Study on the Project for Construction of Mombasa Gate Bridge in the

Study on Economic Partnership Projects

in Developing Countries in FY2014

Study on the Project for Construction of

Mombasa Gate Bridge

in the Republic of Kenya

Final Report

February 2015

Prepared for:

Ministry of Economy, Trade and Industry

Ernst & Young ShinNihon LLC

Japan External Trade Organization

Prepared by:

Katahira & Engineers International

Oriental Consultants Global Co., Ltd.

Nippon Steel & Sumitomo Metal Corporation

Toyo Construction Co., Ltd.

Preface

This project summarizes the result of “Study on Economic Partnership Projects in Developing Countries” in FY

2014 entrusted to Katahira & Engineers International, Oriental Consultants Global Co., Ltd., Nippon Steel &

Sumitomo Metal Corporation and Toyo Construction Co., Ltd.

It is titled “Study on the Project for Construction of Mombasa Gate Bridge in the Republic of Kenya” and has

been carried out in order to assess the feasibility of construction of a Mombasa Gate Bridge on the ship route

between Mombasa Island and Likoni District with a total investment amount of 59 billion Yen.

We sincerely hope this report will contribute to the implementation of the aforementioned project and provide

practical information to the Japanese parties concerned.

February 2015

Katahira & Engineers International

Oriental Consultants Global Co., Ltd.

Nippon Steel & Sumitomo Metal Corporation

Toyo Construction Co., Ltd.

Location Map

Source: The Study Team

Project Site Photographs (1/2)

Construction Candidate Site (View from Likoni)

Construction Candidate Site (View from Mombasa Island)

Construction Candidate Site (View from inside of

Kilindini Harbor)

Construction Candidate Site (View from Control

Tower in Mombasa Port)

Candidate Site for Loop Bridge (Mombasa Island)

Candidate Site for Loop Bridge (Likoni)

Candidate Site for Approach Bridge (Mombasa

Island)

Candidate Site for Approach Bridge (Likoni)

Project Site Photographs (2/2)

Momument of Tusker (Mombasa Island)

Likoni Ferry

A Container Ship Crossing Ferry Route

Ferry Waiting Vehicles in Mombasa Island

Passengers of Likoni Ferry

Loading Situation of Likoni Ferry

Meeting with KeNHA

Stakeholder Meeting in Likoni District

Perspective

Alternatives Perspective

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List of Abbreviations

Abbreviations Official Name

AASHTO American Association of State Highway and Transportation Officials

AfDB African Development Bank

BCR Benefit-Cost Ratio

B/D Basic Design

MCG County Government of Mombasa

Co2 Carbon Dioxide

C/S Construction Supervision

D/D Detailed Design

EAC East African Community

EIA Environmental Impact Assessment

EIAAR Environmental (Impact Assessment and Audit) Regulation

EIRR Economic Internal Rate of Return

EMCA Environmental Management and Co-ordination Act

EMP Environmental Management Plan

F/S Feasibility Study

GDP Gross Domestic Product

GOK Government of Kenya

JBIC Japan Bank for International Cooperation

JETRO Japan External Trade Organization

JICA Japan International Cooperation Agency

KAA Kenya Airport Authority

KCAA Kenya Civil Aviation Authority

KeNHA Kenya National Highways Authority

KSh Kenya Shilling

KFS Kenya Ferry Service

KMA Kenya Maritime Authority

KPA Kenya Port Authority

METI Ministry of Economy, Trade and Industry

NLC The National Land Commission

NEC National Environment Council

NEMA National Environmental Management Authority

NLP National Land Policy

NMK National Museum of Kenya

NPV Net Present Value

OD Origin-Destination

ODA Official Development Assistance

Abbreviations Official Name

PAP Project Affected Persons

PCU Passenger Car Unit

RAP Resettlement Action Plan

SBHS Steel for Bridge High Performance Structure

STEP Special Terms for Economic Partnership

TEU Twenty-foot Equivalent Units

UNFCCC the United Nations Framework Convention on Climate Change

USD United States Dollar

VCR Vehicle Capacity Ratio

VOC Vehicle Operating Costs

YWCA Young Women Christian Association

Study on Economic Partnership Project in Developing Countries in FY2014

Study on the Project for Construction of Mombasa Gate Bridge in the Republic of Kenya

Table of Contents

Preface

Location Map

Project Site Photographs

Perspective Drawing

Alternatives Perspective

List of Abbreviations

Table of Contents

Executive Summary

(1) Background and Necessity of the Project ............................................................................................... S-1

(2) Concepts to Determine Scope of Work of the Project ............................................................................ S-2

(3) Outline of the Project .............................................................................................................................. S-7

(4) Implementation Schedule ..................................................................................................................... S-14

(5) Feasibility of the Project Implementation ............................................................................................. S-15

