INTEGRATED SAFEGUARDS DATA SHEET APPRAISAL STAGE

Transcription

1 Public Disclosure Authorized Public Disclosure Authorized Public Disclosure Authorized Public Disclosure Authorized Date ISDS Prepared/Updated: 07-Feb-2014 INTEGRATED SAFEGUARDS DATA SHEET APPRAISAL STAGE Date ISDS Approved/Disclosed: 10-Feb-2014 I. BASIC INFORMATION 1. Basic Project Data Country: Tanzania Project ID: P Project Name: Intermodal & Rail Development Project (P127241) Task Team Henry Des Longchamps Devi Leader: Estimated 05-Feb-2014 Appraisal Date: Managing Unit: AFTTR Estimated Board Date: Lending Instrument: Report No.: ISDSA Apr-2014 Investment Project Financing Sector(s): Railways (80%), General transportation sector (10%), Public administration- Transportation (5%), General industry and trade sector ( 5%) Theme(s): Trade facilitation and market access (70%), Export development and competitiveness (30%) Is this project processed under OP 8.50 (Emergency Recovery) or OP No 8.00 (Rapid Response to Crises and Emergencies)? Financing (In USD Million) Total Project Cost: Total Bank Financing: Financing Gap: 0.00 Financing Source Amount BORROWER/RECIPIENT 0.00 International Development Association (IDA) Total Environmental B - Partial Assessment Category: Is this a No Repeater project? 2. Project Development Objective(s) The project development objective is to deliver a reliable open access infrastructure on the Dar es Salaam-Isaka rail segment. The project will also strengthen the capacity of the rail agencies to manage the infrastructure, the traffic operations and the network regulation. The main elements that have been identified as being critical to improving both infrastructure and train operations and on Page 1 of 10

2 which the project focuses, are: (a) capacity and reliability of the rail infrastructure, (b) availability of rolling stock, (c) the strengthening of the logistics chain in the port and the line terminals, and (d) strengthening of the organizational structure required to deliver a strong business model supported by effective open-access, and efficient management. The project has been designed around intermodal rail services as this constitutes a model which can be further extended on to non-containerized general cargo and passenger train operations. 3. Project Description The proposed project has been earmarked for an IDA credit of US$300 million. In line with the PDOs, the project has been designed around the following four components: Component A: Improvement of Rail Infrastructure. This component includes the rehabilitation of key sections of the railway track (308 km) and other infrastructure improvements to guarantee a reliable service between Dar es Salam Port and Isaka Terminal. The rehabilitation of this section is consistent with the activities under the rehabilitation of railway infrastructure and intermodal handling facilities in the BRN. The following civil works would be implemented: a) The rehabilitation of some railway track sections requiring urgent repairs on the 970 km long Dar es Salaam-Isaka line. This sub-component will also support a pilot performance-based maintenance contract for US$5 million as part of one package to ensure introduction of a third party in the maintenance programs and ensure dissemination of best practice in terms of asset management; b) The rehabilitation of weak bridges to increase the capacity to minimum permissible of 15 tons/axle load; c) Train Control and Track Warrant Systems; and d) Supervision of Track and Bridge Works. Component B: Rolling Stock. Component B includes the procurement and leasing of locomotives and wagons. The container block train rolling stock will be dedicated to the introduction of a new inter-modal service to be operated by Tanzania Railway Ltd. (TRL) between Dar es Salaam and Isaka. The improvement in TRL s traction capacity together with the track improvements under Component A are also expected to have a positive impact on the operation of existing train services on the Dar-Isaka rail segment. Component B will also support Reli Assets Holding Company (RAHCO) in leasing three locomotives and purchasing 15 hopper wagons for the civil engineering works. Component C: Development of Isaka Terminal, Ilala Terminal and Dar es Salaam Port Platform. This component comprises the development of intermodal container terminals in the port of Dar es Salaam, in Ilala and in Isaka to allow for more efficient modal transfers to and from the rail, including design and civil works to construct rail exchanges in Isaka terminal, and to upgrade rail exchanges in Dar el Salaam Port. Upon completion of the mentioned infrastructure, the Tanzania Revenue Authority (TRA) will re-establish customs clearance procedures at Isaka, where custom bonded freight containers will be cleared. Component D: Institutional Strengthening, Capacity Building, and Implementation Support. This component is supporting preliminary design studies for track and bridge works and providing additional technical support to the implementing agency through the establishment of a project implementation team under RAHCO. It further includes support to the strengthening of TRL operations, the setting-up and implementation of a track maintenance contract, and of a leasing agreement between TRL and RAHCO for the rolling stock equipment purchased under the project, technical assistance to Surface and Marine Transport Regulatory Authority (SUMATRA), support to Page 2 of 10

