of drainages Junction Design Criteria Efficiency, safety, speed, cost of operations and capacities of junctions depend on the design. Movement from and to various approaches of a junction can be highly facilitated by virile geometric design, optimal traffic control mechanisms as well as appropriate and adequate Traffic System Management measures. Five basic elements to be considered in such designs are: • Human factors • Traffic considerations • Physical elements • Economic factors • Functional Junction Area As contained in Mn/DOT Traffic Engineering Manual, MN MUTCD, Manual and AASHTO’s policy on Geometric Design of Highways and junction design criteria include: • Desirable Traffic Controls (name, signs, signals, pavement markings) • Capacity Analysis (Level of service, number of approaches lanes • Degree of access control for highway facility • Pedestrian Traffic • Bicycle and Motorcycle Traffic • Lightning’s Warrants All roads connected with the project shall be properly signed; load and speed limits shall be imposed. All drivers involved with the project shall be trained and made safety- conscious. Contingency plans to minimize risk of accidents during transport shall be instituted. Better coordination of timetable and provisions of more and more accurate travel information to make public passenger transport attractive to a greater number of people shall be instituted. Greater restrictions of on-the-street parking to reduce delays to other vehicles, produce less polluting driving patterns on the project corridor would be introduced as illustrated in Fig 6.7. Traffic Driver Behaviour Vehicle Operations Emissions Air Quality Fig 6.7: The sequence linking traffic management to air quality. Traffic Loading Mobilization of construction trucks and machineries shall be done outside “rush hour� traffic. A standard approach road shall be constructed at the main entrance to the site to ensure easy access. Road dividers or kerbs shall be installed. Road will be properly signed and traffic warders employed to facilitate smooth vehicle traffic, at all times. Land Use and uptake The project corridor is within the road setback earlier set aside by government and respected by a number of business and communities along the corridor. However there are few dispersed population and business activities operating illegally within the setback and Right of way that would be displaced in the course of the project. These will be taken care of within the Resettlement Action Plan for equitable arrangements. Control of Erosion and Soil Degradation The project corridor is in a flat terrain where good drainage design will address potential erosion problems. The exposed land area and duration of exposure will be minimized. Temporary (during construction) and permanent, erosion control measures shall be installed. At the end of construction and installation activities, all excavated areas and camp bases shall be properly backfilled and exposed areas re-vegetated with native plant species. Proposed erosion control measures shall adopt the following techniques: • Silt fencing; • Temporary silt trap basin/ construction; • Short term seedling or mulching of exposed soil areas, particularly on slopes; • Limitations on access for heavy machinery and the storage of materials to avoid soil compaction. • Paving with reinforced concrete shall be limited to operational areas. Control of Noise and Vibration Major construction activities such as pile driving, crane work, excavation and sand- filling, will be limited to daylight hours to minimize construction noise. Mufflers will be used on diesel equipment and power generators. Appropriate PPE such as ear muffs shall be provided for the workforce and their usage enforced with sound policies and by example. • Effective staff awareness campaign on the implications of non-compliance with PPE policy shall be embarked upon. It is the employee’s responsibility to make proper use of the protection equipment provided by management and also observe any rules or regulations in the use of equipment designed to minimize noise exposure. • Records of noise-exposure measurement of workers shall be kept. • Individual worker’s exposure to excessive noise shall therefore be controlled by shift arrangement. • Acoustic enclosures and silencers shall be used for high capacity diesel generators. After construction activities, road traffic itself generates environmental noise and a major source of community noise. The construction of the BRT corridor and use of the BRT line will incorporate a well designed noise barrier along the side of the road near noise sensitive building to reduce noise level by as much as 15dB(A) for the noise sensitive building (schools). Solid Waste Management Plans are made for adequate on-site disposal areas. Provisions would be made, in the design, for appropriate ultimate disposal facilities for the various categories of solid waste that may be generated. These wastes will fall under two categories viz biodegradable and non-biodegradable. Efficient sorting shall be done on site and these would be disposed off-site according to national solid waste disposal guidelines. After construction activities, regular maintenance practices including manual road sweeping will be carried out to supplement the flushing of pollutants from the road by natural rainfall events to remove large particle size pollutants. Control of weeds during the growing season will also be made to prevent structural engineering damage to maintain safety aspect and provide an appropriate aesthetic impact. Impact on Surface and Ground Water A combination of controls for the management and treatment of highway runoff on the project corridor will include use of grit chamber and retention (balancing) basin on the consideration of the highway carrying capacity. Socio-Economic and Cultural Issues Some of the labour force will be recruited from the neighbouring communities. This will reduce large concentration of labourers in one single camp thereby minimizing population impacts. The surrounding areas along the project corridor have the capacity to absorb the labour force without any significant impact on facilities and social services. All employees will be properly briefed to ensure awareness of, and sensitivity to, the local traditions and ‘norms’ such that residents in the neighbouring communities would not be intimidated with the projected activities of LAMATA. In other to avoid any sharp decline in economic activities in the neighbourhood, withdrawal of personnel would be phased and made gradual. Health and Safety Issues The workforce shall be properly informed of the potential risks and hazards associated with their jobs, which might be likely to impinge on their health and safety. All workers shall be provided with information which allows them to assess a risk in simple terms. Health education including vulnerability to sexually transmitted infections including HIV shall be provided. Disciplined behavior on the part of the workforce shall be made a condition for continued engagement at the site. 6.2 Tabulation of Mitigation Requirements Using Risk Assessment Index A Risk Assessment Index (Fig. 6.8) was used to determine the mitigation requirements for each of the impacts identified earlier in Chapter 5. The frequency, severity, sensitivity, scale longevity, political, economic, legal, reputation / image and communication / complaint were factors generally taken into consideration during these assessments / ratings. Impact Formal Control Physical Control Avoidance Training Formal Control Physical Control Informal Training Formal Control Low Medium High Likelihood Fig 6.8: Risk Assessment Index Matrix for Determining Control Requirements A combination of the extent of impact and its likelihood of occurrence determines whether the hazard should be avoided, controlled physically by creating barriers, controlled formally or informally or by creating awareness through training. Table 6.1 presents the mitigation measures proffered for the associated and potential impacts of the project and associated facilities. Following the identification of the hazards and risks, the various impacts associated with the projects were assessed as given in Table 6.2 below. The impact assessments were categorized according to the stages of the project as follows: (a) project evaluation, exploration and surveys (b) mobilization, transportation, accommodation and settlement of workers / personnel (c) construction and establishment of the project (d) operation (e) maintenance of health and security in working environment in long term operation (f) decommissioning. Table 6.1: Mitigation Measures for the Potential and Associated Impacts Project activities Potential and Critical Control Mitigation Measures associated point mechanism impacts Project location / • Land use Lagos State Formal • No mitigation necessary as siting disruption master plans