(6) Technical Advantages of Japanese Companies ..................................................................................... S-16

(7) Possible Risks against Realization of the Project ................................................................................. S-16

(8) Project Location Map ........................................................................................................................... S-16

Chapter 1 Overview of the Host Country and Sector

1.1 Economic and Financial Conditions of Kenya ....................................................................................... 1-1

1.1.1 Outline of Kenya ............................................................................................................................. 1-1

1.1.2 Economic Conditions of Kenya ...................................................................................................... 1-2

1.1.3 Trade in Kenya ................................................................................................................................ 1-4

1.1.4 Economic Conditions of Neighbor Countries ................................................................................. 1-5

1.1.5 Relationship with Japan .................................................................................................................. 1-6

1.2 Overview of Road Sector ........................................................................................................................ 1-8

1.2.1 International Corridor in EAC ........................................................................................................ 1-8

1.2.2 Road Network in Kenya ................................................................................................................. 1-9

1.2.3 Road Network in Mombasa .......................................................................................................... 1-11

1.3 Outline of the Project Area ................................................................................................................... 1-12

1.3.1 Overview of Mombasa.................................................................................................................. 1-12

1.3.2 Population Distribution ................................................................................................................. 1-12

1.3.3 Regional Economy ........................................................................................................................ 1-13

1.3.4 Overview of the Likoni Ferry ....................................................................................................... 1-15

1.3.5 Overview of the Project Site Condition ........................................................................................ 1-16

Chapter 2 Study Methodology

2.1 Scope of the Study .................................................................................................................................. 2-1

2.1.1 Objective of the Study .................................................................................................................... 2-1

2.1.2 Traffic Demand Forecast ................................................................................................................ 2-1

2.1.3 Establishment of Design Criteria .................................................................................................... 2-1

2.1.4 Road and Bridge Planning and Design ........................................................................................... 2-1

2.1.5 Evaluation of Environmental and Social Impacts ........................................................................... 2-1

2.1.6 Construction Planning and Cost Estimation ................................................................................... 2-1

2.1.7 Economic Analysis ......................................................................................................................... 2-2

2.1.8 Project Implementation Schedule ................................................................................................... 2-2

2.2 Study Method and Composition of the Study Team ............................................................................... 2-2

2.2.1 Study Flow ...................................................................................................................................... 2-2

2.2.2 Composition of the Study Team...................................................................................................... 2-2

2.3 Study Schedule ....................................................................................................................................... 2-3

2.3.1 Study Schedule ............................................................................................................................... 2-3

2.3.2 Field Survey Itinerary ..................................................................................................................... 2-3

2.3.3 List of Organizations/Parties Concerned with the Project .............................................................. 2-5

Chapter 3 Justification, Objectives and Technical Feasibility of the Project

3.1 Background and Necessity of the Project ............................................................................................... 3-1

3.1.1 Preceding Projects and Studies ....................................................................................................... 3-1

3.1.2 Related Development Plans ............................................................................................................ 3-3

3.1.3 Expected Effects of the Project Implementation ............................................................................. 3-8

3.1.4 Priority of the Project ...................................................................................................................... 3-8

3.2 Efficient Use of Energy .......................................................................................................................... 3-8

3.2.1 Setting Conditions for the Evaluation ............................................................................................. 3-8

3.2.2 Estimation ....................................................................................................................................... 3-9

3.2.3 Evaluation of Efficient Use of Energy .......................................................................................... 3-10

3.3 Result of Studies of Determine Scope of Work of the Project .............................................................. 3-11

3.3.1 Traffic Demand Forecast .............................................................................................................. 3-11

3.3.2 Natural Condition ......................................................................................................................... 3-16

3.3.3 Design Condition and Criteria ...................................................................................................... 3-22

3.3.4 Comparison of Alternative Schemes ............................................................................................. 3-29

3.4 Overview of the Project Plan ................................................................................................................ 3-37

3.4.1 Outline of the Proposed Project .................................................................................................... 3-37

3.4.2 Outline Design .............................................................................................................................. 3-37

3.4.3 Construction Planning................................................................................................................... 3-43

Chapter 4 Evaluation of Environmental and Social Impacts

4.1 Present Environmental and Social Conditions ........................................................................................ 4-1

4.1.1 Present Conditions .......................................................................................................................... 4-1

4.1.2 Future Forecast (Without Project Scenario) .................................................................................... 4-4

4.2 Expected Environmental Improvement by Implementation of the Project ............................................. 4-5

4.3 Environmental and Social Impacts by Implementation of the Project .................................................... 4-7

4.3.1 Items for Environmental and Social Considerations ....................................................................... 4-7

4.3.2 Comparative Study of Alternatives ............................................................................................... 4-14

4.3.3 Outlines of the Discussions with Implementing Organization and Local Stakeholders ............... 4-14

4.4 Legal and Institutional Frameworks for Environmental and Social Impacts ........................................ 4-15

