african development bank group · • act no. 99-12 establishing the national environment and...

PROJECT : PROJECT TO STRENGTHEN INFRASTRUCTURE

BETWEEN CASABLANCA AND MARRAKECH

COUNTRY : MOROCCO

SUMMARY OF THE ENVIRONMENTAL AND SOCIAL IMPACT

ASSESSMENT (ESIA)

Project

Team

Project team: P.S. MORE NDONG, Senior Transport Engineer, OITC2/MAFO

J.J NYIRUBUTAMA, Chief Transport Economist, OITC.2

J.P. KALALA, Chief Socio-economist, OITC1

M.L. KINANE, Principal Environmental Specialist, ONEC.3

S. BAIOD, Consultant Environmentalist, ONEC.3

Sector Director: A. OUMAROU

Regional Director: J. KOLSTER

Resident Representative: Y. FALL

Division Manager: A. BABALOLA

AFRICAN DEVELOPMENT

BANK GROUP

Settat – Marrakesh doubling ESIA summary

2

Project name : PROJECT TO STRENGTHEN INFRASTRUCTURE BETWEEN

CASABLANCA AND MARRAKECH

Country : MOROCCO

Project code : P-MA-DC0-005

Department : OITC Division: OITC.2

1 INTRODUCTION

This document is the summary of the Environmental and Social Impact Assessment (ESIA) of the Project

to Strengthen Infrastructure between Casablanca and Marrakesh in the Kingdom of Morocco. The

summary was prepared in accordance with the environmental and social assessment directives and

procedures of the African Development Bank for Category 1 projects. The project description and

rationale are first presented, followed by the legal and institutional framework in Morocco. A brief

description of the project area’s main environmental conditions is presented in its physical, biological and

human (social, cultural and economic) components, and the scenario and alternatives are compared in terms

of technical, economic, environmental and social feasibility.

The most significant positive and negative impacts of track doubling on the biophysical and human (socio-

economic) environments are presented. Environmental and social impacts are summarized and inevitable

impacts identified. The descriptions cover expected impacts during the line preparation, construction and

operational phases. The improvement and mitigation measures proposed to increase the benefits and/or

prevent, minimize, mitigate or offset the negative impacts as well as the monitoring programme are

presented subsequently. Public consultations are outlined as well as project-related additional initiatives

such as the needed Compensation and Resettlement Plan (CRP).

The conclusion mentions project acceptability in respect of which an environmental compliance decision

was issued by the Environment Department, which, in 2013, was under the Ministry of Energy, Mines,

Water and Environment.

2 PROJECT DESCRIPTION AND RATIONALE

The project consists in completing the doubling of the track between Settat and Marrakesh and is an

integral part of the consolidation of the Casablanca-Marrakesh railway line linking the country’s

economic megalopolis to the Kingdom’s tourist capital, and which was partially doubled over 66 km in

Phase 1 (enhancement of railway capacities between Tangiers and Marrakesh).

This project is developed in the railway right-of-way for a total length of 172 km. At a cost of nearly EUR

177.7 million (MAD 1,944,000), its activities concern:

1. infrastructure works over 42 km (widening of the platform between Imfout and Skhours);

2. construction of facility extensions over 42 km (Imfout and Skhours);

3. overhead catenary wires over 106 km;

4. railway equipment (substation) over 106 km

5. signing equipment (BAL, ERTMS, PAI, Centralized Station Control) over the entire

Casablanca Settat to Marrakesh line

6. renovation works on 7 stations (Khemisset, Imfout, Mechraa ben Abbou, Sidi Abdallah,

Mzalet El Adam, Sidi Bou Athman and Koudia.

This railway line is in very high demand due to the socio-economic, cultural and tourism dynamism of

the two cities. Passenger traffic rose by 125% in the space of six years from 972,000 in 2002 to 2.8 million


3

passengers in 2012 or nearly 21.4% on average per year. In addition to supporting the national tourism

development strategy and the urban development strategy of the regions serviced, other benefits accrue

from this project, the most significant of which are: (i) contributing to the fluidity of traffic between

Casablanca and Marrakesh in order to absorb the increase in traffic; (ii) the reduction of travel time (45

mn) between Casa-Voyageurs and Marrakesh (247 km) from 3 h 15 min (76 km/h on average) at present

to 2 h 30 min (110 km/h) at project completion, which will help to make both passenger and freight

railway services more competitive; and (iii) the improved train regularity rate, which currently stands at

60% , or an average delay of 22 min.

The line’s increased capacity will: (i) make it possible to identify white periods, so as to ensure the

maintenance of rail facilities and equipment in better conditions; (ii) greatly reduce maintenance costs;

and (iii) create direct jobs estimated in the works phase at 1 million working days or 1,840 jobs, all

categories taken together, and at 150 permanent jobs during operation. Thus, during works

implementation, the stations between Settat and Marrakesh will be used as a deposit areas, depending on

the works schedule and also by virtue of their proximity to the sections under construction.

This project is in line with the Moroccan Government’s economic and social development programme,

and especially with the transport sector strategy for the period 2012-2016, which gives priority to the

implementation of major development works. The project is also consistent with the Bank’s Country

Strategy for Morocco, especially its second pillar "support to the development of ‘green’ infrastructure".

It is perfectly in line with the Bank’s Long-term Strategy (LTS), which, it should be recalled, is focused

on two strategic objectives, namely (i) inclusive growth; and (ii) green growth.

3 POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK

Morocco relies on a national and international legal framework, particularly conventions, agreements and

treaties, development policies, programmes, plans and strategies and national legislative and regulatory

instruments on environmental and social protection. The project also relies on African Development Bank

policies.

3.1 Policy Framework

• Act No. 99-12 establishing the National Environment and Sustainable Development

Charter,

• The Municipal Charter (2002-2009), by which the municipality is given responsibility

over hygiene, sanitation and environmental protection issues,

• International conventions ratified by Morocco.

3.2 Legislative and Regulatory Framework

The legislative framework in Morocco consists mainly of:

• Act No. 11-03 on the Protection and Development of the Environment;

• Act No. 12-03 on Impact Assessments and its enabling decrees, namely: (i) Decree No. 2-

04-563 on the functions and operation of the National Committee of EIAs and (ii) Decree

No. 2-04-564, which stipulates the terms of organization and conduct of the public inquiry;

• Act No. 28-00 on Waste Management and its enabling decree. It is specifically

supplemented by: (i) Decree No. 2-07-253, on the classification of wastes; (ii) Decree No.

2-09-538 of 22 March 2010, which defines the terms for preparing a national master plan

for hazardous waste management;


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• The “Dahir” (Royal Decree) of 25 July 1969 which sets out the rules on

authorizations/prohibitions with respect to the exploitation of natural resources;

• Act No. 65-99 on the Labour Code promulgated by Dahir No. 1-03-194 of 11 September

2003.

• Act No. 52-03, by which the National Railway Authority (ONCF) is given a mandate to

manage the Kingdom’s railway assets;

• Act No. 07-81 on Expropriation on Grounds of Public Utility and Temporary Occupation

and its enabling Decree No. 2-82-382;

• The 1914 “Dahir” on Public Domain, which decreed that roads, streets, railway and

tramways lines, bridges and, generally, all kinds of public communication network, shall

be considered as part of the public domain in Morocco;

Other legal instruments regulate the environmental framework: (i) Act No. 22-80 on the Conservation of

Historical Monuments and Sites, Inscriptions, Artifacts and Antiquities; (ii) Act No. 8-2001 on Quarries;

(iii) Act No. 13-03 on Air Pollution Control and its enabling decree; (iv) Act No. 10-95 on the Water

Resources and its enabling instruments; (v) Decree No. 2-04-553 on Spills, Runoff, Discharges, Direct or

Indirect Deposits in Surface or Ground Water; (vi) Decree No. 2-97-487, which stipulates the procedure

for Granting Authorizations and Concessions on Public Water Resources; (vii) Decree No. 2-97-657 on

the Demarcation of Protection Areas as well as Safeguard and Prohibition Perimeters; and (viii) Decree

No. 2-97-787 on Water Quality Standards and Inventory of the Degree of Water Pollution.

The ultimate objectives are to ensure that environmental and social problems have been taken on board

for decision-making, through the provision of a consultation and information-dissemination mechanism,

as well as to facilitate the participation of beneficiaries in the decision-making process. This regulatory

framework is consistent with the Bank’s environmental process and concerns which were designed in the

spirit of an integrated environmental and social approach. The framework is also in line with the African

Development Bank Group’s environmental policy, especially its five Operational Safeguards (2014 ISS).

3.3 For the AfDB

This concerns the July 2014 Integrated Safeguards System (ISS), with the following five operational

safeguards:

- Operational Safeguard 1: Environmental and Social Assessment;

- Operational Safeguard 2: Involuntary Resettlement – Acquisition of Land, Displacement

and Compensation of the Affected Persons;

- Operational Safeguard 3: Biodiversity and Eco-systemic Services;

- Operational Safeguard 4: Prevention and Control of Pollution, Greenhouse Gas Emissions

and Hazardous Materials and Promotion of the Efficient Use of Resources ;

- Operational Safeguard 5: Working Conditions, Health and Safety.

Other ADB applicable guidelines and policies are: (i) the Bank’s Gender Policy (2001); (ii) the

Consolidated Civil Society Engagement Framework (2012); (iii) the Information Disclosure and Access

Policy (2012) ; (iv) the Bank’s Integrated Water Resource Management Policy (2000); (v) the Information

Disclosure and Access Policy (2012); (vi) the ADB Strategy for Climate Risk Management and

Adaptation; (vii) environmental and social assessment procedures for Bank operations (2014).


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3.4 Institutional and Administrative Framework

At the institutional level, the ONCF is a public industrial and commercial enterprise (EPIC) with a legal

personality and financial autonomy and is placed under the administrative supervision of the Ministry of

Infrastructure, Transport and Logistics (METL). The ONCF was tasked, on its creation in 1963, with

the exclusive operation and management of the Moroccan rail transport network. It is also involved in the

management and operation of various stakes especially in the hotel business and freight forwarding as

well as the extraction and production of basalt and loose gravel.

Environmental management and protection is the responsibility of the Environment Department, the

main coordination institution, which is part of the Ministry Delegate in charge of the Environment,

attached to the Ministry of Energy, Mines, Water and Environment (MEMEE). The other authorities

involved in environmental aspects are mainly under the following ministerial institutions:

• High Commission for Water Resources, Forestry and Desertification Control, which,

among others, is responsible for managing the forestry sector, conserving national parks,

regulating hunting and fishing as well as desertification control.

• Ministry of Agriculture and Maritime Fishing, which is actively involved in the area

of environment and water resources through the Regional Offices for Agricultural

Development.

• Ministry of Home Affairs, Department of Local Government; which is the supervisory

authority of local authorities and supervises the planning of infrastructure programmes.

