01_Preliminary Design Presentation July 18 2013

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LOMUT - LOKORI (C46) ROAD

PRESENTATION OF THE

PRELIMINARY DESIGN REPORT18TH JULY 2013

Kenya National HighwaysAuthority



PRESENTATION

PART 1: PROJECT BACKGROUND ANDCOMMENCEMENT OF THE CONSULTANCYSERVICES

PART 2: PROJECT LOCATION MAP AND SELECTEDPROJECT ROAD PHOTOGRAPHS

PART 3: DOCUMENTS PREPARED AND SUBMITTED TO

CLIENT

PART 4: THE INCEPTION REPORT



PART 5: THE PRELIMINARY ENGINEERING DESIGNREPORT

PART 6: THE PRELIMINARY MATERIALS & PAVEMENTREPORT

PART 7: PRELIMINARY DESIGN BOOK OF DRAWINGS

PART 8: THE ECONOMIC FEASIBILITY STUDY REPORT

PART 9: THE ENVIRONMENTAL AND SOCIAL IMPACTSTUDY REPORT



PART 1:

PROJECT BACKGROUND AND COMMENCEMENT OF

THE CONSULTANCY SERVICES

1. PROJECT BACKGROUND

The Kenya National Highways Authority (KeNHA) on behalf of the

Government of the Republic of Kenya issued an Invitation to Tender dated

August 2010, for eligible Consultancy firms to submit both Technical and

Financial Proposals for Consultancy Services for Preliminary and DetailedEngineering Design of Lomut - Lokori(C46) Road.

CAPEconsult Ltd. submitted both Technical and Financial Proposals for this

project.



• The Director General of the Kenya National Highways Authority (KeNHA)

awarded the contract for consultancy services for this project to

CAPEconsult Ltd. (hereinafter called the Consultant) vide letter of

Notification of Award Ref. No. KeNHA/363/2011 dated 25th January 2012.

• The Consultant consequently accepted the offer in their letter to the

Director General of the Kenya National Highways Authority Ref. No.

J.1201/001/pw dated 6th February 2012.

• On 2nd April 2012 vide his letter Ref. No. KeNHA/D&C/D/C46/5545, the

General Manager (Design and Construction), issued Commencement

Order to the Consultant. The order instructed the Consultant to

commence the services within 14 days of the order to commence. The

Consultant consequently commenced the services on 16th April 2012



2. PROJECT DESCRIPTION

The C46 Lomut-Lokori road is situated in West Pokot and Turkana Counties

in Northern Kenya. The road starts at the junction of C46 and B4 roads at

Lomut. It runs in a Northerly direction through Nyangaita, Amaler,

Lochakular, before ending at Lokwamosing centre at the junction with

C113.

The entire length of the project road is to earth un-engineered standards.

The main economic activity is livestock keeping.



3. CONSULTANT’S DESIGN TEAM

The Consultant mobilized the following personnel to carry out the

assignment;

1. Eng. P. O Wanday – Project Director

2. Eng. M. O. Ogola – Highway Engineer

3. Eng. J. Ruigu – Materials/Pavement Engineer

4. Eng P. O. Oyunga – Bridge/Structural Engineer5. Eng. H.A. Ndugah – Hydrologist/Drainage Engineer

6. J.K. Ndede – Surveyor

7. W.H. Ngiringacha - Environmentalist

8. Z. Oyier – Traffic Engineer/Transport Economist

The Consultant also engaged the following Assistant Engineers

1. Mr. Antony Oloo

2. Mr. Jacob Odhiambo Imbo

3. Mr. Joseph Majiwa



4.0 SCOPE OF THE ASSIGNMENT

As called for in the Terms of Reference the Scope of the Consultancy serviceincluded the following;

In stage I, the Consultant shall perform the following duties: -

1) Review of the existing data on the proposed road project and social andeconomic activities in the project study area and producing an economicfeasibility study report;

2) Collection of social, environmental, and physical data that is necessary toassist in the design of the project road;

3) Preliminary engineering survey and design work for the optimum alignmentand design standards including preliminary costs estimates andimplementation schedule;

4) Carrying out an environmental impact assessment study of the project area

in relation to the proposed project.• In stage II and subject to approval of stage I above by the General Manager(Design and Construction), the Consultant shall then carry out a detailedengineering surveys and investigations, design, cost estimates and tenderdocuments for the road project.

.



4.0 FINANCING

• This Study is financed by the Government of Kenya (GoK).



PART 2

PROJECT LOCATION MAPS AND SELECTEDPHOTOGRAPHS



PROJECT LOCATION MAP

LOCHAKULAR AMALER

SIGOR

MARICH PASS

LOKORI

LOKICHAR

LOKWAMOSING

NGAMIA-1

LOMUT

TOT

NYANGAITA



PROJECT ROAD PHOTOGRAPHS

Start of the Project Km 0+000 at Lomut

Road Alignment and Geometry



Recently graded section between km 0+000 to km 38+500



Typical road section from km 38+500 to the project end



A section Of the Project Road Within the National Reserve with vegetation

encroaching onto the road



Km 0+700: Erosion problems and lack of drainage facilities highlighted by deep gulleys



This Makeshift culvert was the only “Designed” Drainage Structure along the Entire

Road

Drainage Structures



Typical dry riverbed crossings “Laghas” that are distributed along the entire

length of the project road



Km 0+000: Nyangaita Trading Centre, the only settlement along the entire

project road

Trading Centers



The Settlement Camp at Lokwamosing



Amaler Police Post



ALIGNMENT SOILS AND POTENTIAL MATERIAL SOURCESPROSPECTING





TOPOGRAPHIC SURVEY ACTIVITIES



CONSULTATIONS WITH THE LOCAL COMMUNITY



PART 3

DOCUMENTS PREPARED AND SUBMITTED FOR THE

PRELIMINARY DESIGN STAGEAs required by the TOR the Consultant prepared the following Documentsand submitted to the Client as part of the Preliminary Design;

1. PRELIMINARY ENGINEERING DESIGN REPORT

2. PRELIMINARY DESIGN BOOK OF DRAWINGS

3. PRELIMINARY PAVEMENT AND MATERIAL REPORT

4. ECONOMIC FEASIBILITY STUDY REPORT

5. DRAFT ENVIRONMENTAL & SOCIAL IMPACT STUDY REPORT



PART 4

INCEPTION REPORTThis was Prepared by the Consultant and covered the following main areas;

1. INTRODUCTION AND BACKGROUND FOR TO CONSULTANCY SERVICES

2. MOBILIZATION AND LIASON WITH THE CLIENT

3. CONSULTANTS SITE VISIT AND OBSERVATIONS

4. TRAFFIC SURVEYS AND ANALYSIS• Including type of surveys to be carried out

• Methodology to be adopted

• Proposed Locations for the Traffic Surveys

5. ENGINEERING SURVEYS

• Including the topographical and Aerial surveys

• Hydrological surveys

• Soils and Material investigations

• Identification of the most appropriate route location



5. ECONOMIC ANALYSIS

6. ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT

– Outlining the Study Approach that would detail both the positive

and negative impacts of the project and how to mitigate them7. CONSULTANT’s REVISED WORK PROGRAM

THE INCEPTION REPORT WAS DISCUSSED AND APPROVED IN OCTOBER

2013



PART 5

PRELIMINARY ENGINEERING DESIGN REPORT

The Report Summarizes the findings from Engineering Investigations, field surveys andthe subsequent analysis and design of the project Road

Rainfall and Climate

• The rainfall within the project area is largely influenced by the altitude and thevegetation cover.

