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ENVIRONMENTAL IMPACT ASSESSMENT STUDY

REPORT FOR THE PROPOSED RE-ALIGNMENT OF THE

STANDARD GAUGE RAILWAY (SGR) WITHIN NAIROBI

NATIONAL PARK

MAY, 2015

Authority: EIA Lead Expert: Project Proponent:

Director General

National Environmental

Management Authority

P.O. Box 67839 00200

Nairobi.

Eston Murithi

Reg. No. 0633

P.O. Box 7894 00200

Nairobi

Kenya Railways

Corporation (KRC)

P.O. Box 30121-00100

Nairobi

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IDENTIFICATION AND CERTIFICATION

I ........................................................................... on behalf of Kenya Railways Corporation

submit the following Environmental Impact Assessment Study Report for the proposed re-

alignment of Standard Gauge Railway (SGR) within Nairobi National Park. To my

knowledge, all information contained in this report is accurate and truthful presentation of all

findings relating to the proposed project.

Signed at Nairobi on this .............................. Day of May, 2015

Signature: Designation ....................

*************************************************************************

EIA/EA Lead Expert: Eston Murithi

NEMA Registration Number: 0633

PIN Number: A002775564J

Signature: ...

Date: ...

Address:

P.O. Box 7894 - 00200, Nairobi

Telephone: 0722-329201

Email: emurithi@limcomafriconsults.com/ estonmus@yahoo.com

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ACKNOWLEDGEMENT

The lead expertise Mr. Eston Murithi and on behalf of LIMCOM AFRICONSULTS takes

this opportunity to thank Kenya Railways Corporation for providing an opportunity to carry

out this Environmental Impact Assessment Study for the re-alignment of Mombasa-Nairobi

Standard Gauge Railway (SGR) within Nairobi National Park. This was done in compliance

with the legal requirement as stipulated in Section 58 of the Environmental Management and

Co-ordination Act (EMCA) of 1999, Legal Notice No.8. We sincerely thank the CRBC team,

and all other stakeholders consulted in providing the necessary support, documentation and

facilitation of site visits that enabled the experts to effectively carry out this environmental

impact assessment study.

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ACRONYMS AND ABBREVIATIONS

CRBC China Road and Bridge Corporation (Kenya)

EA Environmental Audit

EIA Environmental Impact Assessment

EMCA Environmental Management and Coordination Act

EMP Environmental Management Plan

ERS Economic Recovery Strategy

ESIA Environmental and Social Impact Assessment

ESMMP Environmental, Social Management and Mitigation Plan

GDP Gross Domestic Product

HWC Human Wildlife Conflict

IUCN International Union for Conservation of Nature (IUCN)

KRC Kenya Railways Corporation

KWS Kenya Wildlife Service

NEMA National Environment Management Authority

NLC National Land Commission

NNP Nairobi National Park

PPE Personal Protective Equipment

SGR Standard Gauge Railway

TOR Terms of Reference

WPA Wildlife Protection Areas

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Table of Contents

IDENTIFICATION AND CERTIFICATION ........................................................................................ 2

ACKNOWLEDGEMENT ...................................................................................................................... 3

ACRONYMS AND ABBREVIATIONS ............................................................................................... 4

LIST OF FIGURES ................................................................................................................................ 7

LIST OF TABLES .................................................................................................................................. 7

LIST OF PLATES .................................................................................................................................. 7

CHAPTER ONE ..................................................................................................................................... 8

1.0 PROJECT INTRODUCTION AND BACKGROUND .......................................................... 8

1.2 Standard Gauge Railway Realignment Rationale and Justification .................................. 11

1.3 Project Objectives ............................................................................................................. 11

1.4 General Terms of Reference for the EIA .......................................................................... 11

1.4 Specific Terms of Reference ............................................................................................. 12

CHAPTER TWO .................................................................................................................................. 15

2.0 PROJECT DESCRIPTION ................................................................................................... 15

2.1 Project Scope .................................................................................................................... 15

2.2 General Construction Design ............................................................................................ 16

2.3 Preparation for Commencement ....................................................................................... 17

2.4. Personnel Deployment ...................................................................................................... 17

2.5 Filling of Subgrade............................................................................................................ 19

2.6 Blasting for Cutting Construction ..................................................................................... 20

2.7 Construction of Culvert ..................................................................................................... 21

2.8 Construction of Bridge ...................................................................................................... 23

2.9 Summary of main project activities .................................................................................. 29

2.10 Project Cost ....................................................................................................................... 29

CHAPTER THREE .............................................................................................................................. 30

3.0 BASELINE INFORMATION .............................................................................................. 30

3.1 Location ............................................................................................................................ 30

3.2 Climate .............................................................................................................................. 30

3.3 Soils ................................................................................................................................... 31

3.4 Fauna ................................................................................................................................. 31

3.5 Flora .................................................................................................................................. 32

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CHAPTER FOUR ................................................................................................................................. 34

4.0 ANALYSIS OF ALTERNATIVES ...................................................................................... 34

4.1 SGR Crossing African Heritage House............................................................................. 34

4.2 Crossing NNP with 800m radius ...................................................................................... 35

4.3 Crossing NNP with 1000m radius .................................................................................... 35

CHAPTER FIVE .................................................................................................................................. 39

5.0 PUBLIC CONSULTATION AND PARTICIPATION ........................................................ 39

5.1 Introduction ....................................................................................................................... 39

5.2 Methodology in Public Consultation ................................................................................ 39

5.3 Results of Stakeholder Consultations................................................................................ 40

CHAPTER SIX ..................................................................................................................................... 43

6.0 POLICY AND LEGAL FRAMEWORK ............................................................................. 43

6.1 The Constitution of Kenya ................................................................................................ 43

6.2 Kenya Vision 2030............................................................................................................ 44

6.3 The Wildlife Conservation and Management Act, 2013................................................... 44

6.4 Environmental Management and Coordination Act (EMCA) 1999 ................................. 46

6.5 Environmental Impact Assessment and Audit Regulations, 2003 .................................... 46

6.6 Noise and Excessive Vibration Pollution Control Regulations, 2009 .............................. 47

6.7 Waste Management Regulations, 2006 ............................................................................. 47

6.8 The Lands Act, 2012 No. 6 of 2012 .................................................................................. 48

6.9 Physical Planning Act 1996 (Cap 286) ............................................................................. 49

6.10 National Land Commission Act, 2012 .............................................................................. 49

6.11 Kenya Railways Corporation Act (Cap. 397), 1979 ......................................................... 50

6.12 Land Registration Act, 2012 ............................................................................................. 50

CHAPTER SEVEN .............................................................................................................................. 51

7.0 IMPACT IDENTIFICATION AND ANALYSIS ................................................................ 51

7.1 Potential Positive Impacts ................................................................................................. 51

7.2 Potential Negative and their Mitigation Measures ............................................................ 52

7.3 Impact Significance Analysis ............................................................................................ 59

CHAPTER EIGHT ............................................................................................................................... 63

8.0 ENVIRONMENTAL, SOCIAL MANAGEMENT AND MITIGATION PLAN (ESMMP) ..

.............................................................................................................................................. 63

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8.1 Significance of ESMMP ................................................................................................... 63

8.2 Environmental Monitoring and Audits ............................................................................. 63

CHAPTER nINE ................................................................................................................................... 72

9.0 CONCLUSION AND RECOMMENDATIONS .................................................................. 72

9.1 Conclusion ........................................................................................................................ 72

9.2 Recommendations ............................................................................................................. 72

References ............................................................................................................................................. 74

APPENDICES ...................................................................................................................................... 75

LIST OF FIGURES

Figure 1-1: Detailed alignment and habitat loss in NNP Part -I ......................................................... 9

Figure 1-2. Detailed alignment and habitat loss in NNP Part -II ..................................................... 10

Figure 2-1:Map showing the re-alignment of SGR within Nairobi National Park ............................. 15