project corridor belongs to through land government take by project facilities. Mobilization Of • Interference Mobilization Avoidance • Contractor shall avoid Machinery, with public route mobilizing during ‘rush hour’ Equipment & transport by traffic Facilities to Site & high traffic • Contractor shall ensure Personnel to site orderly and controlled vehicular and personnel movement by developing traffic plan • Risks of Mobilization Avoidance • Contractor shall ensure all accidents route vehicles are in good working leading to conditions before embarking injury / fatality on trip • Contractor shall conduct competency training for all drivers • Contractor shall impose load and speed limits and properly sign all appropriate roads • Contractor shall hold regular safety meetings • Damage to Mobilization Formal • Contractor shall repair all roads & route damaged roads and infrastructure infrastructure and keep them in good condition • Degradation Mobilization Informal • Contractor shall maintain all of air quality route vehicles at optimal working by vehicular conditions emissions • Contractor shall develop effective journey management plan Site Preparation, • Site Clearing Mobilization Formal • Contractor shall submit a site Construction and route clearing method for all areas Installation, where the contractor is Project operation required to, or intends to clear and maintenance. vegetation. • Vegetation clearing in watercourses and swampy areas shall be conducted without heavy machinery • All indigenous plant material removed from cleared areas shall be stockpiled a for mulching • Degradation Project site Formal • Contractor shall ensure of soil by stripped topsoil shall be exposure and stockpiled in areas agreed erosion. with the Safeguard specialist • Improper for later use in revegetation backfilling of and shall be adequately excavated protected. areas and • Contractor shall minimize land leveling of area exposed and duration of dump- hills of exposed soils and • Contractor shall install construction temporary (during materials construction) and permanent could change erosion measures such as; silt the landscape fencing; silt trap basins; short and obstruct term seeding and molding of water course exposed soil area. • All excavated areas should be backfilled to avoid trapping water puddles and flooding. • All works should ensure that free flow courses for water especially at low areas are not obstructed • Site layout Mobilization Formal • The contractor shall establish and route construction camps, offices, establishment stockpiling areas, staff accommodation etc in a manner that does not adversely affect the environment and the public. • Site establishment shall not take place on steep slopes within 30m of the wetland / swampy areas and watercourse. • All declared no go areas will be demarcated by temporary fencing, the position of which shall be agreed to by LAMATA Safeguards • Demarcation materials (fencing, signage, signal words etc) shall not be removed at any stage of the project without the written consent of LAMATA Safeguards • Noise Point of Formal • Contractor shall maintain nuisance from noise equipment to optimal working machinery generation, condition and power house • Contractor shall use equipment project site. silencers/mufflers on diesel • Noise from equipment and power the vehicles generators operations will • Contractor shall limit pile increase the driving to day light hours ambient noise • Contractor shall design and levels if the use low noise equipment vehicles are • Contractor shall enforce the poorly use of PPE, such as ear muffs maintained. with sound policies and by example • Contractor shall keep records of noise exposure measurements of workers for duty schedule and shifts arrangement • LAMATA to ensure a well articulated maintenance schedule for the BRT Buses is in place and strictly adhered to throughout the life span of the scheme • Degradation Project site Formal • Contractor shall ensure all of surface & effluents are treated to ground water regulatory standards before quality by discharge runoff, • Contractor shall select route to incidental avoid impacts to water bodies discharges of • Contractor shall carry out effluent, environmental awareness sewage, oil, training for all personnel paints, • Contractor shall maintain good chemicals etc. housekeeping combined with good work practices at all times in the storage, handling and use of fuels, oils, paints, grease and chemicals to reduce waste flows. • Work place Work site, Avoidance • Contractor shall design accidents/ campsite procedures to meet industrial incidence standards • Contractor shall enforce the use of PPE • Contractor shall activate emergency response plan where applicable • Contractor shall conduct periodic competency training for all personnel and provide safety reminders to all staff • Degradation Work sites Informal • Contractor shall maintain all of air quality equipment at optimal working by emission condition from fuel • Contractor shall ensure combustion periodic maintenance of fuel engines combustion equipment and (generators, maintain records pile drivers • Contractor shall install etc.) appropriate air pollution • Noxious control devices and equipment emissions to control pollution from BRT • A well articulated maintenance Busses schedule for the BRT Buses exhaust over should be developed and a long period strictly adhered to throughout of operation the life span of the scheme. will contribute to air quality contamination and green house gas release into atmosphere. • Traffic Mobilization Formal • The contractor shall be accommodati Route required to ensure that traffic on along the road is accommodated within the road reserve as far as is possible • Any traffic accommodation outside the road reserve , excluding the temporary bypasses at the bridge demolition and construction sites shall utilize existing farm and public roads as much as possible • Contractor and LAMATA shall ensure that a signal man is on site to address traffic congestion issues. • Contractor shall be required to ensure that feeder roads that could that reduce traffic build up is maintained in the course of construction work to reduce wastage of productive man- hours on the road. • Wastes of Project site Formal • LAMATA shall institute various types appropriate waste control and will be management policies generated • LAMATA shall enforce the various strategies to ensure appropriate disposal of waste • Provisions should be made for waste collection bins at work sites. Periodic evacuation of solid waste must be ensured. Decommissioning • Corrosion of Project site Formal • LAMATA shall conduct post / Abandonment abandoned and environs abandonment monitoring and structures, corrosion protection of causing facilities if necessary increase in ambient concentration of iron in the soil. A major consideration for mitigating the anticipated traffic congestion during the Construction Phase of the Project’s implementation is the use of the nearby waterways as an alternative transportation system for residents of Ikorodu Town and others wishing to use the Project corridor. DEVELOPMENT OF FERRY SERVICES IN THE LAGOS METROPOLITAN AREA Lagos Metropolitan Area is by far the largest and most complex urban area in Nigeria and, in economic terms, it is pre-eminent. With about 17.8 million inhabitants, Lagos is also one of the largest cities of the world, and its population is growing rapidly at a rate of nearly 6% per annum. It contains the largest manufacturing sector and provides employment for over 45% of the skilled manpower of the country. The poor condition of the road network and of the public transport system affects severely the development of the city and the working and living conditions of the population, particularly the poorer part of it. A lack of adequate infrastructural expansion over the years to cope with the increasing population has resulted in heavy traffic congestion within the city. Traveling within Lagos takes double and sometime triples the normal time, adversely affecting economic development and quality of life. To address this problem, there is need to diversify Lagos transport modes and encourage modal choice for passengers. Water transportation is a realistic and potentially effective option given that Lagos is blessed with abundant water bodies that could be harnessed to offer fast, safe, comfortable and cheaper water transportation services. In comparison with other major urban development’s near or situated close to the sea and/or riverine and lagoon systems, the percentage of water transportation in the overall matrix of transports modes for Lagos State is well below 1%. Other cities like London, Rotterdam, Hong Kong, Bangkok, Melbourne, Sydney, New York, etc. have a well established water transportation system, which roughly amounts to 5-10% of the overall commuter traffic flows. The Lagos State Government has