• The rainfall pattern is usually bi-modal with the first rains occurring in the February -April period while the second rainfall season occurs between August and September.

• The average temperature is 20C during the cold season with a maximum of 30Cduring the hot season. January is the hottest month while July is the coldest.

Topography and Geology

• The terrain is rolling to flat.

• The Altitude at the start of the road at Lomut is 1020 metres. From here the terrain

gently rises to it’s the highest point at km 22+500 (1080 metres. Thereafter thealtitude steadily drops at a rate of about 9 metre per kilometre to Lokwamosing at analtitude of 686 metres.

• The rocks of the project road are mostly of the basement type comprising mainly of banded hornblende biotite gneisses. In the plains west of the Kailongol-Masol rangeoutcrops are rare, as there is thick sand and grits cover on the surface of the plains. Tothe East of the project road corridor the rocks are of volcanic types comprising mainlyof pink, buff and white tuffs, olivine basalts and pyroclastic



Land Use

• The vegetation along the project area is predominantly semi-arid shrubs andbushes. The first 40 km is fairly dense thorny acacia vegetation and this givesway to open grassland towards the end of the project.

• The main economic activity over the project road corridor is nomadicpastoralism with rearing of large herds of goats and cattle, and in additioncamels in the northern parts of the corridor.

• Some cultivation is practiced in the area north east of Lomut and to thesouth at the foot of Elgeiyo escapement where the soils are volcanic andfertile. To less extent other economic activities include mining and tourism.

• Recent discovery of oil in the area to the north of the project road will sparkan economic revolution in the area. The improved Project Road willtherefore play a key role in the anticipated growth of the local economy andconnecting market centres such as Sigor, Tot, Lomut and Lokori.

• Between Km 40 and Km 75, the project road crosses the Eastern edge of Turkana National Reserve. Due to the poor state of the project road, tourism

is not very well developed put has a good potential to grow.



2. ENGINEERING STUDIES

2.1 AERIAL AND TOPOGRAPHICAL SURVEYS

The Consultant carried out an Aerial Survey of the project road. The data wasused to design the alignment for the project road. The Aerial Survey also

produced digital images clearly showing the project area features.

LIDAR Data was used in the Preliminary Design

Survey controls were done using GPS traverse at every 2.5km interval.

A Digital Terrain Model (DTM) from Topographic survey of the project road

using both real time GPS and conventional Total Station survey equipmentfor ground data capture is to be used for the final design



GPS CONTROLS AND PRELIMINARY SURVEY

The following equipment and software were used in the Survey activity;

• GPS/GNSS Solutions

• South GPS Processor• Total Station

• Automatic Level

• Hand Held GPS

• Eagle point

• AutoCAD

• Excel

WORK PROCEDURE In establishing the Survey Controls, the Survey team adopted the following

procedure;

• Marking the existing road centerline

• Establishing survey monuments on the ground

• Road marking exercise

• GPS survey

• Traversing

• Leveling



LIST OF NATIONAL CONTROL POINTS(ARC 1960-ZONE 36N) POINT NO.

POINT NAME

NORTHING(m)

EASTING(m)

ELEVATION(m)

1 63ST2 169921.54 785425.84 - 2 63ST3 176584.52 804715.91 1203.046 3 63ST4 195065.28 809592.58 912.266 4 63ST5 207121.05 815096.03 941.832 5 63ST6 214982.55 821238.28 826.922

1. GPS Surveying

A set of three GPS points were established at intervals of 2km-2.5km and were

connected to the National grid by making observations from and to available

trigonometric points. Table below shows the National Primary Control Points

used.



List of GPS Controls Established GPS LIST(WGS84/UTM ZONE 36N)

N0. NAME NORTHING EASTINGS ELEVATION CHAINAGE 1 GPS1 155183.05 786958.73 1013.441 0+000 2 GPS2 155108.99 787108.56 1017.996 0+000 3 GPS3 155129.43 786798.00 1017.910 0+000 4 GPS4 156790.95 787881.27 969.401 2+000 5 GPS5 156726.80 787986.96 969.666 2+000 6 GPS6 156656.98 788067.55 969.273 2+000 7 GPS7 158555.72 788832.18 952.446 4+000 8 GPS8 158482.55 788885.42 953.450 4+000 9 GPS9 158631.34 788787.64 953.506 4+000

10 GPS10 159392.95 790584.96 943.493 5+900 11 GPS11 159412.11 790541.45 942.807 5+900 12 GPS12 159349.83 790630.97 943.756 5+900 13 GPS13 160860.94 791710.06 931.934 7+740 14 GPS14 160847.08 791640.79 931.325 7+680 15 GPS15 160818.36 791762.77 933.165 7+760 16 GPS16 162349.91 793912.06 957.933 10+410 17 GPS17 162247.15 793950.56 957.016 9+380 18 GPS18 162231.12 794032.03 955.891 10+420 19 GPS19 163394.64 795499.11 972.288 12+320 20 GPS20 163263.62 795479.34 971.148 12+220 21 GPS21 163479.75 795457.52 971.404 12+340 22 GPS22 164015.36 797430.39 958.715 14+340 23 GPS23 163866.55 797498.78 957.287 14+360



105 GPS105 215193.46 822180.68 755.013 75+905 106 GPS106 216757.76 823977.80 731.968 78+442 107 GPS107 216669.66 824172.98 728.338 78+467 108 GPS108 216951.66 824052.66 727.194 78+625 109 GPS109 217860.92 825280.53 713.381 80+180 110 GPS110 217869.12 825479.37 711.761 80+280 111 GPS111 218112.30 825397.81 722.473 80+460 112 GPS112 220941.01 826813.95 699.074 83+800 113 GPS113 220713.35 827178.28 689.410 83+700 114 GPS114 221070.90 827277.45 684.121 84+000

A sketch of all the locations of the GPS controls is included

Table is truncated….



Traverse Surveying Due deteriorating security situation in the project region, the Consultant’s Surveyor

Mr. Ken Ndede made a request to the Client’s surveyor Mr Okwaro that the Traverse

survey be replaced with additional GPS control points. The request was granted and

so additional GPS control points were monumented at intervals of 2 to 2.5km. Other factors that contributed to the request to carry out GPS traverse:- Most Traverse points were vandalized even before being observed.

The vegetation cover hindered the inter-visibility between traverse points and

bush clearing was limited along the survey corridor.

The inter-community hostility between the Pokots and Turkana made survey

work a challenge in this project.

However a number of Traverse points were installed in the first 5km of the projectroad but they were later vandalized even before the survey team left the site



CADASTRAL SURVEYS Upon approval of the horizontal alignment by the Client, the Consultant

shall obtain all the cadastral maps and carry out a cadastral survey of allaffected parcels for the purpose of preparing Land acquisition plans. During the Preliminary Survey work and setting of the Survey controls, it

was established that the road section falling under the Pokot community

(Km 0 to 40) has been adjudicated and cadastral plans are available.

