AFRICA N DEVELOPMENT BAN K GROUP PROJECT : DAKAR … · Action Plan for the Environment (PNAE) and the Environmental Sector Policy Paper (LPSE). Indeed, through the PSE, Senegal committed

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PROJECT : DAKAR REGIONAL EXPRESS TRAIN (TER)

COUNTRY : SENEGAL

SUMMARY OF THE STRATEGIC

ENVIRONMENTAL AND SOCIAL ASSESSMENT (SESA)

Project

Team

Project Team: A. I. MOHAMED, Principal Transport Economist, OITC1/SNFO

M. A. WADE, Infrastructure Specialist, SNFO/OITC1

M. MBODJ, Consulting Economist, OITC 2

M. L. KINANE, Principal Environmentalist, ONEC.3

S. BAIOD, Consultant Environmentalist, ONEC.3

Sector Director: A. OUMAROU

Regional Director: A. BERNOUSSI

Acting Resident Representative: A. NSIHIMYUMUREMYI

Division Manager: J. K. KABANGUKA

AFRICAN DEVELOPMENT BANK GROUP

Dakar Regional Express Train (TER) Summary of the Strategic Environmental and Social Assessment

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Project name : DAKAR REGIONAL EXPRESS TRAIN (TER)

Country : SENEGAL

Project code : P-SN-DC0-003

Department : OITC Division : OITC.1

1 Introduction

This report is the summary of the Strategic Environmental and Social Assessment (SESA) of

the Dakar Regional Express Train Project. It is prepared in accordance with African

Development Bank (AfDB) procedures and operational policies, through its Integrated

Safeguards System (ISS) for Category 1 projects. The project description and rationale are first

presented, followed by the legal and institutional framework in Senegal. A brief description of

the main environmental conditions is presented and the railway project’s components are

presented according to typology.

This project summary, in its Phase 1, identifies the key issues relating to major impacts and the

types of measures to mitigate them. It encompasses the Environmental and Social Management

Framework (ESMF) developed for this purpose. It defines the environmental assessment

procedures to be followed by key project actors and partners in the various stages with regard

to the Design/Implementation approach.

The regulatory and organizational mitigation measures and actions to check, minimize, mitigate

or offset the negative impacts are presented in the report. The first public consultations held are

presented and project-related additional initiatives such as the needed Full Resettlement Plan,

which will refer to the stretches to be developed and the engineering structures to be constructed

requiring acquisitions of private land as well as new construction.

The aim of SESA is to come up with the most concise vision of prevailing environmental and

social conditions allowing for the assessment of all project environmental and social impacts

and, thus, help to improve its efficiency by reducing the need for corrective measures in the

ESIA and the environmental requirements to be included in the specifications of contractors.

The conclusion mentions project acceptability in respect of which an environmental

acceptability certificate is issued by the DEEC attached to the report. The main references are

mentioned for further information.

2 Project Description and Rationale

Dakar’s current collective transport system comprises buses, rapid coaches, taxis and the Small

Suburban Train (PTB). This system cannot satisfactorily meet travel needs estimated at 124,000

passengers during the morning peak period in Dakar. Accordingly, the project adopted by

government is to replace the PTB with the future Regional Express Train (TER) to ensure

transport services for the suburbs of Dakar by omnibus and possible semi-direct service. This

project will blend with the lines of the Rapid Transit Bus (BRT) project and other existing

and/or projected collective modes of transport.

The objective is to contribute to the reorganization and consolidation of urban space in Dakar

with a view to achieving the level of GDP growth defined in the Emerging Senegal Plan (PSE).

This project features in the PSE 2014-2018 Priority Action Plan (PAP). At the sectoral level,

the project will help increase and diversify collective transport services to meet the travel needs

generated by Dakar’s strong urban growth as well as improve the service level of collective

transport, with minimum effects on the environment.


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The project will help to (i) link the Dakar City Centre to its suburbs by a railway line; (ii) initiate

the decongestion of Dakar City; (iii) improve movement conditions in metropolitan Dakar by

reducing VOCs and increasing traffic and travel speeds; and (iv) take into account the service

needs generated by the new airport and contribute to its attractiveness. Its stretches over a total

length of 57 km between Dakar and the Blaise Diagne International Airport (AIBD).

The project will consist in replacing current rail facilities, with a view to installing four future

tracks: (i) an electrified double track with standard gauge (UIC) dedicated to “passenger”

transport, with a reference speed of 160km/h, which will replace service on the current PTB;

(ii) a metric track for freight; (iii) a strip of land reserve developed into a maintenance and

service track, which could be used in future to construct a fourth track.

In addition, the project will ensure: (i) the renovation of multimodal stations (Dakar Plateau

and Rufisque Stations) and the construction of a multimodal station in Diamniadio; (ii) the

construction of the Thiaroye and Bargny Stations ; (iii) the construction of eight stops at

Colobane, Hann, Baux Maraîchers, Pikine, Yeumbeul, Keur-Massar, M’Bao and PNR ; (iv) the

development of two maintenance sites, including one in Colobane for train maintenance and

another in Rufisque for infrastructure maintenance (v) acquisition of bimodal rolling stock

(electricity and diesel).

Project components are presented in Table 1 below. The Bank is being solicited to finance the

systems component:

Table 1 : Project components No. Component name Description

A A - Studies Phases 1 and 2 studies

B

B - Construction of

Dakar-Diamniadio

railway line (Phase

1)

(i) construction of a 36-km double track with standard gauge (ii) execution of System works

over 36 km; (iii) double slewing of existing metric gauge over 38 km; (iv)

construction/renovation works in 14 train stations; (v) acquisition of bimodal rolling stock; (vi)

environmental measures; (vii) environmental protection and safety awareness-raising; and (viii)

works control and supervision

C C - Related facilities

(i) construction of 5 multipurpose sports platforms in Hann, Pikine, Thiaroye, Rufisque and

Diamniadio; (ii) construction of canteens and sheds in Colobane, Hann, Pikine, Thiaroye,

Rufisque and Diamniadio; (iii) support to youth and women’s associations in Colobane, Hann,

Pikine, Thiaroye, Rufisque and Diamniadio; (iv) control and supervision of ancillary works; and

(v) detailed studies and BDs of related facilities

D D - Operation and

maintenance support

(i) support for training of young people in railway operation trades; and (ii) support to Dakar

Dem Dik, through the procurement of buses to ensure rapid service between the Diamniadio

Station and the AIBD, up to the implementation of Phase 2 of TER

E E - Project

management

(i) support to project management apart from control and supervision of Component A works;

(ii) monitoring and evaluation of project socio-economic impacts; (iii) technical audit; (iv)

accounting and financial audit; (v) the executing agency’s facilities; and (vi) the executing

agency’s operation

F F - Clearance of

rights-of-way (i) Compensation of PAPs; and (ii) environmental and social monitoring

The preliminary cost of Phase 1 of the project, including physical contingencies (for related

facilities) and price escalation, is estimated at UA 592.76 million, or CFAF 483 289.06 million.

3 Policy, Legal and Administrative Framework

3.1 Senegal’s Policy Framework

Senegal’s policy environment is a top priority thrust of the Emerging Senegal Plan (PSE). The

country has a regulatory framework directly related to, and/or associated with, the

environmental and social concerns of the Bank’s ISS. It is based first on the 22 January 2001


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Constitution which guarantees (Preamble, Sect. 8) each citizen’s right to a healthy environment.

The Senegalese policy framework is marked by policy and planning documents of the National

Action Plan for the Environment (PNAE) and the Environmental Sector Policy Paper (LPSE).

Indeed, through the PSE, Senegal committed to mainstream sustainable development principles

in national policies and reverse the trend noted in the loss of environmental resources.

3.2 Legal and Regulatory Framework

The legal framework in Senegal is defined in: (i) Law No. 2001-01 of 15 January 2001 on the

Environmental Code, and (ii) Decree No. 2001-282 of 12 April 2001 on its implementation,

(iii) measures to strengthen these instruments through Orders Nos. 009468/MJEHP/DEEC

regulating public participation in EIAs; 9469/MJEHP/DEEC on the operation of the technical

committee; 9470/MJEHP/DEEC setting conditions for issuing approvals for the conduct of

activities relating to EIAs; 009471/MJEHP/DEEC defining the content of EIA terms of

reference; 009472/MJEHP/DEEC defining the content of the EIA report. Thus, OS1

requirements are covered.

(i) Law No. 76.86 of 02/07/76 on the State Property Code, (ii) Law No. 76.67 of 02/07/76 on

Expropriation for Public Interest (iii) Law No. 88-05 of 20 June 1988 on the Town Planning

Code and (iv) Law No. 2004-16 of 4 June 2004 on the Agro-Sylvo-Pastoral Orientation Law

(LOASP), constitute the resettlement legal framework and meet OS2 requirements.

(i) Law No. 86-04 of 24 January 1986 on the Hunting and Wildlife Protection Code (ii) the

National Action Programme for the Control of Desertification (PAN/LCD), (iii) the National

Strategy for Biodiversity Conservation, (v) the National Implementation Strategy (SNMO) on

Climate Change as well as by (iv) Law No. 98-03 of 8 January 1998 on the Forestry Code,

supplemented by its enabling Decree No. 98-164 of 20 February 1998 on Biodiversity

Conservation, in relation with OS3.