The coordination organs are: (i) The Higher Council of Water Resources and Climate; and (ii) The

National Environment Council which, by virtue of its functions, is called upon mainly to: (a) preserve

the ecological balance of the natural environment; (b) prevent and fight against pollution and reduce

nuisances of all kinds; and (c) improve the living environment and living conditions.

4 DESCRIPTION OF THE PROJECT ENVIRONMENT

4.1 Project Impact Area

The PIA covers the regions of Chaouia-Ouardigha and Marrakesh-Tensift-Al Haouz. It includes the

provinces (prefectures) of Settat, Kelaa des Sraghna and Marrakesh. Economic activity here is dominated

by industry (3,500 institutions, i.e. more than 40% of the country’s industrial units) and tertiary services.

Tourist activity has also experienced a marked growth in Casablanca and Marrakesh with 1.4 and 6.2

million overnight stays, respectively. It should also be noted that the regions of Chaouia-Ouardigha,

Marrakesh-Tensift-Al Haouz are rich in resources: 20% of national livestock, 5% of total national forest

cover and two-fifths (2/5) of national phosphate resources.

The direct Project Impact Area is presented in Figure 1 below.


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Figure 1: Direct Project Impact Area

4.2 Physical Environment

i) Climate

The climate between Settat and Marrakesh is classified as a semi-arid bioclimatic type with increasing

aridity from North to South. Temperature variations are limited and go from mild winters (5°C on average)

to fairly hot summers (26 °C on average), compared to 45°C on average in the hinterland. Average rainfall

stands at 400 mm per year. Ambient air quality is low (dust-laden), especially along the Settat-Casablanca

axis.

Province borders

Municipality borders

Raw way layout

Study area

Legend

SETTAT PROVINCE

REHAMNAPROVINCE

MARRAKECH PREFECTURE


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ii) Hydrology and Relief

The wadis concerned, spanning between Settat and Marrakesh from the coastal basins to the Tensift basin,

are as follows: (i) the Oum Er Rbia wadi, 550 km long, which takes its source in the Middle Atlas at an

altitude of 1,800 m, crosses the Middle Atlas chain, the Tadla plain and coastal Meseta and flows into the

Atlantic Ocean at about 16 km of El Jadida (Azemmour) town. It is a set of waterways comprising the

Oum Er Rbia, the Srou wadi, the El Abid wadi and the Chbouka wadi; (ii) the Sidi Ali wadi, the main

tributary of the Bouchane wadi, in the Oum Er Rbia water basin. Benguerir town has, in less than 20 years,

experienced three major floods which occurred in 1986, 1990 and 2000; during those periods, the

Bouchane wadi and its tributaries (the Sidi Ali wadi, the El Arsa wadi) experienced very heavy rainfall,

causing serious floods; (iii) the Tensift wadi a western Moroccan river, which has its source in the High

Atlas and flows into the Atlantic Ocean between Safi and Essaouira. It crosses the Haouz plain near

Marrakesh and receives many tributaries, particularly on its left bank, including the Chichaoua wadi and

the N’Fis wadi. After a 250-km course, it flows into the Atlantic, 33 km south of Safi, near Souira Kedima.

It has a very irregular flow, which is almost nil in summer.

There are other less important wadis, compared to the previous ones, including the Essel wadi; the Saïd

wadi; the Lakhal wadi; the Sehb Jaouch wadi; and the Rmal wadi.

iii) Geology and Hydrogeology

On most of the PIA, the Paleozoic basement platform, which constitutes the substratum, is covered on the

surface by Pliocene and quaternary dune sandstone. This Paleozoic basement complex is composed of

formations with a much weathered surface layer that is completely or almost impermeable. Shales are the

predominant formations: Acadian or Ordovician shales and quartzites, which appear in association with

sandstone. Shales are totally impermeable for the most part. However, their weathering, which is

sometimes rather profound creates conditions conducive to groundwater retention. A deep purple

psammite series is formed between the shales and quartzites; the thickness of these geological horizons is

about 1000 m for shales and psammites and 170 m for quartzites. The other region stretches along the

Tensift wadi, which, through its tributaries, drains three-quarters of the ancient High Atlas massif. These

tributaries, based on impermeable formations and with very steep slopes, have torrential characteristics

(slopes of 15 to 22%).

There are various hydrogeological units with several aquifers, the main ones being: (i) the Chaouia

Côtière aquifer which is a natural continuity northwards of the Berrechid aquifer; it stretches over a

surface area of 1,200 km², corresponding to the coastal strip, 20 km wide on average, between the towns

of Casablanca and Azemmour; and (ii) the Bahira aquifer; stretching from East to West, the Bahira plain

lies between the Jbilet massif in the South and the Rehamna and Gantour plateaux in the North, and

stretches over a surface area of about 5,000 km².

4.3) Biological Environment

(i) Natural vegetation is found mainly on the banks and edges of the Oum Er Rbia wadi and the Tensift

wadi and on the very rugged terrain around the railway route. Arborescent species such as the pink laurel,

tamaris, eucalyptus, red juniper and wild olive trees are commonly noticed. In addition, pre-steppe forest

formations are almost destroyed, or being damaged and made fragile. Certain vestiges of the olestra and

mastic, preserved tree varieties, are also seen. Sometimes, there is reforestation along the railway line.

The direct PIA does not have any humid environment of biological or ecological significance. The

extended PIA, however, has three sites of biological and ecological interest (SBEI) about 15 to 30 km

from the Settat-Marrakesh railway network. The "Marrakesh Palm Grove" SBEI is crossed by the existing

railway network, a few kilometres from the Marrakesh station. In this section, a dual-track railway

platform is already planned, very close to the palm grove. However, only the track and ballast for track-

doubling have been laid. Some ten palm trees have been transplanted to create a space of about ten metres.


8

(ii) Birdlife: Falconiformes and passerines are the most numerous and better represented

groups in the assessment area and are very common in open environments and their

population comprises the house sparrow, garden bulbul, eaglet, gazette, domestic pigeon,

Eurasian collared dove, crested lark, blackbird, chatter magpie, grey wagtail, Sardinian

warbler, single-coloured starling, common stonechat, grey shrike, barn swallow, striolated

bunting, greenfinch, melodious linnet, grille lark, serin, cattle egret (noticed mostly in

winter), common quail, kestrel falcon, etc.

(iii) Mammals: made up mainly of three orders, the specific richness of which is very variable:

rodents (the most represented order and better adapted to the environment: 32 species),

bats (25 species) and insectivores (8 species). As concerns rodents, a family especially is

well represented namely the gerbils which, with 15 species, have colonized most of the

natural environment, abandoning the most anthropic biotopes to commensal species (rats

and mice). Bats, with 25 species, are also quite diversified but their distribution appears

heterogeneous. The major spaces of interest in terms of biodiversity, and which need to be

protected, are situated some 15 to 30 km from the assessment area that will be affected by

the project. These are the biological and ecological interest sites of Sahb al Majnoun and

Barrage al Massira. The Marrakesh palm grove is home to a wealth of flora and fauna with

more than 25 species, notably juncus acutus, suaeda fruticosa, taraxacum gaetulum,

imperata cylindrica, apium graveolens, atriplex colorei, cynodon dactylon, framkenia

corymbosa, plantago coronopus, limonium delicatulum.

4.4) Human Environment

4.4.1 Administrative Distribution

The Settat-Marrakesh line concerns the following prefectures, subdivided into districts:

Settat Settat (MU), Ain Nzagh (RM), Lahouaza (RM), Oulad Aafif Bni Yagrine (RM), Khemisset Chaouia

(RM), Toualet (RM), Sidi Mohamed Ben Rahal (RM), Machraa Ben Abbou (RM).

El Kalâa des

Sraghna

Sidi Abdellah (RM), Skoura Lhadra (RM), Skhour Rhamna (RM), Oulad Hassoune Hamri (RM),

Labrikiyne (RM), Ben Guerir (MU), Sidi Ali Labrahla (RM), Nzlat Laadam (RM), Oulad Imloul (RM),

Sidi Bou Othmane (RM).

Marrakech Harbil (RM), Ouahat Sidi Brahim (RM), Menara (DT), Gueliz (DT)) and Marrakech Medina (DT).

MU: Municipality, RM: Rural Municipalities and DT: District.

4.4.2 Population

The extended PIA has an estimated population of more than 8.6 million inhabitants, corresponding to

more than 28% of the national population. Its distribution is presented in Table 1 below:

Table 1 : Population Distribution

Pro

vin

c

e

Municipality (MU), Rural

Municipalities (RM), District

(DT)

Population Including

Foreigners

Number of

Households

Surface

Area Density

(inhab/ha)

Household

Size RGPH2014 (Ha)

Ch

ao

uia

Ou

rdig

ha

Settat (MU) 142 250 16 32 714 1 082 131.47 4.35

Ain Nzagh (RC) 17 456 1 3 541 17 206 1.01 4.93

Lahouaza (RC) 7 394 - 1 368 12 802 0.58 5.40

Oulad Aafif Bni Yagrine

(RC) 6 985 - 1 324 20 876 0.33 5.28

Khemisset Chaouia (RC), 5 527 1 1 058 8 929 0.62 5.22

Toualet (RC) 11 976 - 1 925 14 912 0.80 6.22

Sidi Mohamed Ben Rahal

(RC) 10 410 - 1 813 20 145 0.52 5.74

Machraa Ben Abbou 9 355 - 1 594 15 136 0.62 5.87

Ka

la

a d

es

Ser

ag

hn

a

Sidi Abdellah (RC) 10 481 - 1 723 22 616 0.46 6.08

Skoura Lhadra (RC) 8 865 4 1 352 30 297 0.29 6.56


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Skhour Rhamna (RC) 15 479 4 2 976 29 874 0.52 5.20

Oulad Hassoune Hamri (RC) 7 662 68 1 206 33 236 0.23 6.35

Labrikiyne (RC) 11 619 1 2 088 24 173 0.48 5.56

Ben Guerir (MU) 88 626 65 18 752 1 258 70.45 4.73

Sidi Ali Labrahla (RC) 6 618 - 1 115 22 742 0.29 5.94

Nzlat Laadam (RC) 14 838 1 2 221 48 019 0.31 6.68

Oulad Imloul (RC) 9 614 - 1 712 32 266 0.30 5.62

Sidi Bou Othmane (MU) 99 011 33 17 169 44 606 2.22 5.77

Ten

sift

el

Ha

ou

z

Harbil (RC) 51 881 32 11 737 29 978 1.73 4.42

Ouahat Sidi Brahim (RC) 25 320 88 5 425 7 153 3.54 4.67

Menara (DT) 411 094 1 317 94 686 9 436 43.57 4.34

Gueliz (DT) 192 774 3 608 49 314 9 436 20.43 3.91

Marrakesh Medina (DT) 120 643 383 28 649 609 198.10 4.21

Total PIA 1 285 878 5 622 285 462 5.35

The socio-demographic characteristics of the PIA are presented in the table below:

Table 2: Population Characteristics

Pro

vin

ces

Socio-economic Characteristics of the Project Impact Area

Distribution According

to Age Groups (%)

Illi

tera

cy R

ate

(%)

Population

Aged 10 Years

and Above

According to

Level of

Education (%)

Act

ivit

y R

ate

(%)

Socio-professional Situation (%) Rural Municipalities

(RM)

,

Municipality (MU)

District (DT)

Les

s th

an 6

yea

rs

Fro

m 6

to

14

yea

rs

Fro

m 1

5 t

o 5

9

yea

rs

60 y

ears

and

abo

ve

Pre

-sch

ool

Coll

ege

and

seco

nd

ary

Hig

her

edu

cati

on

Em

plo

yer

Indep

end

ent

wit

h p

rem

ises

loca

l In

dep

end

ent

at

ho

me

Itin

eran

t

ndep

enden

ts

Pu

bli

c se

cto

r

sala

ried

wo

rker

Pri

vat

e se

cto

r

sala

ried

wo

rker

Fam

ily

assi

stan

ce

Ap

pre

nti

ce

Set

tat

Settat MU 10.6 17.7 63.8 7.9 29.5 1.5 61 8.4 37.7 2.3 13.6 2 10.2 25.7 41.8 1.8 2.5

Ain Nzagh RM 13.5 20.3 57 9.2 60.4 0.9 39 1.1 42.7 0.3 31.3 1.4 3.8 4.2 27.2 29.8 1.9

Lahouaza RM 12.5 20 56.1 11.4 60.7 2.1 38 0.7 40.3 0.7 38.8 0.4 2.5 2.2 18.6 36.3 0.5

Khemisset Chaouia RM 11.5 19.1 57.6 11.8 51.9 3.3 44 1.1 36.2 1.4 37 0.7 2.2 2.6 18.6 36.9 0.7

Sidi Mohd Ben Rahal RM 13.2 20.9 56 9.9 63.3 2.5 34 0.8 36.7 2.2 28.6 0.9 3.7 2.8 19.6 41.4 0.9

Machraa Ben Abbou RM 14.4 21.8 55.5 8.3 64.9 3.1 33 0.6 37.5 0.5 27.1 0.4 1.1 3 34.1 33.6 0.3

Touafet RM 12.8 21.7 55.4 10.1 66.6 5.3 28 0.5 40.2 1.1 33 0.4 6.3 0.9 12.8 44.9 0.6

Oulad Aafif RM 12 19 57.3 11.8 60.6 1.4 38 0.5 42.6 1.2 29.5 2.1 7.3 0.7 15.3 42.8 1.1

El

Ka

laa

des

Ser

ag

hn

a

Sidi Abdallah RM 14.5 23.1 54.6 7.7 72.6 3 25 0.3 35.7 0.4 31 0.3 5.7 1 14.7 46.5 0.4

Skoura Lhadra RM 13.6 24.2 54.2 8 76 2.5 22 0.5 36.5 0.2 29.9 0.7 4.3 0.8 19.7 44.1 0.3

Skhour Rhamna RM 12.5 21.1 57.5 8.9 59.3 1.5 37 2.8 33.1 0.3 36.2 0.7 8.4 8.1 18.8 27.1 0.5

Oulad Hassoune Hamri RM 13 22.2 57 7.8 59.3 2.5 37 0.8 36.4 0.8 20.4 5.2 9.8 1 27.5 34.6 0.7

Ben Guerir MU 12 21.2 61 5.8 35.3 2 58 5 32.3 1.7 16.6 2.7 15.4 24.3 34.8 2.4 2

Sidi Ali Labrahla RM 12.7 20.4 58.6 8.3 61.9 2 38 0.9 35.4 1 30.7 0.2 3.7 2.2 27.3 33.8 1

Nzalat Laadam RM 14.5 23.4 55.6 6.5 51.6 2.9 44 2.1 29.2 0.3 31.3 0.4 0.5 21 15.3 31.1 0.2

Sidi Bou Othmane RM 13.3 20.7 57.9 8.1 55.2 2.6 41 1.6 32.4 0.7 30.6 1.4 3.6 5.5 39.7 17.2 1.4

Oulad Imloul RM 13.9 21.8 55.5 8.8 66.4 2.8 34 0.4 31.2 0.8 27 0.3 2 1 39.9 28.5 0.6

Ma

rra

kes

h Ouahat Sidi Brahim RM 14.4 21.2 59.2 5.3 46.3 1.4 51 1.7 32.1 1 14.3 3.3 6.9 3.4 65.9 4.1 1

Harbil RM 14.8 21.4 57 6.9 61.6 3 36 0.5 34.9 0.6 27.2 1.9 5.7 1.3 42.5 19.6 1.2

Menara DT 11.8 18.1 63.8 6.3 26 2.2 63 8.9 36.5 2.6 12.8 2.3 7.7 19.3 51.7 1.8 1.7

Gueliz DT 9.8 16.4 65.5 8.4 22.5 1.8 60 16 39.3 4.2 10.7 2 6.9 24.9 48.2 2 1.1

Marrakesh Medina DT 9 14.9 65.2 10.9 34.7 2.4 58 5.9 41 1.9 13.1 4.2 13.5 10.2 53.1 1.8 2.3

4.4.3 Socio-economic Activities

Economic activity in the Chaouia-Ouardigha region is dominated by the primary sector (agriculture and

livestock), which employs about half of the workforce. Thus, agriculture plays an important role in the

promotion and development of the region’s economic activity. With a Useful Agricultural Area (SAU) of

about 60% of the total regional surface area, the region is clearly an agricultural area. It is one of the

country’s most fertile areas. Regarding stockbreeding, the region has nearly 1.9 million sheep,

representing 12.3% of the sheep population recorded at the national level in 2007.


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The great agricultural potential of the Settat Province – capital of the Chaouia–Ouardigha region, is the

basis of its economy. The province’s economic activity remains largely dependent on agriculture. The

region is home to about 389 industrial establishments, representing 5% of the country’s industrial units.

The industrial sector employs 21,000 persons permanently and supplies 5.2% of national production. By

sector, the food processing industry comes in first position with a production value estimated at nearly

MAD 4 billion.

The Marrakesh-Tensift-Al Haouz region is predominantly a rural area, with the agricultural sector playing

an undeniable role in the formation of the economic fabric. The SAU stands at 1,554,500 hectares,

corresponding to 17.3% of the national SAU. The region’s main produce remains cereals with nearly 2.2

million quintals. Furthermore, citrus-fruit production in the region stands at 65,300 tonnes, corresponding

to 5.1% of national output. The region has nearly 475 industrial outfits, corresponding to 6.1% of the

country’s industrial units. The industrial sector employs more than 18,200 persons permanently and

generates a turnover of about MAD 6.5 billion. Food processing comes in first position in terms of output,

with slightly more than MAD 3.5 billion. The chemical and para-chemical industry and the textile and

leather industry, come in second position.

4.4.4 Gender

Despite the progress made in Morocco in the elimination of all forms of discrimination against women,

gender-based disparities still exist. In the direct project impact area, women account for 51,1 % of the

total population estimated at 1 286 000 inhabitants. The illiteracy rate stands on average at 42.5% in the

Chaouia and Marrakesh Tensift regions, and 61.1% in the case of women.

Just like in the entire country, rural women of the project area continue to be the most vulnerable category,

due to their limited access to factors of production (land, market). They are present in various agricultural

subsectors and make varied contributions. Improvement of their performances can ensure the agricultural

sector’s development.

The development potential is in the food processing and tourism sectors, which are traditionally the major

sources of jobs for women. First of all, by reducing transportation cost, the project will help attract new

industrial units and promote tourism, particularly in Marrakesh, thus offering new job opportunities for

women. Secondly, by increasing train frequency, the project will ensure increased low-cost and safe

transport services for women, youths and the handicapped, particularly through the shuttles between Ben-

Guerrir and Marrakesh.

The PIA is characterized by a poverty rate which falls within the national average (8.8%). However, rural

poverty rates in the PIA are almost twice higher than in the urban area. Investment activities planned in

the region take this reality into account. The railway track doubling project is consistent with public

investments in this area. At the level of the ONCF, measures taken in recent years to promote female

employment have started yielding encouraging results. Indeed, out of an overall workforce of 8,050

persons recorded in 2011, there are 395 women, corresponding nearly to 5% of total workers. This trend

will be enhanced with the recruitments planned under the project, in the executive and supervisory

employee categories, based on the principle of "equal gender opportunities and remuneration". These are

jobs that will be primarily generated in the operational phase in the area of railway electronics (signaling,

ticketing, IT, administrative activities …).

In addition, jobs created in the following areas should, to a large extent, benefit the female population

living in the project area: (i) retail trade; (ii) catering within station premises; (iii) daily maintenance of

premises, vehicles and public areas; and (iv) administrative and service activities in the future new town

of Ben Guerrir (in midcourse), which is expected to be a university town.

4.4.5 Sensitivity of the Environments

Physical Environment: water quality will not be significantly altered. The impacts likely to be generated

will be felt during the construction of sanitation-facility extensions, bridge extensions as well as in the


11

building of bridges in replacement of level crossings. Ambient air quality is low. The dust and exhaust

fumes that local residents will put up with are very limited and temporary.

Biological Environment: all sites of interest are situated 15 to 30 km from the assessment area and will

not be affected by the project. On the other hand, the railway route passes in the SBEI of the "palm grove

marshes" situated northwards of the Marrakesh station. This site is already impacted by the existing

railway right-of-way and Phase 1 of the project has planned the laying of the second track on the existing

platform, including transversal bridge extensions at PK 243+404, which required the acquisition of 400

m² of land, catenary renewal and the fencing of the right-of-way. For this latter activity, and in

anticipation of the current Phase 2, a cluster of big palm trees was transplanted immediately behind the

service track in the area adjoining the fence and lying within a distance of 10 m of the fence. No sensitive

species seems to be found on the railway-doubling-project area. The environmental homogeneity implies

that existing species, both plant and animal, are represented in the whole region.

Human Environment: Project-related activities will not affect any habitat. The replacement of 36 ha of

land of low-economic-value for farming is not likely to affect yields and does not constitute fragmentation

of farmland. Noise pollution will be increased due to higher frequencies of railway traffic. The distribution

and sale of agricultural and industrial production will be improved.