From Km 40 to 65 the project road falls under Kenya Wildlife Servicesbecause its within South Turkana National Reserve. The rest of the project

is still under Trust/community land. The Survey Team is currently working on the cadastral plans awaiting the

approval of the alignment after which cadastral strip plans will be prepared

and results tabulated showing all affected land parcels and their

ownership.



2.0 TRAFFIC SURVEYS AND ANALYSIS

Traffic volume was determined by conducting traffic counts. The traffic

surveys were done in September 2012 for seven (7) continuous days. The

counts were undertaken using manual counts method. Data collectedcomprised the following;

• 12hr manual classified counts.

• 24hr manual classified counts.

STATION JUNCTION TYPE SURVEY TYPE REMARK

(1) Marich Pass T – Junction with six (6)

movements. 5 days-12hr classified counts

2 days-24hr classified counts

2 days O/D survey.

2 day axle load survey on A.

Junction on A1.

(1) Lokichar T – Junction with six (6)

movements. 5 days-12hr classified counts

2 days-24hr classified counts

2 days O/D survey.

Junction on A1.

V hi l l ifi i f ll



• Vehicle classification were as follows;

No Vehicle Category Description

1 Motor cycles All mopeds and other motor cycle

2 Cars Include saloon cars, station wagon passenger cars.

3 Pick-ups, Jeeps, 4WDs, Vans All pick-ups, 4 WD cars and private vans

4 Matatus and Minibuses All public service mini-buses with seating capacity less than45

5 Buses All public service buses with seating capacity more than 45

6 Light Goods Vehicles (LGV) All trucks with maximum laden weight of 5 tonnes

7 Medium Goods Vehicles (MGV) All trucks with 2 axles and laden weight more than 5 tonnes

8 Heavy Goods Vehicles All trucks with 3/4 axles and weight greater than 12 tonnes

9 Articulates Trucks 5-6 Axles truck

10 Other Vehicles Tractors, construction equipment, etc

Th A A l D il T ffi (AADT) i t b l t d b l f th t



• The Average Annual Daily Traffic (AADT) is tabulated below for the two

stations

Marich Pass ADT

VEHICLE TYPE To and from Sigor To and from Kitale To and from Lokichar

Cars 7 9 6 Pickups, jeeps, vans 32 59 51 Matatus 29 36 5 Buses and Minibuses 0 4 3 Light Goods Vehicles 14 16 13 Medium Goods Vehicles (2 axles) 1 11 6

Heavy Goods Vehicles (3 & 4 axles) 0 15 14

Heavy Goods Vehicles (5, 6, & 7 axles) 0 10 10 Other 0 0 0 ADT 83 158 109

Di t d T ffi



Diverted Traffic

• Noting that the normal traffic plying the project road is zero, an origin

destination survey was conducted along A1 road at Marich pass and

Lokichar. This was to establish the volume of traffic likely to divert to the

project road after opening.

Lokichar on

A1

(ADT=109)

To Sigor to C46

road (ADT=83)

Kitale on A1

road

(ADT=158)

Targeted

Motorists for

interviewed



DESTINATION

O r i g i n

T o t a l O f V e h i c l e

T y p e

K a i n u k

K a k u m a

K a l o k o l

K a t i t o

L o d w a r

L o k i c h a r

L o k i c h o g i o

M a r i c h p a s s

N a d a p a l

O r w a

S e k e r

S i g o r

T u r k w e l l

Chepareria 1 1 1.1% Eldoret 17 1 1 9 4 1 1 18.7% Kapenguria 9 1 3 1 2 2 9.9% Kibugon 1 1 1.1% Kisumu 1 1 1.1% Kitale 40 2 4 1 27 1 2 1 2 44.0% Mombasa 6 4 2 6.6% Nairobi 13 1 1 2 3 2 3 1 14.3% Nakuru 1 1 1.1% Ortum 1 1 1.1% Sigor 1 1 1.1% TOTAL 91 6 10 1 3 42 4 9 5 1 1 4 2 3 100 Percentage 6.6

11.

0 1.

1 3.3 46.2 4.4 9.9 5.5 1.1 1.1 4.4 2.2 3.3

O-D survey Matrix at Marich Pass on A1 road



Vehicle Type To and from Sigor Percentage

Diverted

Traffic

Cars 7 5.50% 0 Pickups, jeeps, vans 32 5.50% 2 Matatus 29 5.50% 2 Buses and Minibuses 0 5.50% 0 Light Goods Vehicles 14 5.50% 1 Medium Goods Vehicles (2 axles) 1 5.50% 0 Heavy Goods Vehicles (3 & 4 axles) 0 5.50% 0 Heavy Goods Vehicles (5, 6, & 7 axles) 0 5.50% 0 Other 0 5.50% 0 ADT 83 5.50% 5

Table 1.6: Diverted Traffic at Marich Pass



Vehicle Type To and from Lokori To and from Kitale To and from Lodwar Cars 81 139 118 Pickups, jeeps, vans 1 2 0 Matatus 8 6 1 Buses and Minibuses 0 0 0 Light Goods Vehicles 0 5 5 Medium Goods Vehicles (2 axles) 4 9 4 Heavy Goods Vehicles (3 & 4 axles) 11 21 40 Heavy Goods Vehicles (5, 6, & 7 axles) 2 68 72 Other 0 11 10 ADT 106 261 250

Table 1.7: Normal Traffic at Lokichar on A1 road

The directional layout is shown below.Lodwar on A1 (ADT=250)

To Lokori to C46 road (ADT=106)

Kitale on A1 road

(ADT=261)

Targeted Motorists for

interviewed



O r i g i n

T o t a l O f V e h i c l e

E l d o r e t

K i s u m u

K i t a l e

M a k u t a n o

M o m b a s a

N a i r o b i

N a k u r u

O r t u m

S i g o r

T h i k a

T O T A L

P e r c e n t a g e %

Choro 1 1 1 1.8 Kainuk 2 2 2 3.5 Kakuma

3

1

2

3

5.3

Kalokol 1 1 1 1.8 Lodwar 30 4 1 16 1 4 3 1 30 52.6 Lokichar 2 1 1 2 3.5 Lokichogio 5 2 1 2 5 8.8 Lokitaung 1 1 1 1.8

Marich Pass

1

1

1

1.8

Seker 3 3 3 5.3 Turkwel 8 1 3 1 2 1 8 14.0 TOTAL 57 8 1 23 1 2 11 3 5 2 1 57 Percentage 14.0% 1.8% 40.4% 1.8% 3.5% 19.3% 5.3% 8.8% 3.5% 1.8%

Table 1.8: Origin-Destination Matrix for Lokichar



Vehicle Type To and from Lokori %

Diverted

Traffic Cars 7 6.2% 5 Pickups, jeeps, vans 32 6.2% 0 Matatus 29 6.2% 0 Buses and Minibuses 0 6.2% 0 Light Goods Vehicles 14 6.2% 0 Medium Goods Vehicles (2 axles) 1 6.2% 0 Heavy Goods Vehicles (3 & 4 axles) 0 6.2% 1 Heavy Goods Vehicles (5, 6, & 7 axles) 0 6.2% 0 Other 0 6.2% 0 ADT 83 6.2% 7

Table 1.9: Diverted Traffic at Lokori



Generated Traffic

At year of opening of the project road, the generated traffic is not expected to exceed the local

traffic. This derives from the premise that the current local traffic derives sustainability from

the existing economic activities.

