UNITED REPUBLIC OF TANZANIA

Ministry of Works

Tanzania National Roads Agency

Regional Manager's Office –Dar es Salaam

Scoping Report For undertaking Environmental and Social Impact Assessment for
Proposed Upgrading Kimara-Baruti-Msewe Road (2.6km) in Dar es Salaam region.

SUBMITTED BY: GROUP 1

SUBMITTED TO:

The National Environment Management Council (NEMC)

Regent Estate, Plot No. 29/30

P.O.Box 63154, Dar Es Salaam, Tanzania

Tel: +255 (22) 2774889 or +255(022) 2774852

Fax: +255 22 2774901

E-mail: secretarydg@nemc.or.tz; dg@nemc.or.tz

Submission date 06/March/2015

Study team

James Laurent ( Enviromentalist)

Mary K. Mbalamwezi (Sociologist)

Kimbwembwe , Hassani A ( Geographer)

Mgaya Leonatus ( Economist/Accountant)

Godfrey Mushango ( Civil Engineer)

Mariaclara Aristus (PPM)

Omary harua (NARAM)

Ntiruka Venancia John ( Social psychologist)

Lilian Nachenga ( PM & Geographer)

Acknowledgement

The group would like to acknowledge input from all the stakeholders consulted for
the Construction of Kimara-Baruti-Msewe road, particularly communities for effective
cooperation and provision of necessary information which enabled the preparation of
this report. We would also like to acknowledge the contribution of technical advice
from our team leader Dr Godwin A Lema as well as Prof. Mbonile and Prof. Rafael
Mwalyosa for their inputs in the study through their presentation. The findings and
recommendations found herein are based on our own understanding, observations,
analyses and interpretation of data obtained. We declare that no national or
international law or right was intentionally violated during preparation of this report
and we thus, thank you and appreciated you cooperation.
1.0 Introduction
1.1 Project background

The Government of the United Republic of Tanzania through its roads executive
agency, the Tanzania National Roads Agency (TANROADS) intends to upgrade the
existing gravel road, Kimara-Baruti-Msewe Road (2.6km) to bitumen standard. The
project road has a total length of 2.6 km, starting at Changanyikeni road and ending
at Kimara-Baruti where it connect to Morogoro road.

1.2 Environmental Impact Assessment Requirement

According to the First Schedule of the Environmental Impact Assessment and Audit
Regulations, 2005 made under sections 82(1) and 230 (2) (h) and (q) of the
Environmental Management Act No. 20 of 2004, the proposed project falls under the
list of projects requiring EIA and therefore the Environmental Impact Assessment is
mandatory.

From environmental management point of view, the current legislation in Tanzania

requires all development projects to pass through a mandatory Environmental
Impact Assessment (EIA) process prior to project implementation. This scoping
exercise is the first stage of the EIA study and was conducted on 4 March 2015
conducted according to Environmental Impact Assessment and Audits regulation
(2005) which requires any scoping report to contain among other things the
following components:

How the scoping exercise was undertaken; Identification of issues and problem;
Synthesis of results of the scooping exercise including details of Potential negative
and positive impacts; Stakeholder groups identified and how they were involved in
the coping exercise; Spatial, temporal and institutional boundaries of the project;
Project alternatives; and terms of reference.

1.3 Objectives of Scoping

• To provide an opportunity for the proponent, his consultants, relevant authorities,

interested and affected parties in the project area to exchange information and
express their views and concerns regarding the proposed project before an impact
assessment is carried out

• To focus the study on reasonable alternatives and relevant issues to ensure that
the resulting impact assessment is useful to the decision maker and address the
concerns of interested and affected parities

• To facilitate an efficient assessment process that saves time, resources and

reduces costly delays that could arise where consultation had not taken place

• To determine the terms of reference (TOR) and boundaries of the ESIA study

1.3 Methodology

1.3.1 Desk study

In order to properly address the environmental issues, a team of experts

participated in undertaking the EIA and SIA studies. Scoping was done through
consultation and interviews with various relevant stakeholders, reviewing various
reports, studies and literature relevant to environment and road development in
Tanzania. Related EIA studies in Tanzania were reviewed in order to draw on
existing knowledge and experiences. The information was further complimented by
extensive field visits in the project area. The scoping exercise facilitated the
identification of key stakeholders for the project and the main issues of concern to
be addressed by the detailed ESIA studies.