(i) Law No. 81-13 of 4 March 1981 on the Water Code, (ii) Law No. 2003-36 of 24 November

2003 on the Mining Code and its enabling Decree No. 2004-647 of 17 May 2004, (iii) Circular

No. 1229 MINT/CAB/CT1 of 18 December 1968 on noise control in major urban centres, (iv)

Ministerial Order No. 794 MJEHP-DEEC-DEC of 6 February 2002 regulating the operation of

an oil distribution activity and a hazardous, unhealthy or inconvenient installation and (v) the

Senegalese Standards of July 2001 NS 05-061, regulating limit values for wastewater

discharges and leachates, (DEEC) and NS 05-062 on atmospheric pollution and emissions

standards meet OS4 requirements.

OS5 requirements are contained mainly in: (i) The Labour Code in Law No. 97-17 of 1

December 1997 on Working Conditions, (ii) Law No. 83-71 of 5 July 1983 on the Hygiene

Code (iii) Law No. 96-06 of 22 March 1996 on the Local Authorities Code.

3.3 Institutional and Administrative Framework

Several national, regional and local institutions and structures are involved in various capacities

in environmental protection. These include State technical services as well as non-governmental

actors and local authorities.

- The project executing agency is the Ministry of Infrastructure, Land

Transport and Road Access (MITTD). Through the Delegated Project

Management agreement (MOD) signed on 27/05/2016, it delegates this

responsibility to the Investment Promotion Agency (APIX-SA), which ensures

implementation monitoring. APIX has an Environment and Right-of-Way


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Clearance Department comprising more than 20 executives, well-versed in

environmental and social aspects.

- The Ministry of Environment and Sustainable Development (MEDD) has

directorates, three of which are essential for the implementation of Senegal’s

environmental policy: The Directorate of National Parks (DPN), the Directorate

of Environment and Classified Establishments (DEEC) and the Directorate of

Water, Forestry, Hunting and Soil Conservation. The DEEC is responsible for

coordinating the various services and the Department of Water, Forestry,

Hunting and Soil Conservation (DEFCCS).

- The Technical Committee assists the ministry in charge of environment in the

approval of ESIAs. Its secretariat is ensured by the DEEC. It lays special

emphasis on the holding of a public audience for general approval of ESIAs. At

this level, worthy of note is the emergence of a civil society association called

the Senegalese Association for Environmental Assessment (ASEE), set up since

1994.

- The Steering Committee of the railway project (Regional Express Train) to link

Dakar to the Blaise Diagne International Airport and its environs, was created

by Order No. 017618 of 25 November 2014. It is responsible for i) validating

guidelines as well as preparatory and execution studies for project

implementation; ii) monitoring, for compliance with timeframes and

commitments, all activities directly or indirectly related to satisfactory project

implementation; iii) formulating opinions on various project aspects and its

dependencies; iv) monitoring the implementation of project components and

activities.

- National Agency for New Railway Lines (ANCF) responsible for

“coordinating and ensuring the monitoring of implementation of new railway

projects in Senegal”, the Dakar Urban Transport Executive Council (CETUD),

which is the regulatory organ for urban transport in metropolitan Dakar.

3.4 AfDB Policy

The regulatory framework complies with the Bank’s environmental approach and requirements,

through the following five operational safeguards: (OS1) Operational Safeguard 1 relating to

environmental and social assessment. (OS2) Operational Safeguard 2 relating to involuntary

resettlement, land acquisition, population displacement and compensation. (OS3) Operational

Safeguard 3 relating to biodiversity conservation and eco-systemic services. (OS4) Operational

Safeguard 4 on pollution prevention and control, greenhouse gases, hazardous materials and

resource efficiency. (OS5) Operational Safeguard 5 on labour conditions, health and safety.

The AfDB’s other applicable guidelines and policies are: (i) the Bank’s Gender Policy (2001).

(ii) the Framework for Enhanced Engagement with Civil Society Organizations (2012). (iii) the

Policy on Disclosure and Access to Information (2012). (iv) the AfDB Climate Risk

Management and Climate Change Adaptation Strategy. (v) environmental and social

assessment procedures for Bank operations (2015).

With respect to this project, the Bank’ safeguard policies and its five operational safeguards

apply and are covered by Senegalese legislation.


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4 Project Environment Description

4.1 Project Area

The project area (PA) covers the Dakar Region and the two Communes of Thiès: Keur Moussa

and Diass. The project traverses nineteen (19) Communes in the Dakar and Thiès Regions as

follows: Dakar Plateau, Hann Bel Air, Dalifort Foirail, Guinaw Rails Sud, Guinaw Rails Nord,

Pikine Est, Pikine Ouest, Thiaroye Gare, Yeumbeul Sud, Mbao, Rufisque Ouest, Rufisque

Nord, Rufisque Est, Bargny, Diamniadio and Sébikotane, for the Dakar Region; and Keur

Moussa and Diass, for the Thiès Region. It covers a surface area of 802 km2, or 0.41% of

Senegal’s total surface area, with a population of nearly 3 500 000 inhabitants according to

2016 projections, or 23.65% of the country’s population.

This Phase 1 of the project is developed on the existing PTB right-of-way up to Diamniadio,

over a total length of 57 km between Dakar and the Blaise Diagne International Airport (AIBD)

4.2 Physical Environment

The project area covers two (2) regions: Dakar and Thiès. It is part of the Sahel-Sudanese

climate zone. The main climate parameters are summarized in Table 2 below. Table 2 : Area rainfall

Climate parameters Average annual

rainfall

Average annual

temperatures

Average annual

relative humidity

Average annual

winds Dakar 1960 to 2013 446.7 mm 24.75°C 75.5% 4.5 m/s Thies 1960 to 2013 448 mm 26.75°C 65.2% 2.7 m/s

Source: National Civil Aviation and Meteorology Agency

Dakar’s relief is by and large flat, with three (3) main topographic areas: (i) the peninsula head,

a relatively elevated area comprising the basaltic formations of Cap Manuel, and the Almadies

peak with the Mamelles as culminating point (150 metres); (ii) a depressed area consisting of

dune formations and inter-dune depressions called the “Niayes,” resulting from various marine

transgressions and regressions; (iii) the eastern part situated between Yène, Rufisque,

Sangalkam and Sébikotane. It consists of hills and plateaus with quite gentle slopes and

altitudes varying between 30 and 80 metres. This eastern part stretches eastwards to the Diass

massif.

At the geological level, the Diamniadio-Sébikotane area is located in a limestone and marly

upland with brown limestone soils and dark-grey vertisols. Their low permeability leads to

significant runoff. These are the “Deck” soils or clay soils that are quite unstable, due to the

presence of many cracks.

At the level of hydrology, the Diamniadio-Sébikotane area does not have a permanent water

course. However, there are a few temporary marshlands that constitute outlets to the sea during

the rainy season. Water from the surrounding plateau areas often causes floods.

Available data on the PA also show that drinking water comes from deep boreholes (100m or

more). The water table, supplied mainly by runoff, is very vulnerable to pollution of all kinds.

According to these data, the water’s quality has exceeded acceptable faecal Escherichia coli

and coliform thresholds.

In terms of climatic fluctuations, marked climate deterioration in the last 40 years has led to

prolonged rainfall deficits. It comes with a shortening of the duration of the rainy season. This

has contributed to weakening ecosystems, making them more vulnerable to other disruptive

events and, thus, accelerating the pace of deterioration and decline of biological resources. In


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2013, excessive rains led to devastating floods. Almost the entire south-western part of the

country was flooded: from the capital Dakar to the Mbour, Fatick, Djilor, Passy, Kaffrine and

Kaolack regions.

4.3 Biological Environment

The TER line is established in the Niayes eco-geographical area. This area comprises the strip

of land situated along the northern coast between Dakar and Saint-Louis. Although included in

this area, it is typical of Sudano-Sahelian shrub and tree savannah. Several bird species have

been identified here, including the African vulture (Gyps africanus), considered as almost

threatened in the red list categories of the International Union for Conservation of Nature

(IUCN). The other avifauna species observed, among others, are: pelicans, Gambia geese,

whistling ducks, wood doves, pigeons, guinea fowls, egrets, parrots, ducks, francolins,

hornbills, etc. Among the mammals observed are hares, African ground squirrels, warthogs,

jackals, civets, patas, green monkeys, etc.

As part of the environmental and social impact assessment (ESIA) proper, field inventories will

be made to characterize the species and habitats found along the TER route, the main objective

being to avoid the areas where protected fauna and flora species are present. These data will

further help to inform the regulatory arrangements necessary for building the infrastructure.

(i) The M’Bao forest is impacted by the project; compensatory reforestation will

be necessary, in accordance with the regulations in force in Senegal. Classified

on 07/06/1940, it is now considered as the green lung of Dakar. It plays an

important role in the quality of the living environment of residents and an

essential role in solving flooding problems in Malika and Keur-Massar.

Therefore, it is important to sustain this natural space in the heart of the city; a new forest

conservation plan has been established to meet this objective. Thus, the PMOPAFCM, under

the Directorate of Water, Forestry, Hunting and Soil Conservation, is responsible for

implementing the M’Bao Classified Forest Development Plan (PAFCM), which aims to: (i)

Conserve the forest’s ecological functions and biodiversity; (ii) Contribute to sustainable

provision of the forest’s residents with agro-sylvo-pastoral products; (iii) Contribute to

education, recreation and the sports and cultural development of the public; (iv) Ensure the

protection of sensitive areas.

(ii) Classified on 10/02/1950, the Sebikhotane forest has a surface area of 1,730

ha, including 520 located in Rufisque Department and 810 in Thiès. Its

classification was motivated by the creation of a partial hunting reserve to ensure

the introduction and reproduction of certain game species. The ultimate objective

was the creation of a wildlife reserve where hunting would be banned for all

categories of hunters. Only grazing was authorized in the area, under rights of

use for the local population.