4.4.1 Legal Framework for Environmental and Social Impacts ............................................................ 4-15

4.4.2 Legal Framework for Land Acquisition and Resettlement ........................................................... 4-20

4.5 Measures to be taken by the Kenyan Side ............................................................................................ 4-23

Chapter 5 Financial and Economic Evaluation

5.1 Estimated Project Cost ............................................................................................................................ 5-1

5.1.1 Base Conditions .............................................................................................................................. 5-1

5.1.2 Construction Cost Estimate ............................................................................................................ 5-1

5.1.3 Project Cost ..................................................................................................................................... 5-2

5.1.4 Material and Equipment procured from Japan ................................................................................ 5-3

5.1.5 Operation and Maintenance Cost .................................................................................................... 5-3

5.2 Preliminary Economic Analysis .............................................................................................................. 5-4

5.2.1 Economic Analysis ......................................................................................................................... 5-4

Chapter 6 Planned Project Schedule

6.1 Implementation Schedule ....................................................................................................................... 6-1

Chapter 7 Implementing Organization

7.1 Outline of the Project Implementing Agency ......................................................................................... 7-1

7.2 Project Implementation Organization ..................................................................................................... 7-3

7.3 Evaluation of Capacity of the Project Implementing Agency ................................................................. 7-3

Chapter 8 Advantages of Japanese Construction Technologies

8.1 Competitiveness of Japanese Construction Technologies in the International Market ........................... 8-1

8.1.1 Characteristics of the Project .......................................................................................................... 8-1

8.1.2 Japanese Technology for the Superstructure ................................................................................... 8-1

8.1.3 Substructure .................................................................................................................................... 8-4

8.2 Construction Material and Equipment procured from Japan .................................................................. 8-6

8.2.1 Japanese” Goods only” ................................................................................................................... 8-6

8.2.2 Japanese “Goods and services” ....................................................................................................... 8-7

8.3 Measures to Promote Japanese Construction Technologies .................................................................... 8-7

Appendix

1. Construction Cost (Base Cost) Breakdown

2. Minutes of Stakeholder Meetings

List of Tables

Table i Major Criteria for Road Design .................................................................................................... S-4

Table ii Major Criteria for Bridge Design .................................................................................................. S-4

Table iii Comparison of Alternative Structure Type for Harbor Crossing .................................................. S-5

Table iv Comparison of Alternative Locations of the Bridge ..................................................................... S-6

Table v Comparison of Alternative Superstructure Types for the Main Bridge......................................... S-6

Table vi Summary of the Project Cost ...................................................................................................... S-11

Table vii Procurement Ratio of Japanese “Goods & Services” ................................................................. S-12

Table viii Economic Indicators ................................................................................................................... S-12

Table ix Result of Sensitivity Analysis ..................................................................................................... S-12

Table x Outline of the Structures to be affected by the Project ............................................................... S-13

Table xi Planned Project Schedule ............................................................................................................ S-15

Table xii Undertakings to be carried out by KeNHA and Capacity ........................................................... S-15

Table 1-1 Outline of Kenya ........................................................................................................................... 1-1

Table 1-2 Historical GDP (2004-2013) ......................................................................................................... 1-2

Table 1-3 Economic Condition of Neighbor Countries ................................................................................ 1-6

Table 1-4 Amount of ODA from Japan to Kenya ......................................................................................... 1-7

Table 1-5 Road Length in Kenya ................................................................................................................ 1-10

Table 1-6 Population Distribution ............................................................................................................... 1-13

Table 1-7 Frequency of Ferry Operation ..................................................................................................... 1-15

Table 1-8 Ferry Fare.................................................................................................................................... 1-15

Table 2-1 Member of the Study Team ........................................................................................................... 2-3

Table 2-2 Study Schedule ............................................................................................................................. 2-3

Table 2-3 Schedule of the First Site Survey .................................................................................................. 2-4

Table 2-4 Schedule of the Second Site Survey ............................................................................................. 2-5

Table 2-5 List of the Visited Organizations .................................................................................................. 2-5

Table 3-1 Carbon Dioxide Emission Factors and Specific Fuel Consumption Factors ................................ 3-9

Table 3-2 Reduction Volume of Calculated Carbon Dioxide Emission ........................................................ 3-9

Table 3-3 Reduction Volume of Specific Fuel Consumption ...................................................................... 3-10

Table 3-4 Carbon Dioxide Emission Volume per Persons by Country and Reduction Volume by the

Project ......................................................................................................................................... 3-10

Table 3-5 Specific Fuel Consumption per Person Volume per Persons by Country and Reduction Volume

by the Project .............................................................................................................................. 3-10

Table 3-6 Traffic Analysis Zone.................................................................................................................. 3-12

Table 3-7 Future Traffic Volume ................................................................................................................. 3-14