Figure 2-2:Map of Nairobi National Park showing the location of the old approved SGR alignment

from Cheetah Gate to Kapa Oil Refinery ....................................................................... 16

LIST OF TABLES

Table 2-1: Construction Personnel Employment ................................................................................ 18

Table 4-1: Comparison of Houses earmarked for Demolition along the SGR alignment ................... 38

Table 4-2: Comparison of costs of earthworks and laying tracks ....................................................... 38

Table 7-1; Impact Significance Analysis Criteria ............................................................................... 59

Table 7-2: Summary of Impact Significance Rating ........................................................................... 60

Table 8-1; Environmental & Social Management & Mitigation Plan (ESMMP) ............................... 63

LIST OF PLATES

Plate 3-1: Some of the Wildlife Animals within the Nairobi National Park ....................................... 32

Plate 4-1: Some KWS Structures that will be Re-located after SGR Realignment ............................. 37

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CHAPTER ONE

1.0 PROJECT INTRODUCTION AND BACKGROUND

China Road and Bridge Corporation (Kenya) has been contracted to construct the Mombasa-

Nairobi Standard Gauge Railway (SGR). The SGR will significantly influence land use and

spur development in the areas along and around where it will traverse. It is envisaged that at

least 40 per cent of the cost of financing the railway will be spent in Kenya, in tandem with

existing policies. This will unlock a number of benefits locally, especially during the

construction and operational phases. It is estimated that the SGR will create 60 new direct

jobs per kilometer of track during its construction phase. The supply of inputs to the project is

projected to create as many as 40,000 new jobs. Once completed, the SGR line will operate

on the principle of open access, where local entrepreneurs will have the opportunity to

participate in the provision of railway transport services by investing in locomotives and

rolling stock.

The transport sector in Kenya is a major driver of the countrys economy, as it provides and

supports the necessary infrastructure to spur the country to a middle income country by 2030.

The transformative power of a railway line has already been demonstrated by the current line,

its deficiencies notwithstanding. The transport arteries that serve the port of Mombasas

hinterland, and which form the Northern Corridor, account for over 80 per cent of Kenyas

Gross Domestic Product (GDP). The existing Kenya-Uganda Railway was meant to open up

the interior and provide access to overseas markets for goods (mostly agricultural produce)

from the expansive hinterland. Looking at the map of Kenya, one sees a clear linear pattern of

urbanization, with the railway line being the common denominator among Kenyas main

towns. The SGR will amplify the positive results that have been demonstrated by the Kenya-

Uganda Railway. The SGR is expected to improve operations in the transport system and

ease pressure on road for container freight delivery in the East African Region linking

countries like Uganda, Burundi, Rwanda and South Sudan among others.

According to the Environmental and Social Impact Assessment (ESIA) study report for the

SGR dated October 2012, the proposed new line is within the existing Mombasa-Nairobi

transport corridor or parallel to the existing corridor. In some instances, it deviates from the

existing line in order to attain a relatively straight alignment which will enhance train speed.

To enhance safety, it is proposed that the whole corridor will be protected by a guard fence

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made of reinforced concrete columns and metal meshes 1.8m high. However, within Wildlife

Protected Areas (WPA), the design will be modified to fit the requirements of KWS in order

to enhance movement of wild animals especially elephants, giraffes, buffaloes and large

carnivores among others.

However, the section of the SGR between chainage DK453+100 to DK465+455 within Athi-

River and Nairobi National Park areas requires to be realigned mainly to avoid demolishing

culturally significant developments and economical high value installations that will require

heavy compensation, and to make it more economic to construct the railway line. Following

this realignment the effective area affected will be from DK455+650 to DK464+500 a

distance of about 11.6Km of which 8.85Km will be within the Nairobi National Park (NNP).

The original alignment that was approved through a Grant of Easement Agreement dated 22nd

August 2014 between Kenya Wildlife Service (KWS) and Kenya Railways Corporation

(KRC), would have affected an area of approximately 7.79 ha of NNP. The proposed new

SGR alignment will affect approximately 87.29 ha (215.69 acres or 0.873km), equivalent to

0.75% of the total park area that is 117 km2 (Fig.1, & 2). This is a significant portion of

wildlife habitat.

Figure 1-1: Detailed alignment and habitat loss in NNP Part -I

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Figure 1-2. Detailed alignment and habitat loss in NNP Part -II

This new re-alignment was not envisage or covered by the original SGR ESIA report and the

EIA licence issued by NEMA. As such, a project of this nature and magnitude and given that

it affects a wildlife conservation area (Nairobi National Park), will require that an

Environmental Impact Assessment Study is conducted in accordance to EMCA 1999 and the

Environmental (Impact Assessment and Audit) Regulations, 2003, thus, this EIA study was

commissioned.

This EIA study is being carried out as an addendum to the initial Environmental and Social

Impact Assessment (ESIA) Study Report for the Mombasa-Nairobi SGR, which during the

period it was conducted, the current proposed change in design had not been anticipated.

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1.2 Standard Gauge Railway Realignment Rationale and Justification

The proposed realignment, also technically referred to as 1000m radius, according to the

China Road and Bridge Corporation (CRBC) and Kenya Railways Corporation (KRC) has

been prompted by the following reasons:-

Avoidance of the cultural and historical monument the Murumbi Hotel located along

the initial SGR alignment design.

Improvement of the efficiency and operating the SGR line by reducing the number of

curves on the line subsequently lowering operating and maintenance costs.

Inadequate funds for compensation of affected project person next to Mlolongo

township, including relocating large established companies and industries like the

KAPA Oil Refinery.

Arising from above, the National Land Commission (NLC) recommended the option

of passing the SGR through the NNP to avoid the high compensation cost of

relocating established factories, industries and private developers.

It is therefore critical to have this 11.6Km section of SGR approved to facilitate completion

of the ongoing Mombasa- Nairobi SGR construction that is expected to significantly improve

the transport system in the country and the East African Region.

1.3 Project Objectives

The main objectives of the proposed SGR construction are to:

i) Improve the transport system in the country and the East African Region.

ii) Enhance economic growth in the country and the East African Region.

iii) Increase revenue generation through improved freight haulage.

iv) Ease pressure from the roads for passenger and freight transport in the country.

1.4 General Terms of Reference for the EIA

The Environmental Management and Coordination Act (EMCA) 1999 provides for the

screening of policies, programmes and projects which are likely to have significant impacts

through Environmental Impact Assessment (EIA). The proposed project is a scheduled

activity (Second Schedule) as per EMCA 1999, which makes it, a requirement that it should

be subjected to an EIA study.

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The purpose of this EIA study is to ensure that the project option under consideration is

environmentally sound and sustainable, and that environmental consequences are recognized

early in the project and taken into account in the project design, implementation and

operation. This study has been conducted as provided under Section 58 of EMCA and section

7 of Environmental (Impact Assessment and Audit) Regulations 2003.

This study is meant to clearly identify as early as possible:

Information necessary for decision making.

Significant impacts and their mitigation.

Nature and extent of impacts on Nairobi National Parks ecosystem health.

Environmental management plans.

1.4 Specific Terms of Reference

The Consultant shall conduct an Environmental Impact Assessment Study which shall detail

the positive and negative effects of the development of the SGR project on the Nairobi

National Park and the associated environments. The specific Terms of Reference (TOR) for

this study will include, but not limited to the following aspects:

i) To provide detailed description of the proposed re-alignment of Standard Gauge

Railway (SGR) in Nairobi National Park.

ii) To review the existing applicable legal and institutional framework on environmental

planning and management aspects in relation to the proposed project. All applicable

legislation and regulations are outlined as well as environmental policies that are

relevant and applicable to the proposed project. Appropriate legal jurisdictions that

will specifically apply to the project will be identified. All relevant legal

institutions/agencies will also be identified for purposes of this study and the proposed

project. This will create basis for projects compliance to all existing statutory

requirements.

iii) To collect and collate detailed baseline and any other relevant information in

relation to the proposed project and the project area.

iv) To provide detailed description of the Project Objectives, Justification of the re-

alignment and detailed description of the potentially affected environment

including Nairobi National Park.