The analysis presented has helped to define the state of sensitivity and resistance of various environmental

elements. It is the result of the comparison of the impact dreaded and the value of the element as presented

in Table 3 below:

Table 3: State of Sensitivity of the Environment Environment Elements Feared Impact Value Sensitivity

Physical

Soil Low Average Nil

Air Low Low Low

Water Low Average Average

Landscape Low Average Low

Biological

Fauna Low Low Nil

Flora Low Average Low

Protected sites (SBEI) Low Average Low

Human

Population and housing Low Average Low

Agro-pastoral activity Low Average Low

Socio-economic activity Average High High

Noise pollution Low Average Average

Mobility and transport High High Positive

Infrastructure and equipment Average Average Average

5 ALTERNATIVE PROJECT SOLUTIONS

5.1) Without Project Situation

The "without project" situation amounts to leaving the railway line in its current single-track state and the

partial doubling implemented in Phase 1, with the attendant saturation limits and inconveniences posed

to users and local residents. The impacts of this situation are summarized as follows: (i) saturation of the

28 trains/day line; (ii) delays and cumulative delays; (iii) difficulties in providing for maintenance time-

slots; and (iv) maintaining precarious safety and a restrictive route. This situation complies neither with

the Kingdom of Morocco’s economic and social development policy nor with the Bank’s strategy paper

for intervention in Morocco. So, the status quo is not in line with the spirit and principles of improving

the transport system in Morocco.

5.2) Project Alternatives

The technico-economic feasibility studies and the preliminary draft files of the chosen scenario C were

examined to ensure project viability. The alternative chosen for Horizon 2020 is the total doubling of the

railway right-of-way coupled with an increase in speed, involving some curve realignments and track

elevation. The design of facilities complies with the best practices and standards laid down by the

International Union of Railways (UIC) with respect to railway equipment works and facilities.


12

Scenario Brief description

Reason for rejection Horizon 2015 Horizon 2020

Scenario A Settat-Marrakesh

Partial doubling (66 km)

LGV (high-speed railway line) between

Settat and Marrakesh

High cost for Horizons 2015 and

2020

Scenario B Settat-Marrakesh

Partial doubling (66 km) Increase in speed between Casa and

Rabat

Additional increase in speed between

Settat and Fès LGV between Settat and Marrakesh

High cost for Horizons 2015 and

2020

Scenario C Settat-Marrakesh

Partial doubling (66 km) Total doubling of the Settat-Marrakesh

line and increase in speed

-

The said Scenario C refers to the examination of 4 scenarii: (i) Baseline Scenario in Phase 1; (ii) Scenario

2 - doubling between Settat and Imfout; (iii) Scenario 3 - doubling between Ben Guerir and Sidi Ghanem;

and (iv) total doubling. This latter Scenario requires curve realignments that will ensure the

implementation of the BAL, PAI and ERTMS systems to enhance overall safety. The weightings and

comparisons tend lean towards the latter, as presented in the following comparison table.


13

The synoptic pattern chosen is presented in Figure 2 below.

Table of Comparison of the Alternatives

Criteria Ratio

Activity

Ratio Baseline Scenario (Phase 1)

Scenario 2 Settat -Imfout Doubling

Scenario 3 Ben Guerrir -Sidi

Ghanem

Scenario 4 Total Doubling and

Straightening of Curves

Value Weighting Score Value Weighting Score Value Weighting Score

Technical 40% 0,54 1,15 1,22 2,92

Earthworks and Facilities 10% 2 10 1.00 2 8 0.80 2 8 0.80 2 8 0.80

Track Renewal 5% 2 4 0.20 2 8 0.40 2 8 0.40 2 8 0.40

Catenary Renewal 5% 2 4 0.20 2 8 0.40 2 8 0.40 2 8 1.60

Elimination of Unguarded

Level Crossings 5% 0 2 0.10 1 5 0.25 1 6 0.30 1 6 0.60

BAL, PAI Signaling 8% 0 0 0.00 0 0 0.00 0 0 0.00 1 8 0.00 Establishment of ERTMS 5% 0 0 0.00 0 0 0.00 0 0 0.00 1 10 0.00

Renovation of Railway

Stations 2% 1 2 0.04 1 5 0.10 1 6 0.12 1 8 0.32

Operation 30% 1.40 1.75 1.95 2.70

Travel Time 10% 0.6 4 0.40 0.7 7 0.70 0.89 8 0.80 0.98 10 1.00

Operation and Maintenance 5%

Average to

bad 5 0.25 Average 6 0.30 Good 8 0.40 Very good 10 0.50

Safety 15%

Average to

good 5 0.75

Average to

good 5 0.75

Average to

good 5 0.75 Very good 8 1.20

Disruption of

Environments 30%

1.50 2.40 2.10 1.75

Land/Activities 10% None 4 0.40

Private very limited (8

ha) 8 0.80

public

+private limited (11

ha) 8 0.80

public

+private

more significant

(18 ha) 2 0.20

Deforestation 5% Very low 8 0.40 Nil 10 0.50 Very low 8 0.40 Average 6 0.30 Soil Resource Consumption 5% None 4 0.20 Low 8 0.40 Low 8 0.40 Average 5 0.25

Risk of Accident 10% Sensitive 5 0.50

Not

sensitive 7 0.70 Sensitive 5 0.50 Almost nil 10 1.00

Total Ratio 100% Total Score 3.44 5.30 5.27 7.37

gares

setta

t

71,95

1 à 7

4,430

74,43

0 à 80

,430

80,43

0 à 86

,970

86,97

0 à 90

,970

khem

isset

93,35

0 à 93

,950

94,94

4 à 10

4,100

Imfo

ut

104,6

00 à

120,1

50

120,1

50 à

117,5

00

Mec

hraa

ben A

bou

118 à

128

Sidi A

bdall

ah

129 à

141,0

00

141 à

146

Skho

ur

Ben G

uerri

r

173,0

00 à

177,4

81

177,4

81 à

184,6

00

184,6

00 à

189,1

62

M'za

let El

Ada

m

190,6

00 à

203,9

61

204,0

00 à

207,3

50

Sidi B

ou At

hman

208,1

00 à

212,0

00

212,0

00 à

224,9

00

El Ko

udia

El Rid

a

226,0

00 à

232,3

50

232,3

50 à

236,0

00

236,0

00 à

237,1

00

237,1

00 à

239,1

50

239,1

50 à

242,0

00

Sidi G

hane

m

Marr

akec

h

PK 72+750 92+487 104+500 117+573 128+800 146+290 172+744 189+900 208+011 225+941 242 248+51

sections 4

var 1 ref (phase 01)

variante 2

variante 3

variante 4

doublement sans retification de courbe

doublement avec rectification de courbe

effectuée

5 6 7

effectuée

zone de travaux d'infrastructures

60km/h

ligne

8 9

80km/h 120km/h 160km/h 120km/h

1 2 3

Area under Infrastructure Works

Doubling without curve realignment Doubling without curve realignment

Implemented

Stations

pk

Lines

Sections

Benkmark scenario

Scenario 1

Scenario 2

Scenario 3

Implemented


14

5.3) Chosen Solution

Dual tracking between Settat and Marrakesh consists in platform earthworks over a 42-km stretch with a

lateral extension of nearly 4m on average, which will follow the current track layout and will involve the

extension of hydraulic structures and, in certain sites, it will require an increase in their section,. Doubling

will also involve structures and bridges and the establishment of various layers of stepped ballast (as a

stability measure). This extension will vary in width by nearly 15 m over a 6-km cumulated segment of

the curve realignment area. Earthwork protections will require the use of anti-contamination geotextiles

as a means of prevention against mould growth and invasive weeds. This will require nearly 250,000 m3

of selected materials from existing approved quarry sites (Settat, BenGuerrir, Imfout, and Sidi Ghanem).

The track body will consist of a ballast layer of 45cm-thick ballasting of the track itself, which will consist

of a UIC60 continuous welded rail (CWR), supported and stabilized by bi-block sleepers with metal

crosses. The said ballast will also constitute a rainwater drainage facility to ensure rapid and total outflow

of the water from the platform. The ballast will come from existing stocks of specific regional quarries,

owned by the ONCF. Track renewal and doubling will stretch over the existing track on the existing

platform already earmarked for that purpose.

The catenary’s renewal and doubling works and the equipping of substations will stretch over a distance

of 106 km. Modern signaling equipment will be installed along the entire track between Casablanca and

Marrakesh.


15

6 POTENTIAL IMPACTS AND THE MITIGATION AND IMPROVEMENT

MEASURES

6.1) Negative Impacts

Impact assessment is based on the environmental sensitivity of the components. Such sensitivity analysis

makes it possible to determine the component’s level of resistance in relation to the project.

Impact assessment is subdivided into three phases: (i) Pre-construction Phase - a phase that corresponds

to the period for vacating the rights-of-way, conducting implementation studies and the preparatory works

for the requisite construction sites (preparation of the right-of-way and access roads, installation of

equipment); (ii) Construction Phase - phase corresponding to site works for project implementation. It

ends with rehabilitation of the construction site; (iii) Operation and Maintenance Phase - corresponding

to the operation and use of the infrastructure developed as well as maintenance and repair of various

infrastructure components. The matrix of interrelations, which relates project impact sources to

environmental elements is summarized in the following table.

Table 4: Matrix of Interrelations

6.1.1) Construction phase:

This phase corresponds to preparations for vacating the right-of-way, land development, installation of

the necessary construction site facilities and opening of access roads. It is followed by excavation works,

construction of the track laying platform and laying of the track body itself, installation of catenary

scaffolding and equipment as well as extensions of crossing and sanitation facilities, right up to site

cleaning and rehabilitation.

Phases

Pre-construction Implementation Operation

Imp

act

sou

rces

Dep

osi

t o

f M

ater

ials

Inst

alla

tion

of

Sit

e

Fac

ilit

ies

Cle

arin

g

Op

enin

g o

f A

cces

s

Tra

cks

Tra

nsp

ort

and

Tra

ffic

Ex

cavat

ion

an

d D

rain

age

Fo

otb

ridg

es a

nd

Fac

liti

es

Was

te M

anag

emen

t

Tra

ffic

Dis

rup

tion

s

Tra

ck a

nd

Cat

enar

y

Lay

ing

Reh

abil

itat

ion

Tra

nsp

ort

and

Tra

ffic

Pre

sence

of

Fac

ilit

ies

and

Equ

ipm

ent

Saf

ety

of

Lo

cal

Res

iden

ts

Mai

nte

nan

ce a

nd

Rep

air

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

Water l h a l

Landscape a l a l l a l a l ++ a

Bio

log

ica

l Flora l a a a a l l a

Fauna a l l a l l a l

Protected Sites l l l

Hu

ma

n

Population and Housing l a l a l a l ++ l ++ ++ ++ ++

Agro-pastoral Activity a l l l l l

Noise Exposure al a l a a a a l l l a

Socio-economic Activity l a ++ ++ ++

Mobility and Transport a ++ ++ ++

Infrastructure and Equipment a l ++

Level of impact l : low a: average h: high ++ : positive impact


16

In the construction-site-preparation phase:

i) activities in the immediate vicinity of certain access roads and tracks for crossing the

railway (level crossings or pass-overs) as well as pathways for pedestrians will be

disrupted. Deviations will be needed;

ii) displacement of networks will be necessitated by the works, especially the electricity,

telephone and water-supply networks as well as the displacement of fences, the clearing

and uprooting of some trees and the transplanting of palm trees. This preparation is

essential to avoid interrupting railway traffic;

iii) the exploitation of existing quarries could exacerbate discomfort to local residents; and

iv) the interventions on tracks will disrupt railway traffic (stops/delays, crossing, overtaking,

etc…).