therefore made it its policy to develop, very rapidly, commuter water transportation routes in the state to arrest the decline in the quality of life in Lagos and sustain economic development in the state and ultimately the country. The routes are to be developed using a Public Private Partnership (PPP) delivery strategy, whereby the public sector (LAMATA on behalf of the state) finances infrastructure provision (jetties and landings, car-parks, access roads etc) whilst the private sector provides and operates ferry services to specifications to be provided by LAMATA. The Proposed Water Transportation Routes A detailed Feasibility Study of the development of ferry services is underway in order to achieve the development and implementation of a detailed strategic plan for improving the use of waterways of Metropolitan Lagos for transport services, including establishing, formulating and implementing an appropriate regulatory framework, promotion of scheme for the encouragement of private sector participation in the provision of commuter water transport services. Seven main routes have been identified for development of which 3 routes and the Marina terminal are earmarked as priority. The priority routes are: • Ikorodu to Marina (North Direct Line: Blue Line in the Map below) • Ebute Ojo (LASU) to Marina via Satellite Town (Ijegun Egba) (West Line: Yellow Line in the Map Below) and • Ijede-Badore to Marina via Lekki and Falomo (East Line: Red line in the Map below) There is also a plan to develop Osborne and turn it into a major terminal Interchange. Repairs and Spot Improvements to Terminals and Waterways One of the major constraints on existing and potential water transport services is the inadequacy in the provision of safe and attractive terminal facilities. LAMATA is therefore embarking on spot improvements along some routes to help shorten and make water commuting safer. The objectives of the Repairs and Spot Improvements to Terminals and Waterways are as follows; • Repairs or provision of water transport terminal/Interchange infrastructure that is safe for communities heavily dependent on water transport • Spot improvements along some routes. • To improve water safety and make it more attractive to users. Presently, LAMATA has completed the rehabilitation of two jetties; Agboyi - Ketu Jetty in Agboyi - Ketu Local Council Development Area in Kosofe Local Government Area of Lagos State and the Ipakodo Ferry Terminal in Ikorodu West Local Government Area of Lagos State. The rehabilitation works included installation of sheet piles, construction of waiting shelters, and electrification of the jetty area, resurfacing of access roads and provision of required traffic system measures amongst other things. Map 12: Lagos State Waterways showing the 3 Routes earmarked as priority for Water Transportation Plate 22: The Agboyi – Ketu Jetty before LAMATA Rehabilitation Plate 23: Agboyi – Ketu Jetty after rehabilitation works by LAMATA CHAPTER SEVEN 7.0 STAKEHOLDER CONSULTATIONS Stakeholder Consultations was considered as one of the most important aspects of the ESIA Study by the Project Proponents in line with established World Bank Policies. The ESIA Stakeholder Consultations were guided by the World Bank’s policies OP / BP 4.01 on Environmental Assessment and OP / BP 4.12 on Involuntary Resettlement. Consultations were held with the various categories of stakeholders along the Project Corridor, especially with those person(s) likely to be affected by the implementation of the Project to ensure their early buy – in into the Mile 12 – Ikorodu Road Bus Rapid Transit (BRT) Route Project concept. These were designed for implementation on a three (3) level approach viz: 1. The ESIA Team, 2. The RAP Team, and 3. The LAMATA External Relations Team. Consultations were held with the National Union of Road Transport Workers (NURTW) Unit, Auto-Technicians, Mechanics, Vulcanisers and Akanimodo Plantain Marketers Association at the Mile 12 Bus Terminal. The NURTW Chairman enquired if the government already has any plan in place for relocation their garage and where the location would be. He noted that it is important for their welfare to be properly considered since they have been at their current location for over 20 years and that most of them do not have any other source(s) of livelihood. The Vice-chairman of Akanimodo Market Association on behalf of the Association expressed their fears over the fate of their business operation and livelihood if ejected from their premises, and informed the ESIA Team that the Market Association have in the last two years been moved from two locations to their present premises. He said that the market was formerly at Tejuoso Market in Yaba but was evacuated when the Lagos Government commenced the reconstruction of the market. According to the Vice Chairman, they were then moved to Idi-Araba (Lawanson) Area of Lagos State but were again moved from that location and relocated to the present site by the Lagos State Ministry of Environment. He further informed the team that right from when they were relocated to the present premises; they have been paying specified fees to Agboyi Ketu LCDA. Thereafter, he presented a Documentation detailing their correspondence with the Government Officials (see Appendix 5). Plate 24: Mr. Kayode Ogungbuyi, Sustainabiliti Limited in Green native attire explaining some points in the Socio-Economic Survey Questionnaire to the General Secretary of Surulere Market Association, Ikorodu; Mrs. Taiwo Lawal in Blue Attire, and Mr. Samson Obute., Secretary of the United Traders in White Shirt. Seated directly in the middle of the picture are: The Iyaloja, Mrs. Kuburatu Idris with white shawl covering her head, and her Vice, Mrs. Ramota Ajagbe with a white shawl around her neck. Plates 25 & 26: Miss Olamide Ajani and Mr. Adesua of Sustainabiliti Limited in Green Flak Jackets and a cross section of Market Women at the Surulere Market in Ikorodu. Plates 27 & 28: Market Women responding to issues discussed at the Surulere Market, Ikorodu. Plates 29 & 30: Members of the United Traders registering their names during the Focused Group Discussions Plates 31 & 32: Outer view of the Perimeter Fence constructed by the Surulere Market Association at Ikorodu. Plate 33: Meeting with RTEAN Executive Officers Plate 34: Meeting with the Executive Members of the RTEAN Chapel A , Agric Bus Stop in their Office of Ishawo – Owutu Road on 31st August 2010. Seated from left in the lower picture are Mr. Kamola Sakiru Idowu (PRO), Mr. Ade Alonge (Secretary) and Mr. Yomi Adekoya (Chairman). Mr. Abideen Adigun (Treasurer) is backing the window in the upper picture. Plates 35 - 46: Focused Group Discussions with Stakeholders at Mile 12 BRT Terminus held on Monday 31st August 2010 under the Mile 12 Overpass. Stakeholders at the Meeting included NURTW Officials, Auto-Mechanics, Vulcanisers, and Traders such as Omolere Food Stuff Sellers Cooperative Agricultural Multipurpose Society Limited. Plates 47 & 48: Discussions with Representatives of Okada Riders, Messrs Matthias Adejoh & Adeola Azeez, in the Upper Picture at Agric Bus Stop. Plates 49 & 50: Discussions with Representatives of the Omoniyi Market Women, Agric Bus Stop. Mrs. Adejoke Omoniyi (Iyaloja), Mrs. Azeez, Mrs. Ajulo, and Mrs Adepeju Saka (Secretary) Plate 51: Sustainabiliti Limited Officials discussing with Representatives of the Omoniyi Market Association, Agric Bus Stop showing a point of interest on the Road. Plates 52 & 53: Discussions with Representatives of the Auto-Mechanics & NURTW Officials at Mile 12. Plate 54: Meeting with Mrs Taiwo Lawal, Secretary of Surulere Market Association, Ikorodu prior to the Focused Group Discussions. The Road Transport Employers’ Association of Nigeria (RTEAN) Chapel A, the Omoniyi Market Traders Association, Okada Riders Association and NURTW at Agric Bus Stop were also consulted as well as the NURTW Units and Lagos State Taxi Drivers Association at Ikorodu Town. Minutes of the Meeting are attached as Appendix 3 of this ESIA Report. CHAPTER EIGHT 8.0 ENVIRONMENTAL MANAGEMENT PLAN 8.1 Introduction An Environmental Management Plan (EMP) is a management tool that presents strategies and procedures for managing potential environment impacts associated with a proposed project. LAMATA recognizes that a good and effective EMP not only protects and minimizes potential adverse environmental consequences, but reduces potential commercial risk. They have therefore integrated an EMP into their normal business practices. The EMP shall govern all modes of operations. It shall serve the long term objectives of ensuring environmental compliance with legislation, achieving, enhancing and demonstrating sound environmental performance. It shall also guide in the rationalization and streamlining of environmental activities throughout the lifetime of the project from commissioning, through development to abandonment. This also includes the means by which these aims will be achieved, as well as presenting responsibilities, accountabilities and modifications to the project. The EMP recommends corrective and recovery actions that shall be immediately employed upon incidence of environmental emergencies. The overall goal of the environmental management plan is to progressively reduce the impact of the project development activities on the environment with the ultimate aim of eliminating them. Additional challenging targets have been set for the project to include: • The integration of environmental management issues into project plan • Encouraging the employees and contractors to implement these environmental management guidelines for the project • Promoting environmental management awareness among workers and • Developing a waste management programme for the development project. The EMP shall incorporate various mitigation measures for potential impacts as outlined in the previous Chapter. The EMP shall also form the basis for the implementation of the development project. 