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v) To identify potential impacts of the proposed project. This will involve

identification of impacts related to SGR construction activities, for instance

possible vegetation clearance, land borrowing and filling. In addition, identification

of impacts related to construction of the access roads and associated facilities

within the project area. A distinction will be made between significant impacts that

are positive and negative, short-term and long-term. The impacts broad effect areas

will be categorized into physical/ environmental, social and economic

effects/impacts.

vi) To undertake comprehensive analysis of various alternatives to the proposed

project including project site, design and technologies. This will involve

description of the alternatives examined for the proposed project that would

achieve the same objective including the no action alternative. Justification and

reasons of the proposed and preferred project option will also be provided.

vii) To develop a comprehensive Environmental Management Plan (EMP) with

practical monitoring mechanisms proposing the measures for eliminating,

minimizing or mitigating adverse impacts on the environment to acceptable levels,

including the cost, timeframe and responsibility implementation matrix.

viii) To develop a Monitoring and Evaluation Plan. This will involve identification of

the critical issues requiring monitoring and evaluation to ensure compliance with

mitigation measures and present impact Management and Monitoring and

Evaluation Plans for such issues during various project phases.

ix) To specifically assess any possible human-wildlife conflicts within this park area

and suggest mitigation measures.

x) To assess and make recommendations on the type of fencing or other forms of

barriers to wild animals that will be used for the area proposed for the Standard

Gauge Railway (SGR).

xi) To undertake adequate disclosure and stakeholders engagement and consultations

regarding the proposed project. Adequate public and all relevant stakeholder

participation and consultation will be administered in this EIA Study process. The

EIA lead expert will identify appropriate mechanisms for providing information on

the proposed project to stakeholders for their various comments and feedback. This

will assist in obtaining the views of the relevant stakeholders in this project.

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xii) To provide final summary of findings, conclusions and recommendations on the

proposed project.

xiii) To Compile a Comprehensive and Detailed Environmental Impact Assessment

Study Report, to be presented in both electronic and hard copies to NEMA. The

report will be prepared and presented in the format dully prescribed by NEMA.

xiv) The actual land size required for the way leave to facilitate acquisition of the

corridor for the construction work.

xv) Availability of land to compensate the acquired way-leave on the principle of land

for land and acre for acre.

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CHAPTER TWO

2.0 PROJECT DESCRIPTION

2.1 Project Scope

The project description discussed in this chapter covers the line construction at mileage range

DK455+650 - DK464+500 within Nairobi National Park and with total length of 8.85km,

including the construction of subgrade, culverts and bridge engineering (Fig. 2-1), while

Figure 2-2 shows the previous approved alignment, that would have only affected 7.8 ha of

the park. The SGR will be a single track railway with a track gauge of 1435mm, with design

speed of 120Km/h for passenger train and 80Km for freight transport. The rail track will be

made of ballast with internal combustion traction category with reserved conditions for future

electrification.

Figure 2-1: Map showing the re-alignment of SGR within Nairobi National Park

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Figure 2-2: Map of Nairobi National Park showing the location of the old approved

SGR alignment from Cheetah Gate to Kapa Oil Refinery.

2.2 General Construction Design

All the subgrade shall be excavated mechanically incorporated with blasting excavation of

stonework, and the fill shall use the soils from borrow pits or cut area. According to the

length of pile foundation, it is planned to adopt hand-dug pile and bored pile in general and

percussion drilling for pile foundation where groundwater exists. Bearing platform and open-

cut foundation shall adopt slope excavation by machinery with manual coordination and one-

time pouring on combined steel formwork. Solid piers which are than 15m shall be formed by

one-time integral pouring on typified steel formwork. Those higher than 15m shall be formed

by segmented pouring. The foundation and body of the culvert shall be cast in site and the

prefabricated slabs shall be installed then.

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2.3 Preparation for Commencement

Technical Preparation

Careful study of the design drawings, construction specifications and acceptance criteria will

be done by the technical teams before work commencement so as the implement them during

construction. The technical team will prepare technical, quality and safety disclosure data for

clarification in written format before construction.

Water, electricity and road shall be available at the construction site and the ground shall be

levelled before construction. Cables and pipelines above and underground, existing structures

and other obstructions shall be properly handled or removed. Various temporary facilities

shall be ready. Major temporary facilities shall be built and completed to meet the living and

business demand of main management, technical and operating personnel. Personnel of

special type of work such as electricians, blasters and scaffolders shall be trained by relevant

department and granted with certificate for corresponding special work before taking their

posts.

Material Preparation

Reinforcement and steel pipes used for construction shall be purchased domestically in a

unified manner by China Road and Bridge Corporation. Procurement plan shall be made in

advance due to long mobilization period. According to preliminary market survey, cement,

coal ashes, aggregate and various small-sized machines have been procured locally. To

ensure smooth construction, investigation on required materials has been conducted and

agreements have been signed with suppliers of major materials to ensure supply and

mobilization of materials. Centralized mixing shall be adopted for in-situ concrete pouring.

Sources of major materials selected for construction shall be subject to sampling test and

approval by the Supervisor.

2.4. Personnel Deployment

The construction department shall make clarification to the construction personnel before

commencement for them to master the operating skills and relevant issues relating to safety.

Safety awareness of relevant personnel shall be strengthened and safety education shall be

carried out to make sure that everyone is aware of and attaches great importance on safety

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issues and participate in safety management. All construction personnel shall be familiar with

construction scheme and quality requirements to ensure project quality.

Table 2-1: Construction Personnel Employment

S/No Position Quantity Main duties

1 Head of

construction area 1

Responsible for coordination of

construction progress, quality and safety

2 Technical principle

of construction area 1

Provide production and technical

guidance during construction

3 Construction

principle 2

Assist the project manager in

coordination of construction progress,

quality and safety and civilized

construction

4 Safety officer 1 Responsible for safety supervision and

management during construction

5 Director of

laboratory 1 Responsible for tests during construction

6 Measurement

supervisor 1

Responsible for measurement during

construction

7 Quality inspector 1 Responsible for quality inspection during

construction

8 On-site principal 1 Responsible for specific construction

9 Formwork worker 50

Assembly and removal, adjustment and

modification of formworks. Protecting

the formwork from being impacted by

external forces. Collocation of

formworks and brushing release agent.

10 Reinforcement

worker 30 Reinforcement binding for pier body

11 Scaffolder 40 Erection, inspection and daily

maintenance of steel pipe supports.

12 Welder 12 Welding of plates, steels and

reinforcement lapping.

13 Concrete worker 20 Unloading, pouring, levelling and

vibration of concrete.

14 Crane operator 4 Hoisting operation and daily maintenance

of cranes.

15 Unskilled worker 100

Total 265

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2.5 Filling of Subgrade

Surveying and Setting Out

This will involve surveying to recover mid-line and set out side-line.

Treatment of Clearing

This will involve removal of planting soil and non-applicable/suitable soil within the 30cm of

roadbed range.

Lattices and Earth Filling

The use of excavators to obtain soil from qualified borrow area and load to trucks that will

transport soil to the construction site. According to the thickness of each layer and quantity in

each trucks, the paving area of filler per truck can be calculated. Then the length and width of

paving grid shall be determined and lines drawn with plaster. When filling in order to ensure

the quality of sub-grade compaction, the actual paving width at each edge shall be beyond

design width of embankment on 30-50cm.

Placement and Grading

Bulldozers will be used to grade roughly the construction surface to form a triangle arch at

the rate of 4% to prevent ponding after the rain. Graders will be used to pave particularly and

make paving surface in the vertically and horizontally smooth and uniform, which can ensure

the roller wheels contact with the surface evenly to achieve an even effect of compaction.

Watering or Airing

When the moisture content is 3% less than the optimum content, watering shall be done to

ensure the optimum moisture content of filler. When the moisture content exceeds 2% of the

optimum moisture content, ploughing or rotary plow to air and appropriately reduce the

thickness of filling layer and lower the water content of filler, which controls the moisture

content at a permissible construction range will be done to ensure a best compaction effect.