The construction phase could result in:

v) traffic inconveniences on certain road bridges for which extension works are planned;

vi) difficulty of access, with risks of accidents due to movements of civil engineering

equipment on the deviation roads;

vii) dust emissions and exhaust fumes resulting from the movement of heavy vehicles and

machines on the roads under construction and on deviations also create environmental

impacts, especially impact on the urban environment;

viii) risks of spillage of hazardous products and leakage of hydrocarbons, oils or lubricants

from construction machines could also pollute soils, water resources and wadis;

ix) fortuitous discovery of archeological or cultural relics; and

x) The influx of job-seekers from neighbouring towns could disrupt socio-cultural balances

within local urban communities, in terms of violation of customs and traditions and spread

of STIs.

6.1.2) Operational phase:

It corresponds to the use of the infrastructure constructed and that of the equipment needed for its

operation and maintenance.

xi) the capacity and speed increase will result in higher frequency of passenger and freight

trains. This may constitute potential sources of accidents and risks to the neighbouring

populations and road users, especially at level crossings;

xii) noise pollution will be exacerbated in the areas near the line;

xiii) the project will not affect natural habitats, the fauna or the flora and no further deterioration

of the quality of the abiotic environment is expected during the exploitation of renovated

lines Thus, the project does not affect any archeological, cultural or religious site. Even

though the sites likely to contain cultural resources are not necessarily known at this stage,

it is deemed prudent to adopt the principle of precaution, which consists in ensuring that

possible impacts on the said resources are assessed and mitigated as much as necessary.


17

6.2) Positive Impacts

The project will have a positive impact on population mobility between the Settat region, including Grand

Casablanca, and the tourist metropolis of Marrakesh. The doubling of the Settat-Marrakesh track will help

to significantly increase train frequency and reduce travel time from 3 h 15 to 2 h 30 (representing a 45-

mn time savings). Expected annual passenger traffic would rise from 2.5 to 3.2 million passengers,

including shuttles between the new Benguerrir town and Marrakesh.

The positive impacts identified are:

i) the creation of numerous jobs in the construction and operational phases, estimated at 1

million staff/days in the construction phase and 50 permanent jobs in the operational

phase;

ii) exogenous benefits - time and safety gains, savings on track maintenance, etc;

iii) increased railway capacity, which will boost intra-regional and inter-regional trade and

contribute to the achievement of the Government’s economic growth and development

objectives;

iv) facilitation of access to the socio-economic centres of Settat and Grand Casablanca

(administration, health centres, schools,..) and Marrakesh town, the main tourist centre, as

well as between the new university town of Ben Guerrir and Marrakesh ;

v) increased safety through the installation of foot bridges, under-track tunnels, in

replacement of level crossings, and fencing of rights-of-way;

vi) intensification of tourist services (Marrakesh, Casablanca etc …) and by the same token,

the promotion of cottage industries and services closely linked to tourism;

vii) time and mobility gains under better traffic and comfort conditions for passengers;

viii) gradual transfer of freight transport from road to rail transport, which will generate gains

for the community in terms of fuel consumption and CO2 emission; and

ix) the change in mode of transport will also significantly mitigate environmental and social

risk factors caused by road transport, such as accidental spillage of hazardous materials

and road-transport-safety conditions.

6.3) Mitigation and Improvement Measures

6.3.1) Compensatory Measures Related to Vacating the Rights-of-way

i) Displacement of activities and compensation of PAPs: an overall budget of MAD 70

million was earmarked in the CRP for the compensation of 384 PAPs, including loss of

agricultural property;

ii) Displacement of infrastructure and fences as well as extension of facilities will be required.

They are factored into the project and constitute a distinct budget item in the Description

and Quantities Estimates (DQE).

6.3.2) Mitigation Measures of Negative Impacts during the Construction Phase

The mitigation measures planned in the Terms of Reference 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 in the Terms of Reference of contractors as well as civil engineering

technical measures consistent with UIC standards. The latter concern staff management, the installation


18

of worksite bases and conditions of hygiene therein, the organization and management of hydrocarbon

depots (control of spillage, explosion or fire hazards), the origin of materials (quarries) and the conditions

of their transportation, the organization of depots needed for works or generated by renewals, traffic

regulation, solid and liquid waste management, rehabilitation of sites and dismantling of makeshift

installations at the end of works and the planting of vegetation on the rights-of-way. They are focused

mainly on the organization of works and the equipment of living quarters to mitigate the overall nuisance

of works. The environmental and social clauses included in the contractor’s tender documents must also

refer to provisions on the ground-penetrating geo-technical campaign, and more specifically the fortuitous

discovery procedure, in compliance with the laws and regulations governing cultural heritage and

antiquities in the Kingdom of Morocco.

Project design also adopted the following technical measures: (i) 33,000 m3 of ballast will be recovered

and reused; (ii) 3,600 rails of 18 ml will be recovered and reused in secondary tracks and stations; (iii)

150,000 m3 of rubble will be reused in embankments.

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

of developed tracks and appurtenances (drainage ditches, embankments, catenaries etc.), and rolling stock.

All the major impacts identified can be controlled thanks to the implementation of proposed mitigation

measures (except those linked to the landscape). After implementation of mitigation measures, the impacts

will no longer be major; instead they will become limited.

Table 5 below summarizes the main environmental and social measures.

Impact-generating

Activity Impact Mitigation Measures

Acquisition of land

from the forest estate

Reduction of forest

surface areas

1. The acquisition will be in compliance with the provisions of Dahir No. 1-58-

382 of 17 April 1959 for land that is classified under the Forestry Regime and

needed for the implementation of Public Utility Projects, following the signing

of an agreement between the ONCF and the HCEF.

2. Provide facilities to protect the roots of palm trees and other trees.

3. Avoid the deforestation and destruction of vegetation outside the ONCF right-

of-way.

4. During felling of trees, provide for wood stacking areas outside humid areas.

5. Obtain authorizations for works on sites of biological and ecological

significance.

6. Monitor the transplantation of palm trees.

Vacating the right-

of-way

Loss of activities, crops

and income

Disruption of access to

and supply of crop

Destruction of built-up

properties, hedges,

traditional equipment

and wells

Fortuitous discovery of

archeological and

cultural relics

7. Programme the start of construction works after harvests

8. Prior agreement with affected owners and compliance with the commitments of

this agreement.

9. In the agricultural areas, access the right-of-way through existing roads or move

around at the fringes of cultivated areas and prepare access roads in consultation

with farmers.

10. In the agricultural areas, locate equipment as much as possible at the borders of

plots or cultivated areas, or distribute them in a manner that will reduce their

number to the minimum. Inform citizens, through billboards, of works

execution: scope, duration, and site.

11. Ensure access to private poverty and safety for local residents during works

(fence, guards etc. …).

12. Implement adequate measures to reduce nuisance caused by works.

13. Inform users of the railway line and concerned authorities and take appropriate

measures to reduce service interruptions to the minimum.

14. Adjust white works to avoid disrupting rail traffic.

15. In the urban areas, clean the streets plied by vehicles or heavy machinery to

remove all accumulation of loose materials and other debris.

16. Prior inspections and the ground-penetrating reconnaissance campaign.

17. Excavations to salvage relics in case of discovery.

Deposit of materials Risk of land

speculation

18. Begin negotiations with landowners before the opening of deposit areas.

19. Displacement of networks


19

Impact-generating


Movement of

machines

Nuisance caused by

dust, noise and exhaust

fumes

20. Regular watering of the site

Development of the

platform

Risk of accident 21. Preparation of a plan for the movement of heavy equipment outside the

railway right-of-way to ensure the greatest mobility and accessibility for local

residents. The said plan should evolve in keeping with the planned phase of

works. This plan will be reinforced by the installation of signalling and

information billboards.

22. Protection during transportation of materials.

23. Make available on the spot, absorbent materials and well identified watertight

containers for the collection of oil residues and waste in case of spillage.

24. Inform drivers and machine operators of safety standards to be complied with

at all times.

Installation and

commissioning of

the contractor’s base

camp

Risks of accidents and

accidental spillage

25. Establish an emergency intervention plan for spillage of contaminants.

Display prominently for workers, a poster indicating the names and phone

numbers of officials and describing the alert procedures and ensure the entire

staff buys into the plan.

Fire hazard 26. Fire-fighting equipment.

Vehicle parking and

engine-oil leaks

Soil destruction by

compacting in the

contractor’s base camp

27. Rehabilitation of bases at the end of works by turfing of the site

Production of waste in

worksites and risk of

soil and water pollution

28. Establishment of a worksite waste-disposal system

29. Development of the firm’s secondary bases far from boreholes, waterways

and residential areas. Bases and main offices in already developed railway

stations

Earthworks, soil

compacting by

vibratory equipment,

crushing,

Dust emissions and

exhaust fumes

30. Regular watering of platforms and regulation of the water content of materials

during offloading. Temporary deposit of rubble or excavated material could

also require their humidification

Platform

development,

excavated material,

backfill….

31. Protection of vehicle loads by tarpaulin sheeting

Movement and

parking of worksite

equipment and

heavy machinery

Noise pollution, gas

emissions,

32. Verification of heavy equipment

33. Avoid heavy-equipment movement near inhabited areas and the conduct of

noisy works outside normal working hours.

34. Maintain transportation vehicles and machinery in proper working order to

avoid oil, fuel and pollutant leakages and minimize exhaust fumes and noise.

Respiratory diseases 35. Staff protection equipment

Voluntary or

accidental disposal

of chemical

pollutants and

hydrocarbons

discharged during

equipment

maintenance,

Pollution of surface and

ground water by

hydrocarbons and other

waste

36. Storage of oxygen, propane and acetylene in designated places, for welding

and cutting of catenary scaffolding or rails. They will be fenced in and

protected from any possible accident, with a track-inspection car or vehicle

37. Collection of waste oils in watertight drums and recycling under conditions

imposed by regulations and the ONCF environmental charter

38. Regarding areas prone to flooding and collection of runoff water, schedule

interventions outside times of flooding and heavy rains

39. Avoid blocking surface-water drainage and provide rehabilitation measures.

Dumping of rubble

or excess excavated

material

Soil pollution by waste 40. Establishment of a worksite waste collection and disposal system.

41. Discharge of oily and petroleum products (by machinery) will be rigorously

designed to avoid spills on the ground and in the wadis. Worksite solid waste

will be transported to authorized (ONCF or municipal) rubbish dumps for

sorting and recycling, especially the wood, metal and organic materials to be

used for compost

42. Establishment of a mechanical workshop with specific equipment.

Wastewater from the washing and maintenance of machinery will undergo

water-oil separation treatment. The water will be drained off into septic tanks

and the residues collected.