3 Ministry of Transport (MoT) for monitoring and evaluation, and training. This component also includes technical assistance to develop and implement a five year business plan for TRL maintenance and train operations. The resources under this Component will ensure that the Project is implemented successfully and complements the Big Results Now (BRN) transformation measures to create an enabling environment for sustainable open access railway operations. 4. Project location and salient physical characteristics relevant to the safeguard analysis (if known) The Project focuses on the rehabilitation of the Dar es Salaam Isaka section of the central railway line to achieve a minimum axle load capacity of 15 tons per axle. To achieve this, the Project proposes to: relay 308 kilometers (km) of rails with 80 Lbs rails; establish three intermodal terminals; repair or reconstruct 144 bridges below 15 axle load capacity; and support sector transformation. Since most of the proposed rehabilitation works under Component A are expected to be carried out along the existing alignment and mostly outside of the urban areas, except where the rail enters the urban areas, envisaged negative environmental and social impacts are expected to be limited. The project is rated category B and triggers the following Safeguards Policies: OP/BP 4.01, Physical Cultural Resources (OP/BP 4.11), and Involuntary Resettlement (OP 4.12). An Environmental and Social Impact Assessment (ESIA), including an Environmental and Social Management Plan (ESMP) defining mitigation measures, and a Resettlement Policy Framework (RPF) have been prepared by RAHCO. The draft EISA/ESMP was consulted upon, and the final version disclosed in the country and Infoshop on December 23, The draft RPF was also the subject of consultations, and the RPF was disclosed both in the country and Infoshop on January 10th, In accordance with the ESIA findings, overall, the project is expected to generate positive impacts including: (i) improved reliable services and safety; (ii) improved income to railway side communities; and (iii) prolonged lifespan of trunk roads for both passengers and goods train. The main economic activities of the communities living along the railway line are mainly agriculture and livestock keeping, as well as small commercial activities such as petty trading. The existing land use along the railway line is primarily agriculture, grazing, forest reserves, human settlement and stone quarry. Overgrazing and poor cultivation methods close to the railway line have resulted in land degradation, particularly soil erosion, near the railway line. Activities/investments envisioned under Components A and C on infrastructure, including rehabilitation of some sections of the railway track, replenishment of ballasts, rehabilitation of weak bridges, and construction and upgrading of rail exchanges in the port of Dar es Salaam and the Isaka terminal, may have short term environmental implications on the biological and physical environment during construction/rehabilitation and operation phases. Anticipated negative impacts include: soil erosion; generation of solid waste; temporary disturbance to wildlife due to human presence during construction; erosion of riverbanks/flood plain areas; river flow change and local inundation due to rehabilitation works on bridges; accidents to wildlife livestock and people mainly at railway crossings; and injuries to workers during construction. Of the four project components component A (rehabilitation of railway tracks) and C (development of Isaka Terminal and Dar es Salaam Port Platform) has the potential for resettlement impacts. Since most of the proposed works under Component A are expected to be carried out along the existing alignment and mostly outside of the urban areas, the envisaged negative social impacts are expected to be limited, and based on the existing design there is no need for land acquisition. Likewise, the Page 3 of 10