Rolling and Compaction

This will involve selection of vibratory rollers of more than 25T to compact. Rolling will be

done in straight segment from both sides to the middle in the model of back-and-forth while

the curve segment will be done from the inside to outside. The lateral overlap is around 0.5m

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or 1/3 of the drum width and the overlap of before-and-after adjacency shall be more than

1m. The compaction times shall be determined by testing data of different filler.

Testing

The technicians shall do testing of the sub-grade compaction quality. The standards for

quality control: elevation difference 50 mm, deviation for mid-line 50 mm, width no less

than designed value, cross slope of drainage 0.5% and degree of flatness 30mm. Laboratory

staff shall detect the quality of compaction. Compacting factor and foundation coefficient to

the fine -grained soil shall be tested; foundation coefficient and void rate to coarse grained

soil and gravel -soil shall be measured to meet the design standards and specifications before

the filling of next layer.

Refinishing of Sub-grade

After the completion of the embankment in accordance with design elevation, trim and

measurement shall be processed. The mid-line will then be recovered by setting pile every

20m, calculating refinished height, casting side pile then constructing road arch and rolling

again with steel rollers which can make the surface clean without aggradation and horizontal

drainage slope meet the requirements.

2.6 Blasting for Cutting Construction

Surveying and Setting out

This will involve setting out before excavation, calculating and measuring out the excavation

boundary based on the original ground elevation and slope ratio.

Surface Cleaning

This will involve clearing the ground vegetation that shall not be used as fill with excavators

or bulldozers before cutting excavation.

Construction of Drainage Ditches

After surface cleaning, drainage ditches shall be constructed as soon as possible.

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Digging and Transportation of Earthwork

The excavation work shall adopt the order of from top to bottom vertically and then stratify

horizontally. The vertical slope shall be in strict accordance with the design, cutting the

vertical earthwork bottom is forbidden. Stake out to check the width, slope frequently during

excavation and correct deviations timely, to avoid over break, and keep smooth of the slope.

The slope that need to set protection, shall be protected timely as designed, if cannot keep up

the excavation protection, it should be reserved for a certain thickness of the protective layer.

Where the surface soil quality on the bedding of cutting cannot meet the requirements, adopt

the measurements of changing fill or compaction, so that the filler shall meet the designed

requirements. The bearing capacity of foundation in the range of subgrade underlying

thickness shall not be less than the design requirements, otherwise it shall be reinforced.

For the hard rock bedding that is not easily weathered, it shall set up drainage slope on the

subgrade surface and shall be filled with concrete or graded gravel or graded crush stone.

Blasting is strictly prohibited in the excavation of stone cutting, deep hole presplitting and

smooth blasting are appropriate. When blasting method is adopted to excavate, it shall not

cause risks to the cutting slope stability and damage or risks to adjacent buildings. The

earthwork that is excavated or blasted out shall be transported to the designated dump yard by

dump truck.

Artificial Brush Slope

Trimming the artificial brushed slope, and preparation of waterproofing and drainage

facilities shall be done timely. Clean the debris that appear in the pits and grooves of slope,

and level to flat. Set up the platform location when the cutting is high, the cutting platform

shall be with a certain slope to ensure no ponding.

2.7 Construction of Culvert

Surveying and Setting-Out

The measurement team will precisely measure the planned position and original ground

elevation of culverts, calculate the excavation depth, preliminarily determine the excavation

scheme, and perform a technical disclosure with machine operators. On-site engineers will

lead the process.

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Excavation of Foundation Pit

Foundation pits will mechanically excavated and formed with human assistance, which will

be controlled by specially-assigned persons. Unauthorized excessive excavation is strictly

forbidden. 20-30cm over the foundation base will be manually excavated to avoid destruction

of the soil structure of the foundation base.

Foundation Bearing Capacity Test

After foundation pit excavation is complete, the foundation bearing capacity test will be

performed. The foundation bearing capacity shall not be lower than the designed value. The

next works will be executed in time, to avoid foundation pits being exposed for a long time

and soaked in rainwater. The foundation bearing capacity test shall be identified presently by

the laboratory staff and Supervision Engineer who were informed by on-site technical

personnel.

Placing of the Foundation and Abutment

This will involve fabrication and installation of steel reinforcement: Steel reinforcement shall

be provided with quality certificates of its original manufacturer, and shall be sampled after

being delivered to the construction site. The surface of reinforcement shall be clean and

double overlap welding will be adopted for steel joints.

Fabricated steel bars will be manually delivered to the site for binding or spot welding. Steel

pipes and round wood will be used as supports to prevent the framework of steel

reinforcement from deformation and will be removed after the formwork is installed.

Formwork and support: Combined steel forms will be used for the framework. The slab

staggering for form joints shall not exceed 2mm. The form verticality and large-area flatness

both must meet the specifications.

Pull screws will be installed on the formwork for the prevention of form deformation. All

sundries on surface of formwork (except release agent) shall be removed before concrete

pouring.

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Concrete construction and curing: Before concrete pouring, supervisors shall check all steel

bars and forms and only those qualified can be used for the pouring. The concrete in the

mixing proportion issued by the laboratory and verified by supervision engineers will be

delivered to the site and fed to the formwork via chute or tumbling barrel. The immersion

vibrator will be used for concrete vibrating. The times of watering shall be controlled to the

extent that the concrete surface can be kept wet and the curing time shall not be less than 14

days.

Prefabrication and Installation of Slabs

Slabs will be prefabricated in the factory in the DK450+500 camp. The concrete is pushed

from one end to the other end of the slab until the pouring is complete. After slab concrete is

poured, the upper top of concrete shall be trimmed and flattened then wiped the second time

after hardening with burrs pressed or pulled. The concrete, with its strength reaching the

design strength, will be delivered to the site by flat car and hoisted manually in combination

with cranes.

2.8 Construction of Bridge

Comprehensive Ground Connection Scheme

The bridge design disclosure proves that the bridges on the line have general ground

connection, and set up ground reinforcement on pile foundation, open-cut foundation, bearing

platform and pier in accordance with The General Ground System of Railway figure number:

general number (2009)9301. It shall adopts hand-shaking method on corresponding parts

construction to test resistance, and it requires the ground resistance on the access point of link

up grounding wire shall not more than 4.

Construction Scheme for Percussion Drilling

Setting-out: Surveyor shall check the coordinate of the control point and pile position for

confirmation and then perform setting-out and mark the pile position.

Burial of pile casing: Pile casing shall be made of steel. While embedding the casing, the

center axis of the casing shall be aligned with the pile position center measured and marked

out. Vertical position of the casing shall be maintained.

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Preparation of slurry: Before drilling, slurry shall be prepared in the slurry tank in accordance

with relevant specifications. Slurry shall be mixed properly by using high-quality clay and

clean water. If there is water in the hole, clay can be directly put into the pile casing and

percussion drill shall be used to repeatedly impact with small stroke to make slurry.

Drilling machine in place: Draw a cross on the steel pile casing to locate the pile center,

adjust the position of the drilling machine, align the drill to the pile center and level it

accurately. The error of center position and horizontal error shall be controlled within

specified limit.

Percussion drilling: Before drilling, slurry shall be poured into the hole. If there is water in

the hole, clay can be directly put into the hole and then percussion drill shall be used to

repeatedly impact with small stroke to make slurry. After the dregs are removed, clean water

or slurry shall be timely added to maintain the height of water head and prevent collapse of

the hole.

Inspection of finished hole: After the hole is finished, calculate to check whether the hole

bottom reaches design elevation. Each index shall comply with the requirements of

specifications.

Hole cleaning: Hole shall be cleaned by replacement of slurry by using slurry pump. During

replacement of slurry, fresh slurry shall be timely filled into the hole. After several cycles of

slurry replacement, the floating drilling slag in the hole shall be displaced till the property

indicators, viscosity, sand content and sediment thickness of the replaced slurry and replacing

slurry meet relevant specifications.