Operation of the

worksite

Pollution of low-lying

areas

43. Prohibition of dumping of rubble, excess excavated material and

hydrocarbons


20

Impact-generating


44. Protect vegetation near wadis and chaabas.

45. Avoid multiple crossings of permanently flowing wadis and chaabas.

46. Take all possible precautions during refueling of vehicles and heavy

machinery on the worksite to avoid possible spills. Prohibit refueling near

waterways

Soil degradation 47. Rehabilitation of deposit areas and worksite feeder roads

48. Provide facilities for vehicle movement whenever there is risk of compacting

or altering the surface area

49. Mechanically stabilize soil to reduce erosion potential.

50. Provide for site redevelopment after earthworks.

51. Limit interventions on erosion-prone soil.

52. Implementation of technical solutions for stabilization.

53. Compact loose soil at the end of works and encourage the establishment of a

local plant stratum

Destruction or loss of

vegetation cover

54. Turfing of the disposal areas after levelling

Discomfort from

garbage disposal

55. Refuse collection and sorting

56. Recovery of hazardous waste in watertight tanks for treatment and/or disposal

Disruption from scrap

metal disposal (catenary

scaffolding, sleepers,

rails etc. …)

57. Dump to be provided for in the railway right-of-way of the Ben Guerrir and

Marrakesh stations

Risks of accident and

disruption of access to

homes and social

facilities

58. Sensitization and information of the population on the period of works and the

rules to be observed,

59. Keeping the population away from the areas where the construction

machinery and equipment operate during mechanized works

60. Setting up of full enclosures

61. Installation of worksite and speed limitation billboards near the exit of heavy

machinery and close to socio-economic or cultural sites

Traffic disruptions 62. Development of signaled deviation routes and installation of billboards

informing on the different phases of the works

Spread of STIs 63. Organization of STI awareness and prevention campaigns

Train traffic Noise pollution and

vibrations

64. Grinding of rail beds and technical inspection of tracks and equipment

65. Installation of acoustic protections (full enclosures in housing areas)

66. Limitation of acoustic pressure to a maximum of 60 decibels between 06:00

and 22:00, and to a maximum of 55 decibels between 22:00 and 06:00

Increase in rail

traffic and speed

Increase in risks of

accident for guarded

and unguarded level

crossings

67. Sensitization of the population on transport-related safety issues

68. Establishment of footbridges/tunnel crossings.

69. Organization of awareness and information campaigns on compliance with

provisions of the highway/rail/crossing codes

Commissioning of

tracks

Degradation of

components

70. Periodic maintenance, surveillance and inspections (tracks, signaling,

catenaries…)

Dirty nature of the track 71. Blowing away refuse and regular cleaning of the track and its components

6.3.3) Residual impacts and mitigation measures

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

project. In the operational phase, these are: (i) landscape aspects due to the presence of dual catenary

scaffolding; (ii) safety aspects of the movement of persons and goods, local residents and road traffic

crossing the railroad and that problem is exacerbated by increased train frequency and higher speeds; and

(iii) noise pollution resulting from the same causes.

Safety is enhanced by the construction of many footbridges coupled will parallel tracks adjacent to fences.

Safety is an absolute and fundamental priority of ONCF’s management as well as an essential leveraging

option for its commercial activity. It relies particularly on traffic safety, based on a directive defining three


21

levels of intervention: (i) Regional Level - Regional Inter-Departmental Safety Commission (CIRS); (ii)

Central Level - Central Inter-Departmental Safety Commission (CICS), (iii) Directorate General Level:

Network Safety Committee (CSR). It is run by the Safety and Control Office. Under the project, signaling

equipment sub-components reinforce this dimension, namely: a) the automatic luminous block (BAL) is

an automatic rail signaling system used to ensure spacing of trains moving on the same track. It uses

luminous signals at the entrance of each canton, and for track circuits which change its appearance

depending on the progress of trains. b) Computerized Signal Box (PAI), a tool and equipment for the

implementation of the European Rail Traffic Management System (ERTMS), which seeks to harmonize

rail signaling and its constant surveillance and which takes on board all emergency procedures at various

levels of intervention, maintenance and programming, be they the so-called conventional lines or new

high speed lines.

Furthermore, as concerns the safety of persons and property, ONCF takes various initiatives to enhance

safety in its premises through: (i) surveillance by and vigilance of the entire staff, whatever their area of

activity, to detect any abnormal situations; (ii) permanent presence of elements of the Railway Police (PF)

in stations and on board trains; (iii) subcontracting of the security-guard function to private companies;

(iv) resorting to authorities for solutions, whenever necessary, especially during peak passenger travel

periods; and (v) generalization of surveillance, event-recording and alert devices, particularly the

installation of video cameras in most of the stations. To ensure coordinated and efficient action, a “Safety

Management System” is being finalized with the support of the UIC and SNCF (France).

Noise pollution will be mitigated through planned “Continued Welded Rails” (CWR) and full enclosures,

as well as through noise mitigation devices (rail dampers) with track reinforcement on the residential

segments close to the right-of-way. This measure should be strongly recommended in case there are

unspent balances in the project budget.

However, there is still the issue of visual impact further exacerbated by the additional establishment of

crossing bridges.

7 ENVIRONMENTAL RISK MANAGEMENT AND CLIMATE CHANGE

7.1) Project-related Environmental Risks

The terms of reference require contractors to prepare Environmental Action Plans (EAP), Site

Environment Protection Plans (SEPP) and the HSE. They will include emergency procedures and

emergency intervention. The detailed worksite PPS will indicate all the precautionary measures adopted.

This does not rule out risks of seepage of pollutants into ditches (or waterways) and/or aquifers as a result

of spillage of used oils and fuels or runoff from stockpiled materials. In steep slopes, it is advisable to

prevent erosion risks by realigning the layout of rights-of-way (rockslides, landslides and sliding of the

platform embankment). In some forested areas, it is necessary to protect against fire hazards and to make

provision for the management of such cases should they arise. Fuel depots present some soil and water

pollution risks from oil, fuel or lubricant spills as well as fire hazards.

7.2) Climate Change

This project is part of the continued upgrading of the railway line, which will ultimately link Tangiers to

Marrakesh, thus offering a higher service level than that of other modes of transport.

Despite the average sensitivity of the region crossed (heavier rains, longer droughts and higher

temperatures), the nature of railway infrastructure and the line’s layout make it possible to avoid the

effects of these changes, particularly when account is taken of the fact that the height of the track body

has been elevated by nearly 0.75m and tracks in the stations are adequately drained. Thus, the Continuous

Welded Rail (CWR UIC 60 on TBA VAX 41), coupled with its 45-cm ballast, helps to safely resist

temperatures of nearly 85 °C and the new suspended catenary absorbs both winds and dilation caused by

high temperature.


22

Curve realignment areas are subject to embankment stabilization over a 70-m segment.

The development envisaged will result in the replacement of road transport with rail transport for a

significant part of existing and future mobility demand between Settat and Marrakesh. To that end, it will

help reduce the greenhouse gas (GHG) emission of 6.5 million tonnes eq per year for the project’s

duration, compared to the “without project” situation, which consists in continuing to use the road network

for the transportation of goods and persons.

The carbon costs saved are included in the economic rate of return model, an extract of the basic

assumptions of which is presented below. This is the projected replacement of road transport with rail

transport.

Externalities (2008 Systra base figures updated to 2015) MAD/veh x km

Local atmospheric pollution gain

Buses 0.132

Private cars (PC) & Taxis 0.015

Heavy-duty trucks 0.140

Greenhouse effects

Buses 0.031

PC & Taxis 0.007

Heavy-duty trucks 0.042

Similarly, emissions are coupled with energy supply from two wind farms, representing a clean renewable

energy source of nearly 240 GWh per year needed for the operation of the ONCF electric-powered traction

network.

It is considered that energy used in rail traction reflects the same breakdown of generated power in

Morocco. Referring to the 2009 benchmark, this stands at: i) 13.60% for fuel oil and diesel, ii) 42.20%

for coal, iii) 13% for natural gas, iv) 11.9% for renewable energies, and 19.3% in imports. In this regard,

the carbon footprint of electric-powered rail traction therefore considers the overall CO2 emission factor

as “f”, representing 0.193 Kg eq C per KWh.

The total consumption of all rail network substations in 2014 stands at 306 GWh.

CO2 emissions relating to electric-powered traction in 2014 are estimated at Q = 306*106*0.193,

representing 59 058 t eq C. Thus, projected consumption at commissioning in 2018 stands at 440 GWh.

Total CO2 emissions relating to electric-powered traction in 2018 are therefore estimated at Q =

440*106*0.193, representing 84 920 t eq C

CO2 emissions relating to electric-powered traction in 2018 are therefore estimated at Q’ = 240*106*0.006

+ 200*106*0.193, representing 40 040 t eq C. Hence an emission reduction of nearly 52.85%.

This reduction is expressed taking into account the operating costs.

8 ENVIRONMENTAL AND SOCIAL MONITORING PROGRAMME

8.1) Responsibility

The responsibility of monitoring the achievements of project components as well as the implementation

of the Environmental and Social Management Plan (ESMP), will be organized and conducted by ONCF

through its Project Supervision Office at the CI South Project, which includes the Project Impact

Surveillance and Monitoring Unit (CS), and through its ISO 14001 Environmental Management System

(EMS). The CS will rely on the services of ONCF Districts and Regional Control Services. It will

centralize all the observations made by other Ministries and stakeholders in the project (Environment

Department, Ministry of Home Affairs and Local Government, the High Commission for Water

Resources and Forestry etc. …). The CS, attached to DRIC South (Project Supervision), will conduct

regular monitoring of the works, right up to commissioning of the project.


23

8.2) Conduct of Surveillance and Monitoring

It should be noted that the ONCF Project Supervision Office is responsible for the overall conduct of the

project in its works phase. Its missions, as defined in the " ONCF Investment Projects Management

Manual", are: (i) Steering of Works Contracts Implementation; (ii) Scheduling, Coordination and Steering

of the Worksite, (iii) Assistance to the Contracting Authority for Commissioning Operations; (iv)

Representation of the Contracting Authority. The missions are summarized as follows:

- Works Management: manage and control all works, direct and coordinate stakeholders

and assist the Project Manager to ensure compliance with quality and cost requirements

as well as with deadlines;

- Conduct of Works: guarantee performance of the works contracts signed between the

Contracting Authority and Contractors;

- Technical Control: verify and ascertain compliance of the facilities with requirements in

terms of (i) results, (ii) commitments given, (iii) regulations and (iv) best practices;

- Quantitative Control: control facilities both under construction and constructed,

quantitatively assess what remains to be done for each facility so as to ensure proper cost

management;

- Quality and Methods: assist with other responsibilities (particularly conduct of works) to

ensure optimal management, works scheduling and overall project-quality assurance.