Table 3-8 Necessary Number of Lane ......................................................................................................... 3-16

Table 3-9 Climate in Mombasa ................................................................................................................... 3-17

Table 3-10 Wind Speed and Return Period (maximum speed in 3 second) in Kenya .................................. 3-18

Table 3-11 Tidal Levels in Mombasa Port .................................................................................................... 3-19

Table 3-12 Relations between Magnitude, Acceleration and Mercalli Equivalent ....................................... 3-21

Table 3-13 Historical Seismic Damage Data in Kenya ................................................................................. 3-21

Table 3-14 Kenyan Road Classification ........................................................................................................ 3-23

Table 3-15 Classification of Urban Roads .................................................................................................... 3-24

Table 3-16 Design Speed of Urban Arterial Road of AASHTO and Japanese Specification (km/h) ............ 3-24

Table 3-17 Guide Value for Selection of Design Speed in Urban Area in Kenya (km/h) ............................. 3-24

Table 3-18 Guide Value for Selection of Design Speed in Rural Area in Kenya (km/h) .............................. 3-25

Table 3-19 Minimum Radius of Horizontal Curve ....................................................................................... 3-25

Table 3-20 Design Samples of Loop Road in Japan ..................................................................................... 3-25

Table 3-21 Maximum Gradient ..................................................................................................................... 3-26

Table 3-22 Maximum Superelevation ........................................................................................................... 3-26

Table 3-23 Comparison of Live Loads of Specifications .............................................................................. 3-27

Table 3-24 Comparison of Alternative Schemes of Crossing Structure ........................................................ 3-31

Table 3-25 Comparison of Alternative Routes of Crossing Bridge .............................................................. 3-32

Table 3-26 Comparison of Alternative Locations of Bridge ......................................................................... 3-33

Table 3-27 Alternative Schemes of Superstructure ....................................................................................... 3-34

Table 3-28 Comparison of Alternative Substructure Foundation Types for Likoni Side Pier....................... 3-35

Table 3-29 Comparison of Alternative Types for the Loop Bridges ............................................................. 3-36

Table 4-1 Administrative Division of Mombasa ........................................................................................... 4-3

Table 4-2 Structures to be Affected by the Project (Approximately) ............................................................ 4-4

Table 4-3 Laws and Regulations Concerning the Proposed Project ........................................................... 4-16

Table 5-1 Summary of the Project Cost ........................................................................................................ 5-3

Table 5-2 Annual Operation and Maintenance Costs ................................................................................... 5-4

Table 5-3 List of Costs and Benefits ............................................................................................................. 5-5

Table 5-4 Project Implementation Schedule ................................................................................................. 5-5

Table 5-5 Evaluation Scenarios / Cases ........................................................................................................ 5-5

Table 5-6 Economic Cost .............................................................................................................................. 5-6

Table 5-7 Ferry Operating Cost (2014/2015).......................................................................................................... 5-7

Table 5-8 Consumer Price Index (CPI) of Kenya (2011 -2014) ................................................................... 5-7

Table 5-9 Vehicle Operation Cost (2014) ..................................................................................................... 5-7

Table 5-10 Travel Time Saving (2014) ........................................................................................................... 5-9

Table 5-11 Summary of Benefits .................................................................................................................. 5-10

Table 5-12 Economic Indicators ................................................................................................................... 5-11

Table 5-13 Result of Sensitivity Analysis ..................................................................................................... 5-11

Table 6-1 Project Implementation Schedule ................................................................................................. 6-1

Table 7-1 Numbers of Staff of KeNHA ........................................................................................................ 7-1

Table 7-2 Undertakings to be carried out by KeNHA and Their Capacity ................................................... 7-4

Table 7-3 Amount of Payment for Road Projects made by KeNHA (Unit: Million KSh) ............................ 7-4

Table 8-1 Procurement Ratio of Japanese “Goods only” .............................................................................. 8-7

Table 8-2 Procurement Ratio of Japanese “Goods & Services” ................................................................... 8-7

List of Figures

Figure i Location Map of Japanese Aid Project/Study ............................................................................... S-2

Figure ii Result of Traffic Demand Forecast ............................................................................................... S-2

Figure iii Navigation Clearance .................................................................................................................... S-3

Figure iv Typical Cross Section ................................................................................................................... S-4

Figure v Alternative Locations of the Bridge .............................................................................................. S-5

Figure vi Plan and Profile of the Project Road ............................................................................................. S-8

Figure vii General View of the Main Bridge (Side View and Plan) .............................................................. S-9

Figure viii General View of Main Bridge (Sections) .................................................................................... S-10

Figure ix Location Map .............................................................................................................................. S-17

Figure 1-1 Location Map of Kenya ................................................................................................................ 1-1

Figure 1-2 Historical GDP (2004-2013) ......................................................................................................... 1-2