Fabrication and installation of reinforcement cage: For pile foundation which is relatively

short the reinforcement cage shall be of an integral part and installed in place in one-time. For

pile foundation which is deeper, the reinforcement cage shall be fabricated section by section

and welded on site. After the cage is fabricated, truck crane shall be used for lifting. To

prevent deformation of the cage during lifting, for long cage, triangle support shall be welded

in the skeleton before lifting to enhance its stiffness.

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Installation of conduit: Joint is sealed by rubber ring to ensure the conduit interface is

watertight.

Pouring underwater concrete: Cement concrete shall be mixed at the mixing station and

transported to the site by concrete tank car, then the first batch of concrete shall be poured by

pulling out and stuffing method

Inspection: After the bored pile is formed and the concrete strength meets specifications for

test, test department shall be timely contacted for carrying out test in accordance with the

methods and frequency specified in construction technical specifications to check the

uniformity and strength of the pile concrete.

Construction Scheme of Bearing Platform

For construction of bearing platform, slope excavation may be carried out based on the

conditions on site. The bearing platform shall be formed by one-time pouring by using

combined steel formwork.

Excavation of foundation pit: Excavation area shall be determined based on pit size,

geological condition and excavation depth. Excavation shall be carried out with excavator in

combination with manpower. The flatness of foundation pit bottom shall be strictly

controlled.

Inspection of foundation base: the foundation pit shall be inspected for the following:

whether the geological condition of the foundation base conforms to design; whether the size

of the pit meet the drawing; whether there are water or impurities in the base.

Cleaning of pile head and inspection of pile foundation: After the foundation pit is excavated

to design elevation, the design elevation of pile head shall be marked, and the pile body shall

insert into the bearing platform for 10cm. At first the top of pile shall be cut in the way of a

ring and air compressor and air pick in combination with manpower shall be adopted to

remove the upper part of pile head, during which the reinforcement at the pile head shall be

protected and bent. The concrete and floating slag on the pile head reinforcement shall be

cleaned and then reinforcement shall be adjusted and centered.

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Construction of cushion: For foundation pit requiring laying cushion as per design, after the

pit is excavated into a depth 10cm under the design elevation of the bearing platform bottom,

plane position of the bearing platform shall be surveyed and set out. While setting out, C20

concrete cushion shall start to be paved when it is 0.5~0.8m over the borderline of the

platform. The cushion shall be flat.

Binding and welding of reinforcement: Reinforcement for bearing platform shall use

HRB335 reinforcement, welded as per Code of Construction for Bridge & Culvert of Railway

(TB10203-2004). Bending of reinforcement and hooking at the ends shall meet design

requirements and relevant specifications; blank size of various reinforcements shall meet

design requirements and relevant specifications.

Formwork installation: Large-piece combined steel formwork shall be used. While erecting

the formwork, the surface shall be cleaned and brushed with release agent. Attention shall be

paid to ensure that the splicing interface is tight, flat and straight to prevent leakage of slurry.

Mixing and transportation of concrete: Concrete shall be mixed at the mixing station

uniformly and of consistent colour.

Concrete pouring: Concrete pump car or chute shall be used for pouring concrete into the

formwork in a horizontal and continuous manner layer by layer. If it is greater than 2m,

sliding chute and tumbling barrel shall be used. Vibrating of concrete shall be carried out

layer by layer.

Curing of concrete and removal of formwork: After concrete is poured, it shall be covered

and watered within 12 hours till specified time for curing. During operating, the concrete

shall be protected from being contaminated or damaged.

Construction of Solid Pier

Pier shall be of round-ended pier integrally poured one-time on integral steel formwork.

Formwork for pier body shall adopt large piece typified steel formwork, and the pier shall be

formed by one-time pouring on erected formwork. Formwork and reinforcement for pier

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body shall be lifted by truck crane in a vertical manner. Concrete shall be poured into the

formwork by pump. After the pier body is poured, the concrete shall be watered for curing

without removing the formwork. After the formwork is removed, the concrete shall be cured

by covering two layers of plastic film enclosed with geotechnical cloth and watering.

Abutment body shall be constructed in flow process.

Fabrication of formwork: Large-piece integral steel formwork shall be adopted. The

formwork surface shall be flat. Dimensional deviation of the formwork shall meet design

requirements. The formwork shall have sufficient stiffness, strength and stability, be easy to

be assembled and disassembled, with tight joints and free of leakage.

Installation of formworks and supports: After the formwork is installed and its axis and

elevation are checked for conformity, the formwork shall be reinforced to prevent

deformation and displacement under stress while pouring concrete. The formwork shall be

free of impurities and shall be properly and tightly spliced.

OCL post foundation: The setting direction, specific dimension and reinforcement layout of

pier overhead line system stanchion foundation shall in accordance with Single Line Round

End Ontic Pier General Drawings Bridge Access (2012) 4103. The embedded part of

stanchion foundation shall be dealt with preformed hole.

Construction of reinforcement: The reinforcement delivered to the site shall have factory

certificate and be subject to sampling inspection for acceptance under the witness of the

Supervisor. The reinforcement shall be cleaned before use and shall be straight and free of

local bending. Blank size of various reinforcements shall meet design requirements and

relevant specifications.

Concrete pouring: Concrete shall be poured in a continuous manner. If it has to be interrupted

due to some reason, the interruption time shall be shorter than the initial setting time or

remodeling time of the previous concrete layer and shall be determined through test. If the

allowable interruption time is exceeded, measures for guaranteeing concrete quality or

handling construction seams shall be taken.

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Construction of Pallet and Cap

Binding of pallet and cap steel bars: As the pier body and pallet are molded by one-step

pouring as a whole formwork, so the steel bars of pallet and cap steel bar shall be bound

when the steel bars of pier body is bound.

Formwork installation: Formworks for pallet and cap and that for the last section of pier body

belong to a whole formwork, so they are installed similarly to the pier formwork.

Concrete pouring: The concrete is mixed in concrete mixing station in a centralized manner,

transported with concrete delivering car and poured with concrete pump truck or concrete

pump.

Construction of Bearing Pad Stone

The typified steel formwork shall be one-step moulded for the bearing pad stone. After

completion of concrete construction, the sundries within anchor holes also shall be cleaned

and keep curing.

Construction of Abutment

The abutment body shall use large combined steel formwork and the support of steel tube

frame shall be reinforced. The steel bar and formwork of abutment body shall be hoisted with

truck crane.

Construction of abutment body, side wall formwork, and support: Measure accurately the

location and elevation of abutment as per design drawing to ensure no mistake. After

completion of foundation construction, backfill the foundation pit as per design drawing.

Pouring and curing of concrete for abutment body and side wall: The concrete is mixed with

auto-metering mixing device in a centralized manner and transported to the site with agitator

truck. During pouring, the concrete shall be pumped into the formwork with concrete pump

truck. For concrete poured in layers, vibration shall be performed as per operating

requirements, with no honeycombs and spongy surfaces.

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2.9 Summary of main project activities

a) Construction of Culvert and Bridge

The project design incorporates a culverts and bridge which can be used by animals. There

will be a super bridge located after Maribet station in addition to two animal passages of 5

meters wide and 5 meters high at DK460+216 and DK460+500 respectively in the Park

based on the site conditions to allow animals to pass freely.

b) Electricity Facilities

A 33kV overhead high voltage power line will be established within the Right of Way of the

SGR along the entire alignment.

c) Communication Facilities

Two GYTA23 32-core optic cables of different physical pathways will be established with

one overhead and one underground at the outer side within the Right of Way of SGR along

the entire alignment.

2.10 Project Cost

The total project cost is estimated at Kenya Shillings Seven Hundred and Fifty Million

(KShs. 750,000,000).