However, illegal charcoal exploitation and timber harvesting to meet the needs of the local

population have seriously damaged the forest. Furthermore, about 13.5 hectares will be

deforested to implement the second phase of the Toll Highway Project.

Depending on design studies for the route’s finalization, borne by the M1 contract,

infrastructure building could require declassification, on grounds of public utility, of part of the

forest; compensatory reforestation will then be necessary.

However, all measures will be taken during future design phases to minimize the infrastructure

right-of-way as much as possible, in consultation with PMOPAFCM vis-à-vis proposed


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projects. Similarly, worksites will be clearly demarcated to keep to what is strictly necessary

for the transport system’s construction.

4.4 Human Environment

In the first part of the route (Dakar-Bargny over about 33 km), there are population densities of

about 30,000 inhabitants per km². This is the case of the Diamaguène Sicap Mbao and

Yeumbeul Sud Communes and many others running alongside or traversed by the railway right-

of-way.

On the other hand, in the second part of the stretch with predominantly rural Communes

(Diamniadio, Diass and Keur Moussa), settlement is sparse (densities hardly reach 300

inhabitants per km² and more than 4 villages are found there) in this project area, but the

population’s land needs are extensive in relation to the modes of livestock and agriculture

production.

Furthermore, no matter the project area, there is for need mobility for the population within and

outside their community space due to the quality of motorways (bad roads in the rural area, lack

of access roads to certain parts of neighbourhoods in the urban area…).

Figure 1: Dakar spatial occupation


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4.4.1 Socio-economic Activities

The project area is characterized by: (i) the presence of several illegal and unregulated passage

points created by the people for their movements; (ii) the presence of vehicles, mechanical

workshops and makeshift dwellings, (iii) fish smoking activities and settlement in the Hann

area (Hann triangle), (iv) the Bargny (between Pk 35 and Pk 39) and Diamniadio (Pk 40)

layouts. The economic activities in the entire project right-of-way are:

- Trade on the project right-of-way: periodic markets developed in railway

stations (Thiaroye and Hann Stations, Colobane Stop) and certain places on the

railway line (Guinaw Rails, Keur Mbaye Fall, Kamb, Dalifort, etc.);

- Craft trades such as carpentry and motor vehicle repair workshops;

- Waste recycling activities (in Colobane, Wakhinane and Hann Triangle), fish

smoking and processing activities (at Hann)

- Agricultural activities in the second part of the section (Diamniadio-AIBD), in

Phase 2, and which will be affected because of loss of arable land, vineyards

and farms, notably in Toglou and Gandoul and on certain peripheral

neighbourhoods of Diamniadio and Sébikhotane ;

- Pastoral activities also in Phase 2, due to loss of grazing land and limited and

impossible access to certain grazing areas, due to the barrier effect that the TER’s

enclosed right-of-way will constitute:

- Industrial activities: with the presence of many industrial units, particularly, in

the existing section. Some of these industrial units present quite significant risks

that should be characterized under the studies of specific risks for OIL Libya

facilities.

4.4.2 Easements and Town Planning

The drop in railway traffic, coupled with indiscipline from certain inhabitants of the

neighbourhoods of Communes around the railway and uncontrolled urban growth, has created

considerable encroachment on the existing right-of-way in terms of presence of inhabited

buildings and transformation of railway space into uncontrolled dumps for household waste.

This situation is very remarkable in the first part of the section (Dakar - Diamniadio).

Many homes will be destroyed, especially in Hann, Colobane, Pikine Est, Yeumbeul Sud and

Nord and Rufisque. On the other hand, in the second part, starting with Bargny Commune,

many lawful and unauthorized housing estates are found close to, and often inside, the TER

right-of-way; thus, these estates should be grouped together to meet security needs by fixing a

40-m right-of-way.

4.4.3 Cultural, Religious and Historic Heritage

This is an environmental element that will be affected by project implementation, especially as

concerns the presence of graveyards close to the right-of-way, for example: (i) the Bargny

graveyard situated at the east entrance of the Commune, (ii) two graveyards in Toglou village

(one being used and another closed but maintaining its tombs); the case of these two graveyards

is very specific. Right-of-way extensions on these segments will not be authorized.


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4.4.4 Poverty Rate

The TER route is in the “suburban” Communes of Dakar where the most underprivileged and

poorest of the Dakar Region reside; thus, makeshift dwellings (shanty towns and hovels) are

common there.

4.5. Environmental Sensitivities

The level of impact is obtained by including three parameters: its intensity, its extent and its

duration, from impact sources and challenges identified at this pre-project stage. Secondary

specific parameters are also taken into account as concerns the ripple effect (link between the

affected component and other components); cumulative effects and impact frequency. The

analysis presented has helped define the state of sensitivity. The problems and challenges are

presented in Table 3 below.

Table 3 : Sensitivity of the PA Activities Sources Challenges

Clearance of rights-of

way

Crossing of the Mbao and Sébokhotane classified forests Tree felling

Loss of biodiversity

Reduction of vegetation cover

Soil erosion

Land acquisition (right-of-way) Demolition of dwellings

Marking of works Population displacement

Loss of activities and income sources

Social conflicts

Loss of crops and agricultural land

Mechanized field preparation works Disruption of customs and traditions

Disruption of the activities of residents

Water drainage disruption

Anarchic disposal of solid wastes and earth

Traffic disruption

Disruption of operators’ networks (water supply,

telephone, etc.).

Base camp

installation and

commissioning

Disposal of solid and liquid wastes (engine waste oils, etc.) Water and soil contamination

Occupation of private or agricultural land Social conflicts with people

Inadequate staff protection Inconveniences/nuisance by noise, dust and gas

Absent, inadequate and bad worksite signalling Work-related accident

Works Emission of dust particles Atmospheric pollution risk

Movement of machinery Soil erosion

Dumping of waste oils Degradation of crop areas

Absent, inadequate and bad worksite signalling Mobilisation of contaminated soils

Water and soil contamination

Traffic disruption

Accident risks

Staff employment Presence of foreign labour Conflicts with local people

TER commissioning

and maintenance

works

Traffic Accidents

Periodic maintenance Traffic disruption

Waste production (used oils, batteries, etc.).

This analysis follows from the overlap between the expected impact and the value of the

element, as presented in Table 4 below:


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Table 4 : Summary of environmental sensitivity Environment Elements Extent Duration Feared impact Value Sensitivity/compatibility

Physical

Soils local permanent low Average Low/compatible

Air local temporary low Average Low/compatible

Water local temporary low Average Average/compatibility

measures

Landscape limited permanent low low Average/compatible

Biological

Fauna limited temporary marginal low Low/compatibility

measures

Flora/forest limited permanent low low Low/compensation

measures

Protected sites limited permanent low high Low/compatibility

measures

Human

Population and housing limited permanent high high High/resettlement required

Agro-pastoral activity local permanent low Average Low/compatibility

measures in Phase 2

Socio-economic activity regional permanent high Positive High/resettlement required

Noise limited temporary low low Low/compatibility

measures

Mobility and transport regional permanent high Positive High

Infrastructure, equipment and

intermodal area regional permanent high Positive

High/improvement

measures

5 Presentation and Selection of Project Option

5.1 “No Project” Situation

The "no project" situation means leaving the transport system and the PTB in its current state

with saturation limits and inconveniences posed to users and residents. The impacts of this

situation can be summarized in: (i) a “saturation’’ of the line to 2 trains/d; (ii) a total congestion

of tracks and the right-of-way generating delays and cumulative delays; (iii) difficulties in

setting time slots devoted to maintenance; (iv) maintenance of precarious “safety”.

This situation neither complies with Senegal’s economic and social development policy nor

with the Bank’s intervention strategy paper for the country. So, the status quo does not tie in

with the spirit and principles of transport system improvement in Senegal and the Emerging

Senegal Plan (PSE), which is the reference framework for the country’s medium- and long-

term economic and social policy.

5.2 TER Alternatives

Project alternatives concerned essentially the choice of routes and, incidentally, the setting up

of maintenance sites (trains and infrastructure). The comparison is presented in Table 5 below:

Table 5 : Comparison of variants

Comparison Multi-criterion

Variant1

(current

route)

Variant2 (close

to the

highway)

Advantages/disadvantages

Technical/

economic

issues

Functionality Average

negative 5

Average

positive 8 Variant2 length shorter by 578 metres

Earthworks High positive 10 High negative 0 Variant 2 requires very major earthworks, Var1

negligible

Hydrology Not applicable The specification at the pre-project stage is not

adapted to comparisons

Structures Not applicable DD studies will specify this criterion

Infrastructure costs High positive 10 High negative 0

Very significant cost overruns penalize Variant

2. They are due to major earthworks, more

significant structures and length

Environmental/

social issues

Geomorphology Average

negative 5

Average

negative 5 Similar for the two variants

Geology/natural risks Average

negative 5 High negative 0

Variant 2 requires major earthworks with risks

related to earth/backfill


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Crossing of protected

areas

Average

negative 5 High negative 0

Variant 1 impacts 2.3km, Variant2 impacts

4.5km

Acoustic impact High negative 0 High positive 10 Variant 2 is developed in more open spaces

Space occupation and

proximity of human

establishments

High negative 0 High positive 10 Variant2 makes it possible to avoid Touglou

Serere village

Economic activities Average

negative 5

Average

positive 8

Minor constraints, but relatively more significant

for Variant 1 than for Variant2 Rating Var1 45 Rating Var2 41

Variant 1, being developed on the current PTB right-of-way, shows the best multi-criteria

rating, including according to the sensitivity test by considering lower weighted coefficients for

the space occupation criteria.