1.5.2 Field work

Field survey was conducted in along the project road correcting primary and/ or
secondary data and information pertaining project area. During the field work the
team had the opportunity to consult some stakeholders. The field visit involved
reconnaissance along the entire length of the project road marking various
observations.

The field visit were essential to fully realize the scope of the project,
the biophysical environment specific to the location and the socio-
economic conditions in the project area.
2.0 Project Description

2.1 Project Location

The Kimara – Baruti- Msewe road is located in Dar es Salaam Region, Kinondoni
District passing through a highly populated settlement (squatter settlement). The
Region is divided into three (3) administrative districts namely Kinondoni, Ilala and
Temeke.

2.2 Project Activities

2.2.1 Mobilization phase and Construction phase

This stage will involve mobilization of the construction human resource, construction
materials and equipment and later the actual road construction. The actual road
construction work and sequence of physical work would include:-

Identification of sites and subsequent construction of camps for

human resource for both the contractor and the supervising
engineer.
Site clearance; including removal of trees and buildings in the
construction width if necessary,
Establishment of quarry and crusher sites.
Construction/extension of bridges and other structures to match the
road width of 9.5m.
Earthworks which will involve excavation of cuttings and placement
of fill for embankment in the low lying areas to uplift the new road
on areas subject to flooding.
Placement of sub-base, base course and laying of pavement layers
Finishing works (e.g. installation of road signs)
Site clean-up and restoration of borrow-pits and quarries

2.2.3 Operation phase

During project road construction, the detours and diversions will need to function
normally to allow the road continue with its activities of serving the area as it is
presently operating. Therefore maintenance activities of the detours and diversions
will need to be carried out throughout the construction phase, however these
diversions and detours will be closed when the project road is completed and
handed over for operational activities

2.3.4 Demobilization phase

Upon completion of construction activities, the road contractor(s) will demobilize all
the human resource and construction equipment after reinstatement of all disturbed
areas and removal of all unwanted materials on sites of works along the entire road
project.

2.3.5 Decommissioning phase

The stated lifespan of proposed development project is 10 years. Since the proposed
project is to be developed by the Government of the United Republic of Tanzania
through TANROAD, and that it is in compliance with the existing policy, legal and
institutional arrangements, therefore the road will have to be properly upgraded and
follow all other regulations for proper decommissioning. Key issues of concern will
come on how the road will be rehabilitated or demolished and the management of
the generated spoil materials. Nevertheless, the EMA (URT, 2004) and EIA
Regulations (URT, 2005) clearly express the proper procedures whenever any
development projects reaches its expected lifespan. The developer will have to
observe and abide to these procedures.

3.0 Baseline Information

3.1 Spatial, Institutional and Temporal boundaries

4.1.1 Spatial boundaries

The project area is under the Kinondoni District Council, Dar es Salaam region. The
spatial dimension includes the geographical spread of the impacts
regardless of whether they are short term or long term. The spatial
scale considers the receptor environmental component and can be local or broader.
Following this, two zones of impacts are considered; the core impact zone :
This includes the area immediately bordering the project (local). In the
case of this project local impacts will include the site of the construction and the
immediate surrounding areas.

The zone of influence : This includes the wider geographical areas that
are influenced by the Kimara-Msewe-Baruti road operations (e.g. University of
Dar es salaam, Changanyikeni and all streets between these
nodes ).

4.1.2 Institutional boundaries

Institutionally, TANROADS is a government agency with mandates

to develop and maintain trunk and regional roads in the Tanzania
mainland. TANROADS is converts policies set by government into
actions on the ground. The agency was established on 1st July, 2000
under the Executive Agencies Act, No.30 of 1997. It is a semi -autonomous
Government Executive Agency under the Ministry of Infrastructure Development and
is responsible for the day to day management of the trunk and
regional roads network. Its primary function includes the maintenance
and development of the primary road network to support the economic and social

development of Tanzania.

4.0 Physical features

4.1 Geographical location

The City is located between latitudes 6.36 degrees and 7.0 degrees to the south of
Equator and longitudes 39.0 and 33.33 to the east of Greenwich. It is bounded by
the Indian Ocean n on the east and by the Coast Region on the other Sides.