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CHAPTER THREE

3.0 BASELINE INFORMATION

3.1 Location

The proposed 8.85Km SGR realignment will be located within the Nairobi National Park

(NNP). The park was gazetted in 1946 as the first National Park in Kenya and indeed the East

African Region and covers an area of 117Km (KWS, 2005). NNP is one of the worlds most

unique protected areas, due to its location within a few kilometers from a major city, Nairobi,

which has a fast growing human population of over three million people. It is ranked fifth in

respect to visitation and income generation receiving in excess of 100,000 visitors annually

since the 1950s with average revenue earning approximately USD 0.6 million per year

(KWS, 2005).

The park provides a significant section of open grassland bordering the Jomo Kenyatta

International Airport and Wilson Airport which are two of the busiest in Eastern Africa. The

park is rich in biodiversity which includes both flora and fauna. The Nairobi National Park is

managed by the KWS as per the provisions of the Wildlife Management and Conservation

Act, 2013. The park lies between 2 18 - 2 20 South and 36 23 -36 28 East. The park is

bordered by Wilson Airport in the north, Mombasa road in the east, Kitengela and Athi River

to the south and Langata road to the west. The park has an electric fence along the parks

northern, eastern and western boundaries. The southern boundary is marked by the Mbagathi

river and it is not fenced opening it to the Kitengela Conservation Area and the Athi-Kapiti

plains. The park's altitude ranges between 1,533 metres (5,030 feet) and 1,760 metres (5,774

feet) above sea level.

3.2 Climate

The Nairobi National Park is dominated by Ecological Zone IV which is associated with the

East African Savannas. The area has a bi-modal rainfall pattern similar to most parts of

Nairobi and receives a mean annual rainfall of between 762mm (east side) to 911mm (west

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side) in two rainy seasons. Long rains occur from mid-March to May, while the short rains

occur from October to December.

The park has an annual evaporation rate of 1721mm based on Wilson Airport weather station.

The park also experiences cool climate with minimum temperature ranging between 12.3 C -

13.1 C prevailing in July/August and maximum temperature ranging between 24.8 C -

25.4 C hot weather prevailing in January, February, Mid-March, and October at above 26.6

C (KWS, 2005). This meteorological characteristic gives Nairobi National Park a sub-humid

climate with seasonal dry periods.

3.3 Soils

Most of the Park has volcanic rocks formed in the middle and upper tertiary periods. The

southern part of the park has tertiary sediments while calcareous and non-calcareous clay

loams derived from colluvium cover most of the park. Other areas of the park have dark

brown calcareous clay loams, which are associated with old lacustrine deposits.

3.4 Fauna

The Nairobi National Park is home to over 100 mammal species including four of the 'big

five' (lion, buffalo, leopard and rhino) and in some years, it hosts a spectacular wildebeest

and zebra migration. The park has over 400 bird species, at least 20 of which are seasonal

European migrants (KWS, 2005). The common mammalian species include common zebra,

African buffalo, common warthog, Cokes hartebeest, wildebeests, Maasai giraffe,

waterbuck, Thomsons gazelle, Grants gazelle and impala among others. The park is also

rich in mammals of the order carnivora which include lion, cheetah, leopard, hyena, jackal,

foxes, mongooses, civets and other small carnivores.

Endangered mammalian species found in this park include the black and white rhino. The

Nairobi National Park is one of the countrys rhino sanctuaries important for breeding and

restocking other areas. The parks rhino population is classified under the IUCN/SSG African

Rhino Specialist Group ranking as a key population category B meaning it has a population

of between 51 to 100 individuals (KWS, 2005).

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The park has over 400 bird species, with about 20 seasonal European migrants (KWS, 2005).

Some common bird species in NNP include the Somali ostrich, Egyptian geese, Hartlaubs

bustard, martial eagle, secretary bird, kori bustard, wood sandpipers, sparrow hawk, Eurasian

reed warbler, love birds, herons, augur buzzard, guinea fowls and weavers among many

others.

The park is also home to a large number of reptiles and amphibians. These include

hippotamus, crocodiles, lizards and many species of snakes.

3.5 Flora

The vegetation in Nairobi National Park may be divided into eight vegetation communities;

closed dwarf tree grassland, open low shrubland, grassland, scattered low tall tree grassland,

open dwarf tree grassland, open tall riverine woodland, forest glades, and dense tall forest.

Plate 3-1: Some of the Wildlife Animals within the Nairobi National Park.

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The park's predominant environment is open grass plain with scattered Acacia bushes. The

western uplands of the park have highland dry forest with stands of Olea africana, Croton

dichogamus, Brachylaena hutchinsii, and Calodendrum. The lower slopes of these areas are

grassland, Themeda triandra, Cypress, Digitaria, and Cynodon species are found in these

grassland areas. There are also scattered yellow-barked Acacia xanthophloea. There is a

riverine forest along the permanent Mabgathi River in the south of the park. There are areas

of broken bush and deep rocky valleys and gorges within the park. The species in the valleys

are predominantly Acacia and Euphorbia candelabrum. Other tree species include Apodytes

dimidiata, Canthium schimperiana, Elaeodendron buchananii, Ficus eriocarpa, Aspilia

mossambicensis, Rhus natalensis, and Newtonia species. Several plants that grow on the

rocky hillsides are unique to the Nairobi area. These species include Euphorbia brevitorta,

Drimia calcarata, Crassulla species and Murdannia clarkeana. Some of these plants are

found on shallow water bodies and have a short life span.

In the open grasslands common plants include Aspilia mossambicensis, Gutenbergia

cordifirlia, Solanum incunum, Acacia blevispica, Phyllanthus sepialis, Psiadia arbica,

Plectranthus barbatus, Acacia drepanolobium, Acacia mellifera and Acacia tortilis. Common

herbs including Indigofera schimperi and Orthosiphon pallidus are also found in this

vegetation community. The common grasses that dominate include Eragrostis superba,

Pennisetum mezianum, Themeda triandra, Digitaria scalarum, Sporobolus pyramidalis and

Hyperrhenia species.

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CHAPTER FOUR

4.0 ANALYSIS OF ALTERNATIVES

The alignment of MombasaNairobi Standard Gauge Railway (SGR) mainly passes satellite

towns of Athi River and Mlolongo from the SGR chainage DK453 to DK464+500. There are

many controlling factors causing impact on the alignment, such as Athi River, the existing

meter gauge railway, Mombasa Road, Nairobi National Park, Oil pipelines, Bamburi Cement

Ltd, Devki Steel Mills Ltd, Athi River Steel Plant Ltd, Kapa Oil Refineries Ltd, Orbit

Chemical Plant, Muthama Heights Estate, Kenya Meat Commission, ISL Kenya Ltd,

Murumbi African Heritage House and residential area along the line.

The three options for the SGR alignment advanced by the railway engineers were:

a) Crossing African Heritage House (approved and easement signed).

b) Crossing Nairobi National Park with Radius of 1,000 meters

c) Crossing Nairobi National Park Option with Radius of 800 meters.

4.1 SGR Crossing African Heritage House

This option infers that the status quo is maintained where the railway is not realigned within

the Nairobi National Park and crosses through African Heritage House. In this option the

SGR alignment is as close to the meter gauge railway as possible. It crosses Athi River three

times since derivation from DK453+100, and successively crosses Namanga Road, the meter

gauge railway, and the leather factory. Then it enters into Nairobi National Park from the

southeast, and exits from the Park after 450 meters and crosses again the meter gauge

railway. Thereafter the alignment is generally parallel to the meter gauge railway. After

crossing Murumbi African Heritage House and the nearby residential villas at DK461+100,

the alignment then passes under the meter gauge railway at DK464 before the end of this

section. The area of the park affected is Cheetah Gate-Marimbeti Area (5.5 ha) and KAPA

Area (2.3 ha) totaling to 7.8 ha.

This alternative of the standard gauge railway crossing the African Heritage House would be

preferred if the park ecological integrity is to be safeguarded. This SGR alignment also goes

through a densely built up area with residential villas, regular residential blocks, existing and

planned manufacturing factories. This alternative passes through a highly developed area,

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which would require compensation of the affected persons and demolitions to be done to

pave way for the SGR. The following are some of the disadvantages of taking this alternative;

Demolition of established standard housing and running manufacturing factories

would lead to massive economic losses.