The environmental surveillance mission is thus performed under the Technical Control function and the

Quality and Methods mission.

Furthermore, the works execution contracts, in addition to the preparation of the SEPP and the PHSE, will

contain a description of the penalties that will be applied to Contractors in case of non-compliance with

specific technical requirements of an environmental and social nature. The environmental commitments

taken by the ONCF in its environmental management ISO 14001 certification, will enable it to

continuously assess and control the impact of its activities, products and services. It will ensure, if need

be, that measures on the fortuitous discovery of cultural relics are implemented, in accordance with the

laws and regulations governing cultural heritage and antiquities. Periodic reports on the surveillance and

monitoring of environmental measures, the efficiency of these measures and the solutions to unforeseen

environmental problems will be forwarded to the Department of DRIC-South Projects of the ONCF

(Contracting Authority). SME audits ensure environmental monitoring at the level of Senior Management

(Infrastructure and Traffic Office and DRIC South).

Environmental monitoring aims to regularly assess the level of implementation of mitigation measures

recommended by the ESIA through the Environmental and Social Management Plan (ESMP), to enable

ONCF (Contracting Authority) to specify, adjust, reorient or possibly adapt certain measures in light of

the characteristics of environmental components. To that end, the ESMP consists in planning the

protection measures proposed and identifying the various partners and their responsibilities in the

implementation of these measures. This takes place during the project preparation and implementation

phases, while taking surveillance and environmental monitoring into account.

The works surveillance and environmental monitoring programme will be an integral part of the

environmental and social reports of the Project Supervision Office and Contractors. The latter will refer

to environmental assessments to mitigate or offset the risks incurred by the biophysical and human

environment. The Bank’s annual supervision missions will help to assess the quality of project

environmental and social monitoring.

The project management team at ONCF has experienced staff and adequate technical resources in these

areas. The assistance of environmental and social experts could be required in the surveillance of works


24

and the verification of their compliance with the general recommendations of the Environment

Department, those of the High Commission for Water Resources and Forestry as well as those of urban

and rural communities, considered to be stakeholders. The Monitoring Unit should be set up before

successful bidders start their on-site installation. Thus, its staff will be ready to organize and conduct a

sensitization and training programme for the staff of the selected enterprises. Later, it will prepare a

sensitization and training programme for ONCF staff as well and design appropriate action plans.

8.3) Cost Estimates

Mitigation measures of the installation and works phases outlined in the ESMP will be included in the

Terms of Reference of contractors and potential service providers who submit bids for implementation of

the said measures. They comprise soil and water protection measures as well as how people perceive the

said measures (traffic deviations, noise reduction, working hours, watering of sites etc. …).

ONCF’s operating costs will defray the costs of sensitization measures with respect to: (i) rules to be

observed to keep worksite equipment far from living and working quarters during mechanized works; and

(ii) road safety issues.

The safety/security and facilities/footbridges aspects, recorded as project components, are in fact, the

technical solutions for restoring the railway-crossing and protection measures. They represent MAD 25

million or 2.93% of the project amount, exclusive of tax.

The costs of environmental and social measures outlined in the ESMP will be taken into account in the

total cost of works. They amount to MAD 31.52 million or 1.6% of the project amount, net of tax and

physical contingencies. The share of costs relating to environmental monitoring and surveillance activities

stands at MAD 0.7 million, net of tax, and will be borne by the CS attached to the ONCF Project

Supervision Office.

These estimates are summarized in Table 6 below:

Table 6: ESMP Costs

in MAD Million

Project Components Project Cost

Share of

Environment

Component Ratio

1 Infrastructure (Works) 1,512.70 25.00 1.65%

1.1 Worksite Installations 2.00

1.2 HSE Plan and Plan for Intervention in Traffic 18.00

1.3 Site Environmental Protection Plan (SEPP) 5.00

2 Railway Equipment 365.00

2.1 Track (Waste Management Plan, Recovery of Used

Sleepers and Rails) 219.00 4.38 2.00%

2.2 Catenaries and substations (Waste Management Plan,

Recovery of steel IPN and Copper Cables) 114.00 1.14 1.00%

2.3 Signaling (Goods) 32.00

3 Land Acquisition 70.00

4 Management and Monitoring Services 10.00 1.0 10.00%

Basic Cost, Net of Tax, and Physical Contingencies 1,977.70 31.52 1.6%

8.4) Schedule and Reporting

The CS attached to the ONCF DRIC South (Project Supervision) will: (i) prepare a weekly project note

including the most relevant information on worksite safety; (ii) prepare a quarterly environmental and

social control report. The assessment of activities carried out (preventive control, field visits, inspections


25

and training activities) will be presented in this report, along with all documents that can illustrate and

justify the environmental control intervention; (iii) prepare a summary half-yearly environmental and

social audit report on project works. It will be done according to the standard content defined by ONCF’s

SME; (iv) prepare a final environmental and social monitoring report. At the end of construction works,

an overall summary report on environmental monitoring of the project will be prepared.

9 PUBLIC CONSULTATIONS AND INFORMATION DISCLOSURE

After the adoption of its 2010-2015 performance contract, under which the project falls, ONCF embarked

on the planning process through a broad participatory framework involving, at various levels, political

authorities, elected officers, representatives of professional bodies and associations, local residents and

users of the railway line.

Concerning the doubling of the Settat-Marrakesh line, local residents were associated in the selection of

layout realignment to minimize expropriations, to take the relevant measures and make the requisite

investments in order to mitigate noise pollution and accidents.

ONCF organized information and sensitization seminars on its investment programme; the seminars were

attended by the populations, local elected officers, Administration officials, the General Confederation of

Enterprises of Morocco (CGEM), NGOs and other associations, as well as current users of the railway

line. These stakeholders also contributed to the design and definition of the functionality of stations as

well as the desired service level for the operation of the line.

Thus, Decree No. 2-04-564 of 4 November 2008, defining the terms of the organization and conduct of

the public inquiry into projects subject to ESIAs, associated the populations concerned in the assessment

of the project’s possible impact on the environment and afforded them the opportunity to submit their

observations and proposals on this aspect. The ESIA was conducted through public consultation and relied

on field visits, the use of basic documents, discussions with central and decentralized services, regional

property services, economic operators, socio-professional groups, local residents and administrative

authorities.

At the end of the public inquiry conducted in December 2012, followed by a review of the National

Environment Committee, which issued a favourable opinion dated 12 April 2013, the project was

endorsed by the environmental-safeguard decision issued by the Moroccan Environment Department in

November 2013. It is valid for the entire duration of the track-doubling project. The decision is annexed

to this summary.

The partial doubling operation carried out in Phase 1 over 66 km, conducted several consultations and

continuous opinion surveys among the population, on various work sites, in the stations of towns and

villages serviced as well as on the ONCF website. They indicate the almost total support of all

stakeholders.

Furthermore, Act No. 7-81 of Morocco, on eminent domain expropriation provides for: (i) public

information of the parties concerned; (ii) full publication of the Eminent Domain Orders (EDO) in the

Official Gazette and in the press; and (iii) filing of the draft expropriation plan in the land registry office,

which registers the lands earmarked for expropriation. The publication of the EDO is followed by an

administrative inquiry, which lasts for two months, with effect from the date of its publication. During

this period, the public can make observations, ask questions or raise objections with respect to the plan

that is presented in the public register.

10 ADDITIONAL INITIATIVES

10.1 Compensation and Resettlement Plan

Compensation for expropriations is dealt with in Section 6.1.1, for people affected by extensions of right-

of-way land. Concerning reforestation, the requisite acquisitions will be conducted in accordance with the


26

provisions of Dahir No. 1-58-382, following the adoption of an agreement between ONCF and the High

Commission for Water Resources and Forestry. The resettlement plan, the summary of which is attached

as an annex to this summary ESIA, gives detailed information on affected persons, compensation

measures and actions relating thereto (legal status, consultations, monitoring etc. …).

10.2 Related Developments

The project already fulfills, through several related developments, the wishes and safety concerns

expressed by users and the population during satisfaction surveys, namely: (i) embellishment and

renovation of stations; (ii) development of under-track crossings; (iii) development of tunnels for

crossings by vehicles; (iv) construction of fences and gates at level crossings; and (v) development of

infrastructure for protection of local residents.

The safety/security and facilities/footbridges aspects, recorded as project components, are in fact, the

technical solutions for restoring the railway-crossing and protection measures. They represent MAD 25

million or 2% of the project amount, net of tax

11 CONCLUSION

The main issues arising from the analysis and environmental assessment have been addressed and

adequate measures have been taken to offset or mitigate the identified impacts. The impacts affect public

State lands.

Being a railway project, it is in line with both the Bank’s new strategy and its 2012-2016 transport sector

strategy for Morocco. This project will also help promote the benefits of earlier interventions in Phase 1

of the project, between Tangiers and Marrakesh.

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

environmental and social levels. The Ministry of the Environment issued an environmental compliance

decision in favour of the project.

12 REFERENCES and CONTACTS

- EIA Report on the Settat-Marrakesh Railway Track Doubling Project

- Report of the Environmental Monitoring and Surveillance Plan (EMSP)

- Report of the Compensation and Resettlement Plan

For further information, please make contact with:

- Mr Kurt LONSWAY, Environment and Climate Change Division, e-mail:

[email protected]

- Mr Modeste KINANE, Environment and Climate Change Division, e-mail:

[email protected]

- Mr Salim BAIOD Environment and Climate Change Division, e-mail: [email protected]

- Mr Pierre MORE NDONG Transport Division 2, e-mail: [email protected]

Settat – Marrakesh doubling ESIA summary Annex 1 ESMP Matrix

27

Phase Impacts Measures Actions Implementation Monitoring Control Implementation

Indicator

Implementation

Period

Amount in

MAD

Pre

par

atio

n

Vacating the right-of-

way

Loss of activities, crops and

incomes Casablanca-Kenitra

(Rabat and Mohammedia connection line)

Compensation of affected persons prior to implementation to be borne

by the government

Compensation and

Resettlement Plan (CRP) ONCF DP-ONCF/CS CS/DE

Assessment and

monitoring report Before works 70 000 000

Loss of activities, crops and incomes Settat -Marrakesh

The start of construction works will

be programmed for the post-

harvesting period

Aspect of the CRP ONCF DP-ONCF/CS CS/DE Assessment and monitoring report

Before works

Fortuitous discovery of cultural heritage

Identification of possible relics and excavations to salvage them

GPR-type ground-penetraing campaign

ONCF/contractor DRIC South -ONCF/CS

Before and during works

Including the cost of works

Acquisition of land

from the forest estate

Reduction of forest surface

areas

Acquisition, for Public Utility, in

accordance with the provisions of

Dahir No. 1-58-382 of 17 April 1959 for land classified under the

Forestry Regime

ONCF/HCEFLDD

agreement Contractor/ONCF ONCF/HCEF CS/DE/ONCF

Assessment and

monitoring report Before works

Con

stru

ctio

n

Deposit of borrow and

quarry materials for use in areas to be

connected

Risk of land speculation Prioritize identification of dumping areas in stations (railway domain)

Negotiate with land

owners before opening

dumping areas.