8.2 Objectives of the Environmental Management Plan The long-term objectives of the programme of environmental management are to: • Ensure compliance with legislation and company policy; • Achieve, enhance and demonstrate sound environmental performance built around the principle of continuous improvement; • Integrate environment fully into business; • Provide the standards for overall planning, operation, audit and review; • Encourage and achieve the highest performance and response from individual employee and contractor; • Rationalize and streamline environmental activities to add value in efficiency and effectiveness; • Enable management to establish environmental priorities • Be applicable throughout the organization. 8.3 Use and maintenance of the EMP The EMP shall remain a dynamic working tool. It shall be updated and revised periodically, throughout the project life span to incorporate improved environmental technologies, regulations, management systems, guidelines and policies. 8.4 Monitoring: Measurements and Procedures Systematic observation and measurement of selected variables shall be undertaken in order to identify the nature and magnitude of longer term impacts of the project as shown in Table 8.1. Table 8.1: Monitoring Programme for the proposed Mile 12 to Ikorodu BRT route Project Corridor S/N Impact Impact Sampling Sampling Sampling Sampling End of use of Estimated parameter indicator location method frequency duration data & Costs Responsible (N) Authority 1 Air quality CO2 -Work Site Digital Dust Quarterly Long Term Compliance 300, 000 per CO -Base Camp Meter Data Bank Quarter NOX -BRT lines Gas Guard 2 LAMATA, VOC Interchange NESREA, LASEPA 2 Noise Noise -Work site Noise Meter Quarterly Long term Compliance N200,000 per Level(dBA) -Base Camp Health Data Quarter -Interchange of Bank Shift BRT lines Arrangement -Noise LAMATA sensitive properties 3 Soil pH -Work site pH Meter Quarterly Short term Road N250,000 per Organic -Base Camp DR- 2010 Contractor Quarter Carbon -Interchange of Spectrophot Compliance THC BRT lines ometer Data Bank OIL& LAMATA Grease Heavy Metals 4 Water pH -Project Site pH Meter Seasonally Short term Compliance N500,000 per Quality BOD Community DR- 2010 Data Bank Season (Ground) COD Wells Spectrophot LAMATA, THC -BRT Lines ometer NESREA, Heavy interchange LASEPA Metals 5 Traffic Traffic Flow The junctions Digital / Monthly Long term Road Loading/ /Volume along the Manual Contractor N450,000 per Calming Number of corridor Traffic Count Compliance quarter Accidents Data bank LAMATA 6 Solid Waste Collection Work Site Maintenance Daily Long term Road % Disposed efficiency % Bus Stations & crew Contractor N250,000 per interchange observation Compliance quarters and report Data bank LAMATA 7 Pavement Patching Along BRT Weekly Long term LAMATA and potholes Corridor Maintenance Long term alignment Clearing crew activities N1, wear anddrains observation 200,000 per tear Resurfacing and report season. Line marking Bridge maintenanc e 8 Health and Use of Work sites Maintenance Daily Short term Road Safety Personal crew and Contractor N450, 000 Per Protective observation LAMATA Year. Wears. report Use of appropriate caution signage 9 Control of Written As a minimum Safeguard At least five Long term Road Constructio Method for monitoring -5- days Contractor N2, 000, 000 n Activities Statements -Site clearing Report for prior to the LAMATA per quarter. -Site layout compliance date on Safeguards -Hazardous with the which substance EMP approval is management required -Cement and (start of the concrete activity) batching( for each operation) -Traffic accommodatio n -Solid waste control system -Waste water control system -Erosion remediation and stabilization -Bridge demolition and construction -Fire control and emergency procedures -Vegetation clearing and rehabilitation N5,600,000.00 8.4.1 Assessment of Environmental Effects LAMATA will establish procedures for examining and assessing environmental effects, both direct and indirect, from their operation, the procedures will include: • Identifying the sources and characteristics of all observed environmental effects; • Quantifying claims on resources and discharges to the environment; • Quantifying and qualifying indirect effects on the environment. 8.5 Waste Management Strategies Effective and responsible waste handling and disposal are key elements of an organization’s environmental management system. There is increasing international concerns that waste is properly managed in order to minimize their potential to cause harm to health and the environment. Moreover, efficient management of wastes can reduce operating costs and potential liabilities. The strategies of waste management to be adopted are summarized as follows: • To reduce the volumes of wastes generated through appropriate technology; • To recycle and re-use waste • To provide appropriate bins/ containers that facilitate sorting and recycling of recyclables at the BRT interchange /depots • To handle hazardous waste disposal such as spent oil in an environmentally sound manner. • To ensure safe and responsible collection, separation, storage and disposal of all wastes. • To monitor waste disposal activities at BRT facilities in order to prevent future liabilities. 8.6 Audit Programme Regular environment audit will be conducted during the project development programme. This will ensure that environment protection and management procedures are being enforced. The audit programme shall: • Examine BRT line management systems, Bus and Depot operations, Driving & Motoring practices, Interchange procedures and plans; • Examine compliance with regulatory requirements; • Identify current and potential environmental problems during the development process; and • Make recommendation that would lead to the sustainable management system of the development operation. The Environmental Audit (EA) process provides an assessment of the environment performance during the operation phase of the facilities. It is an internal control process to ensure that environmental issues and management procedures are strictly followed. This audit will be conducted every three years to ensure that environmental standards are maintained and EMP is followed. LAMATA shall establish and institutionalize audit schemes aimed at verifying the effectiveness of environmental control and highlighting areas of weakness in environmental management. The field development audit shall take the form of inspections and surveillance, which shall focus mainly on environmental performance, through appropriate designed checklists. Part of the audit activities shall include evaluation of environmental integrity of BRT facilities and identification of the residual environmental risks retained after implementation of mitigation measures. 