5.3 Solution Adopted

The project consists in creating a double track “passenger” line: (i) – over 38 km in the existing

railway right-of-way between Dakar and Diamniadio; in Phase 1, (ii) – over a 19-km new line

between Diamniadio and the AIBD; in Phase 2. This line will be (iii) of standard UIC gauge

(1435 mm) in UIC 54 rails on single-block or twin-block sleepers; (iv) Electrified in 2x25 kV;

and (v) equipped with a level 2 ERTMS (European Rail Traffic Management System) railway

signalling system.

The project also involves the redevelopment of the existing metric track through slewing and

which will require normative compliance.

The cross-sectional profile is designed in this Phase 1, in 3 tracks, and will finally move to 4

tracks in Phase 2. The said profile consists in: (i) sizing the engineering structures carrying the

4 tracks; (ii) constructing the triple-track platform including bypasses; (iii) reserving land for 4

tracks; (iv) securing the platform by: (a) a totally fenced right-of-way; b) eliminating level

crossings (except 2 industrial); (c) restoring proving by grade-separated road and pedestrian

structures.

Figure 2 : below shows the itinerary and Figure 3 presents the cross profile selected.


13

Figure 2:Route selected

Figure 3: Typical cross profile selected

Service and Stations

The service is virtually of the omnibus type (14 stops) from the suburb and from the AIBD

Airport in 45 minutes. The peak speed is 160 km/h. The frequency planned is between 6 and 8

minutes. The 13 stations to be developed are: Dakar Plateau, Colobane, Hann, Baux maraichers,

Pikine, Thiaroye, Yeumbeul, Keur-Massar, M’bao, PNR, Rufisque, Bargny, Diamniadio, (+ the

AIBD in Phase 2).

Among the stations, there are plans for: (i) renovation of the classified buildings of Dakar

Plateau and Rufisque; (ii) establishment of an emblematic station in Diamniadio as well as (iii)

in Phase 2, the AIBD station in open-cut and connection links to terminals by tunnel. The other

current stops of the PTB will no longer be served.

Maintenance Sites:

Establishment of storage tracks before the Dakar Station in Phase 2 of the project

(possibly allowing for light maintenance operations).

Creation of a single site fulfilling the functions of maintenance of levels 1 to 5

trains. Its sizing in Phase 1 will be consistent with the needs of this phase by

considering a line operation in single units. Protective measures will be taken in

Phase 1 for the necessary extensions in Phase 2 (service up to the AIBD in a

single unit), increased frequency of 10 trains per hour, and increase to double

units.

Creation of an infrastructure maintenance site in Rufisque.

6 Potential Impacts and Mitigation and Enhancement Measures

6.1 Limitation of the Assessment

At the strategic environmental assessment stage, the impacts of planned activities cannot be

analysed accurately; the impacts that will be presented below remain general and cross-cutting.

A more detailed environmental impact assessment should be conducted as part of DD studies,

so as to locally refine the guidelines defined for impact management.

The analysis of project environmental and social issues was conducted through a cross analysis

at the environmental and social level of project objectives and activities. The environmental

impacts caused by infrastructure development and structure and station construction operations,

stem from construction activities applied to the sensitivity of environments encountered. The

assessment of this sensitivity has helped to define the resistance level presented by the


14

component in relation to the project in its various phases: i) Pre- construction phase during

which rights-of-way will be vacated as well as the necessary preparation for worksite s (access

roads, installation of equipment, etc.) ; ii) Construction phase corresponding to construction

work for facilities, dewatering, broadening, construction of structures and crossing footbridges

to replace Level Crossings (LC); iii) Operation and maintenance phase.

The general matrix of interrelations is summarized in Table 6 below.

Table 6 : Matrix of Interrelations

6.1 Positive Impacts

The project will have a positive impact on mobility of people between Dakar and Diamiandio.

The project consists in replacing the Small Suburban Train (PTB) with the future Regional

Express Train (TER) to ensure, through an omnibus and semi-direct service to the suburbs of

Dakar. This project will blend with the proposed Rapid Transit Bus (BRT) lines and other

existing and/or projected collective modes of transport.

Among the positive impacts, the most significant is the 43-minute time savings for users

switching from conventional modes of public transport to the TER, including: (i) 32 minutes of

vehicle travel time gains (for an average distance of 17 km covered on the TER), (ii) 9 minutes

of other time gains (waiting, correspondence, return…), (iii) 2 minutes of time gained from less

correspondences. It will also help to: (iv) reduce economic costs (estimated at CFAF 100 billion

per year) of congestion on traffic routes. It also helps to (v) create direct jobs estimated at 3,300

in the construction phase, and 560 in the operational phase.

Phase

Pre-construction construction operation

Environ-

ment So

urc

es o

f im

pa

cts

Dep

osi

t o

f m

ater

ials

Wo

rksi

te in

stal

lati

on

Cle

arin

g, d

emo

liti

on

Op

enin

g o

f ac

cess

ro

ads

Tra

nsp

ort

/tr

affi

c

Ex

cavat

ion

/ d

rain

age

Bri

dges

and

str

uct

ure

s

Was

te m

anag

emen

t

Dis

rup

tion

of

adja

cent

traf

fic

Rai

l in

stal

lati

on

, ca

ten

ary

scaf

fold

ing

and

cat

enar

ies

Rep

airs

Sta

tion

reh

abil

itat

ion

/dev

elop

men

t

Pre

sence

of

stru

ctu

res

and

faci

liti

es

Saf

ety

of

resi

den

ts

Mai

nte

nan

ce a

nd

rep

airs

Tra

ffic

flo

w

En

vir

on

men

t

Ph

ysi

cal

Soil a l l l a a l a l l l

Air l l l l

Water l Hh

a l

Landscape/Heritage a l a l l a l a l ++ + a

Bio

log

ica

l

Flora/Forest l Hh Hh a a l l

Fauna a l l a l l l

Protected areas

Hh

Hh l a l l

Hu

ma

n

Population and settlements l a l a l a l ++ l ++ ++ ++ ++

Local activities a l l l l l

Noise a a l a a a a l l l a

Socio-economic activity l a ++ ++ ++

Mobility and transport a ++ ++ ++

Heritage a a a Hh ++

Infrastructure and facilities a l ++ ++ +

Level of impact l: low a : average Hh: High ++ : positive impact


15

In terms of positive impacts, the main effects are: (i) support to the development of

decentralized urban centres (ii) better distribution of the population and jobs in the Dakar

metropolitan structure, (iii) time, comfort and reliability gains in travel, (iv) improved

attractiveness of public transport with a reduced travel cost, (v) a modal shift and its outcome;

reduced congestion and parking pressure in downtown Dakar.

The environmental effects are mainly: (i) reduced fuel consumption and the CO2 emissions

avoided by this modal shift (ii) reduced noise and vibrations, (iii) almost complete integration

into existing railway land, (iv) environmental improvement (cleaning of polluted sites:

Rufisque SMI, formerly a wastewater irrigation site, Colobane SMR with polluted soils, etc.).

In terms of safety, (i) crossings will be exposed to minimum accident risks, due to grade-

separated structures and the fence erected on the entire right-of-way. (ii) travel safety and

comfort due to the ERTMS 2 system.

6.2 Negative Impacts

In the project preparation phase:

i) Occupation of the right-of-way is subject to a clearance and resettlement

operation.

ii) Loss of activities: markets, shops, workshops, houses and mechanical garages.

iii) The activities carried out in the immediate vicinity of adjacent roads and crossing

access tracks (level or grade-separated crossings), as well as pedestrian

crossings, will be disrupted. Bypasses and grade-separated crossings will be

required;

iv) Network displacements will be necessitated by works, notably power, telephone

and water distribution networks as well as fence displacement, clearing, tree

felling alongside the right-of-way and their transplanting in the Mbao forest.

This preparation is essential;

v) Due to the interventions on the tracks, a disruption of railway traffic

(stops/delays, crossing, overtakings, etc…) will be observed.

In the construction phase, activities will cause:

vi) Accident risks associated with the movement of machinery on bypass routes;

vii) Gas and dust emissions from the movement of machines on worksite roads and

bypasses are also sources of impacts especially on the urban environment;

viii) Risks of spillage of hazardous products, hydrocarbons, oil or lubricant leaks

from worksite machines, may also be sources of pollution of soils, water

resources and wadis;

ix) Risks of accidental discovery of archaeological or cultural relics;

x) The project does not, a priori, concern any archaeological or cultural site.

Although, at this stage, sites that contain cultural resources are not necessarily

known, it is deemed prudent to be cautious by ensuring that possible impacts on

the said resources are assessed and mitigated as much as is necessary.


16

In the operational phase: activities involve the use of the infrastructure constructed and the

facilities that ensure its operation and maintenance.

xi) Increased capacity and speeds will result in a high frequency of passenger traffic

(and freight on the metric track). That is likely to create a risk of potential

accidents for local residents.

xii) Noise pollution will be exacerbated in the areas close to the line.

xiii) The project will not affect natural habitats, fauna and flora, and no further

deterioration of the quality of the abiotic environment is anticipated during

operation of the redeveloped line.

6.3 Mitigation and Enhancement Measures

6.3.1 Regulatory Measures Governing the Project in its “Design/Implementation”

Approach.