Contractor

DRIC

South/M.OE D-

ONCF

CS/DE/ONCF Restrospective assessment report

Before works -

Disruption of water supply

networks, Energy, ICTs, Displacement of networks

Aspect of execution

studies ONCF/contractor

DRIC

South/M.OE D-ONCF

CS/DE Monthly

monitoring report

Before works +

Site installation + Works phase

Including the

cost of works

Operation of the

worksite Pollution of low-lying areas

Avoid dumping rubble, excess

ballast and spilling hydrocarbons Waste management plan Contractor

DRIC South/M.OE D-

ONCF

CS/DE Monthly surveillance and

monitoring report

Installation +

Works phase

Cost of the

waste

management plan

Soil degradation Rehabilitation of dumping areas SEPP Contractor

DRIC

South/M.OE D-

ONCF

CS/DE

Monthly

surveillance and

monitoring report

End of works 5 000 000

Destruction or loss of plant

cover

Turfing of dumping areas after

levelling + tree planting SEPP Contractor

DRIC South/M.OE D-

ONCF


monitoring report

End of works Cost of the

SEPP

Hazardous wastes in water-

tight tanks recovered for treatment and/or disposal +

refuse dumps.

Collection, sorting and stockpiling at approved agencies

Waste management plan

Contractor/Urban

C./Rural C./

Province

DRIC

South/M.OE D-

ONCF

CS / DE

Monthly

surveillance and

monitoring report

Duration of works

1 140 000

Disruptions caused by

rubbish dumps (catenary scaffolding, sleepers,

rails…)

Sorting and storage in stations in an

appropriate area (outside the dumping area), by type, for

collection and reuse

Storage plan + waste

management plan + SME ONCF referential

Contractor/ONCF

DRIC

South/M.OE D-ONCF

CS/DE

Monthly

surveillance and monitoring report

4 380 000

Accident risk, disruption of

access to social facilities

Fence, service feeder roads and unguarded level-crossing

equipment in gates

PHSE + SEPP + right-of-

way safety programme

Contractor/Urban C./Rural C./

Province

DRIC South/M.OE D-

ONCF


monitoring report

Site installation

+ Works phase 5 000 000

Disruption of rail traffic Operate off-traffic intervals Traffic plan and

intervention programme Contractor

DRIC

South/M.OE D-ONCF

CS/DE

Monthly

surveillance and monitoring report

Before works 13 000 000


28


Indicator

Implementation

Period

Amount in

MAD

Spread of STIs Information and Awareness Programme

Contractor

DRIC

South/M.OE D-

ONCF

CS/DE Survey among the population


1 000 000

Movement of

machines

Nuisance caused by dust,

noise and exhaust gas Regular watering of the worksite Aspect of the SEPP Contractor

DRIC South/M.OE D-

ONCF

CS/DE Monthly

monitoring report

Site installation

+ Works phase

Cost of the

SEPP

Development of the

platform and access

roads

Risk of accident Development of access roads + works programme

HSE Plan + Vehicle

traffic plan + Installation

of sign boards

Contractor

DRIC

South/M.OE D-

ONCF

ONCF

Monthly report +

Sensitization survey among the

population


Cost of the HSE Plan

Installation and

commissioning of the contractor’s base

camp

Risk of accident Protection during transport of materials

Aspect of site installations

Contractor

DRIC

South/M.OE D-

ONCF

CS/DE Monitoring report

2 000 000

Fire hazard Fire fighting equipment Fire Plan Contractor

DRIC

South/M.OE D-ONCF

CS/DE Monthly

monitoring report

Installation +

Works phase

Cost of the

Fire Plan

Parking of vehicles

and engine oil leaks

Soil destruction by compacting at the

contractor’s base

Rehabilitate the base at the end of

works by turfing the site Contractor

DRIC South/M.OE D-

ONCF

CS/DE/ONCF

Survey among

the population

and Monitoring report

End of works Included in the cost of

works

Production of wastes in worksites & water and soil

pollution risk

Establishment of a worksite waste

disposal system

Waste management plan

+ SME ONCF benchmark

Contractor/Urban C./Rural C./

Province

DRIC South/M.OE D-

ONCF

CS/DE Monthly

monitoring report

Site installation

+ Works phase

Cost of the

waste

management plan

Development of the contractor’s

base camp far from boreholes,

waterways and residential areas

Contractor/Urban

C./Rural C./

Province

DRIC

South/M.OE D-

ONCF

CS/DE

Commencement

report + Survey

among suppliers

Site installation

Included in

the cost of

works

Earthworks, soil compaction by

vibrating machines,

crushing, bitumen coating

Dust emissions and gas fumes

Regular watering of platforms and

regulation of the water content of

materials during offloading

SEPP Contractor

DRIC

South/M.OE D-

ONCF

CS/DE

Monthly

monitoring report + DE surveillance

report


Cost of the SEPP

Development of the

platform, stripping,

cuttings, embankments and

excavation,

Protect loads of earth and rubble by

sheeting SEPP Contractor

DRIC

South/M.OE D-ONCF

CS/DE Surveillance

report Works phase

Cost of the

SEPP

Movement and parking of vehicles

and site equipment

Noise pollution, gas, Verification of equipment Periodic technical control Contractor DRIC South/M.OE D-

ONCF

CS/DE Monitoring report Site installation

+ Works phase

Included in the cost of

works

Respiratory diseases Staff protection equipment HSE plan Contractor

DRIC

South/M.OE D-ONCF

CS/DE Survey among

the staff

Cost of the

HSE plan


29


Indicator

Implementation

Period

Amount in

MAD

Voluntary or

accidental disposal of

chemical pollutants, hydrocarbons,

maintenance of

machines,

Surface and ground water

pollution by hydrocarbons

and other wastes

Collection of waste oils in watertight tanks and recycling

Waste management plan + SME ONCF benchmark

Contractor

DRIC

South/M.OE D-

ONCF

CS/DE Monitoring report Site installation + Works phase

Cost of the

waste management

plan

Disposal of rubble or excess excavated

material

Soil pollution by wastes Establishment of a worksite waste

collection and disposal system SEPP Contractor

DRIC South/M.OE D-

ONCF


monitoring report

Site installation Cost of the

SEPP

Op

erat

ion a

nd m

ainte

nan

ce

Train traffic

Noise pollution and

vibrations by increased

frequencies and speeds

Technical measures to reduce noise and vibrations

Establishment of rail

insulators, Long Welded Rail (LRS), full and high

fences ( 2.5 m),

Contractor/ONCF

DRIC

South/M.OE D-

ONCF

CS/DE

Survey among

local residents, acoustic

measures


Included in

the cost of

works

Technical measures to reduce noise

and vibrations

Operation programme

including the modernization of rolling

stock equipped with brake

blocks in composite material

ONCF structures

responsible for technical visits

M.OE-ONCF CS/DE Assessment

report

Operational

phase

Included in maintenance

and operating

costs

Increase in rail traffic and speeds

Increase in the risk of

accident at guarded and

unguarded level crossings

Elimination of guarded and

unguarded level crossings and

fence

Level crossing elimination programme

ONCF M.OE-ONCF CS/ONCF Assessment report


Included in

operating

costs

Establishment of 30

footbridges/underground

crossings.

Organization of a sensitization and

information campaign on

compliance with

safety/signalling/crossing regulations

Information and Sensitization Programme

ONCF and

Structure responsible for user

safety

ONCF and

Structure responsible for

road safety

CS/ONCF Survey among the population

Works and

operational

phase

Included in

operating

costs

Development of pedestrian crossings

Renovation of stations Project component ONCF M.OE-ONCF CS/ONCF Survey among the population

Works phase +

operational

phase

Included in

the cost of

works

Commissioning of

tracks Degradation of components Regular inspections

Upkeep and maintenance

action ONCF M.OE-ONCF CS/ONCF Monitoring report

Operational

phase

Included in maintenance

costs

Dirty tracks

Blowing and regular cleaning of the

track

Upkeep and maintenance

action ONCF M.OE-ONCF CS/ONCF Monitoring report

Operational

phase

Included in

maintenance costs

Settat – Marrakesh doubling ESIA summary Annex 3

30

Organization Chart for Project Implementation

Infrastructure

and Traffic Office

Engineering Department

Infrastructure Engineering Department

Enginnering and Rail Infrastructure Department

Procurement and Management Department

Procurement Service Accounting Service

Project Department

Settat/Marrakesh Project Manager

SME Audit

DRIC South Implementation Department

Infrastructure and OA Service

Implementation District Heads

Track Superstructure Service


Catenary Service


SME Environmental Control Project Manager

Development Office

PropertyDepartment

SME Audit

ONCF

General Management

Settat – Marrakesh doubling ESIA summary Annex 3

31

Translation

Kingdom of Morocco

Ministry of Energy, Mines, Water Resources and the

Environment

Environment Department

Original text: ARABIC

Version: ENGLISH (Translated from the French version)

Ref. No.: 030595

6 May 2013

Decision No. 09/2013-3481

Environmental Compliance Approval Decision

The Minister of Energy, Mines, Water Resources and the Environment,

Considering Act No. 12.03 on Environmental Iimpact Assessments promulgated by Dahir No.

1.03.60 of 10 Rabie 1 1424 (12 May 2003), especially in its Sections 1, 2, 7 and 19;

Considering Decree No. 2.04.563 of 5 Dou El Keada 1429 (4 November 2008) on the Powers

and Operation of the National Committee and Regional Committees of Environmental Impact

Assessments;

Considering Decree No. 2.99.922 of 6 Chaoual 1420 (13 January 2000) on the Organization and

Powers Vested in the Secretariat of State under the Minister of Regional Development, the

Environment, Town Planning and Housing;

Considering Decree No. 2.12.37 of 2 Rabie 1 1433 (26 January 2012) on the Powers Vested in

the Minister of Energy, Mines, Water Resources and Environment;

Considering the Recommendation of the National Committee in Charge of Environmental Impact

Assessments, meeting on 12 April 2013;

Hereby Decides as Follows:

Article 1: An environmental-clearance decision has been taken in favour of the project to

increase the capacity of the Settat-Marrakesh railway, as presented by the National Railway

Authority.

Article 2: The Contracting Authority herein undertakes to comply with the provisions of the

environmental impact assessment and the clauses of the Terms of Reference attached to this

decision.

Article 3: This clearance decision shall become null and void should the project fail to be

implemented within five years, with effect from the date when the said clearance decision is

issued.

For the Minister of Energy, Mines, Water Resources and the Environment

The Secretary General of the Environment Department

Signed: Jamal MAHFOUD

EN-R-06-00-12

african development bank group · • act no. 99-12 establishing the national environment and...

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