Timing of opening of the oil mining at Ngamia cannot be predetermined at the time of

undertaking this study. It is therefore not possible to predetermine the timing of the generated

traffic due to this specific activity. It can however be conservatively assumed to be ten years

after opening of the project road. Therefore, ten years after opening of the project road, it is

assumed that 10% of the local traffic will be generated traffic

This traffic is however loaded at the timing of opening of the project road and projected

through the ten year duration. This follows the general guideline that generated traffic can

never exceed double the rate of growth of GDP in the country which is currently taken as 7%.



Vehicle Type To and from

Lokori To and from

Sigor Average (Local-

Traffic) Generated

Traffic (10%) Cars 81 7 44 5 Pickups, jeeps, vans 1 32 16.5 2 Matatus 8 29 18.5 2 Buses and Minibuses 0 0 0 1 Light Goods Vehicles 0 14 7 1 Medium Goods Vehicles (2 axles) 4 1 2.5 1 Heavy Goods Vehicles (3 & 4 axles) 11 0 5.5 1 Heavy Goods Vehicles (5, 6, & 7 axles) 2 0 1 1 Other 0 0 0 1 ADT 106 83 94.5 15

Table 1.10: Generated Traffic

Table below shows the adopted generated traffic. In the table, unit figures have been given to vehicle categories which

registered zero volumes at the time of undertaking this survey.



Design Traffic (AADT)

At the time of undertaking this survey, the normal traffic plying the project road

was zero. The design traffic has been taken as a sum of the diverted traffic and

the generated traffic. Details of the diverted and generated traffic are discussed

in the preceding sub sections.

Table 1.11 below presents a summary of the design traffic.

Vehicle Type Design Traffic % M/Cycles 10 27.8% Cars 10 27.8% Pickups, jeeps 4 11.1% Matatus /Vans 4 11.1% Buses and Minibuses 1 2.8% Light Goods Vehicles 2 5.6% Medium Goods Vehicles (2 axles) 1 2.8% Heavy Goods Vehicles (3 & 4 axles) 2 5.6% Heavy Goods Vehicles (5, 6, & 7 axles) 1 2.8% Other 1 2.8% ADT 36 100.0%



Traffic Growth Scenarios

traffic growth rates are given for three scenarios; low, medium and

high growth rates. The medium traffic growth scenario has been

adopted for design purposes. The low traffic growth scenario and

the high traffic growth scenario are used for sensitivity analysis

considering a situation where the growth rates are either lower or

higher than estimated. Summary of the adopted traffic growth

rates for (the project road) normal traffic is presented in Table 1.12

below.



ADOPTED TRAFFIC GROWTH RATES Vehicle Type LOW MEDIUM HIGH

CARS 6.5 7.0 8.5 PICK-UPS, JEEPS, VANS 5.0 6.0 7.0 MATATU AND MINIBUSES 3.5 4.0 5.0 BUSES 3.5 4.0 5.0 LGV 3.5 4.0 5.0 MGV 4.0 5.0 6.0 HGV-3 & 4 Axles 5.0 6.0 7.0 HGV-5 & 6 Axles 5.0 6.0 7.0 TRACTORS 1.5 2.0 2.5

Table 1.12: Adopted Traffic Growth Rates for Generated and Diverted Traffic



GEOMETRIC CHARATERISTICS

Cross Section

The recommended cross section as derived in the Traffic Report is given in table 1.13 below.

Road Section Medium Growth Scenario

AADT (pcu) Cross Section

Type Lomut – Lokori (C46) Road 90 V

The design manual recommends cross section Type V comprising of a 4 m

carriageway and 1.5 m wide shoulders on each side. However, the consultant

recommends 7.0 m carriageway and shoulders of 2.0 m on each side (Type III)

to match the design of adjoining roads A1, B4 and C113 as illustrated below.



1. The Government through its implementing agency KeNHA is

currently carrying out a upgrade design of Road B4 from Tot to

Marich-pass to international trunk road standard with 7m

carriageway and 2m shoulders. 2. The A1 Kitale-Lokichar-Lodwar-Nadapal road is also being designed

to international trunk road standard. 3. The C113 road through to Lomut and continuing into C46 from

Lokwamosing to Lokichar is also being upgraded to international

trunk road standards. 4. The recently discovered Ngamia 1 oils field is located some 20 km

from the end of the project between Lokwamosing and Lokichar.



PAVEMENT LOADING TRAFFIC

AXLE LOAD SURVEYS

Axle load survey was done at Marich Pass for six continuous days as shown inTable below. The days comprised five week days and one weekend

No DAY DESCRIPTION 1 Sunday 9th Sept 2012 Axle load survey from 6am-6pm 2 Monday 10th Sept 2012 Axle load survey from 6am-6pm 3 Tuesday 11th Sept 2012 Axle load survey from 6am-6pm 4 Wednesday 12th Sept 2012 Axle load survey from 6am-6pm 5 Thursday 13th Sept 2012 Axle load survey from 6am-6pm 6 Friday 14th Sept 2012 Axle load survey from 6am-6pm

The axle Load data were analysed and used to compute the vehicle

equivalent factors. The results are presented in Table below.



NO. WEIGHED TOTAL E. F. AVERAGE E. F. BUSES 47 109.22 2.32 MGV 34 70.23 2.07 LGV 29 30.75 1.06 HGV 1 4.37 4.37

111

Adopted Vehicle Equivalency Factors

Cumulative Number of Standard Axles (CNSA)• The pavement design period was taken as 20 years after opening of the

project road.

• It was estimated that the project road would be open in the year 2016. The

design year is therefore 2036.• Due to variations in the nature and volume of traffic along the project road,

analysis for the traffic loads was carried out for each of the design sections.

The cumulative number of standard axles in both directions for the whole of

the pavement design period was calculated from the total AADT at the

opening of the road (January 2016).



DESIGN SECTION

20-yr Cum. No. of Std. Axles (x 106)

Low Medium High

Lomut - Lokori (C46) Road CNSA 0.53 0.69 0.91 Traffic Class T5 T5 T5

Summary of Cumulative Number of Standard Axles (CNSA).

The recommended Design Traffic class is T5.

3 0 SOILS MATERIAL INVESTIGATIONS AND PAVEMENT DESIGN



3.0 SOILS MATERIAL INVESTIGATIONS AND PAVEMENT DESIGN

Geology / Soils and Condition of Existing Road

• The rocks of the project road are the basement type of rocks

comprising of banded hornblende and biotite gneisses.• On the project road corridor and extending to the west, outcrops are

rare, as there is thick sand and grits cover on the surface of the plains.To the East of the project road corridor the rocks are of volcanic origincomprising mainly of olivine basalts and pyroclastic. Where drainage isimpended black cotton soils have formed

• The design manual recommends that black cotton soils (or any swelling/ collapsing soils) should be mass excavated to depths of 1.0 meterbelow the existing ground level and backfilled with stable materialcompacted to formation levels to remove all unstable material withinthe zone of seasonal moisture fluctuation and as a result minimize the

swelling / shrinkage / collapse associated with such moisturevariations.

• Tables below gives a summary of the geology and subgrade soils, thesub grade homogenous sections based on the soaked CBR strength andthe improvement required to bring the various sections to a uniformsub grade class S3.