Section A1703 of Senegal’s environmental code requires an “A classification” for railway

construction. The project is subject to authorization with the conduct of a detailed

environmental and social impact assessment (ESIA). The environment must be treated in a

cross-cutting manner in the project’s technical planning documents in order to render

sustainable the actions proposed. They are summarized in Table 7 below:

Table 7 : Main planning of environmental and social assessments phase Required environmental and social actions period authority

1. PD Preliminary environmental diagnosis (concerning the

identification of issues, preliminary consultations, field

reconnaissance and brief description of constraints on the

itinerary, helping to define the optimum variants as well

as the nature of studies to be conducted in the detailed

studies phase

This SESA APIX

2. Project

preparation:

Technical,

environmental and

social

assessments

- Preparation of ESIA reports and the RAP ESIA to be planned at the

same time as detailed

design studies. They should

be validated before

effective start of works

APIX

- Review of the ESIA to include environmental and social

actions and requirements in the BDs, in works and control

contracts

APIX

Review of institutional provisions for implementation of

environmental and social requirements

DEEC

3. Request for

financing (to

donors or the

State)

The request for financing should be accompanied by a

summary of environmental assessments presenting

Environmental and Social Management measures with

their costs as well as the organization of their

implementation

Before submission of the

request for financing since

the overall project cost must

be included in these ESM

measures (ESMP and RAP)

APIX

4. Bid Invitations The bids analysis model should include, in the rating, an

environmental criterion, which factors in the

environmental and social measures proposed in the

bidder’s intervention methodology. A summary of

environmental and social assessments including the

environmental clauses of works and the measures to be

included in the unit estimates should accompany the BDs

During the preparation of

BDs and bid analysis

models

APIX and DEEC

5. Project

implementation

- Start of works after compensation and, if need be,

resettlement operations

Before the effective start of

works, and continuously

APIX

- Works commencement meeting to inform and sensitize all

institutional actors including the population on project

activities, the duration and programming of works,

potential impacts, recommended measures, and roles

Control mission

- Monitoring and control of compliance with environmental

requirements and commitments and the efficiency of

mitigation measures

DEEC


17

- Mitigation of unexpected negative or residual impacts Contractors and/or

operators

6. Project

completion

- Verification of the implementation of environmental and

social measures during provisional and final acceptance

During acceptance of works APIX/Control

mission

- Inclusion of environmental assessment in the project

completion report

NB : To this end,

environmental acceptance

grid should be prepared in

the EIA report and

validated

DEEC/Contractors

and/or operators

7. Operational

phase

- Supervision and monitoring of environmental and social

measures: (impact and result indicators)

In the operational phase and

continuously

APIX/Control

mission

- Environmental audit of installations, infrastructure and

facilities, if need be

DEEC/Contractors

and/or operators

6.3.1 Regulatory Planning Measures.

During works, APIX should ensure compliance with the applicable regulations. These are: (i)

Compliance with mining regulations: Contractors are bound to have the required

authorizations for the opening and exploitation of quarries and borrow sites (preferably use an

existing site having the required authorizations), (ii) Compliance with forestry regulations:

All deforestation must comply with the procedures set out in the forestry code particularly for

crossing the two classified forests; the provisions of Section L44 must be complied with. The

Dakar and Thiès forestry services must be consulted for clearing arrangements. (iii)

Compliance with the town planning code: in accordance with the provisions of Section IV

laying down rules relating to construction – Part II of the building permit, notably Articles R195

and R19, necessary permits especially those for all associated structures to ensure the operation

of the TER, as well as compliance with town planning instruments, namely Land Occupation

Plans. (iv) Compensation amounts related to loss of incomes and assets through the Full

Resettlement Plan: This resettlement plan should underpin implementation of the work of the

regional commission for the assessment of expenses. (v) Compliance with ICPE regulations:

In the worksite installation phase, contractors should declare and forward to DEEC, the

complete list of classified installations used in the worksite with the technical specifications, in

order to comply with Law No. 2001-01 of 15 January 2001, Part II, Chapter I on ICPEs. In the

commissioning phase of the site, APIX should ensure that all classified facilities at operation

sites are authorized and comply with regulations.

6.3.2 Inclusion of Environmental Measures in BDs

As stipulated in Point 4 of the preceding table, the mitigation measures provided for in the

specifications are not specifically of an environmental nature. In the construction and

operational phases, they concern mainly the inclusion of the principles of good environmental

practices and technical civil engineering measures consistent with railway, road and

construction standards. They concern: i) staff management, ii) the installation and hygiene

conditions of worksite bases, iii) the organization and management of oil depots (control of

flow, explosion or fire risks), iv) the origin of materials (quarries) and their transport conditions

and the organization of depots necessary for works or generated by facilities and the

construction of engineering structures and grade-separated footbridges, v) traffic regulations,

vi) management of solid and liquid wastes, vii) restoration of sites and dismantling of temporary

facilities at the end of works, and viii) the revegetation of rights-of-way. Therefore, they

concern mainly the organization of works and the equipment of base camps to mitigate general

nuisance from works.

The contractual documents stipulate all the necessary requirements to minimize negative effects

resulting from worksites, and the amount earmarked for mitigation of the impacts of works and


18

worksites is incorporated in the cost of works. They concern: (i) the Unit Price Schedule (UPS)

complete with the definitions of these prices; where the environmental obligations and related

payment specifications appear, (ii) the Special Administrative Terms and Conditions (SATC)

where the penalties incurred in case of non-compliance appear, (iii) the Special Technical

Specifications (STS) which concern the methods of implementation and rehabilitation of sites

temporarily occupied during the construction phase and the terms for closing and vacating

worksites.

In the operational phase, measures will concern the safety of residents and users, maintenance

of the facilities and structures built, and appurtenances such as drainage ditches, embankments,

systems, safety devices, etc. The measures recommended at this stage are presented in Table 8

below.

Table 8 : Main measures to be taken Impact-generating

activity

Impact and issues

identified at this stage

Mitigation measures

Vacating the right-of-

way

Loss of activities, crops and

incomes

- Scheduling the start of construction works after harvests

- A prior agreement must be reached with affected owners and the commitments

of this agreement respected.

Disruption of accesses and crop

supply

- In the agricultural environment, get to the right-of-way through existing paths

or skirt cultivated spaces and prepare accesses in consultation with farmers

- In the agricultural environment, locate facilities as much as possible on the

verges of plots and cultivated spaces, or share them such as to reduce the

number to the minimum. Posting of information to inform citizens of the

conduct of works: scope, duration, location

Destruction of built assets,

hedges, traditional facilities and

wells

- Ensure access for private owners, as well as safety for residents during works

(fence, supervisor, etc).

- Implementation of adequate measures to reduce nuisance caused by works.

- Information of users of the line and bodies concerned and taking of appropriate

measures to reduce interruptions to the minimum, during service interruption.

- Adjustment of white works in order not to disrupt railway traffic.

- In the urbanized environment, cleaning of streets taken by transport vehicles or

machinery to remove all accumulation of loose materials and other rubbish.

Accidental discovery of

archaeological and cultural

relics

- Prior inspection and reconnaissance campaign by geo-radar

- Salvage excavations in case of discovery

-

Acquisition of land

from the forest estate

Reduction of forest surface

areas

- The acquisition will be in accordance with the forestry code. For land that is

part of the Forestry Regime and necessary for implementation of projects

having a public interest status with the establishment of an APIX/Forestry

services agreement

- Plan for facilities to protect the root systems of trees and transplantations.

- Avoid deforestation and the destruction of vegetation outside the strictly

necessary limit of the required and marked right-of-way.

- Authorizations relating to works in sites of biological and ecological interest

are required.

- Ensure transplantation monitoring

Deposit of materials Risk of land speculation - Initiation of negotiations with land owners before the opening of depot areas

- Displacement of networks

Development of the

platform Risk of accident

- Preparation of a plan for movement of vehicles outside the railway right-of-

way to allow for greater mobility and accessibility for residents. It should

change according to the phasing planned for works. This plan will be

strengthened by the installation of signage and information signs

- Protection during transport of materials

- Provide on the spot absorbent materials as well as well identified watertight

containers, intended to receive oil residues and wastes in case of spillage.

- Information to conductors and machine operators on safety standards to be

complied with at all times

Risk of accident and spillage - Establishment of an emergency intervention plan for spillage of contaminants.

Place a notice visible to workers indicating the names and phone numbers of


19

Impact-generating

activity

Impact and issues


Mitigation measures

Installation and

commissioning of the

contractor’s base camp

officials and describing the alert system and ensure that all workers adhere to

the plan

Risk of fire - Fire-fighting equipment

Parking of vehicles and

engine oil leaks

Destruction of soils by

compacting at the contractor’s

base camp

- Rehabilitation of bases at the end of works

Production of wastes at

worksites and risk of soil and

water pollution

- Establishment of a waste disposal system at worksites

- Development of secondary bases for contractors far from boreholes,

watercourses and dwelling places. The main bases and offices will be in already

developed stations.

Earthworks, compacting

of soils by vibrating

vehicles, crushing, Dust and gas emissions

- Regular watering of platforms and regulation of the water content of materials

during unloading. Temporary deposits of backfill and rubble could also require

humidification

Platform development,

rubble, ballast…

- Protection of loads by sheeting

Movement and parking

of worksite vehicles

and machines

Noise and gas nuisance

- Checking of vehicles

- Avoid the movement of heavy vehicles and the execution of noisy works

outside normal working hours, near inhabited areas.