8.7 Safety Philosophy Key features in the design shall include installation, inspection and maintenance of all required safety equipment, and training and emergency drills to ensure that workers on the BRT lines are experienced in its use. Adequate and effective measures to ensure safety at all times to life and property shall be installed. Specifically there shall be provision for appropriate and fail safe control and protection systems to ensure safe operations. Other safety equipments to be provided at the Interchange for BRT lines include: • Fire alarm • Smoke detectors • Flame detectors • Fire fighting systems • Non slip floors • Accessible ramp for the disabled • Periodic training and continual safety reminders shall be provided for all operating staff. It will also be ensured that appropriate safety and rescue equipment is available and all employees are trained in its use. 8.8. Decommissioning Plan At the end of the useful life of the project, the road and BRT Interchanges may be abandoned in the field. Abandoned facilities shall be dismantled and demolished and the site will be restored in accordance with LAMATA Asset Abandonment Plan and applicable environmental regulations. The implementation of the Environmental Management Programme will ensure that the current status of the environment is maintained without the project having significant negative effects on the environment. Before decommissioning, LAMATA shall develop decommission plans that will consider: • The facilities that are to be abandoned or removed and the methods that are proposed for abandonment, removal, disposal and/ re-use. • The efforts that are to be made to mitigate environmental impacts and appropriately rehabilitate the site • Advance planning for decommissioning will consider the following elements: • Concession contract provisions • An estimate of the current abandonment liability • Estimated sale value • Advertisements of availability, and • Identification of removal / reuse / disposal option 8.9. Cost of implementing the Environmental Management Plan The cost of implementing the Environmental Management Plan is estimated at slightly above Twenty Seven Million Naira. N27, 020,000.00 as itemized in Table 8.2 below. Table 8.2: Cost for implementing the Environmental Management Plan Activity of the Implementation of measures Responsibility Timing Cost Estimate (N) Project Construction Compliance with legislation and company LAMATA Safeguard In progress 1.65m Activities policy Officers Monitoring programmes for air, noise, soil, LAMATA, LASEPA, In progress 5.6m water quality. NESREA traffic loading, waste disposal, pavement alignment wear and tear, health and safety issues. Safeguard training for contractors LAMATA In progress 0.87m Implementation of identified mitigation LAMATA In Progress 7.5m measures such as planting of trees as noise barriers in noise sensitive areas, control of erosion and soil degradation Post Environmental and Social Audit of BRT NESREA, LASEPA Three years after 4.8m Construction Lines the completion of Activities road construction Maintenance of road structures LAMATA In progress Capacity Environmental Management of LAMATA National 3.6m Building of Renovation Work Sites. workshop in the Safeguard and course of Monitoring Staff Skills on monitoring and evaluation construction of LAMATA and period LASEPA and Environmental Management Programme NESREA Training 3.0m Total 27.02m 8.10. INSTITUTIONAL ARRANGEMENTS The resources required for implementing the EMP are basically personnel and finance. The key stakeholders in the environmental management activities are the project manager, project engineer, the contractor, the Federal and State ministries of Environment and the general public. Resources for monitoring EMP compliance will be provided under the project by LAMATA. The professionals with skills identified requisite to ensuring compliance with the EMP include those with knowledge in the following disciplines: • Environmental Management • Architecture • Civil Engineering • Public Health • Sociology and Socioeconomics. These individuals will form the core of the EMP implementation team that will be accountable to LAMATA on environmental management activities. Initiatives should be taken to ensure that each person identified to implement specific aspects of the EMP fulfils his/her responsibilities as part of his/her daily activities. LAMATA will coordinate the results of the environmental monitoring and prepare periodic environmental reports for submission to the World Bank. 8.11. ROLES AND RESPONSIBILITIES Nearly every member of the Project Team made up of LAMATA Safeguard Officers, Site Engineers and its Contractors have a role or responsibility in ensuring the EMP is followed and that it is effective in preventing pollution. In order for staff and contractors to understand what is required, specific responsibilities have been outlined below. These responsibilities could be integrated into staff job description or taken as stand alone. The key responsibilities of the EMP implementation team are stated below with specific details being outlined in Table 8.3 hereunder. • Coordination, liaison with and monitoring of the Contractors • Compilation and preparation of periodic environmental reports for submission to the World Bank • Data Management; and • Sub - project inspections. Table 8.3: EMP IMPLEMENTATION TEAM AND RESPONSIBILITIES Title Responsibility Federal Ministry General oversight monitoring of the ambient environment and enforcement of Environment / of compliance with applicable environmental laws. NESREA World Bank Ensuring that the project takes full cognisance of all the safeguard instruments applicable to the project. Lagos State State oversight monitoring of the ambient environment and enforcement of Ministry of compliance with applicable environmental laws. Environment / LASEPA LAMATA Develop a process to ensure the implementation of the EMP occurs in a Safeguard Officer structured and formal manner and to ensure that personnel identified to assist in performing tasks defined in the EMP has the necessary skills to manage the environmental aspects of their work. Make sure all work crew are inducted in environmental and emergency procedures applicable on site. Instruct sub-contractors on control measures LAMATA Site Make sure that all activities are completed to specifications Engineers. Maintain regular contact with personnel to ensure a safe working environment and work practices. Make sure all subcontractors and suppliers have all necessary and current insurances and certificate of competency LAMATA Attend site induction and other training sessions. Make sure procedures are Contractor / followed. Comply with approved method statement for construction Subcontractors Advise site supervisor of any potential or actual breaches of plan or statement Supply appropriate certificates for insurances and trade qualifications CHAPTER NINE 9.0. CONCLUSIONS AND RECOMMENDATIONS The proposed Mile 12 to Ikorodu Town BRT route is aimed at Reduction in man-hour loss due to traffic congestion; Improvement in micro and macro economy; and Improved public mass transportation along the corridor In recognition that the proposed project may result in some ecological disruptions, which may be manifested in various forms, ranging from possible pollution of air and water to contamination of soil, a number of recommendation highlighted below have been suggested as means of mitigating measures to curtail the potential negative impacts and enhance the positive impacts. These include: Need for decisive action in demarcating the ROW along the Project corridor at this time to secure it for future development; Relocation of the current illegal Occupants of the ROW need to be given serious attention and adequately addressed in the Resettlement Action Plan (RAP) especially at Sections like, Mile 12, Agric, Ikorodu Terminus, Owode Onirin, and Ajegunle; Swampy nature of the terrain calls for extra-caution in respect of proposed development particularly at Ogolonto where the Bus Station is being proposed to avoid oil-spillage during mechanical operations; Consideration should be given to marking articulated vehicles going towards Ikorodu to pass through Oba Sekumade road/ Beach road to avoid gridlock at Ikorodu Roundabout Terminal; Road widening of Shagamu road and Ayangburen Road near the Ikorodu Roundabout should be given serious consideration to minimize traffic build up at the Ikorodu Roundabout; Improvement of side roads leading to Mile 12 to Ikorodu Road from Aruna Bus Stop to the Roundabout should be taken, with consideration of making them one- way routes away from the main Mile 12 to Ikorodu road; In the absence of a proper Motor Garage for Inter State Public Transportation, need to provide a general Motor Park away from the Mile 12 - Ikorodu Road to minimize traffic congestion caused by passengers of the Interstate vehicles. In view of the seasonal flooding, there is need to elevate the road at the points of flooding. At the various Focus Group Discussions held with traders operating within the existing ROW, Danfo owners and / or Operators as represented by the RTEAN / NURTW respectively, Market Men & Women, Okada riders etc., the main concern is the loss of income and several ideas / suggestions were proffered to ensure that their means of livelihood is not negatively affected by the proposed BRT route insertion along the Project Corridor. The above notwithstanding, the Resettlement Action Plan (RAP) Study should pay attention to the concerns of small scale traders and artisans who are to be displaced for operating on the ROW along the Project Corridor. The concern of the Omolere Foodstuff Sellers should be given priority as they were resettled at the Mile 12 location after their former site at Tejuoso Market was destroyed by fire. The site presently allocated to them by the Lagos State Government at Mile 12 was also destroyed during the