Figure 1-3 GDP Share by Industries (2004-2013) .......................................................................................... 1-3

Figure 1-4 Population (2004-2013) ................................................................................................................ 1-3

Figure 1-5 Population Structure ..................................................................................................................... 1-4

Figure 1-6 Imports and Exports (2004-2013) ................................................................................................. 1-4

Figure 1-7 Imports and Exports Share by Items and Countries ...................................................................... 1-5

Figure 1-8 Trade Value with Japan ................................................................................................................. 1-6

Figure 1-9 Imports share by Items from Japan (2012) ................................................................................... 1-7

Figure 1-10 Exports Share by Items to Japan (2012) ....................................................................................... 1-7

Figure 1-11 Main Corridor ............................................................................................................................... 1-8

Figure 1-12 Corridor in EAC ........................................................................................................................... 1-9

Figure 1-13 Road Network in Kenya ............................................................................................................. 1-10

Figure 1-14 Road Network in Mombasa ........................................................................................................ 1-11

Figure 1-15 Population Structure of Mombasa City ....................................................................................... 1-12

Figure 1-16 Districts Map .............................................................................................................................. 1-12

Figure 1-17 Industrial Share in Mombasa and Coastal Region ...................................................................... 1-13

Figure 1-18 Transit Freight Traffic in Kenya (2013) ...................................................................................... 1-14

Figure 1-19 Container Volume in Mombasa Port ........................................................................................... 1-14

Figure 1-20 Cadastral Map (Mombasa) .......................................................................................................... 1-17

Figure 1-21 Cadastral Map (Likoni) ............................................................................................................... 1-17

Figure 2-1 Study Flow .................................................................................................................................... 2-2

Figure 3-1 Planned Road Network in the Draft Physical Development Master Plan ..................................... 3-1

Figure 3-2 Planned Route of Likoni Bridge in Feasibility Study on Likoni Crossing Construction Project . 3-2

Figure 3-3 General Plan of Bridge in the Feasibility Study on Likoni Crossing Construction Project .......... 3-2

Figure 3-4 Perspective of Bridge Proposed in the Feasibility Study Prepared by Chinese Contractor .......... 3-3

Figure 3-5 Thematic Overview of “Kenya Vision 2030” ............................................................................... 3-3

Figure 3-6 Location Map for the Japanese Aid Projects ................................................................................. 3-5

Figure 3-7 Location Map of Dualling of Mombasa Mariakani (A109) Road ................................................ 3-6

Figure 3-8 Location Map of Malindi Lunga Lunga – Tanga Bagamoyo ........................................................ 3-7

Figure 3-9 Location Map of Shelly Beach Road ............................................................................................ 3-7

Figure 3-10 Procedure of Traffic Demand Forecast ....................................................................................... 3-11

Figure 3-11 Traffic Analysis Zone.................................................................................................................. 3-12

Figure 3-12 Procedure of Future OD Table Forecast ..................................................................................... 3-13

Figure 3-13 Traffic Assignment Network in 2045 .......................................................................................... 3-14

Figure 3-14 Transition of Future Traffic Volume ........................................................................................... 3-14

Figure 3-15 Traffic Assignment Result .......................................................................................................... 3-15

Figure 3-16 Geology Map .............................................................................................................................. 3-16

Figure 3-17 Geological Category around the Project Site .............................................................................. 3-17

Figure 3-18 Average Wind Speed and Direction in Moi International Airport (2003-2010) .......................... 3-18

Figure 3-19 Location Map of Fault ................................................................................................................ 3-19

Figure 3-20 Earthquake data of the Southern part of Kenya and Northern part of Tanzania ......................... 3-20

Figure 3-21 Seismic Category in Kenya ......................................................................................................... 3-20

Figure 3-22 Earthquake Record around Mombasa ......................................................................................... 3-21

Figure 3-23 Navigation Clearance .................................................................................................................. 3-22

Figure 3-24 Road Network around the Project Site ........................................................................................ 3-23

Figure 3-25 Typical Cross Section ................................................................................................................. 3-26

Figure 3-26 Sample of Bridge Scheme ........................................................................................................... 3-29

Figure 3-27 Sample of Immersed Tunnel Scheme ......................................................................................... 3-30

Figure 3-28 Sample of Shield Tunnel Scheme ............................................................................................... 3-30

Figure 3-29 Comparison of Lengths of Alternative Schemes ......................................................................... 3-31

Figure 3-30 Alternative Routes of Crossing Bridge ....................................................................................... 3-32

Figure 3-31 Alternative Locations of Bridge.................................................................................................. 3-33

Figure 3-32 Plan and Profile of the Project Road ........................................................................................... 3-38

Figure 3-33 General View of Main Bridge (Side View and Plan) .................................................................. 3-39

Figure 3-34 General View of Main Bridge (Sections) .................................................................................... 3-40