High sums of money would be required to compensate affected persons and

proprietors.

Established factories will need to be demolished or relocated to other sites.

There will be loss of jobs for those working in these factories.

Loss of income to the commercial property owners and displacement of those living

in the residential houses.

There would be increased pressure in the housing sector which is already strained by

the current housing demand.

Based on the foregoing disadvantages and the comparison with other alternatives, this is not a

preferred alternative.

4.2 Crossing NNP with 800m radius

This alternative adopts a small radius reducing the total area of park to be affected as

compared to the 1000m radius alignment. There is however insignificant reduction in total

affected area of park under this alignment when compared to the 1000M radius. This

alternative will have high maintenance works during the SGR operation compared to the

1000m radius which is expected to have lower maintenance works. This 800m alignment has

the advantage that it does not affect private land and property that would require

compensation. The disadvantage for this alignment is that wildlife habitat will be lost and

fragmented.

4.3 Crossing NNP with 1000m radius

Under this option, the alignment starts from DK453+100 and ends at DK464+676 with a

length of 11.6 km falling within the National Park. After crossing the leather factory, it enters

into Nairobi National Park at DK455+640, and after a distance of 500 meters, it runs in

parallel with the meter gauge railway in between the park boundaries and the existing railway.

The alignment separates from the existing railway gradually after DK456+800, and then

extends forward close to the park boundaries. At DK460 to DK463, the SGR alignment deeps

into the park. The design has proposed two culverts and one bridge for animals to cross.

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Thereafter the alignment exits from the Park gradually at around DK464+000 and goes in

parallel with the existing railway until reaching the end of this section.

This alternative has the alignment running in the NNP for a distance of about 11.6Km taking

about 46.7 hectares for SGR land use and fragmenting 40.6 hectares from the park. This

alternative based on ecological considerations it would be the least desired, however, in order

to maintain the ecosystem connectivity and allow wildlife movement culverts and an animal

underpass bridge are incorporated in the designs.

This alternative based on the technical considerations would provide a good curve radius

which would reduce the SGR maintenance work during the operation phase significantly.

With the 1000m radius achieved then it will be possible to improve speed on the SGR in

future. In terms of displacement, there is minimal disturbance as only the NNP eastern

boundary electric fence, Cheetah gate and associated developments would be affected, as

there is no other private property. In terms of compensation then it would be government to

government to negotiate and agree as provided in the countrys legal framework.

The main disadvantage of this alternative are;

Wildlife habitat loss and fragmentation.

Construction of new comprehensive wildlife fence in the affected area of 8.85Km.

Relocation of the Nairobi National Park Cheetah Gate and associated developments

(Plate 4-1).

Relocation of the Park security patrol base and electric fence energizer house.

In this option the SGR alignment does not cross the existing railway, and therefore does not

cause any impacts on its operation. In addition, there is no private land and structures to be

demolished and compensated. Moreover, the greater radius of curve creates important and

fundamental conditions for increasing the speed of SGR in future.

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According to CRBC and KRC, the Option Crossing Nairobi National Park with Radius of

1,000 meters will feature less demolition and compensation costs (Table 4-1). With a greater

curve radius, it greatly reduces the maintenance work during operation stage of SGR, and

reserves basic conditions for a faster speed of the SGR in future (Table 4-1). Although it may

cause some adverse impact on the Park, two culverts and one bridge for animals to cross are

incorporated in the design to mitigate against some of the impacts. However, it is worth

noting that the cost of earthworks and laying tracks are similar in the old and new alignment

(Table 4-2).

Plate 4-1: Some KWS Structures that will be Re-located after SGR Realignment

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Table 4-1: Comparison of Houses earmarked for Demolition along the SGR alignment

Description Unit

Quantity Cost US$

Through

Nairobi

National

Park R-800

Through

African

Heritage

Through

Nairobi

National Park

R-1000

Through

Nairobi

National

Park R-800

Through

African

Heritage

Through

Nairobi

National

Park R-

1000

House to be

Demolished m

2 450 1871 450

Curves No 7 8 7

Table 4-2: Comparison of costs of earthworks and laying tracks

Description Unit

Quantity Cost US$

Through

Nairobi

National

Park R-

800

Through

African

Heritage

Through

Nairobi

National

Park R-

1000

Through

Nairobi

National

Park R-800

Through

African

Heritage

Through

Nairobi

National

Park R-1000

Length of the Route km 11.587 11.4 11.576

Road Bed

Class A

Filling m3 52,800 50,000 51,500 1,848,000 1,750,000 1,802,500

Class B Filling

m3 76,500 62,000 71,000 1,530,000 1,240,000 1,420,000

Class C Filling

m3 285,700 191,000 365,000 2,285,600 1,528,000 2,920,000

Cutting m3 1,121,370 1,504,000 1,131,000 5,943,261 7,971,200 5,994,300

Special Treatment and Animal Crossing

5,951,275 4,830,835 5,951,275

Sub-Total 17,320,035 18,088,075

Track

Works

Track Laying km 11.587 11.4 11.575 5,320,369 5,234,505 5,382,375

Ballast in Upper Layer

m3 31849 31,004 31,823 1,544,672 1,503,690 1,543,411

Ballast in Lower Layer

m3 9782 9,528 9,774 469,514 457,323 469,138

Sub-Total 7,334,556 7,195,518 7,394,924

Total 24,892,692 24,515,553 25,482,999

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CHAPTER FIVE

5.0 PUBLIC CONSULTATION AND PARTICIPATION

5.1 Introduction

Public participation is concerned with involving, informing and consulting the public in

planning, management and other decision-making activities for the project. Public

participation ensures that due consideration is given to public values, concerns and

preferences when decisions are made. It encompasses the public actively sharing in the

decisions that government and other agencies make in their search for solutions to issues of

public interest. Public consultation in this project was done with the following aims:

To inform the neighbours and other stakeholders about the proposed project with

special reference to its key components, locations and expected impacts.

To seek views, concerns and opinions of stakeholders who may be affected by

project activities.

To establish if the local people foresee any positive or negative environmental

effects from the proposed project and if so, how they would wish the perceived

impacts to be addressed.

5.2 Methodology in Public Consultation

Public participation was mainly achieved through in-depth interviews with individual

stakeholders, focus group discussions and questionnaire administration. The tool used to

collect information is the administration of open-ended questionnaires where the respondent

is free to comment on the identified issues. Stakeholder consultation questionnaires

administered are in appendices 1-1. Focused group discussions were held to identify any

issues of concern not captured in the questionnaire. Respondents were selected among the

communities living and/or working within the project area that is within the affected Nairobi

National Park section and its neighbourhood. All relevant stakeholders were therefore

involved in the discussions and interviews. Most of those consulted were happy to fill the

questionnaires freely. The following is a detailed discussion of public consultation

methodology used by the EIA team.

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In-depth Interviews

In-depth interviews were used to get responses from the project proponent whose comments

were sought through engaging the project unit in discussions about the proposed project

activities and other related issues. Notes were taken and issues analyzed to give the results

incorporated into this report.

Questionnaire Administration

The major stakeholder in this project area is the KWS mainly because the institution is

charged with conservation and management of wildlife and the area fall under her

jurisdiction. Thus, KWS officers were among the respondents to the questionnaires. Local

communities and business enterprises with Mlolongo and Athi river urban centres, who are

the immediate neighbours to the proposed project site were majorly interviewed. The

respondents were informed of the proposed project and requested for their views concerning

the project. The questionnaires were used to capture views in terms of the positive and

negative impacts that the stakeholders anticipate from the project and any possible mitigation

measures. They were also requested to provide information about the area, focusing on

aspects such as sensitive ecosystems, land use conflicts, provision of various infrastructure

facilities and socio-economic and physical environmental impacts of the project in the area

amongst other issues. Sample of questionnaires administered within project neighborhood are

in Appendix 1-1.