demolition of Ajelogo Market earlier this year and their submission is included in this Report as Appendix 3. This ESIA study considered the State and Federal regulatory regimes along the project corridor and has not detected potential adverse impacts of sufficient magnitude to interrupt the execution of the project. The ESIA study and assessment recognizes the need to incorporate environmental consideration into every stage of the proposed project. This will ensure the rational use of natural resources, minimize the observed potential impacts on the environment and promote development policies that are sustainable. Based on this appraisal, and in order to effectively ensure that the project is sustainable with regards to environmental and social safeguards, the Environmental Management and Monitoring Program (EMMP) needs to be implemented to ensure that the recommended mitigation measures are being implemented. Appropriate institutional framework should be set up to implement the recommended mitigation measures while the proposed monitoring programmes are set in motion as soon as possible. All these would ensure that potential environmental impacts observed are either eliminated or reduced to the barest minimum. The ESIA Report is an integral part of the project implementation document and would be used by Project Supervisors in checking any adverse effect that the project may have on the various environmental components. The proposed mitigation measures, monitoring plans, and overall Environmental management programmes should be faithfully implemented and appropriate modifications and improvements integrated at all project phases. APPENDIX 1: NEWSPAPER CUTTINGS ON THE FLOODINGS THISDay Newspaper, Page 8. 25th August 2010. THE GUARDIAN Page 72 of 25th August 2010 THE PUNCH Newspaper. Page 7 of 27th August 2010. THE NATION Newspaper Page 30 of 30th August 2010. Nigerian Compass Page 25 of 31st August 2010 APPENDIX 2 ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT (ESIA) OF PROPOSED MILE 12 TO IKORODU TOWN BUS RAPID TRANSIT (BRT) ROUTE SOCIO-ECONOMIC SURVEY QUESTIONAIRE for FOCUSSED GROUP DISCUSSION SECTION A To be filled in by the Interviewer: Date of Interview:…………………………………………. Place of Interview …………………………………………. IDENTITY 1. Name of respondent …………………………………………….……………….. 2. Name of Town/Village /City …………………………………………….…………… 3. Location of the Community State…………………………… Local Government Council ...…………………… Road/Street/Close/Crescent: …………………. Street No. ……………………… 4. Are you a native of this town? Yes ( ) No ( ) 5. If No, where are you from? …………………………..………… 6. Do you live along the Mile 12 to Ikorodu Town project corridor Area of Lagos? Yes ( ) No ( ) 7. Do you work along the Mile 12 – Ikorodu Town project corridor? Yes ( ) No ( ) 8. How long have you lived / worked here? ………… (i) 0-5 years ( ) (ii) 6-10 years ( ) (iii) 11-15 years ( ) (vi) 16-20 years ( ) (v) Over 21 years ( ) 9. How old are you now? (i) 0 - 10 years ( ) (ii) 11 - 20 years ( ) (iii) 21-30 years ( ) (iv) 31-40 years ( ) (v) 41 - 50 years ( ) (vi) above 50 ( ) 10. Sex: Male ( ) Female ( ) 11. Marital Status (i) Married ( ) (ii) Single ( ) (iii) Divorced ( ) (iv) Widowed ( ) 12. Number of wives ( ) and children ( ) 13. Religious affiliation: (i) Muslim ( ) (ii) Traditional ( ) (iii) Christianity ( ) 14. Level of Education (i) None ( ) (ii) Primary ( ) (iii) Secondary ( ) (iv) Post Secondary ( ) (v) Quranic education ( ) (vi) Others (specify) ( ) 15. What is your major occupation? (i) Farming ( ) (ii) Trading ( ) (iii) Company worker ( ) (iv) Civil Service Worker ( ) (v) Fishing ( ) (vi) Self-employed ( ) (vii) Student ( ) (viii) Danfo / Taxi Driver ( ) (ix) Okada Rider ( ) 16 How long have you been in this occupation? (a) 0-5 years (s) ( ) (b) 5-10 years ( ) (c) 10-20 years ( ) (d) 20-30 years ( ) (e) 30 years and above ( ) 17. Are you aware of the presence of the proposed Infrastructural Development within your environment? Yes No 18. Are you aware there will be sitting of the Mile 12 to Ikorodu Bus Rapid Transit (BRT) route in your neighborhoods? ( ) If yes, how did become aware 19. Can you remember when the project was initiated? Yes ( ) No ( ) 20. What were the former activities at the project site ----------------------------------------------- 21. How do you think the project will affect your occupation? (a) Positively ( ) (b) Negatively ( ) 22. At what level of the project development do you expect your occupation / income to be affected? (a) At the inception ( ) (b) At the construction stage ( ) (c) At the production stage ( ) 23. Quantify this impact in terms of percentage increase or decrease in your business (a) above 100 % (b) 100 % (c) between 75 and 100% (d) between 50 and 75 % (e) between 25 and 50 % effect (f) between 0 and 25 % 24. What do you think will be the effect of the Bus Rapid Transit (BRT) route on the following socio-economic activities in your area / town /city? A. commercial restaurants activities ( ) B. Trading e.g. location of markets, etc. ( ) (C) Employment generation during the project ( ) D. Employment generation after the project ( ) E. Transportation routes ( ) F. Location of educational facilities ( ) G. Quality of water supply ( ) H. Location of health facilities ( ) I. Incidence of disease from water supply ( ) J. Incidence of disease from gaseous emission ( ) *KEY: (1) Positive very severe effect (2) Positive severe effect (3) Negative very severe effect (4) Negative severe effect (5) No effect (6) I don’t know. 25 What position do you hold in your community? Traditional Ruler ( ) Imam ( ) Church Leader ( ) Community head ( ) Chairman, Community Development ( ) Youth Leader ( ) Family Head ( ) No Position ( ) Any other ( ) RESPONDENT’S ECONOMIC STATUS 26. Do you have a house, if yes, what type? Galvanised iron sheet / mud house ( ) Permanent (cement block) house ( ) Aluminium roof/ cement block house ( ) None of the above ( ) 27. Do you have a (a) Bicycle ( ) Motor–cycle ( ) Private Car ( ) None of the above. 28. What social problem(s) do you have in your community? Youth disorderly behaviour/disturbance ( ) Traffic issues Land dispute ( ) Chieftaincy problem ( ) Poverty issues ( ) Inter-tribal problem ( ) Inter-family problem ( ) None of the above ( ) 29. What were your fears on the project? Land take-over ( ) Traffic issues ( ) Gaseous Pollution ( ) Waste & Sanitation issues ( ) Health problem ( ) Social problem ( ) Don’t know ( ) None of the above ( ) 30. What environmental problem is common within your community? Erosion ( ) Flooding ( ) Land-slide ( ) No idea ( ) 31. What common health problem(s) do you have in your community? 32. When did you first notice these health problems? (a) before the inception of the Bus Rapid Transit (BRT) route Project ( ) (b) Don’t know / remember ( ) 33. What is the source of your drinking water? (a) Pipe-borne water (b) Bore-hole (c) hand dug deep well (above 20 ft deep) (d) shallow hand dug well (less than 20 ft deep) (e) river or stream/spring (f) Stored rain water (g) the lagoon (h) the ocean (i) Others (please specify) ………… 34. What is the source of your water for domestic use? (a) Pipe-borne water ( ) (b) Bore-hole ( ) (c) hand dug deep well (above 20 ft deep) ( ) (d) shallow hand dug well (less than 20 ft deep) ( ) (e) river or stream/spring ( ) (f) Stored rain water ( ) (g) the lagoon ( ) (h) the ocean ( ) (i) Others (please specify) ………… 35. Comment freely on the Mile 12 to Ikorodu Bus Rapid Transit (BRT) route Project ……………………………………………………………………………………………… ……………………………………………………………………………………………… ……………………………………………………………………………………………… ……………………………………………………………………………………………… THANK YOU FOR YOUR TIME AND PATIENCE. GOD BLESS. SUSTAINABILITI LIMITED APPENDIX 3: STAKEHOLDERS CONSULTATIONS / MEETINGS WITH PAPS STAKEHOLDER CONSULTATION WITH PAPS MINUTES OF THE CONSULTATION WITH NATIONAL UNION OF ROAD TRANSPORT WORKERS (NURTW) AND AKANIMODO PLANTAIN MARKET LEADERS AT MILE 12. Date: August 31, 2010 Opening: The meeting commenced at about 4:18 pm with a concise introduction of the team and the objectives of the meeting by the ESIA Socio-economist, Mr. Kayode Ogungbuyi. Attendance: Mr. Kayode Ogungbuyi Socio-economist, ESIA Mr. George Arinze Team Member ESIA Ms. Olamide Ajani Field Supervisor (ESIA) Mr. Samuel Adesua Team Member (ESIA) Mr. Bola Ogunsanya Secretary (NURTW, Wasimi Phase 1) Mr. Akeredolu Yemi Secretary (Plantain Market) Mr. T. A. Salami Plantain Market Abayomi Kajopelaiye Chairman Akanimodo Unit (NURTW) Mukaila Owonla Akanimodo Unit (NURTW) Omowale Ayodeji Akanimodo Unit (NURTW) Ganiu Jimoh Akanimodo Unit (NURTW), Phase II S. O. Agboola Secretary, Akanimodo Unit Phase I Akeem Ajibogun Financial Secretary, Akanimodo Unit Phase I Mr. Sunday Osinpantan NURTW Wasimi Phase I Mr. Opeyemi Opeloyeru Union Office Mr. Sunday Toyebi Treasurer United Unit Phase I Mr. Sakiru Assan Vice Chairman Mr. Ligali Adeyemi Chairman Wasimi Unit (B) Mr. Omotayo Onadeko Treasurer