- Maintenance of transport vehicles and machinery in good operating order to

avoid oil and fuel leaks or any other pollutant and minimize gas emissions and

noise.

Respiratory diseases - Personal protective equipment (PPE)

Involuntary or

accidental disposal of

chemical pollutants and

machinery maintenance

hydrocarbons,

Pollution of surface and ground

water by hydrocarbons and

other wastes

- Storage of oxygen, propane and acetylene for the welding and cutting of

catenary scaffolding or rails, in places provided for this purpose. They will be

fenced and protected from any possible accident with a track inspection car or

a vehicle

- Collection of waste oils in watertight drums and recycling under conditions

imposed by regulations and the ONCF environmental charter

- Plan the intervention periods in areas that are flood-prone or presenting high

runoff outside flood and heavy-rain seasons

- Avoid blocking surface water drainage and provide for restoration measures.

Dumping of rubble or

excess ballast Pollution of soil by wastes

- Establishment of a system of collection and disposal of wastes from the site

- Possible deposits of oily and oil products (by vehicles) will be designed

meticulously to avoid flow on the soil and in watercourses. Solid waste from

worksites will be transported to licenced municipal rubbish dumps for sorting

and recycling, especially for wood, metals and organic compost.

- Establishment of a mechanical workshop with specific facilities. Vehicle

washing and maintenance water should be subject to water-oil separation

treatment; the water will be drained off to septic tanks and the oil wastes

collected.

Operation of the

worksite

Pollution of low-lying areas

- Avoid dumping rubble, excess ballast and spilling hydrocarbons

- Keep vegetation near streams and watercourses

- Avoid multiple crossing of permanent-flowing watercourses.

- Take all possible precautions during refuelling of transport vehicles and

machinery on the worksite to avoid possible spillage. Prohibit refuelling near

watercourses.

Soil degradation

- Rehabilitation of dumping areas and worksite tracks

- Provide facilities for the movement of vehicles whenever there is risk of

compaction or alteration of the surface

- Stabilize the soil mechanically to reduce erosion risk.

- Provide for site redevelopment after earthworks.

- Limit interventions on erosion-prone soils.

- Implementation of stabilization/embankment technical solutions

- At the end of works, compact the disrupted soils and encourage the planting of

a local vegetation stratum.

Destruction or loss of plant

cover

- Turfing of the dumping areas after levelling

-

Disruption by refuse dumps

- Refuse collection and sorting

- Collection of hazardous wastes in watertight tanks for treatment and/or

disposal

Disruption caused by rubbish

dumps (catenary scaffolding,

sleepers, rails…)

- Dump to be provided for in the right-of-way of the Rufisque and Bargny

Stations


20

Impact-generating

activity

Impact and issues


Mitigation measures

Risk of accident and disruption

of access to homes and social

facilities

- Sensitization and information of the population on the works period and the

rules to be observed,

- Keeping the population away from the areas of operation of worksite vehicles

and machines during mechanized works

- Establishment of full enclosures

- Installation of worksite and speed-limit signs close to the exits of socio-

economic or cultural facilities

Disruption of traffic - Development of bypasses complete with signage and phase information

panels

Propagation of STIs - Organization of STI awareness and prevention campaigns

Train traffic Noise nuisance and vibrations

- Milling of rail heads and technical inspection of tracks and vehicles

- Establishment of acoustic protection (full enclosures in residential areas)

- Limitation of acoustic level to 60 decibels at most between 6 a.m. and 10

p.m., and to 55 decibels at most between 10 p.m. and 6 a.m.

Increased railway traffic

and speed

Increased risks of accident at

guarded and unguarded level

crossings

- Sensitization of the population on transport safety-related issues

- Establishment of grade-separated footbridges/passages

- Organization of a sensitization and information campaign on compliance

with railway safety/signalling/crossing regulations

Commissioning of

tracks

Degradation of infrastructure

components

- Maintenance, supervision and periodic inspections (tracks, signalling,

catenaries…)

Dirty tracks - Blowing and regular cleaning of the track and its components

6.4 Expected Residual Impacts

Residual impacts are those resulting from the implementation of mitigation measures at the end of

works. At this stage, they are expected, in the operational phase, to concern: (i) landscape aspects

due to the presence of grade-separated crossings (structures) and catenary scaffolding; (ii) safety

aspects of the movement of persons and goods, residents and cross traffic, exacerbated by the

increased frequency of trains with higher speeds; (iii) noise nuisance due to the same causes.

Safety is enhanced by the establishment of more footbridges with parallel roads adjacent to fences.

TER’s safety is an absolute and fundamental priority as well as an essential lever of its commercial

activity. Under the project, the equipment and signalling subcomponents highlight this dimension:

(a) the Automatic Light Block (BAL) is an automatic railway signalling system used to ensure the

spacing out of trains moving on the same track. It uses light signals and track circuits helping to

change its appearance according to the progress of trains. (b) Computerized Signalling Panels (PAI),

a tool and equipment allowing for: (c) the implementation of level 2 ERTMS (European Rail Traffic

Management System), which aims to harmonize railway signalling and its constant supervision,

and which includes all emergency procedures at various levels of intervention, maintenance and

programming, be they lines dedicated to TER or new and future adjacent “freight” lines.

Noise nuisance, on its part, is mitigated using the ‘’Long Welded Rail’’ (LWR) provided and with

full fences, and additionally by noise mitigation devices (rail dampers), as track reinforcement on

residential segments close to the right-of-way. This measure should be highly recommended in case

of unspent balances in the project budget.

6.5 Cumulative Impacts

Cumulative impacts are those resulting from the combined action of project-related activities and

those of associated actions and/or projects in the same area. For this project, these are mainly

impacts cumulated to those of the AIBD project that will be served by the TER, and the Promovilles

project, which for Senegalese cities, targets the upgrading of two urban roads in the project area

that are in line with the terminal hauls and contribute to inter-modality in association with the Rapid

Bus Transit (BRT) project, and the Urban and Suburban Transport Development and

Improvement (CODATU) project, as a whole. The latter will relate to the modal linkage


21

mechanism with an investment programme and the identification of alternative sources of

financing to FDTU.

Concerning the cumulative impacts of the AIBD project, general impacts are handled in this SESA,

and will be fine-tuned and specified in the specific Phase 2 ESIA/ESMP (Diamniadio-AIBD).

For the cumulative impacts of the Promovilles project, these are mainly: (i) the disruption of

accesses with risks of accident related to the circulation of vehicles, (ii) gas and dust emissions from

the vehicle traffic on roads under construction and detours, (iv) increased exploitation of existing

borrow areas, (v) base camps on the worksites and risks of pollution by wastewater or poor waste

management.

7 Environmental Risk Management and Climate Change

7.1 Project-related Risks

The track route, in its first section (Dakar - Diamniadio), is dangerously close to classified

facilities like the hydrocarbons depot at Hann Bel Air), factories like the flour mill, and the

Diamniadio Children’s Hospital (sensitive areas). This closeness is likely to be a major risk for

TER’s operation in case of an internal accident (derailment, etc.) or involving these facilities

(fires/explosion).

Another major safety stake is related to TER’s energy supply (high voltage line and diesel

supply tanks to be installed), risks of fire in the Mbao forest.

Detailed technical studies should take into account these safety risks with a full hazard study

that will help to define safety fences as well as all safety measures and procedures to protect

the railway, its users and residents.

7.2 Climate Change

The project was classified in climate category 2. Certain segments (Pikine and Bargny) are

subject to frequent and unpredictable floods, due to silting of existing drainage structures.

However, from the nature of the infrastructure itself, the line is not seriously affected.


22

Figure 3: Project’s hydrological context

(i) It follows from the irregular rainfall ranging from unexpected droughts to sudden

floods in the last six years that floods have then become an annual phenomenon.

The main risks associated with the establishment of the new infrastructure are

reduced soil infiltration capacity by vegetation cover stripping, increased

rainfall runoff, flow speeds and the barrier effect of the new infrastructure on

natural water flow lines.

This risk can be avoided by the design of an appropriate drainage network capable of receiving

maximum flows. In addition to the operational phase, a drainage network specific to the

construction phase should be implemented and the natural water flow channels should not be

obstructed.

In order not to aggravate the flood risk, the sanitation network, defined during the detailed

design studies, should be sized to take account of rainfall during the rainy season and structures

allowing for possibly intercepted water flows and should guarantee their hydraulic

transparency. These measures will be adapted and addressed at the level of each watershed, in

collaboration with the Water and Forestry Service.

(ii) In terms of carbon footprint, the project in its operational phase will ensure

savings of nearly 8440 tCO2 per year, or 337600 tCO2 over a 40-year duration

solely owing to the modal shift of travel from road to rail. The emissions thus

avoided are likely, in a future phase, to be combined with traction energy supply

from an emission-free renewable energy source, necessary for the TER’s

operation in electric traction.

The stations and central control station will be equipped with mini solar plants. The operation

of certain equipment for ticketing, surveillance system, telecommunications and lighting will

be powered by these plants.


23

8 Environmental and Social Monitoring Management Framework

The ESMF resulting from the SESA, defines the key requirements, actions and measures aimed

at reducing, offsetting or eliminating thee negative impacts, both for the promoter (APIX) and

main contractors as well as supervisors and controllers. These requirements are included in the

BDs and ToRs destined for control missions, and provide for the preparation of a worksite ESIA

and ESMP, in the Design/Implementation configuration adopted. General Booklet 00 of the

BDs clearly explains this requirement for each of the three lots M1, M2 and M3.