Figure 3-35 Section of Loop Bridge (Continuous PC Hollow Slab) .............................................................. 3-41

Figure 3-36 Plan of Loop Bridge .................................................................................................................... 3-41

Figure 3-37 Profile of the Approach Section .................................................................................................. 3-42

Figure 3-38 Cross Section of Approach Bridge .............................................................................................. 3-42

Figure 3-39 Temporary Approach Bridge Scheme ......................................................................................... 3-43

Figure 3-40 Work Flow of the Main Bridge Superstructure Construction ..................................................... 3-43

Figure 3-41 Construction Image of Material Unit for Superstructure ............................................................ 3-46

Figure 3-42 Clamp Jack.................................................................................................................................. 3-46

Figure 3-43 Work Flow of Steel Pipe Sheet Pile Foundation ......................................................................... 3-47

Figure 3-44 Work Flow of Construction of In-Situ-Concrete Pile Foundation .............................................. 3-50

Figure 3-45 Bored Piling Procedure ............................................................................................................... 3-51

Figure 3-46 Work Flow of Loop Bridge Construction ................................................................................... 3-52

Figure 3-47 Construction Image of PC Hollow Slab ...................................................................................... 3-54

Figure 4-1 Land Use around Alternatives to the Bridge-building Route ........................................................ 4-1

Figure 4-2 Natural Resources around Mombasa ............................................................................................ 4-2

Figure 4-3 Environmental Issues Concerning Motor Vehicles ....................................................................... 4-6

Figure 4-4 EIA Procedures in Kenya ............................................................................................................ 4-17

Figure 4-5 Institutional Framework of Land Management .......................................................................... 4-23

Figure 5-1 Vehicle Operation Cost by Vehicle Type ...................................................................................... 5-8

Figure 7-1 Organization Chart of KeNHA ..................................................................................................... 7-1

Figure 7-2 Organization Chart of Department of Special Projects ................................................................. 7-2

Figure 7-3 Organization Chart of Regional Office ......................................................................................... 7-2

Figure 7-4 Proposed Implementation Organization of The Project ................................................................ 7-3

Figure 8-1 Higher-Strength and Without Reduction of Strength by Thickness Increase ............................... 8-3

Figure 8-2 Abbreviation of Preheating before Welding and Reduction in Number of Welding Passes ......... 8-3

Figure 8-3 Method of Steel Pipe Sheet Pile Foundation (SPSPF) .................................................................. 8-4

Figure 8-4 Construction Cases of SPSPF in Japan ......................................................................................... 8-6

List of Pictures

Picture 1-1 Likoni Ferry ................................................................................................................................ 1-16

Picture 1-2 Project Site .................................................................................................................................. 1-18

Picture 3-1 Temporary Assembly and Painting in Factory ............................................................................ 3-44

Picture 3-2 Shipping and Loading of Steel Girders ....................................................................................... 3-44

Picture 3-3 Materials of Daini Ondo Bridge ................................................................................................. 3-44

Picture 3-4 Construction of Daini Ondo Bridge ............................................................................................ 3-45

Picture 3-5 Example of Transport of Material Unit ....................................................................................... 3-45

Picture 3-6 Steel Pipe Sheet Pile Installation ................................................................................................ 3-48

Picture 3-7 Special Steel Stud Installation .................................................................................................... 3-48

Picture 3-8 Base Concrete Works .................................................................................................................. 3-49

Picture 3-9 Main Pier Shaft Concrete Works ................................................................................................ 3-49

Picture 3-10 SPSP Removal ............................................................................................................................ 3-49

Picture 3-11 Temporary Deck Removal .......................................................................................................... 3-50

Picture 8-1 Actual Adoption case of SBHS (Left Tokyo Gate Bridge, Right Nagata Bridge) ........................ 8-2

Picture 8-2 Improvement of Joint Appearance by Changing to Site Welding from HTB ............................... 8-4

Picture 8-3 Pipe – Pipe (P-P) Joint of SPSPF .................................................................................................. 8-5

Picture 8-4 Automatic Welding of Stud Reinforcing Bar for Connection between Top Slab and Steel Pipe . 8-5

Executive Summary

S-1

(1) Background and Necessity of the Project

1) Background of the Project

Mombasa is a coastal county of the Republic of Kenya and the second-largest city. It is located along the

Indian Ocean with a sea-port which is the biggest in East Africa. The population of Mombasa was assessed

to be 938,131 by a population census survey in the year 2009. Mombasa is the starting point of the

Northern Corridor that provides an important freight transport route for the East African Community

(EAC) and is the entrance to landlocked countries such as Uganda, Rwanda, Burundi and South Sudan

from the Indian Ocean. The volume of freight handled by Mombasa Port has significantly increased as the

economies of Kenya and neighboring countries have developed.