Wasimi Phase I Mr. Omoniyi Ojajini Secretary Progressive Unit Mr. Ola Adeniyi Deputy Chairman Mr. Adewale John Secretary United Unit Phase II Mr. Kazeem Odubanjo Deputy Chairman Wasimi Phase II Mr. Adebayo Agbaosi Financial Secretary United Unit Phase II Mr. Abayomi Samson Vice Secretary Phase II Chief Adesina Oyegunle Babaloja Akanimodo Market Meeting objectives: 1. To inform the Union and market leaders of the proposed Mile-12 to Ikorodu BRT development project by LAMATA 2. To obtain their concerns with regards to the effect of the planned project on their premises and businesses Project Description: The ESIA Socio-economist, Mr. Kayode Ogungbuyi introduced the members of the ESIA team and briefly explained the reason for the meeting and sought the cooperation of both stakeholders. He explained LAMATA’s proposed development of Mile-12 to Ikorodu BRT System. He noted that based on the design concept of the project there may be a need for the current area used by the NURTW as garage and that used by the plantain marketers may be acquired for the project facilities/infrastructure, hence it may become necessary that they will be relocated to other suitable locations. He noted that LAMATA will work in conjunction with relevant government authorities to prepare other suitable location for them. Objectives of the ESIA Mr. Ogungbuyi pointed out that the main objective of the ESIA study is to identify the people that the project will impact on so as to advice LAMATA on the measures that will be taken to mitigate the recognized impacts. He noted that the fundamental principle is that the proposed project should not leave affected people worse than they were before the project. Project Plan: Mr. Ogungbuyi informed the union that in order to achieve the set objectives, a team of field staff will be deployed to the garage and market to interview the operators/occupants using questionnaires. He noted that each person interviewed will be provided with personal identity card that will be used for future references. He informed the leaders that it is important that their members keep the cards safe, so they can provide them to officials of LAMATA on request on a future date. Reactions and Comments: The Union and market leaders thanked the team for coming to acquaint them of LAMATA’s plan for the BRT project. They applauded LAMATA’s efforts in developing the transport sector in Lagos State. Each of the groups expressed their concerns for the project as follows: The NURTW chairman enquired if the government already has any plan in place for relocation their garage and where the location would be. He noted that it is important for their welfare to be properly considered since they have been at their current location for over 20 years and that most of them do not have any other source(s) of livelihood. The Vice-chairman of Akanimodo Market Association on behalf of the association expressed their fears over the fate of their business operation and livelihood if ejected from their premises. He informed the ESIA team that the market association has in the last two years been moved from two locations to their present premises. He said that the market was formerly at Tejuoso market Yaba but was evacuated when the Lagos Government commences the reconstruction of the market. According to the Vice Chairman, they were then moved to Idi-Arab (Lawanson) area of Lagos State but were again moved ejected from that location and relocated to the present site by the Lagos State Ministry of Environment. He further informed the team that right from when they were relocated to the present premises; they have been paying specified fees to Agboyi Ketu LCDA. He noted that recently they were again asked to evacuate from their present premises by the Task Force team of the Lagos State Ministry of Environment without direction on where to go. He further informed the team that subsequently, the association sort redress from the Lagos State House of Assembly and the law making body in a letter dated May 28, 2010, amongst other resolutions have prevailed on the government to that they are resettled to a suitable permanent site. He therefore implored the ESIA team to help them by ensuring that their concerns are appropriately considered bearing in mind that many families conduct their businesses and earn their livelihood from the market. The ESIA Socio-economist, thanked both leaders who spoke on behalf of their associations and told them to be rest assured that LAMATA will take their concerns seriously and give them appropriate considerations. He noted that the essence of ESIA study is to obtain these issues so that they will guide the planning and implementation of the proposed project to ensure that it does not leave affected people worse-off with regards to their livelihood and sustenance. Both leaders assured the ESIA team that they will cooperate with the field staff when they come around for the field survey and give all necessary assistance they could. Mr. Ogungbuyi thanked them for their time and understanding and informed that as the project progresses they will be consulted when necessary so that at the end of the day the project will be to the overall mutual benefit of all the stakeholders. Closing: The meeting ended at 6.28 pm, Nigerian time. MINUTES OF THE CONSULTATION WITH NATIONAL UNION OF ROAD TRANSPORT WORKERS (NURTW), IKORODU BRANCH Date: August 31, 2010 Opening: The meeting commenced at about 9:30 am with a concise introduction of the team and the objectives of meeting by the ESIA Socio-economist, Mr. Kayode Ogungbuyi. Attendance: Mr. Kayode Ogungbuyi Socio-economist, ESIA Mr. George Arinze Team Member ESIA Ms. Olamide Ajani Field Supervisor (ESIA) Mr. Tunde Akinwale Chairman NURTW (C) Mr. Segun Famoritade 2nd Vice Chairman NURTW (C) Chief Kamarudeen Badiru Chairman NURTW (C) Agura Unit Kehinde Olayanju Secretary NURTW (C) Agura Unit Moruf Ishola Vice Chairman NURTW (C) Agura Unit Kasim Gbadamosi Chairman Ijede Unit Kolawole Wale Secretary Ijede Unit Adekola Ogunlole Chairman Abeokuta Unit Nurudeen Bukaila Financial Secretary Agura Unit Meeting objectives: 1. To inform the Union of the proposed Mile-12 to Ikorodu BRT development project by LAMATA 2. To obtain their concerns with regards to the effect of the planned project on their premises and businesses Project Description: The ESIA Socio-economist, Mr. Kayode Ogungbuyi introduced the members of the ESIA team and briefly explained the reason for the meeting and sought the cooperation of both stakeholders. He explained LAMATA’s proposed development of Mile-12 to Ikorodu BRT System. He noted that based on the design concept of the project there may be a need for the current area used by the NURTW as garage to be acquired for the project facilities/infrastructure, hence it may become necessary that they will be relocated to other suitable locations. He noted that LAMATA will work in conjunction with relevant government authorities to prepare other suitable location for them. Objectives of the ESIA Mr. Ogungbuyi pointed out that the main objective of the ESIA study is to identify the people that the project will impact on, so as to advice LAMATA on the measures that will be taken to mitigate the recognized impacts. He noted that the fundamental principle is that the proposed project should not leave affected people worse than they were before the project. Project Plan: Mr. Ogungbuyi informed the union that in order to achieve the set objectives, a team of field staff will be deployed to the garage who will interview the operators/occupants using questionnaires. He noted that each person interviewed will be provided with personal identity card that will be used for future references. He informed the leaders that it is important that their members keep the cards safe, so they can provide them to officials of LAMATA on request on a future date. Reactions and Comments: The union expressed their willingness to support the upcoming project in as much as their interest in taking well into consideration. They pleaded that as much as possible, if need be for their relocation, the new location should be at a good location nearby. The ESIA team assured the union that the project will not in any way impoverish them but may on the other hand improve their loss which of course was the essence of the study. They wished to know when the development will commence so as to prepare themselves ahead for the challenges that would come. Some members of the team expressed their desire to be a part of the project especially during construction. They particularly emphasised their interest to assist in whatever manner to ensure the speedy and successful completion of the road project. In response to their comments, Mr. Ogungbuyi explained that the ESIA study is part of the initial planning exercise, and that the study will in effect provide necessary information that will help LAMATA make most appropriate decisions and take most sustainable actions that will ensure that the project is most beneficial to all and sundry. He noted that above all, one of the key driving objectives of LAMATA in developing transport sector in Lagos State is poverty alleviation. LAMATA therefore will take the most appropriate step to ensure that the project do not impoverish them. He noted that it is too early to say when the work will commence but they can be assured that they will be duly informed when the time comes, and that as a matter of fact they will be involved as appropriate in the overall implementation of the ESIA. He then thanked the union officers and members for their time understanding and cooperation. The union pledged their support and cooperation with the field staff when they commence their survey. CLOSING: The meeting ended at 11. 