4 expected works under Component C will be undertaken within the boundaries of existing terminal in Isaka and the existing terminal platform in Dar port, and hence have limited negative impacts and not require land acquisition. The OP 4.12, however, has been triggered because of some encroachment onto the railway right of way along the segments of rail track selected for rehabilitation. The proposed works are spread over the entire corridor and except at the entrance to some urban areas, mainly Morogoro and Dar, they will be located in the rural areas. In both rural and urban areas there is some encroachment, such as farming activities close to the railway and makeshift shops in the urban areas. To avoid or minimize impact of the proposed rehabilitation works, RAHCO will restrict all interventions to within 7.5 meters in the construction areas along the corridor, and will not clear the entire right of way of 15 and 30 meters in rural and urban areas respectively. Considering this, as well as possible modifications in the works design and limited information availability at this stage on the location of construction camps, a RPF has been prepared, consulted on, and was disclosed in the country and Infoshop on January 10th, The RPF provides the framework to guide the preparation of RAPs and the provision of compensation. Once the exact locations of quarries and workshops are decided one or more Resettlement Action Plans (RAPs) may have to be prepared based on the RPF, consulted upon, and disclosed. In this case, any RAP will likely cover a small number of Project-Affected People (PAPs). The entitlement section of the RPF was translated to Swahili and provided to the villages located along the railway that will be rehabilitated. No documented physical cultural properties (PCPs) were observed along the railway line. In Dodoma there is a graveyard located close to the railway line but outside the 15m railway reserve. It was noted during field work that the graveyard is almost full, so encroachment in the reserve is likely to occur in the near future. Due to the proximity to the railway reserve and in order to avoid future expansion in the reserve, the use of this graveyard should be closely monitored. Since the project is envisaged to involve some significant earthworks, there could be possibility for chance finds of Physical Cultural Resources (PCRs) during project implementation. Therefore OP/BP 4.11 is triggered. Chance finds procedures (CFP), consistent with World Bank s OP/BP 4.11 and Tanzanian laws have been included in the ESMP. The ESIA also examines social considerations and risk in terms of safety. It points to a number of potential safety issues including possible injuries to workers during construction, human casualties and livestock accidents mainly at railway crossings. The latter is especially a serious concern in the Kilosa District, between Mkata and Kilosa stations. There are some underpasses throughout the corridor, but not enough, and even the existing ones are not always used. As a result, the project will address these safety concerns by improving the existing level and foot crossings, as well as by improving signaling in the most exposed areas, especially in the urban areas. In approaching urban areas, there are also some serious safety issues such as overcrowding near the tracks, and a number of foot and road crossings within towns and cities as well as villages are without proper signals. As a result, the project includes a number of safety measures for pedestrians and livestock as well as public awareness campaign. The project will also include an HIV/AIDS awareness campaign along the construction sites. Safeguards Instruments: Appropriate mitigation measures will be undertaken to address environmental impacts. Findings of the ESIA indicate that, since most of the proposed activities will involve rehabilitation along the existing alignment, and will be confined within a construction corridor of 7.5m within the way leave, the envisaged negative environmental impacts are expected to be site specific and limited. Since the way leave /railway reserve is an area, which is clear of vegetation and no longer harbors species of flora or fauna of ecological importance, the rehabilitation Page 4 of 10

5 works are not expected to generate significant adverse impacts on biological diversity along the railway line. The potential impacts defined in the ESIA have been incorporated into an ESMP, which outlines specific environmental and social mitigation measures to address the identified impacts that may be generated by the project s investments and activities during project implementation. Potential impacts from the rehabilitation of bridges are also covered in the ESIA and associated ESMP. Furthermore, the ESIA and ESMP address potential impacts from the old rails and sleepers that will be replaced during rehabilitation and recommended disposal mechanism. In addition, a RPF has been prepared, which is the basis for one or more future Resettlement Action Plans if needed. 5. Environmental and Social Safeguards Specialists Helen Z. Shahriari (AFTCS) Jane A. N. Kibbassa (AFTN3) 6. Safeguard Policies Triggered? Explanation (Optional) Environmental Assessment OP/ BP 4.01 Yes Investments envisioned under Component A and C are likely to cause negative impacts which may include: soil erosion; generation of solid waste; erosion of riverbanks/flood plain areas; accidents to wildlife, livestock and people mainly at railway crossings; injuries to workers during construction. Rehabilitation works on bridges may cause changes in river flow and local inundation during heavy rains. An ESIA has been prepared to examine potential impacts from rehabilitation works on the railway section, weak bridges and replenishment of ballasts. An ESMP has also been prepared as part of the ESIA outlining environmental and social mitigation and management measures to offset the identified impacts. The ESIA including ESMP was consulted on, and disclosed in the country and Infoshop on December 23, Natural Habitats OP/BP 4.04 No N/A Forests OP/BP 4.36 No N/A Pest Management OP 4.09 No N/A Physical Cultural Resources OP/ BP 4.11 Yes No documented physical cultural properties (PCRs) were observed along the railway line. Since the project is envisaged to involve some significant earthworks, there could be possibility for chance finds of PCRs during project implementation. A procedure for dealing with chance finds has been included as an integral part of the ESMP. The ESIA and associated ESMP Page 5 of 10