8.1 Responsibility

The responsibility for implementing the Environmental and Social Management Framework as well

as the monitoring of project achievements, will be organized and conducted by APIX, the Delegated

Project Contracting Authority, through its TER Project Department (DPTER), strengthened by the

Environment and Right-of-way Vacation Department (DELE). DPTER will be assisted by Project

Management Assistance (AMO). It will be followed by works supervision and control missions

acting as external control. Periodic monitoring will be conducted by DEEC in the form of

external control.

DELE/APIX will comprise an environmental officer, responsible for ensuring project compliance

with the Bank’s environmental and social safeguard measures, during the detailed studies and

construction phases. AMO will recruit a consultant to assist it in (i) analysing and summarizing

studies information and documents as well as monitoring reports received from project managers,

(ii) validating environmental and social assessments in association with the DEEC, (iii)

validating/verifying the required worksite ESMP, (iv) verifying on the spot the control mission’s

monitoring documents for compliance with detailed environmental measures and (v) preparing half-

yearly progress reports that will be forwarded to AfDB before project supervision missions.

The project, in this first phase is subdivided into three lots: (i) M1, devoted to infrastructure, (ii)

M2 to systems, and (iii) M3 to stations. DPTER will manage the interfaces between the three lots,

with the assistance of AMO.

The Contractors’ project managers will be responsible for all activities relating to the

implementation of the 3 sub-projects (M1, M2 and M3), including those relating to mitigation

measures, both for the main contractor and subcontractors. They will be the counterparts of

DPTER/APIX for all that relates to sub-projects under their responsibility.

Control and Supervision Missions (DPM) for each of the 3 lots will include Environmentalists,

who will be recruited for supervision and monitoring on behalf of DPTER/APIX. They will ensure

regular field supervision of ESMP implementation and will see to it that works contractors comply

with their environmental and social contractual commitments.


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Figure 4: Organization chart

8.2 Conduct of Surveillance and Monitoring

The ESMF lays down a number of principles aimed at proper management of the environmental

and social dimension, which will be defined for each EMSP specific to the 3 lots.

Environmental surveillance of all worksites and works will be conducted by environmentalists

recruited within the framework of control and supervision missions (DPM). Environmental

monitoring will be conducted periodically by DELE/APIX as well as by DEEC inspectors.

Monthly surveillance reports and quarterly reports on the monitoring of environmental

measures, the effectiveness of these measures and solutions to unidentified or unforeseen

environmental problems will be submitted to DPTER/APIX.

Generally, the elements subject to surveillance/monitoring during the construction or

operational phase are described below:

Ministry of Land Transport Infrastructure and Improved Access Ministry of Environment and

Sustainable Development DEFCCS

A P I X (Delegated Contracting Authority) DEEC

DGT Technical Committee DPTER DLEE

A. M. O.

DPM 1

Contractor 1 - lot M1 (in charge of f coordination)

(in charge of coordination)

Contractor 2 - lot M2

Contractor 3 - lot M3

Phase 1 project works Infrasructure Systems Stations

Related facilties

DPM 2

DPM 3


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Table 9: Surveillance parameters Purpose of general supervision Parameters to be supervised and Schedules

Documents to be produced by APIX

ESIA Timeframe for production (1 month at least before launching of BDs)

RAP

Documents to be produced by Contractors

CESMP (Works) Provide within thirty (30) days from the date of notification of the contract award:

a detailed final environmental and social management plan (ESMP) to be

established and submitted for approval by the representative of the delegated

contracting authority

Environmental monitoring reports

The contractor’s organization chart (for each of the 3)

Worksite internal rules and regulations (for each of the

3)

Authorizations for sites to be exploited and on rights-of-

way

Staff in charge of worksite environmental management

Profile of staff (for each of the 3 contractors) Curriculum vitae (before recruitment)

Effective mobilisation on the field Employment contract (before start of works)

Solid waste management

Management systems (twenty days before worksite

installation)

Presence of waste bins and a waste reception centre (before start of works)

Approved dumps for inert worksite wastes (before start of works)

Hazardous waste management procedure (before start of works)

Presence of standardized waste bins (operational phase)

Contract with operators for waste collection (operational phase)

Management of dangerous products (hydrocarbons and waste oils) and liquid wastes

Management systems (twenty days before worksite

installation)

Worksite installation layout plan (before worksite base installation)

Development of oil-change areas (before start of works)

Development of washing areas (before start of works)

Development of storage areas (before start of works)

Presence of absorbent products (before start of works)

Frequency of collection of waste oils

Final destination of oils

Sanitation facilities (before start of works and operation)

Drinking water supply (construction and operational phase)

Signage (construction and operational phase)

Wastewater management systems (construction and operational phase)

Rights of residents and project fallouts

Accidental destruction or not of property Compensation: effectiveness before start of works

Traffic and movement of vehicles Respect for private property (continuous)

Use of local labour Number of residents recruited for works

Reduction of inconveniences and nuisance Number of complaints recorded

Livestock protection system

Number of sensitization campaigns organized

Surveillance will be based on environmental indicators and will also take into consideration the

requirements of the Bank and other partners. The population information needs should also be

included in the surveillance system.

Monitoring will consist in observation, inspection and assessment of measures aimed at determining

actual impacts relative to the impacts forecast during the ESIA. This is a fundamental operation,

which consists in verifying the assumptions made concerning sources of impacts, allocated

resources and environmental protection measures. Environmental monitoring elements will be

determined by the ESIA to be planned in the DD phase.

The technical services of the Administration will be responsible for this monitoring, under DEEC

coordination.


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8.3 Cost Estimates

At this stage of the assessment, a cost estimate of the measures recommended in the ESMF is made

in Table 10 below. It is estimated at nearly CFAF 1,100 million, which accounts for 0.3% of the

project cost, excluding compensation.

Table 10: ESMP cost Item Unit Lot

s

Nbr UP in CFAF Cost estimate

in FCFA

Observations

Construction phase

General measures

Environmental management related to works: Safety and

environmental measures (marking, watering, etc.)

Fixed rate 1 1 100 000 000 100 000 000 To be included in the

Unit Price Schedule

(UPS)

Provision for the conduct of the Phase 1 ESIA, including a study

of dangers

1 1 150 000 000 150 000 000

Provision for the conduct of a RAP

1 1 100 000 000 100 000 000

Specific measures

Training of worksite actors Fixed rate 1 1 6 000 000 6 000 000 To be included in the

UPS

Anti-polluting equipment Fixed rate 1 1 50 000 000 50 000 000 To be included in the

UPS

Personal protective equipment Fixed rate 1 1 50 000 000 50 000 000 To be included in the

UPS

Worksite waste management Fixed rate 1 1 75 000 000 75 000 000 To be included in the

UPS

Worksite sanitation management Fixed rate 1 1 50 000 000 50 000 000 To be included in the

UPS

Strengthening of E&S DPTER/APIX expertise (Senior expert) p/month 1 48 1 500 000 72 000 000

Control mission environmentalist p/month 3 36 1 500 000 162 000 000 To be included in the

DPM UPS

Contractor’s environmentalist p/month 3 36 1 500 000 162 000 000 To be included in

Contractor’s UPS

Information/sensitization Fixed rate 1 1 5 000 000 5 000 000 To be included in the

UPS

Monitoring support (Protocol with DEEC) Fixed rate 1 1 60 000 000 60 000 000

DEFCCS support/development of Sébikhotane FC (Protocol) Fixed rate 1 1 300 000 000 300 000 000

Contribution of the TER project to the strategic study of the

changes undergone by the watersheds in the Diass area

Fixed rate 1 1 30 000 000 30 000 000

Operational phase

Sensitization of users to observe hygiene measures Fixed rate 1 1 30 000 000 30 000 000 Operating budget

Support to technical monitoring (nuisance, vibrations, etc) Fixed rate 1 1 20 000 000 20 000 000 Maintenance budget

TOTAL 1 072 000 000

8.4 Schedule and Reporting

The schedule of activity implementation and reporting are the same as for project implementation.

The reports provided should include the physical achievements of works, environmental impact

assessment forms and the audits conducted. The environmental monitoring units attached to the

Delegated Project Management (DPM) on behalf of DPTER/APIX will, for each of the lots M1,

M2 and M3:

i) Produce a monthly environmental and social control report. It will comprise a

summary of activities carried out, the level of ESMP implementation by contractors

complete with all documents that can illustrate and justify the environmental

control’s intervention.

ii) Produce a quarterly environmental and social report on construction works

addressed to DPTER/APIX.

iii) Produce a yearly environmental and social report on construction works; submitted

to the Ministry of Transport and DEEC for the latter’s inspection, complete with the

latter’s disclosure for purposes of maintaining environmental certification, and


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iv) Produce a final report. At the end of works, the DPM of Lot M1, coordinator of Lots

M2 and M3, will review the actions carried out in the field and assess the

effectiveness of measures and methods used on the worksite to prevent the

temporary impacts of the latter. The final report will, among others, make a

summary of the contents of the complaints registers. These registers will be

submitted to the Environment Service Head of the Delegated Contracting Authority

(DPTER/APIX).

The quarterly, annual and final reports will be forwarded to the Bank, as well as the audit reports.

9 Public Consultations and Information Disclosure

APIX started a series of information meetings with the potentially impacted population in the

various Communes crossed by the project. These meetings follow the institutional workshop

held on 2 February 2016 at the King Fahd under the chairperson of the Secretary of State for

the railway network, in the presence of the General Manager of APIX as well as administrative

and local authorities. Meetings were held, in the first phase, on the Dakar-Diamniadio stretch

and specifically in 16 out of the 18 Communes concerned, spread across the Dakar ( 2

Communes), Pikine ( 11 Communes) and Rufisque ( 5 Communes) Divisions.