05 am, Nigerian time. MINUTES OF THE CONSULTATION WITH OMOLERE AND OLORI MARKET LEADERS AT THE MARKET PREMISES, IKORODU Date: August 31, 2010 Opening: The meeting commenced at about 11:50 am with a concise introduction of the team and the objectives of meeting by the ESIA Socio-Economist, Mr. Kayode Ogungbuyi Attendance: Mr. Kayode Ogungbuyi Socio-economist ESIA Mr. George Arinze Team Member Ms. Olamide Ajani Field Supervisor Mrs. Oyefeso Iyabo Iyaloja (Olori Market) Mrs. Tawa Idowu Iyaloja (Omolere Market) Mrs. Muyinat Oreniyi Committee Member Mrs Aduke Alake Committee Secretary (Olori) Mrs Keji Omoboloye Committee Member Mrs. Ojuolape Oyebiji Committee Member Mrs. Toun Sulaimon Committee Member Mrs Victoria Friday Committee Member Mrs. Adija Ifelaja Executive Member Mrs. Iyabo Thomas Committee Member Mrs. Anna Joseph Committee Member Mrs. Elizabeth Sagay Committee Member Mrs. Victoria Ayo Committee Member Mrs. Riskat Oshindele Committee Member Mrs. Dorcas Giwa Committee Member Mr. Olukayode Oludare Babaloja Meeting objectives: 1. To inform the market leaders of the proposed Mile-12 to Ikorodu BRT development project by LAMATA 2. To obtain their concerns with regards to the effect of the planned project on their premises and business Project Description: Mr. Ogungbuyi on behalf of LAMATA explained the reasons for the meeting and the need for the market leaders to support LAMATA towards achieving the goals and objectives of the proposed BRT route development. He noted that based on the design concept of the project there may be a need for the market to be relocated away from its present location. He noted that LAMATA in conjunction with relevant government authorities will prepare another suitable location nearby for their market. Objectives of the ESIA Mr. Ogungbuyi informed the market leaders that the aim of the ESIA study is to identify all the operators in the market so that their interest will be appropriately considered in the planning and implementation of the proposed project in order to implement proper restitution for possible adverse effects on the people and businesses. Project Plan: He informed the market leaders that a team of field staff will be deployed to the market who will interview the market operators using questionnaires. He noted that each person interviewed will be provided with personal identity card that will be used for future references. He informed the leaders that it is important that their members keep the cards safe, so they can provide them to officials of LAMATA on request on a future date. Reactions and Comments: The market leaders expressed their willingness to support the planned project but craved that their interest should be borne in mind by LAMATA. According to the leaders, the market which is occupied mainly by women has been in its present location for over 25 years. They noted that quite a number of them are breadwinners of their families and hence any effect on their income sources affects their dependants as well. They equally noted that remaining near their present locations, will be good for them; bearing in mind that they have established social and commercial ties in the area over the years. They wished to know if any areas are under considerations for their relocation and how the government intends to assist them. The Social Economist team thanked the market leaders for their understanding and cooperation and pointed out that there was no cause for alarm on their part and that as matter of fact, the ESIA study is primarily intended to ensure that negative effects on them are adequately restored. The ESIA Socio-economist informed the leaders that their concerns have been noted and assured them that LAMATA will ensure that the proposed project will better their lives at the long run. He also explained that they would be duly consulted at appropriate times as the project progresses. The market leaders promised to cooperate with the field staff and equally give them all necessary assistance to carry out the survey. CLOSING: The meeting ended at 2:15 pm, Nigerian time. MINUTES OF THE CONSULTATION WITH IFELORUWA IRON METAL DEALERS ASSOCIATION (IIMDA), OWODE ONIRIN Date: August 23, 2010 Opening: The meeting commenced at about 10:40 am with a concise introduction of the team and the objectives of meeting by Mr. Kayode Ogungbuyi (ESIA Socio- economist). Attendance: Mr. Kayode Ogungbuyi Socio-economist, ESIA Mr. George Arinze Team Member ESIA Alhaji Sanni Sebutu Alaje Chairman IIMDA Mr. Sikiru Olajide General Secretary IIMDA Alhaji Raheem Ajala Executive Member IIMDA Alhaji Muhamodu Lalongbe Executive Member IIMDA Alhaji Aliyu Kolawale Executive Member IIMDA Alhaji Muda Yusuf Executive Member IIMDA Mr. Taiwo Adesina Executive Member IIMDA Alhaji Ajibade Eje Executive Member IIMDA Alhaji Ibraheem Omotosho Executive Member IIMDA Alhaji Isiaka Afolayan Executive Member IIMDA Alhaji Yekini Darijoke Executive Member IIMDA Alhaji Salaudeen Jimoh Executive Member IIMDA Alhaji Raheem Olokoba Executive Member IIMDA Meeting objectives: 1. To inform IIMDA of the proposed Mile-12 to Ikorodu BRT development project by LAMATA 2. To obtain their concerns with regards to the effect of the planned project on their premises and business Project Description: Mr. Ogungbuyi on behalf of LAMATA explained the reasons for the meeting and the need for IIMDA to support LAMATA towards achieving the goals and objectives of the proposed BRT route development. He noted that based on the design concept of the project there may be a need for the market to be shifted few meters inwards, in which case the frontline shops in the market would be affected. Objectives of the ESIA Mr. Ogungbuyi informed the market leaders that the aim of the ESIA study is to identify the people whose businesses are within the right of way as well as those who; outside the right of way, might be affected by the project such that their interest will be appropriately considered in the planning and implementation of the proposed project in order implement proper restitution for adverse effects on the people and businesses. Study Approach: The ESIA Socio-economist explained that the field study will involve the use questionnaires and interviews of persons within the Right-of-Way and other areas of interest within the area. Reactions and Comments: The market leaders expressed their appreciation to LAMATA for deeming it fit to acquaint them early of the proposed project. They relayed that the association IIMDA owns and maintains the market, however, the association pays specific levies to the local government and taxes to the state Government for their operations at the market. According to the leaders, the market has been in existence in the area for about 36 years to present. The association expressed their willingness to support Lagos State in its developmental projects but implored LAMATA to ensure that if need be for their market to be shifted further in (they have ample space behind), their demolished structured should be rebuilt by LAMATA as soon as possible. They noted that market has about 72 shops in the front row; behind the perimeter fencing. The perimeter fencing measures about 3m high and 235m long. The ESIA team assured the IIMDA that the proposed project will not impoverish them in any way and that LAMATA will ensure that any effect on them will be adequately restored. They equally assured the ESIA team the association will give all necessary assistance to the field staff during their work. CLOSING: The meeting ended at 11.58 am, Nigerian time. APPENDIX 4: ATTENDANCE LIST FOR FOCUS GROUP DISCUSSIONS APPENDIX 5. SUBMISSION BY OMOLERE FOODSTUFF SELLERS, MILE 12. REFERENCES Olowokudejo, J.D. (1975): Comparative Morphological and Anatomical Studies of Mangrove Swamp Species. University of Lagos, Nigeria. Olowokudejo, J.D. and Obi Osang, T.E. (1993): taxonomic significance of epidermal morphology in Nigeria rhizophoraceae. Acta Botamica neerlandica, 42: 52 – 61. Raunkier, C. (1934): The Life Forms of Plants and Statistical Geography. 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