6 were consulted on, and disclosed in the country and InfoShop on December 23, Indigenous Peoples OP/BP 4.10 No The project involves the rehabilitation of the rail and adjoining right-of-way. There are no indigenous Peoples in the project area. Involuntary Resettlement OP/BP 4.12 Yes Safety of Dams OP/BP 4.37 No N/A Projects on International Waterways OP/BP 7.50 Projects in Disputed Areas OP/BP 7.60 No No Components A and C have potential resettlement impacts. Since most of the proposed rehabilitation works are expected to be carried out along the existing alignment and outside of the urban areas, and within boundaries of existing terminal in Isaka and Dar port, the envisaged negative social impacts are expected to be limited. Based on the existing design there is no need for land acquisition. The OP 4.12, however, has been triggered in case of encroachment in the 7.5 meters of construction corridor along the segments of rail track selected for rehabilitation or any design change during the implementation that may require new land. As a result, a RPF has been prepared, was consulted on, and disclosed in the country and InfoShop on January 10th, Once the locations of quarries and workshops are decided, one or more RAPs may be prepared based on the RPF, consulted upon, and disclosed. In this case, any RAP will likely cover a small number of PAPs. N/A N/A II. Key Safeguard Policy Issues and Their Management A. Summary of Key Safeguard Issues 1. Describe any safeguard issues and impacts associated with the proposed project. Identify and describe any potential large scale, significant and/or irreversible impacts: The overall project impact is expected to be positive. The project is envisaged to lead to reduced transportation costs and contribute to increased profits and income to all involved in business including communities along the railway line. Railway transport is cheap and more secure and reliable for both passengers and cargos. However, rehabilitation activities are likely to cause negative impacts including: soil erosion and local inundation of riverbanks/flood plain areas during bridge construction; accidents to wildlife, livestock and people mainly at railway crossings; injuries to workers during construction; generation of solid waste from waste gravel and stone in construction phase, concrete mortar and waste asphalt concrete at construction site and domestic solid waste of workers; demolition and disposal of old rails and sleepers; and domestic waste from Page 6 of 10

7 workers camps. There is no large scale adverse social impact. The project is aimed at rehabilitation and except for those who have encroached on land within the right-of-way, no resettlement impacts are expected unless the design is modified to address some of the sharp curves. The upgrade and re-design of rail exchanges in the Isaka terminal Dar Port platform are envisaged to be carried out within boundaries of existing terminals and port with no impact on resettlement and land acquisition. Even in the event that some of the curves will be modified, still the impacts are expected to be minimal and there is a RPF in place (and RAPs will have to be prepared) to ensure that if there will be affected people they are compensated as such that their livelihood will not be worse of as a result of the project. Other possible adverse social impacts that were identified in the ESIA include traffic or workers accidents, and HIV/AIDs for which an awareness campaign will be undertaken. 2. Describe any potential indirect and/or long term impacts due to anticipated future activities in the project area: The project is expected to create and widen local and international markets and promote access to the market. It is anticipated that the project will lead to increased utilization of railway wagons, coaches and locomotives for transporting both passengers and cargoes contribute to durability of roads. 3. Describe any project alternatives (if relevant) considered to help avoid or minimize adverse impacts. The following project alternatives were considered: modification of construction technology and engineering designs; shifting of the location of the rail line; and a without project alternative. Based on the findings of the ESIA study, the existing track designs, which will be slightly modified during rehabilitation, provide the optimum alternative for implementing the proposed project subject to the mitigation of the identified temporary environmental and social impacts. 4. Describe measures taken by the borrower to address safeguard policy issues. Provide an assessment of borrower capacity to plan and implement the measures described. An Environmental and Social Impact Assessment (ESIA) has been carried out, and a Environmental and Social Management Plan (ESMP) has been prepared. A Resettlement Policy Framework (RPF) has also been prepared for use during the implementation phase of the Project. The RPF establishes a process to involve potentially affected communities/stakeholders in planning and implementation of the project and develop and implement RAPs if needed. Environmental assessments in Tanzania are guided by the Environmental Management Act of 2004 (EMA), which endorse the preventive approach to environmental management and established an environmental impact assessment framework/system and procedure. This legislation assigns responsibility to the National Environment Management Council (NEMC) to ensure compliance with laid down environmental impact assessment procedures in planning and execution of development projects. At the implementing agency level, RAHCO is guided by the Railway Act No. 4 of 2002, which also stipulates the Environmental Impact Assessment (EIA) should be carried out prior to any rail project development. However, the capacity of the borrower is limited with respect to implementation of ESMP and RAP. Currently, RAHCO/TRL has no requisite environmental, health and safety unit that could be responsible for overseeing the safeguards obligations that TIRP comes with. It is recommended that a unit within the RAHCO/ TRL management structure be established to coordinate implementation of environmental and social obligations. Capacity building will be provided for the client during project implementation. Environmental Monitoring and implementation of mitigation measures, as outlined in the ESMP, will also include the training of RAHCO staff and contractor s employees. Page 7 of 10