G l / S il d C di i f i i d C



Geology / Soils and Condition of Existing Road – Cont.

Table 3.1.1: Sub Grade Homogeneous Sections (from the main report) From (Km) To (Km) Length (Km) SGC / (TC) Geology

0+000 60+000 60 S1 (T5) Reddish sandy silts / Black Cotton Soils – Black cotton

soils sections to be mass excavated to 1.0 m depth and

backfill with stable material + Improve Sub grade to S3

60+000 62+500 2.5 S2 (T5) Reddish sandy silts / greyish Soils / Black cotton soils

sections to be mass excavated to 1.0 m depth and


62+500 88+500 26 S1 (T5) Reddish sandy silts / greyish Soils / Black cotton soils

sections to be mass excavated to 1.0 m depth and


I d S b d



Improved Subgrade

Table 3.1.2 – Improved sub grade Section

Sub

gradeClass /

(Traffic

Class)

Backfill after MassExcavate Black Cotton

Soils to 0.5 m depth New Subgrade

Class Additional Improved Sub

grade Design Sub

grade Class Proposed Source of Improved Subgrade

Materials From

(km) To (km) Length

km

0+000

60+000

60.0

S1

Whole length (S2 fill)

S3 325 mm of S4 gravel

(195,000 M3) S3

MS1 (S5), MS2

(S6), MS4 (S5),

MS5 (S5), MS3

(S5) and MS6

60+000 62+500 2.5 S2 Whole length 600 mm

depth (S4 fill) S3 200 mm of S4 gravel

(5,000 M3) S3 From Km 84+000 to

Km 87+000

62+500

88+500

26.0

S1

Whole length (S2 fill)

S3 325 mm of S4 gravel

(84,500 M3) S3 From Km 84+000 to

Km 87+000

Requirements Fill Class S2 = From sections with

subgrade soils CBR greater than or equal

to 7%.

Requirements Improved Sub grade (S4)

Plus Fill Class S4

Investigated. Investigated Sources are all within the first 50 Km. Therefore all to

be used over the section as improved subgrade. 195,000 M3 of

materials required against 56,000 M3 from identified sources

leaves a huge deficit which can be partly met by extension of

MS1, MS2 and MS5 and partly from additional sources to be

identified in the next design stage.



Field Investigations – Gravel, Hard stones, Sand and Water.

• There is scarcity of good gravel sources and the few identified

sources all being at the first 50.0 Km. A total of 6 gravel sourceswere identified within this section of the corridor of the projectroad. Materials from these sources were sampled by digging trialpits to an approximate 30 m grid.

• Six hard stone sources were identified and investigated throughsampling from outcrops and testing to ascertain their suitability for

layer work.• Most of the Laghas crossing the project road have sand deposits.

Samples were collected from five ruggers at Km 1+400, Km 8+200,Km 42+500, Km 59+800 and at Km 87+500.

• The project road runs more or less parallel to River Kerio throughout

with offset distances between 0.2 km and about 14 Km• In addition River Lomut runs near the project road at Km 0+000.

Both these rivers are perennial and will provide reliable construction

water throughout the year.

l l bl



Materials Available For Pavement Construction

• The sub grade soils over most of the alignment (Km 0+000 to Km

88+500 (end)) comprises of mainly of silty sandy or black cotton soils

most of which exhibit collapse characteristics upon wetting andloading and are generally falling in the subgrade class S1.

• Native subgrade will therefore be excavated to a depth of about 1.0

m and replaced with stable fill.

• From the laboratory testing, gravel from all the six investigated

sources fails to satisfy the requirement for sub base in their neatform. They however achieve sub base quality after treatment with

2% cement or 2 - 4% lime.

• Gravel from all the six sources achieves base quality with 4%

cement. GCS and cement improved gravel will be considered for sub

base.• Due to scarcity of gravel, base construction will be GCS throughout.

Hard stone source QS5 at Km 31+000 is suitable for production of

GCS and will limit haulage to within 57 Km.



PAVEMENT DESIGN

General Considerations

Hence from the above available materials and considering the traffic

loading, the scarcity of good gravel within the corridor of the projectroad. Pavements types 7 and type 9 are considered for the project road.

– Type 7 - Cement improved gravel sub base and GCS base. This type of

base is suitable for up to T3 traffic but will require special attention to

drainage and end restraint. To prevent rapid progression of pot holes a

2% cement bidder can be added to the GCS. 50 mm AC surfacingextending to include shoulders adopted.

– Type 9 - GCS sub base and base. This type of base is recommended due

to the scarcity of good gravel. Special attention will be paid to drainage

and end restraint. 50 mm AC surfacing extending to include shoulders

will be adopted in lieu of the surface dressing recommended in the

design manual. – The difference in the two pavements is in sub base construction.

Selection of cement improved or GCS sub base will be based on cost

considerations

P d P S



Proposed Pavement Structures

Two alternatives pavement type 7 and type 9 are recommended. The

cheaper of the two will be adopted for the project road.

Alternative I - Pavement Type 7

– Improved sub grade as in table 3.1.2

– 125 mm thick cement improved (2 %) sub base layer extending

over the shoulders.

– 125 mm thick GCS base layer extending over the shoulders. – 50 mm thick asphalt concrete type I surfacing on carriageway

and shoulders followed by a single seal surface dressing (10/14).

Alternative II - Pavement Type 9

– Improved sub grade as in table 3.1.2

– 125 mm thick GCS sub base layer extending over the shoulders.

– 125 mm thick GCS base layer extending over the shoulders.

– 50 mm thick asphalt concrete type I surfacing on carriageway

and shoulders followed by a single seal surface dressing (10/14).

Cost Comparisons



Cost Comparisons

Table 5.3 – Cost comparisons Alternative I (Type 7) Cement improved Sub Base (carriageway + shoulders)

Material Layer Volume (M3) Rate

(Ksh)/M3 Total (Ksh)

Cement

improved (2%)

sub base

Sub Base (0.125 m * 11 m * 1,000

m) = 1,,375 3,250 4,468,750

Total Alternative I (Ksh/Km) 10,243,750 Alternative II (Type 9) GCS Sub base (carriageway +shoulders)

Material Layer Volume (M3) Rate (Ksh) Total (Ksh)

GCS Sub Base

(carriageway +

Shoulders) (0.125 m * 11 m * 1,000

m) = 1,375 4,200 5,775,000

Total Alternative II (Ksh per Km) 11,550,000



Proposed Pavement Structures Cont

Although alternative I is about 24.6 % cheaper than alternative II.

Alternative II is recommended as it will address the scarcity of naturalgravel. Thus;

– Improved sub grade as in table 3.1.2 in main report.

– Sub base – 125 GCS (carriageway +Shoulders)

– Base – 125 mm GCS (carriageway +Shoulders)

– Surfacing – 50 mm Asphalt Concrete Type I (carriageway +Shoulders)

followed by a Single surface dressing - 10/14 chippings.

2 4 HYDROLOGICAL (DRAINAGE) INVESTIGATIONS



2.4: HYDROLOGICAL (DRAINAGE) INVESTIGATIONS

The project road is in the Kerio River Basin but also has a few ephemeral

streams emanating from surrounding hills and Ranges

The Scope of the hydrological and the Hydraulics design was to evaluatethe drainage characteristic of the road crossings, estimation of the design

peak floods and sizing of the proposed drainage structures.