These meetings were aimed mainly at: (i) providing useful information on the TER project to

local elected representatives, the population and community organizations, (ii) identifying the

expectations of local authorities and communities on the project. They saw the participation of:

(i) administrative and local authorities, (ii) APIX teams, (iii) delegates of neighbourhoods,

Imams and notables, (iv) members of communities bordering the rails, (v) economic actors (vi)

officials of grassroots community organizations, opinion leaders, and representatives of

women’s NGOs and associations. A complete report has been published.

Consultants responsible for SESA/ESMF and RAP studies also held meetings and discussions

with the population.

All the consultations made as well as the PAP are published on the APIX website, under the

link:

The successful bidder for the design phase is expected to do same for the ESIA specific to Phase

1, and environmental public consultations will also be held by DEEC and the technical

committee to validate the required detailed ESIA and its disclosure.

This process will continue during project appraisal and implementation. The information and

sensitization of the beneficiary population is crucial mobilising and involving the latter and will

very certainly contribute to better ownership of the project and its achievements.

10 Additional Initiatives

10.1 Full Resettlement Plan

The total projected budget reserved for compensation stands at CFAF 42,823,655,502. It is entirely

borne by the Senegalese Government. The RAP support and implementation budget stands at

CFAF 4,282,365,550.

However, to carry out the compensation of project affected persons within a short time, it is

necessary to make the RAP financial mechanism as flexible as possible and secure the funds by

reporting the amounts.


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The summary of the Resettlement Framework is published on the AfDB website.

10.2 Institutional Strengthening

Since the staff of APIX and other services involved in the TER are not familiar with the Bank’s

2014 ISS, capacity building is necessary for the implementation of CESMPs specific to the 3 lots,

during works and project operation. This is an essential measure that must be taken before the start

of works and continued throughout the project.

Capacity building (training and technical assistance) needs are determined on the basis of currently

available data on the TER project and the outcomes of discussions with APIX. Implementation of

the environmental strategy requires the signing of an agreement between DEEC and APIX. It will

enable APIX, in addition to continued monitoring of works, to receive technical support from DEEC

on specific issues and problems during works and activity planning (integration of environmental

measures, evaluation of bids, etc.).

Actions recommended for institutional strengthening: (i) Training in safeguard policies: a training

session of 3 to 4 days will be organized before the start of works, for executives of DPTER/APIX

and the departments concerned (See Table 11 below). DPTER/APIX will recruit a consultant,

specialist in environmental and social safeguard measures, to prepare the training documents and

conduct the session.

Table 11: Capacity building Capacity building proposal

Target

institution

Current ESM capacities Institutional measures Technical measures

DEEC

Inadequate material and

financial capacities to properly

carry out its mission

Establish a protocol agreement between APIX and

DEEC for partnership in TER environmental

monitoring

Equip the Environment Department

with the technical and logistical means

to conveniently fulfil its mission

APIX

Presence of an “environment

and social” service

This service was, initially, established for the “toll

highway” project. Because of its experience in

environmental coordination and monitoring, the

missions of this service could be extended to

monitoring of TER, whose problems are similar to

those of the “toll highway” project

Recruit a “senior environment and

social expert” for the coordination of

monitoring activities

Project

Steering

Committee

Inadequate environmental and

social management capacity of

certain members

Include the Ministry of Environment (DEEC and

DEFCCS) in the Steering Committee

Hold a session to update Project

Steering Committee members on

TER’s social and environmental

problems

DEFCCS

Inadequate material and

financial capacities to properly

ensure the monitoring and

upkeep of classified forests

Establish a protocol agreement: APIX/DEFCCS to

ensure passage in the Mbao and Sébikhotane

classified forests

Support to the development of the

Sébikhotane classified forest

Strengthening of implementation of

the Classified Forest Development

Plan

Training Plan on the implementation and monitoring of environmental and social safeguard

measures: This is operational training that acquaints participants with the various above-mentioned

documents, procedures for the implementation and monitoring of environmental and social

measures during the construction and operational phases. A detailed programme of these training

sessions should be defined in a training and sensitization plan to be implemented by the works

contractor. The objective is to enable the various stakeholders to master the key issues that guarantee

project compliance with safeguard requirements and Senegalese national environmental regulations

and the International Union of Railways (UIC), document them and prepare regular monitoring

reports, as provided for in the various project environmental and social assessment documents.

The health and safety training programme should include at least:

- A summary of the legal and regulatory obligations, and local, national and other

policies applying to the project and site;


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- Training in the assessment of occupational risks and safety procedures;

- Training in the emergency evacuation plan: fire-fighting procedures and

emergency interventions in case of pollution;

- Health and safety risks related to certain tasks and first aid.

The works contractor should subscribe to all safety and environmental policies and procedures

included in the BD and Statement of Works.

11 Expected Outcomes

The main results expected through the strategic environmental and social assessment depend on the

project’s technical planning documents with a view to taking into account environmental and social

aspects, in order to sustain the actions proposed. The various phases allowing for environmental

and social mainstreaming are as follows:

Table 12: Results

12 Conclusion

The main issues arising from the strategic environmental analysis and assessment were

addressed, and the issues and impacts identified at this stage are associated with the adequate

measures and actions likely to prevent, offset or minimize them. The prevailing environmental

and social conditions and issues make it possible to examine the project’s cumulative

environmental and social impacts and, thus, improve their effectiveness by reducing the need

for corrective actions at the level of project stages and phases. Impacts affect the State’s public

railway assets.

Taking into account identified impacts and measures, this project is deemed acceptable at the

environmental and social levels.

13 References and Contacts - TER’s SESA report and Environmental and Social Management Framework

- Resettlement Plan Report

Activities Responsible authority

Finalization of ToRs DPTER-APIX

Validation of ToRs DEEC

Recruitment of an approved consultant DPTER-APIX

Delivery of services APIX/Consultant

Examination, approval of ESIA reports and validation APIX/National Technical

Committee/DEEC

Public consultations and disclosure DEEC

DPTER-APIX

Communes

Inclusion of environmental and social measures in BDs DPTER-APIX

Project implementation

The preparation of CESMPs specific to the sub-projects (Lots M1, M2 and

M3) before the start of works, as recommended by the ESMF

Review of CESMPs,

Validation of the said CESMPs in accordance with the recommendations

made by DEEC

Contractors

DPM

DEEC

Monitoring and evaluation - audit DPTER-APIX

DPM

DEEC/CSE

Consultants (if need be)


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For further information, please contact:

- Kurt LONSWAY, Environment and Climate Change Division (ONEC-3), email:

[email protected]

- Ali Ismael MOHAMED , OITC1/SNFO, email: @afdb.org

- Modeste KINANE, ONEC-3, email: [email protected]

- Salim BAIOD, ONEC-3, email: [email protected]

mailto:[email protected]




31

Republic of Senegal No. 3626 MEDD/DEEC/DEIE One People-One Goal-One Faith

MINISTRY OF ENVIRONMENT AND

SUSTAINABLE DEVELOPMENT Dakar, 31 December 2015

Department of Environment and

Classified Establishments

THE DIRECTOR

CERTIFICATE

The technical committee met on Wednesday 16 September 2015 at the

Department of Environment and Classified Establishments, to examine the

strategic environmental assessment report of the Regional Express Train (TER)

project between Dakar and the Blaise Diagne Airport.

Following this procedure and taking into account the observations made, I hereby

certify that the Regional Express Train (TER) project complies with the

provisions of the Environment Code relating to impact assessments.

This certificate is issued to APIX for all intents and purposes, pending the

signature of the ministerial order on the environmental compliance certificate.

Non-compliance with the Environmental and Social Management Framework

plan, contained in the validated strategic environmental assessment report, will

lead to withdrawal of the environmental compliance certificate.

(Signed): Mariline Diarra

Director

Dakar Regional Express Train (TER) ANNEX 3 of the SESA Summary CSS climate risk

32

Report on project’s climate

Titre risks DAKAR REGIONAL EXPRESS TRAIN (TER)

Ratings card Transport - Roads

SAP ID P-SN-DC0-003

Category 3

The projects are not vulnerable to climate change-related risks. Optional management analysis

Table 1 - Notes

The table below shows ratings for selected options in the ratings card.

Item Selected options Rating

Damage to road infrastructure The project routes cross a completely flat or slightly undulating terrain, away from constantly eroded steep slopes or coastal edges

5

Impact of floods Project routes have never been impassable in the past due to floods and no stretch of the route passes through a river or coastal flood zone

5

Essential infrastructure The project covers mainly route improvement or construction in the rural area and/or urban areas

1

Impact of road network maintenance practices

Less than 50% of major routes are effectively maintained and regulated

7

Nominal pavement life The pavement provided for in the project is generally coated with substrate

1

Total rating 19

Table 2 - Justifications

Below are the justifications given for each issue.

Item Rationale for the selected option

Damage to infrastructure Existing railway line being modernized, on a flat terrain

Impact of floods The railway line has never been impassable due to floods

Essential infrastructure The project is a UIC modernization and upgrading urban line (Dakar and its suburb).

Impact of network maintenance practices

The railway line is poorly maintained and worn

Nominal pavement life Not applicable, for the railway, for which runoff penetrates the track and ballast by nearly 50 cm before trickling and flowing on the platform.