4.1.1 Climate
Kinondoni Municipality being one of the three Municipalities in Dar es Salaam city
experiences a modified type of equatorial climate. It is generally hot and humid
throughout the year with an average temperature of 29 ºC. The hottest season is
from October to March while it is relatively cool between May and August with
temperature around 25ºC. There are two rain seasons: - short rain from October to
December and long rain season between March and May. The average annual
rainfall is 1300mm. Humidity is around 96% in the mornings and 67% in the
afternoons. The climate is also influenced by the Southwest monsoon winds from
April to October and Northeast monsoon winds between November and March.

4.1.2Topography

The area is characterised by flat topography and slightly undulating and hilly in the
hinterland

4.1.3 Geology and Soil

The soil texture at the project area is sand clay soil with low permeability, where
most of the area is on the hills and gulleys with a little plain area along which the
road is passed

4.2 Biological features

4.2.1 Vegetation

The natural vegetation along the corridor has been greatly modified and destroyed.
The increase in the population as well as developments in the project area
has contributed to the destruction of the vegetation so as to cater for the increasing
pressure on the land resources. In the open space there is grass and shrubs
present near university of Dar es salaam while at the residential areas the trees
and ornamental plants dominate.

4.2.2 Fauna
There is no notable wild animal’s presence in the project area, mainly due to human

Habitation and extensive economic activities.

4.3 Cultural features

5.0 Scoping and how it was conducted

The scoping exercise intended at identifying stakeholders, defining the impact

boundaries and the key issues and concerns related to the proposed road project.

5.1 Stakeholder involvement

Public Participation in the initial stages of the project is of great importance

particularly during preparation of a scoping report as well as the planning, design
and implementation of the proposed development. The group conducted the public
participation activities which involved the necessary potential Interested and
Affected Parties (I&APs). The comments received and issues raised from these
public participation exercises have been incorporated into the scoping report and
used in determining mitigation measures for the project.

5.2 Public participation process

Issues pertaining to construction of the road to bitumen standard and its

environmental and social consequences were discussed with the representative of
the key stakeholders and interested members of the communities along the project
road.

6.0 Identification of Issues and Problems

Public participation process followed the guidelines as stipulated in the

Environmental Management Act No. 20 of 2004 part XIV regarding Public
Participation in environmental decision-making and also followed EIA Regulations
during the scoping process for the proposed road upgrading. In order to facilitate an
open and transparent process, Interested & Affected Persons should be identified
and informed of the proposed development, the way back during while visited the
site for the first time.

6.0 Syntheses of Results of the Scoping Exercise

The scoping exercise generated array of issues and anxieties regarding the proposed
upgrading of Kimara-Baruti-Msewe road to bitumen standard. The reactions from
various stakeholders were mixed nevertheless generally everyone referred was very
positive with the proposed project with expectation of changing life standard of the
area where the road is crossing but the main worry is on the resettlement.

6.1 Potentials environmental and social impacts

Roads are economically and socially beneficial to the Municipal and nation. However,
poorly planned road and bad construction practices have adverse effects to the
human health and environment. Adverse direct, indirect and cumulative
environmental impacts that are involved in the road sector development and
management include: loss of

6.1.1 Mobilization & Construction phase

Negative impacts

 Noise pollution from machinery and vehicles

 Air pollution due to dust generation during excavation and gases emission
 Loss of roadside vegetation
 Loss of biodiversity
 Land degradation(Soil erosion, and potential landslide
 Increased accidents due to increased traffic
 Increased spread of HIV/AIDs and STDs
 Traffic jams
 Safety and health risks

Positive impacts

 Increased land values and intensive land use, especially for land adjacent to
the road
  Employment opportunity
 Improvement of learning
 Improvement of social interaction
 Better access to health care and other social services

6.1.2 Demobilization phase

 Aesthetics visual impacts of right of way on landscape

 Labour force migration and displacement of subsistence economics
 Dust blowing off loads of fill as they are transported
 Damage from accidents moving hazardous materials in transit
 Solid waste from demolition of camp yard, garage and offices wastes

6.1.3 Operation phase

Negative Impacts

 Impacts on Indigenous People

 Noise impact from road operation
 Air pollution from road operation
 Impacts due to poor maintenance

Positive Impacts

 Reduced dusts problems

 Improved road transport

 Employment opportunities

7.0 Stakeholder Identification

The main stakeholders include Ministry of Infrastructure Development (MOID);

Kinondoni District Council; Regional secretariats of Dar es salaam,

TANROADS, University of Dar es salaam, Road contractors, communities

located along or near to the road (road users), NEMC, TANESCO, DAWASCO, TTCL,
Institutions (churches, schools, health centre etc.) and NGO’s and CBO’s
8.0 PROJECT BOUNDARIES

8.1 Institutional boundaries

These boundaries refer to those administrative and institutional boundaries in which

the project lies or interacts. These can be determined from the legislations,
ministries/departmental mandates. Therefore starting from the Ministry of
Infrastructure Development (MOID) the project will need to interact with the Dar es
Salaam Regional administrative level, Districts, divisions, wards and streets.