THE SCOPE COVERED THE FOLLOWING TASKS

Comprehensive Catchment investigation to establish characteristics such as

climatic conditions, geological and land use information and soil drainagecharacteristics along the road alignment such as soil/surface drainability,

drainage impedance and flooding.

Undertake condition assessment of existing drainage structures at crossings

along the existing/proposed road alignments,

Determine hydrological catchment parameters such as surface areas, run-off coefficient, hydraulic slopes and design flood discharge for the

appropriate design frequencies for each crossing

Undertake hydraulic designs and proposes sizes for proper drainage and

crossing systems and structures.

The project road has no existing drainage structures The assessment was



The project road has no existing drainage structures. The assessment wastherefore limited Detailed examination of the road was undertaken during thefieldwork to collect necessary information. The field investigations focused onthe following;

• Observation of the catchment conditions and delineation of streamcatchments

• Identification and location of new drainage structures

Watersheds and catchment boundaries of the waterways across the projectroad were examined from 1: 50,000 SoK topographical maps of the area.

Catchment Boundaries were examined from the following 1:50,000 SoKtopographical maps

• Sheet 51-3 Sheet 51-3




The capacity of existing crossing was determined using managing equations



The capacity of existing crossing was determined using managing equations

for culvert flows. A hydraulic slope of 0.5% and a freeboard of 25% of the

culvert depth was assumed for all the culverts.

Topographical characteristic of some of the crossings are presented below.

A more Elaborate list detailing approximately 90 crossings is provided in the

Hydrology and Engineering Reports



Catchment Length

(Km)Name of

WaterwayArea(km2)

Lengthof water

way(Km)

Elevationat Start(m.asl)

Elevation at

crossing(m.asl)

Slope(m/m)

C1 8+040 33.42 3.72 1000 934 0.018

C2 13+520 0.38 0.27 980 947 0.124C3 14+500 3.60 4.36 1020 949 0.016

C4 15+420 10.39 10.11 1240 968 0.027

C5 16+240 0.33 1.07 1000 982 0.017

C6 16+420 2.72 3.07 1060 986 0.024

C7 18+800 5.03 3.66 1300 1004 0.081

C8 19+910 0.29 0.42 1000 1036 -0.086C9 21+140 0.56 0.51 1260 1036 0.438

C10 21+640 0.51 0.58 1260 1063 0.341

C11 22+060 2.18 3.13 1380 1076 0.097

C12 23+240 1.71 2.48 1380 1032 0.140

C13 25+140 4.12 4.72 1440 973 0.099

C14 25+640 5.52 4.88 1500 969 0.109C15 26+200 0.65 1.66 1020 969 0.031

C16 26+950 5.29 5.43 1620 969 0.120

• Proposed Structures



• The design standards and manuals adopted for the design of all the

proposed medium and major drainage structures here included but not

limited to BS 5400, BS 4449, BS 5950, BS 8666, BS 8110, and old RoadDesign Manual part IV

• There are seven proposed bridges in the project road whose locations are

given in Table 2. These vary from single span to three span RC deck bridges

at Km 8 + 040, Km 38 + 500, Km 39 + 850, Km 40 + 100, Km 41 + 300, Km 50+ 280, and at Km 83 + 050.

Cr. No. Chainage Location Bridge Geometry

x y Size Flow F-Level(m) Orientation

Effective Span Height 1 008+040 30.60 4.00 L to R Assum. Right 2 038+500 21.38 4.20 L to R Assum. Right 3 039+850 13.60 3.00 L to R Assum. Right 4 040+100 41.80 4.20 L to R Assum. Right 5 041+300 14.60 3.00 L to R Assum. Right 6 050+280 36.60 4.20 L to R Assum. Right 7 083+050 30.60 4.00 L to R Assum. Right



There are twenty proposed standard box culverts in the project road of

varying sizes and openings/cells. All these structures are new since there

are no existing structures on the project road.

Cr.

No.Chainage

Location Proposed Box Culvert Geometry

x y Type No. of Cells Size Flow Orientation

1 018+800 CBC 2 4 x 2 L to R Assum. Right




5 023+240 CBC 1 4 x 1.5 L to R Assum. Right


















The above structures were recommended in order to provide a 500mm

freeboard between the highest water level and the soffit of the top slab,

• Adopted Standards for Hydraulic Analysis



Adopted Standards for Hydraulic Analysis

TYPE OF

STRUCTURE

SIZE HYDROLOGICAL STANDARDS

Pipe Culvert Minimum 0.9m dia. 1 in 10 year flood, check for overtopping

against 1 in 25 year floodBox Culvert Minimum 2m (width)

x 1m (height

1 in 25 year flood, checked for overtopping

against 1 in 50 year flood. Invert to be a

minimum of 1.5D below the road surface

Bridges Dependent on

catchment,

river/stream channel

geometry

1 in 50 years checked against 1 in 100 years

3. PRELIMINARY ENGINEERING DESIGN



GEOMETRIC DESIGN

The design guidelines as provided in the Road Design Manual Part I was

adopted for the Preliminary Design.

The objectives as set out in the Terms of Reference were considered in

detail.

For Class C road in level and Rolling Terrain, RDM gives guide values for

speed as 90-100kph and 60-90kph respectively.

The design speeds adopted were;

Km 0+000 to 40+000 : 90 Km/h

Km 40+000 to 84+500: 100 Km/h

Speed reduced to 50kph at trading centers with pedestrian crossings.

The following Cross Section was adopted;

7m Carriageway with 2.0 m Shoulders(Cross Section type II)

Normal Crossfall of 2.5% and 4% for Shoulders

Side ditch Type B.1 adopted to allow more capacity and check erosion.

Design Vehicle Type SP (Semi Trailer combination)

Rumble strips bumps and pedestrian crossings with adequate sign



Rumble strips, bumps and pedestrian crossings with adequate sign

proposed to ensure safety and conformity to the lower speeds.

AutoCAD Civil 3D software was used for the geometric design

The Horizontal Alignment Design carried out to achieve the following;

• Straights less than 20Vd ( 1800m)

• Straights between Circular Curves in the same direction > 6Vd

(540m).

• Minimum Stopping site distance = 120m

• Min Radius of Horizontal curve = 450m.

• Maximum Superelevation = 6%

• Rate of Change of Superelevation = 0.5.

The vertical alignment was designed to achieve the following parameters

•Maximum Gradient = 4.5%

• Length of Crest/Sag Curves: Not < 2Vd (180m).

• Sag Radii = 3000m (for 90kph).

• Crest Radii = 4000m (for 90kph).



Climbing Lanes: Not considered at the moment due to low AADT (90 pcu)

in design year 10.

Junction Design

At Km 0+000-Junction with B4 road: Proposed Junction type B.

Km 40+700-Kolosia, junction to Kainuk: Type C.

Km 85+500-Lokwamosing, junction with C113: Type B

Access Junctions as necessary



PART 7 ECONOMIC FEASIBILITY STUDY REPORT

The TOR required that The Consultant to carryout an EconomicEvaluation of the Project Road. The report was prepared and presented

as follows;

1. DEFINITION OF THE PROJECT ROAD

The road is situated in Turkana and West Pokot Counties in North Rift

Kenya. The road starts at the junction of C46 and B4 at Lomut trading center. It

then runs in a Northerly direction to Lokwamosing.