8 5. Identify the key stakeholders and describe the mechanisms for consultation and disclosure on safeguard policies, with an emphasis on potentially affected people. The key stakeholders include Government of Tanzania (responsible ministries, departments and Agencies), freight forwarders agencies/railway and road transporters, local government A \authorities where railway line passes, civil society organizations, communities and businesses located along the central corridor, and those directly affected by the project (PAPs). The stakeholders have been consulted during ESIA and RPF preparation and will continue being consulted regularly through RAHCO. During consultations with the above mentioned stakeholders, the participants expressed positive attitude towards the proposed project, reflecting the perception that the project would result in more benefits than negative effects. The perceived benefits include (i) employment creation for many people during the construction phase, (ii) reliable and efficient railway services, (iii) reduced travel time and costs, (iv) improved travel safety and comfort, (v) improved railway services that will spark and promote economic growth in Tanzania and neighboring countries, (vi) improved access to social services, (vii) increase in land value in the impact areas and changes in land use and occupation patterns along the central railway line as a result of improved rail services, (viii) increased attractiveness of the project area to big investors, and (ix) increased life span of trunk roads as a result of traders switching from road transport to rail. Meetings have been documented in the ESIA with lists of participants. Public participation and consultations take place through individual, group, or community meetings. Additionally, radio programs and other media forms may be used to further disseminate information. PAPs if any will be consulted in the survey process, implementation of activities, and during the monitoring and evaluation process. The project will continue the dialogue with the stakeholders and rely on the rigorous implementation of ESIA/EMP and RPF and possible RAPs if needed to ensure the appropriate prevention, mitigation and compensation, with an emphasis on PAPs, in accordance with the policies of Tanzania and the Bank's safeguards in active consultation with key stakeholders. Consultations with local communities will continue to be organized during project implementation to minimize conflicts, enhance cooperation, and the implementation of the works contracts. B. Disclosure Requirements Environmental Assessment/Audit/Management Plan/Other Date of receipt by the Bank Date of submission to InfoShop For category A projects, date of distributing the Executive Summary of the EA to the Executive Directors "In country" Disclosure Tanzania Comments: Resettlement Action Plan/Framework/Policy Process Date of receipt by the Bank Date of submission to InfoShop 22-Nov Dec Dec Jan Jan-2014 Page 8 of 10

9 "In country" Disclosure Tanzania Comments: 10-Jan-2014 If the project triggers the Pest Management and/or Physical Cultural Resources policies, the respective issues are to be addressed and disclosed as part of the Environmental Assessment/ Audit/or EMP. If in-country disclosure of any of the above documents is not expected, please explain why: C. Compliance Monitoring Indicators at the Corporate Level OP/BP/GP Environment Assessment Does the project require a stand-alone EA (including EMP) report? If yes, then did the Regional Environment Unit or Sector Manager (SM) review and approve the EA report? Are the cost and the accountabilities for the EMP incorporated in the credit/loan? OP/BP Physical Cultural Resources Does the EA include adequate measures related to cultural property? Does the credit/loan incorporate mechanisms to mitigate the potential adverse impacts on cultural property? OP/BP Involuntary Resettlement Has a resettlement plan/abbreviated plan/policy framework/ process framework (as appropriate) been prepared? If yes, then did the Regional unit responsible for safeguards or Sector Manager review the plan? The World Bank Policy on Disclosure of Information Have relevant safeguard policies documents been sent to the World Bank's Infoshop? Have relevant documents been disclosed in-country in a public place in a form and language that are understandable and accessible to project-affected groups and local NGOs? All Safeguard Policies Have satisfactory calendar, budget and clear institutional responsibilities been prepared for the implementation of measures related to safeguard policies? Have costs related to safeguard policy measures been included in the project cost? Does the Monitoring and Evaluation system of the project include the monitoring of safeguard impacts and measures related to safeguard policies? Page 9 of 10

10 Have satisfactory implementation arrangements been agreed with the borrower and the same been adequately reflected in the project legal documents? III. APPROVALS Task Team Leader: Name: Henry Des Longchamps Devi Approved By Regional Safeguards Name: Johanna van Tilburg (RSA) Date: 07-Feb-2014 Advisor: Sector Manager: Name: Petrus Benjamin Gericke (SM) Date: 10-Feb-2014 Page 10 of 10