8.2 Temporal boundaries

Temporal boundaries are referring to project life span and the reversibility of
impacts. The project under consideration is envisaged to last for about 10 years
from the date of construction to the date when the road needs another major works
on it. Therefore the assessment will involve looking into areas that will be impacted
by the project activities and recovery status. These will include construction camps,
borrow pits quarries, sand pits, water sources, watercourse crossings, business
entities, sexually transmitted diseases, etc.

8.3 Spatial boundaries

Road Reserve Area, since the road is passing in a very populated area there will be
no provision of reserve area, and the width of the road will vary from 9.5m to less
than 6m in some area where there is no space for its expansion. This is the area
which will receive the most intense physical and economic impacts of the road
works.

Wider Project Area, this is the area that will coincide with the traffic basin or road
network that may be extended. Therefore the road impacts either positive or
negative are likely to extend beyond the borders of the Msewe/kimara ward into
Kinondoni Municipality and vice versa. The detailed Environmental Impact
Assessment will involve carrying out a thorough analysis of these spatial boundaries.

9.0 PROJECT ALTERNATIVES

The objective of the project is to improve the transport infrastructure in the
Kinondoni municipal under consideration. In view of the above requirement, it
should be noted, however that during scoping exercise, the investigation on site
location alternatives was limited to the existing route of the gravel road since it is
envisaged that the same corridor will be followed. In proposing a project
development, one among the three important alternatives are considered i.e. No
project alternatives, proposed alternative and realignment of the current road

9.1 No project alternatives

The no- project alternative means that the project will not be implemented and the
status quo of the road will remain as it is. Overall, the impact of no- project is
considered to be significant in hindering development in terms of local and regional
transport and regional traffic congestion reduction along morogoro road. If it were
decided that the road project is not rehabilitated, then the situation would stay much
the same as it is today in social and environmental terms. The problem of traffic
jams would persist; the local communities and other road users would continue to
suffer from loss of time to reach their area of destination.

9.2 Current project as an alternative

The proposed project alternative to upgrade the road is the main focus of this ESIA.
Under this alternative, some infrastructure-related constraints that might be
experienced in the ‘without project’ alternative will be overcome, especially under-
developed transportation that stifle socio-economic advancements. Apart from
opening the area, the project road will make connection to Morogoro Road and
Changanyikeni road. However, where the road is of bitumen surface such a surface
requires little maintenance and is thus cost effective. Other than repair costs,
transportation and delivery of persons and goods for trade is more efficient and less
costly with roads constructed to bitumen standards unlike the gravel roads.

10.0 Environmental and Social Impacts and Mitigation Measures

10.1 Positive Impacts:
Reduction in Green House Gas (GHG) Emissions: Motorized transport is by far
the most dominant and is a major source of pollution and emitter of GHG,
especially in Dar es salaam areas. Emission of GHG by vehicles is due to
traffic congestion, poor servicing, and large number of old second hand
vehicles, poor infrastructure and poor road conditions. The preferred alternative
(Alternative 2) for the proposed road project will result in the least quantities
of GHG emissions since it will drastically reduce traffic congestion and reduce
residence time of vehicles along the road.
Reduction in Travel Time and Costs: Construction of the road to bitumen surface will
significantly shorten the travel time due to reduced traffic congestion. The traveling
public will benefit from an improved carriageway with better transport
movement and safer infrastructure. This will lead to a reduction in travel
times associated with increased speeds due to a better road and improve
movement of persons and goods and ultimately increase economic activity. The
overall impact will therefore include an improvement of the living standards of
the host population through better incomes due to access to bigger markets and
social services.
Creation of Employment: During the construction period, new jobs will be created in
the form of skilled and unskilled labour. The majority of unskilled labour will be
sourced from the project district. Indirect employment will be in the form of
suppliers and other forms of sub-contracted works that will be required for
construction. Support to businesses such as food kiosks may also be set-up near
the contractor’s camps and along the road. In the operation phase of the project
more job opportunities will arise in various sectors such as the transport industry,
commerce and trade. Taken together, job creation will help to reduce the problem
of unemployment with attendant improvement in income for the workers’ household
and revenue.
Improved Access to Social Services: Upgrading of the road will improve
access to schools, health facilities, business centres, places of worship such
as mosques and churches. The project road will also benefit the poor people who
do not own private cars and rely on public transport.
Reduced Traffic Congestion: The diversion of the road will facilitate efficient,
fast and cost effective transport. This is likely to lead to increased use of
public transport and a corresponding decrease in the use of private cars. The
impact will be further reduction in traffic congestion to Morogoro road and Ubungo
terminal. This also will have positive impact on reducing the level of air pollution in
the areas because of greenhouse gas emissions from vehicles. Factors such as
cost of gasoline, improvement in travel time even for parts of a journey may
motivate people to consider using public transport rather than use of personal cars.