5.3 Results of Stakeholder Consultations

Socio-Economic Issues

A few socio-economic issues were highlighted during the stakeholder consultation. Majority

of the respondents recognize the economic importance of the SGR project at both the local

and national level. The major socioeconomic benefits anticipated and highlighted by the

respondents include

Improvement in speed, efficiency and cost of the transport means in the country.

Decongestion along the major highways especially Nairobi Mombasa road and their

link roads. Some respondents also anticipated reduced frequency of road accidents

along Nairobi Mombasa road.

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Provision of employment especially to the youth at both the local and national level

during and after construction of the railway line.

Demolition of the existing building development on the alternative Standard Gauge

Railway route, especially within Mlolongo town, will be minimized.

The SGR development will promote urbanization and increased source of revenue to

the government.

Environmental and Conservation Issues

Most of the respondents were quick and clear in addressing the issues concerning

environmental aspects and impacts of the Standard Gauge Railway within this Nairobi

National Park section. Some respondents anticipated reduction on air pollution that is

currently caused by gasoline smoke on the current existing modes of railway and road

transport systems. They pointed out that the SGR which will consume electric power to run

will be more eco-friendly. Respondents anticipated below negative environmental impacts

that needs to be mitigated -

The project may lead to noise pollution to the area residents especially during the

construction and operation stages. Therefore noise effects needs to be checked and

minimized during this project.

The project will lead clearance of vegetation within the national park area affected

further impacting on the existing ecosystem and wildlife habitat. This will need

careful handling with minimal interference with vegetation during the construction

stage.

Some respondents anticipated that interference with the park and existing wildlife

might affect tourism activities and income emanating from the affected park section.

There may be increased human-wildlife conflict emanating from the human activities

and infrastructure materials employed during the construction and operation phases of

this project. Respondents noted that interference and disturbance to existing wildlife

especially the wild animals, might lead to migration of the wildlife species within the

affected park section.

Accidents leading to killing and loss of wild animals during the operation stage of the

SGR was also brought out by some respondents. The respondents proposed proper

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fencing mechanism between the SGR line and the left park area to minimize collision

between wildlife and the train during the operation phase of the project.

Reduction on the existing national park area was also highlighted as a negative impact

in the project if it passes through the national park. The respondents felt that space for

wild animals will be reduced/ lost and they may be congested in the remaining park

area.

The respondents proposed close monitoring of ecological changes occurring within

the national park area and its ecosystem during the construction and operational

phases of this project.

Support for the Proposed Project

All the stakeholders interviewed (100%) are aware of the SGR project and are also

conversant with the activities already being undertaken by the project contractor in other

sections of the railway line currently under construction. Most respondents were also able to

highlight the possible impacts of the proposed project within the affected park section.

However, the stakeholders recognize that appropriate measures can be instituted through

mitigation or enhancement for management of most of the highlighted impacts.

Out of all the respondents involved in the interviews, 88% of the respondents supported the

proposed project while 12% did not support the project. Meaning, in overall the project has

majority support from the stakeholders consulted. The supporters highlighted positive

impacts listed previously as reasons for support of the project. The major highlighted reasons

for the respondents not supporting the project emanates from concerns on loss of wildlife and

wildlife resources during construction and operation phases of the proposed project.

Therefore, the project will require careful implementation with adequate mitigating measures

that minimize interference and disturbance of the existing wildlife and wildlife resources

within the affected park section. The contractor should follow the guidelines issued by lead

agencies including KWS and NEMA during all the phases of this project.

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CHAPTER SIX

6.0 POLICY AND LEGAL FRAMEWORK

This chapter highlights the various policy, legal and institutional arrangements that are of

relevance in the successful implementation of the proposed project. The Kenyas National

Environment Action Plan process resulted in the formulation of the policy on Environment

and Development under Sessional Paper No. 6 of 1999. This policy presents extensive

categories of development issues that require a sustainable approach to eco-development. Its

main objectives are to ensure that environmental considerations are taken into account in all

development policies, programs and projects, and that independent EIA reports are prepared

for projects before implementation. The policy resulted to preparation of the Environment

Management and Conservation Act No. 8 of 1999 and other related policies.

6.1 The Constitution of Kenya

The Constitution of Kenya Article 42, on the environment provides that every person has the

right to a clean and healthy environment which includes the right to have environment

protected for the benefit of the present and future generations. Article 69, of the Constitution

provides for the establishment of systems of environmental impact assessment,

environmental audit and environmental monitoring. The Constitution also states that the State

shall eliminate processes and activities that are likely to endanger the environment and the

State shall utilize the environment for the benefit of the people of Kenya. The Constitution of

Kenya clearly states that every person has a duty to cooperate with State organs and other

persons to protect and conserve the environment and ensure ecologically sustainable

development and use of natural resources.

The proposed SGR realignment and construction within the NNP will ensure that ecological

processes are not severely interrupted. Appropriate mitigation measures must be put in place

to ensure that the SGR realignment and construction within the NNP does not adversely

affect the wildlife and their habitats.

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6.2 Kenya Vision 2030

Kenya Vision 2030 is the countrys new development blue print covering the period 2008 to

2030. The blue print aims at transforming Kenya into a newly industrializing middle-income

country providing a high quality life to all its citizens by the year 2030. The Vision is based

on three pillars; the economic, the social and the political. The adoption of Vision 2030

came after the successful implementation of the Economic Recovery Strategy for Wealth and

Employment Creation (ERS) which has seen the countrys economy back on the path to rapid

growth since 2002 when Gross Domestic Product (GDP) grew from a low of 0.6% and rising

gradually to 6.1% in 2006, one of the foundations for Vision 2030 is infrastructure. The

Vision aspires for a country firmly interconnected through a network of roads, railways,

ports, airports, water and sanitation facilities, and telecommunications. In this Vision to

ensure that the main projects under the economic pillar are implemented, investment in the

nations infrastructure is given the highest priority.

The proposed SGR construction and operation will contribute positively in enhancing the

transport system in the country and the East African Region at large and thus help propel

Kenya to a middle-income country as envisioned in Vision 2030.

6.3 The Wildlife Conservation and Management Act, 2013

This is an Act of Parliament to provide for the protection, conservation, sustainable use and

management of wildlife in Kenya and for connected purposes. This Act establishes rules and

regulations for wildlife resource management and conservation in the country. The Act

establishes the framework that outlines the process of integrating development projects

within protected areas. The Wildlife Act recognizes the role played by different agencies of

the government and seeks to establish close collaboration in the management of ecosystems

on which wildlife reside.

Section 34 of the Act provides for the Variation of boundaries or revocation of a national

park or a marine protected area. A notice under this section which proposes to:

(a) vary the boundaries of a national park ; or

(b) change the status from national park to wildlife conservancy or sanctuary;

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Shall only be published by the Cabinet Secretary where a proposal is recommended by the

Service after consultation with the National Land Commission in accordance with subsection

(2) of this section and is subsequently approved by a resolution of Parliament: Provided that

there shall be no recommendation unless -

(a) they are satisfied that such variation of boundary or cessation of national park proposed

by the notice-

(i) shall not endanger any rare, threatened or endangered species;

(ii) shall not interfere with the migration and critical habitat of the wildlife;

(iii) does not adversely affect its value in provision of environmental goods and

services, and,

(iv) does not prejudice biodiversity conservation, cultural site protection, or its

use for educational, ecotourism, recreational, health and research purposes;

(b) the proposal has been subjected to an environmental impact assessment in accordance

with the provisions of the Environmental Management and Coordination Act, 1999; and

(c) public consultation in accordance with the Fourth Schedule has been undertaken in

relation to the proposal.

Section 38 of the Act provides for exchange of part of a national park. Subject to subsection

(2) of this section, the Cabinet Secretary may, on recommendation of the Service after

consultation with the National Land Commission, and with the approval of the National

Assembly, exchange part of a national park with private land with the consent of the owner of

such land where-