2. SCOPE AND OBJECTIVES OF THE REPORT

The HDM – 4 Economic analysis was based on the Preliminary and

detailed Engineering design and the Engineer’s cost estimates, to establish

the viability of the project.

The analysis period is 20 years.

A sensitivity analysis was done for a 20% Cost over run and a Reduction of

traffic growth rate to the low growth scenario.

3 METHODOLOGY



3. METHODOLOGY The following steps were adopted in the execution of this study:

• Field reconnaissance

• Review of existing data and literature

• Collection of the HDM – 4 Input Parameters. These included:

– Calibration data

– Traffic data

– Road data

– Improvement and Maintenance Standards

4. HDM4 RESULT ANALYSIS The following criteria were adopted in the analysis:

• No benefit to be derived during construction phase and that all benefitswere to be realized upon the full implementation of the road project

• Exogenous and Non quantifiable benefits accruing to the project such as

agriculture, trade, tourism and fishing were not included in the analysis• A sensitivity analysis was done for a 20% Cost over run and a Reduction of

traffic growth to a low growth scenario

• A discount rate of 12% and salvage value of 10% and was adopted

• The Economic analysis period of 20 years



INVESTMENT ALTERNATIVES

Two options are compared in the HDM-4 analysis. These arepresented in Table 1.18 below.

Option Description

Base Case “Base Case” Maintain Existing Road

Option 1 Upgrade Lomut_Lokori (C46) Road with Pavement Type-7 Option 2 Upgrade Lomut_Lokori (C46) Road with Pavement Type-9

• HDM4 OUTPUT



• Net Present Value (NPV)

• The NPV is defined as the difference between the discounted benefits andcosts of a project. In the economic appraisal of road projects, benefits arederived mainly from savings in road user costs and also in road maintenancecosts (where possible). The calculation of NPV is therefore simplified by takingthe difference between the present values of costs for the two alternativesbeing compared.

•

• Internal Rate of Return (IRR)

• The NPV depends on the discount rate used in the calculation of presentvalues. When high discount rates are used, a lower NPV is obtained resultingin negative values. The IRR of a project is defined as the discount rate at whichthe present value of costs equals the present value of benefits, that is, whenNPV is zero

•

• Benefit: Cost Ratio (BC ratio) • The BCR provides a simple measure of the profitability of a project (that is,

amount ofbene fits derived for every dollar invested). It represents thedimensionless index obtained by dividing the calculated benefits of the projectby the discounted capital costs of the investment

HDM 4 R N R



HDM-4 RESULTS FOR NORMAL RUNS

The summary of the economic analysis is presented in the Table below.

Analysis Alternative NPV

(USD millions) EIRR (%) B/C ratio Option-1 Upgrade Lomut-Lokori Road with

Pavement Type -7 -13.288 9.4% -0.229

Option-2 Upgrade Lomut-Lokori Road with

Pavement Type -9 -32.236 6.9% -0.419

HDM-4 RESULTS FOR COST REDUCTION BY 23%



HDM-4 RESULTS FOR COST REDUCTION BY 23%

A sensitivity test has been undertaken by reducing the cost by 23%. This was done to evaluate the

minimum threshold necessary to yield an economic viability. A summary of the cost reduction by

23% is shown in Table 1.20 below.

An economic analysis was done after reducing the costs by 23%. A summary of the economic

indicators generated from the HDM-4 analysis is shown in the following Table.

cost reduction by 23% Section Total Financial Cost (USD) Length (km) Financial Unit cost

(USD/km) Economic Unit cost

(USD/km)

OPTION-1 0+000 - 85+500 63,243,867 85.50 739,694 591,755

OPTION-2 0+000 - 85+500 67,111,000 85.50 784,924 627,939



Analysis Alternative NPV

(USD millions) EIRR (%) B/C ratio Option-1 Upgrade Lomut-Lokori Road

with Pavement Type -7 0.062 12.0% 0.001 Option-2 Upgrade Lomut-Lokori Road with

Pavement Type -9 -2.671 11.4% -0.056

HDM-4 results for cost reduction by 23%.

As shown, reducing the cost of the project by 23% yields an Economic Internal

Rate of Return of 12.0% for Option 1- Pavement type 7, which is the threshold

required for economic justification. The reduction however does not improve theviability of option 2-pavement type 9 beyond the minimum threshold for

economic viability.

7. CONCLUSIONS AND RECOMMENDATIONS



7. CONCLUSIONS AND RECOMMENDATIONS

• On the basis of strategic planning and road network development, it is

recommended that the project road be considered for reconstruction.

•The HDM-4 analysis however gives negative NPV and EIRR lower than12.0% unless the project cost is reduced by 23%.

• The project is viable on the basis of regional economic development alone

and not due to savings in road user costs.

•

• However, the benefits to the Kenyan economy as a whole and the localeconomy will be substantially higher, inasmuch; no exact Figure can be

provided of these additional benefits. These include the non-quantifiable

exogenous benefits accruing to the project such as increased access,

security, service provision and attraction of trading activities

PART 8



PRELIMINARY BOOK OF DRAWINGS

Includes The Following;

• DRAWING INDEX

• PLAN AND PROFILE DRAWINGS

• MAJOR JUNCTIONS DRAWINGS

•CROSS SECTION AND PAVEMENT DRAWINGS

• STANDARD DRAWINGS

• ROAD SIGNS DRAWINGS

• STANDARD DRAINAGE DETAIL DRAWINGS

• STRUCTURES DRAWINGS

• RE’S OFFICE AND HOUSING DRAWINGS

• MISCELLANEOUS DRAWINGS

PART 9



ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT

• Road construction and improvement poses both positive and negative impacts tothe physical, biological, social as well as economic setting of the affected areas.

• While the project should enhance the positive aspects, measures should be

integrated in the project to minimize or eliminate adverse impacts. It is worth

understanding that, building a more environmentally stable future clearly

requires some vision and as a basic component of any strategy it should be

sustainable and sound.

• The measures to be put in place should be developed such as to cover the

construction and post commissioning phases. This environmental and social

impact assessment study was commissioned to assess the baseline

environmental and social setting, establish any anticipated impacts from the

project and develop appropriate preventive action plans.• The ESIA study process was undertaken in accordance with the Environmental

impacts regulations (2003) under the EMCA 1999. In addition experiences from

other road projects in country have also been applied as references.

KEY OBSERVATIONS



KEY OBSERVATIONS Lomut – Lokwamosing road (C46) is basically an earth road which at present

is in poor condition and is likely to be impassible during the rainy seasons. At

the time of this study grading and clearance works on the West Pokot side up

to Amaler police post had been done. The road in this section is clear and the

carriage way is elaborate. The section from Amaler police post through

Lochakula, Turkana South National reserve to Lokwamosing is a bush area

with some sections not clearly defined making navigation in the area very

difficult. The road corridor is generally gentle to undulating with breaks of

shallow valleys and many lagers which becomes flooded during the rainy

seasons or when the upper side of Cherangani Hills experiences rains. The

road alignment also has sharp bends in a number of locations. It was also

observed that traffic volume (and especially public transport) is none-exist in

the whole section of the road due to its poor condition, insecurity issues and

very low population.