Mombasa Island is the economic hub of Mombasa County with the east side facing towards the Indian

Ocean and the western and northern sides connected to the mainland by a causeway and a bridge. The

southern area of the island and the Likoni area on the mainland are separated by approximately 500m

which forms the Kilindini Harbour. As a result of this the residents of Likoni and traffic from/to the

southern coastal area have to cross the harbour by the Likoni Ferry. This results in vehicles queuing for

long periods since traffic demand to cross the harbor exceeds the capacity of the Likoni Ferry. However,

there is no alternative to the Likoni Ferry in order to cross the channel.

2) Needs of the Project

Kenya Vision 2030 is the country’s development blueprint covering the period from the year 2008 to 2030.

The Vision is based on three “Pillars”, namely the economic, social and political pillars. It aims at making

Kenya a newly industrialized, “middle-income country providing high quality of life for all its citizens by

the year 2030”. The Government of Kenya (GOK) published the Second Medium Term Plan (2013-2017)

in accordance with Vision 2030. Development of a Special Economic Zone (hereinafter referred to as

“SEZ”) in Dongo Kundu was referred to in this plan. Mombasa is an important hub for development of not

only Kenya but also the East Africa Community and landlocked countries in Africa. In view of this Japan

is actively assisting in the development of Mombasa by virtue of the following six projects/studies which

include the development of the Special Economic Zone in Dongo Kundu.

i) Mombasa Port Development Project (New Container Terminal Project)

ii) Mombasa Port Area Road Development Project (Kipevu Link Road and Mombasa Southern Bypass

Project)

iii) Master Plan on Mombasa Special Economic Zone Project

iv) The Project for Technical Assistance to Kenya Ports Authority on Dongo Kundu Port, Mombasa

Master Plan

v) The Project for Technical Assistance on Northern Corridor Master Plan

vi) Master Plan on Mombasa Gate City Project

This project is to connect Mombasa Island and the Southern Mainland which is deemed to be indispensable

S-2

to attain the targeted effects of the above development projects in Mombasa and for the development of

Kenya and the EAC.

Figure i Location Map of Japanese Aid Project/Study


(2) Concepts to Determine Scope of Work of the Project

1) Traffic Demand Forecast

A traffic demand forecast model for Mombasa was established in the Detailed Engineering Design of the

Mombasa Port Area Road Development Project in 2013. This model was established based on the result of

traffic surveys at 10 locations that included the Likoni Ferry. In this study, the future traffic demand was

forecasted by updating the network and Origin-Destination Table (OD). The necessary number of traffic

lanes for the Mombasa Gate Bridge was determined using traffic volumes predicted for 2034 being 20

years after the study, and a 4-lane bridge is proposed.

Figure ii Result of Traffic Demand Forecast


0

10,000

20,000

30,000

40,000

50,000

60,000

70,000

80,000

90,000

100,000

20

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20

17

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18

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20

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20

42

20

43

20

44

20

45

Tra

ffic

Volu

me

(PC

U /d

ay)

Year

with without

Start operating the Bridge

Start operating Southern Bypass

S-3

2) Natural Conditions

a) Topography and Geology

Mombasa is located on coastal lowland ranging from 8 to 100 m above sea level. At the project site the

Mombasa Island side is about 15m above sea level and the Likoni side is about 20m above sea level. At

this location the width of the Kilindini Channel is about 500m and the depth is a maximum of 50m. The

topography of the seabed around the Project site is very steep. The Project site is located on coral stone.

The top surface layer of this is made up of weathered coral stone; the second layer is made up of shale, and

the third layer is made up of sandstone.

b) Tide

The difference between high and low tides is about 4.0m. Wave height is relatively small since there is a

coral reef around the entrance to the harbor. The tidal current within the harbor is about 0.5 knots.

c) Wind Speed

The Wind speed for a 100-year return period in Mombasa is 30.3m/sec.

d) Faults and Earthquakes

A large scale fault is located approximately 60km from Mombasa and as a result no fault effect is

considered necessary in the bridge design. Mombasa is classified in area category VI in the Seismic Design

Guideline. Definition of category VI is “A few instance of fallen plaster or damaged chimney, damage is

slight”.

3) Design Condition and Criteria

a) Navigation Clearance

Navigation clearance for a new bridge was proposed as shown in Figure iii based on discussions with

Kenya Maritime Authority (KMA) and Kenya Port Authority (KPA). Navigation width was set at 150m

from the center of the channel with a total of 300m. Minimum Draft was set at 15m. Navigation height was

set at 69m from the lowest sea level (65m + 4m tide = 69m).

Figure iii Navigation Clearance


S-4

b) Aeronautical Height Limit

The distance from Moi International Airport to the Project site is approximately 9km and the descent angle

for standard aircraft is 3 degrees. Accordingly the height of aircraft in the vicinity of the Project Site would

be approximately 400m which would be well in excess of the 120m height of the proposed arch bridge.

c) Land Use

The proposed construction area of the Project on both Mombasa Island side and Likoni side are urbanized.