Improved Travel Safety and Comfort: The road project will generally increase
travel safety and comfort. With the improvement of the road, public transport
business will be more competitive and it is likely that transporters may opt for
better and bigger public transport buses.

Increased Land Value: The project road will increase land value in the impact
area and modify its use and occupation patterns along the corridor. The project
area could be attractive to big investors.

10.2 Negative Impacts

Traffic Management: Construction focusing on the project road and the

intersections will generate traffic problems which will require good traffic
management planning to ameliorate this. Traffic management planning for the
construction phase shall include the preparation of detailed phased construction
plans which will guide traffic flow during each stage of construction, in order
to keep traffic flowing. The movement of heavy vehicles bringing in materials
shall be accompanied by alert vehicles. The contractor shall ensure that
effective road signs have been placed at all key spots including diversions.

Risks of Accidents: Increased traffic volume and activities during construction

are likely to cause accidents. The mitigation measures proposed include a road
safety awareness campaign will implemented during and after construction,
targeting all the local communities, including transporters, road users, school
children, teachers, parents, patients, and hospital staff

Occupational Health and Safety Considerations: The Contractor shall develop a

Health and Safety Plan on occupational health and safety of staff/workers and
community health and safety of people living nearby or potentially affected by the
project road. The considerations of environmental health and safety shall include (i)
an assessment of traffic accident hazards, including spillages of transported
substances into waterways and emergency response planning; (ii) provisions for
pedestrian and non-vehicular traffic during construction periods; (iii) training and
awareness programs for community in road safety (especially in schools); (iv)
occupational health and safety of the construction staff (v) securing of
excavations and trenches and (vi) safety equipment and signage during
construction and operation of the road project.

Generation of Noise and Vibrations: Noise and Vibration are expected during
construction due to machinery operation and transport activities. There are
many types of foundation vibration sources caused by construction works, and
they are mainly caused by land compaction operation, and the operation of
heavy transport vehicle. The increased noise and vibrations will cause agitation,
impair communication or weaken foundations of existing buildings leading to
cracking walls. The impact to the public due to increased level of noise and
vibrations during construction will be mitigated by ensuring adequate
maintenance of the vehicles, including proper fine tuning of engines. In
addition, all equipment shall be fitted with exhaust mufflers. The Contractor will
need to undertake assessment of building structures within the work areas
with respect to their capacity to withstand compaction vibrations. The contractor
shall not be allowed to carry out construction works close to residential areas during
the night.
Increased transmission of HIV/AIDS: During construction, interaction between
workers and the residents may aggravate the spread of HIV/AIDS and other
sexually transmitted infections. The Contractor’s workforce will be sensitized with
regard to behaviour and conduct, and an HIV/AIDS Awareness Campaign will be
implemented.

Disruption of Public Utilities: Various public utilities like water pipes, sewerage
systems and power lines cross or run close to the road. During construction, these
utilities are likely to be affected by the construction activities. The water pipe lines
will be disrupted making the
Service unavailable to the host population. The Contractor will need to prepare a
utility relocation plan and liaise with the utility providers to ensure minimal damage
and disruption of services.

Generation of Wastes: Construction activities at the sites will generate significant

amount of wastes: solid wastes such as plastic containers, used tyres, used printer
cartridges, metal parts, plastic and cable, batteries, and liquid wastes such as used
motor oil, and sanitary wastes. The main issues will be disposal of the wastes.
These wastes shall be responsibly disposed of in accordance with EMA waste
Management.