• Environmental characteristics for Pokot Central and Turkana South

districts are greatly influenced by the arid conditions of Kerio Valley

and the cool wet nature of the southern Cherangani Hills and the

western Kailongoi mountains. The project corridor lies within the lowlying Kerio valley and the Kailongoi highlands on the western side of

the road. Kerio valley presents dry conditions, un-cohesive top soils

and with a general drainage linked to Kerio River. As a result

population is low; the area depicts poor productivity, and experience

very high temperatures and low rainfall. Crop agriculture in the Pokotarea and livestock production are the significant economic activities

while very few institutions are present along the road corridor. Lomut

– Lokwamosing road (C46) runs through the Turkana South National

Reserve which is inhibited by such wild animals as elephants, lions,

leopards, dikdik, squirrels and other herbivores and carnivores. Theplant species in the area is mainly of indigenous tree with very

isolated exotic species indicating minimal interference with the flora

and fauna.

Other Observations Include;



(i) The general land use is characterized by low percentage of human

settlements, crop and livestock production activities. Most of the land has

been left fallow with isolated areas cleared for animal enclosure and thesettlement villages.

(ii) The population along the project corridor is very low but more concentrated

near settlement areas due to insecurity concerns.

(iii) Nomadic Livestock keeping seems to be the main backbone of economic

wellbeing of the area. The land is owned at communal level hence productionper area is low. There is huge potential for goats and sheep husbandry and

also crop agriculture such as Wei Wei area in Sigor. (iv) Cattle rustling between the Pokot and the Turkana posses the biggest

challenge to the security in the area. The vice has led to militarization of the

communities living in the area which has increased the number of illegalarms substantially. The cattle theft has led to almost irreparable relation

between the Pokots and Turkana.

(v) Road linkages seem to present the biggest challenge to social development

in the area and the region in general; among them being access to markets,

amenities and other service locations,

ANTICIPATED IMPACTS No. FOCAL AREAS LINKAGES/ENVIRONMENTAL CONCERNS



1. Natural Resources

(wildlife, forests,

vegetation/plant species,

water sources, land, air,

wetlands, etc.)

Land degradation through soil loosening and loss through erosion, Siltation of sources of water e.g. stream, rivers, etc., Water quality degradation from road construction and use of related pollutants (oil, grease, paint

and asphalt), Permanent destruction of vegetation cover along the road routes, diversions, contractors camp

sites and materials sites,

Disruption of wildlife and general biodiversity,

Emissions into the air of dust (during earth moving and machinery movement) and

smoke/hydrocarbons from equipment, Degradation of wetlands and other hydrological regimes along the route,

Interference with the wildlife habitats and migratory corridors, 2. Physical Environment

(topography, land forms,

geology, hydrology,

climate, etc.)

Changes in micro-topographic patterns along the route, Interference with the hydrological trends and hence surface runoff, Effects on the drainage systems and hydrological regimes,

Open quarries, materials borrow site, effectively changes land forms, Effects on sub-surface geological formations in some areas as a result of earth moving and rock

breaking activities, Interference with sensitive features such as old trees, historical buildings, public amenities,

cultural features, etc. 3. Social and economic

environment (Populations

trends, settlement, land

use, infrastructure,

economic activities, etc.)

Population and settlement trends upon commissioning of the road, Migration of outsiders for construction, Increased moral decay during construction, Changes in land use and urban growth trends, Changes in major economic activities e.g. agricultural and settlements. Benefits of the road to the communities, Accessibility and efficiency in transport of people and their goods, Changes in socio-cultural practices and lifestyles due to external influence, Additional issues anticipated from social interactions.

4 Health, Safety and Security

aspects (construction

safety measures, role of

road in security, road

safety and security upon

commissioning, etc.)

Safety of the construction equipment to the workers, general public and the wildlife, Interaction with the construction workers may lead to high HIV/AIDS cases, Noise to the residents and wildlife living immediately along the road, Signage to road users during construction, especially at night, Increased traffic flow upon commissioning implying higher risks of road accidents to the people

and wildlife, Easy access by medical suppliers and security agents, Sanitation from construction sites,

Handling of health risk sites and materials, Increased insecurity especially cattle rustling

RECOMMENDATIONS



RECOMMENDATIONS The following recommendations have been found appropriate; (i) The road should be upgraded to bitumen standard to a level usable by

heavy load traffic; this is in line with agricultural activity within the Pokot

area requiring heavy trucks to carry mangoes produced in the region. The

road will also form the main transit route from the southern district to the

northern region through Turkana East district, (ii) All sensitive environments and habitats will be minimally disturbed. These

particularly include South Turkana National reserve and the Lochakula

area which forms the springs where the communities use to water their

animals, (iii) Ensure adequate provision of speed calming measures near institutions,

major settlement areas and wildlife migration routes along the projectroad,

(i) Th t k t l th d t h ld b id d ith



(i) The two markets along the road route should be provided with

appropriate service roads while safe bus stops are integrated at

strategic locations,

(ii) Provide appropriate junctions and entrances to institutions and major locations,

(iii) Provide safety barriers at locations too close to the escarpment edges, (iv)Appropriate re-vegetation and grassing would be necessary along the

road reserve upon completion of the road construction, (v) Install and maintain adequate road safety furniture and signage. These

should also be accompanied by social engineering for the local

communities including sensitization and education on wise and safe use

of road,

(vi)The Local Authorities should embark on appropriate physical planning of

the towns and markets along the road corridor to facilitate focusedgrowth of the markets in terms of service provisions, land use, etc.,

RESETTLEMENT ACTION PLAN



OVERVIEW

The ESIA, through utilization of the survey exercise will establish

whether there will be need for Resettlement Action Plan. From theinitial inspection of the existing alignment, the section of the project

road lying within the Pokot community (Km 0 to 40) has been

adjudicated, the section between Km 40 and km 65 lies within Turkana

East National Reserve. The remaining section between Km 65 to 90 is

mostly under Turkana community Trust land. Government valuers willneed to be requested to give an indication of the value of land/property

to be acquired for the proposed development.

SCO O C O R S AC O P



SCOPE AND OBJECTIVE OF THE RESETTLEMENT ACTION PLAN The main objective of the resettlement plan is among others to:-

(i) Identify the affected persons in order to determine those likely to be

adversely affected by the project works, the severity and extent of theimpacts. An assessment of the impacts on their assets, infrastructure,

livelihoods within the road reserve of the road sections will be made

including their income and assets survey.

(ii) Identify the poor and vulnerable groups so as to develop strategy to

ensure that they proactively benefit from the project.(iii) Ensure that there are adequate consultations and participation

by all the stakeholders (iv) Review of the legal and other institutional framework (v) Develop mitigation measures in consultation with the affected

people.(vi) Prepare detailed entitlement matrix and an implementation

plan (vii) Prepare a resettlement budget (viii) Put in place a Monitoring and Evaluation and reporting system

for the Resettlement Plan.

GENERAL OBSERVATION



The project road lies in an arid and very sparsely populated area with mainly

Livestock keeping as the main economic activity. The Consultant will quantify

the number of Project Affected People (PAPs) and may carry out an abridged

Resettlement Action Plan if the number is determined to be low.



END OF PRESENTATION

THANKYOU

Kenya National Highways Authority

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