As a result it would be difficult to construct the approaches to the bridge with straight alignments as this

would require significant land acquisition and involuntary resettlement. To avoid this loop bridges are

proposed in the park area on Mombasa Island side and the vacant coastal area on Likoni side.

d) Road Design Standard

Standard road design specifications for Kenya have been adopted for the Study. However, AASHTO

(American Association of State Highway and Transportation Officials) and Japanese specifications are

referred to and compared to establish the most suitable design standards and criteria for the Project. Major

criteria for the road design are shown in Table i. Typical cross section of the main bridge and the loop

bridge are shown in Figure iv.

Table i Major Criteria for Road Design

Design Speed Minimum Radius Maximum Gradient Maximum Superelevation

40km/h 60m 5% 6%


Figure iv Typical Cross Section

The Main Bridge The Loop Bridge


e) Design Condition of Bridge

British design standard BS5400 is usually applied to bridge design in Kenya. However, application of the

bridge design specification of SATCC was proposed by KeNHA because it was applied to AfDB assisted

A104 and B8 improvement projects. Major criteria for the target bridge design are shown in Table ii.

Table ii Major Criteria for Bridge Design

Live Load Wind Load Seismic Load Temperature change

SATCC 30.3m/sec kh＝0.05 20℃ (±10℃)


S-5

4) Comparison of Alternative Structure Type for Harbor Crossing

Alternative structure types for a harbor crossing were considered and a comparison is shown in Table iii.

On the basis of this a bridge scheme was proposed.

Table iii Comparison of Alternative Structure Type for Harbor Crossing

Content a) Bridge Scheme b) Immersed Tunnel Scheme c) Shield Tunnel Scheme

Length 2500m 2800m 3600m

Construction Cost 〇 (1.0) △ (1.8) ☓ (2.0)

Construction

Period 〇 △ △

O & M Cost 〇

Painting, Lighting and Aircraft

warning light

△

Ventilation and Lighting

△


Social &

Environmental

Impact

Natural Impact: 〇

Social Impact: △

Natural Impact: ☓

Social Impact: △

Natural Impact: △

Social Impact: △

Temporary water pollution

during construction of bridge

foundation.

Impact to existing houses and

shops varies by the route.

Influence on the ecosystem by

seabed excavation to install

immersed tunnel.




construction of the tunnel

entrance and ventilation tower.



Total 〇 △ ☓

Note: Evaluation: 〇= Good, △ = Bad, ☓ = Very Bad


5) Comparison of Alternative Locations of the Bridge

Alternative locations for the proposed bridge are shown in Figure v and compared in Table iv. Route B1-2

was selected since the social impact would be the least and the length of the main bridge would be the

shortest.

Figure v Alternative Locations of the Bridge


B1-1

B1-2

B1-3

Mombasa Is. Likoni

S-6

Table iv Comparison of Alternative Locations of the Bridge

Mombasa Is. Side Likoni Side

Route B1-1 Route B1-2 Route B1-3

Approach Road 400m 300m 400m 450m

Affected Residence

by Loop Bridge

None None 2 houses

(including a vacant house)

3 houses

(including a vacant house)

Deterioration of the living

environment: 1 house

Affected Commercial

Building by Loop

Bridge

- Relocation of

bus terminal

- Whole of YWCA

- Bus terminal and

additional structures

- Fuel station

- Part of YWCA

- About 10 commercial

buildings

None

Affected public

Facility

- Part of Mama

Ngina Park

None None None

Total △

It is hard to provide

temporary bus terminal

during construction

◎

Length of the main bridge

is shortest, and the

affected area is smallest

〇

Social impact is largest,

and approach road is

longest

Note: Evaluation: ◎ =Very Good, 〇= Good, △ = Bad, ☓ = Very Bad


6) Comparison of Alternative Superstructure Types for the Main Bridge

Alternative superstructure types for the main bridge were compared as shown in Table v and a steel arch

bridge was selected.

Table v Comparison of Alternative Superstructure Types for the Main Bridge

Bridge Type Evaluation

Steel Arch Bridge

(3span balanced arch)

Appearance Good. Image of ivory. ◎

Aircraft height limit Maximum structure height of 120m is lower than

aeronautical height limit ○

Social impact 3 buildings will be affected by the loop bridge. ◎

Maintenance Repainting is necessary ○

Constructability Short (use large block erection method with support) ○

Cost 1.0 ○

Japanese Technology High performance steel for bridge, steel pipe sheet pile

foundation ◎

Overall Suitable for the Project ◎

Steel Double Arch Bridge

(2-axis 3span balanced arch)

Appearance Good. Image of ivory. ◎





Constructability Middle (number of members is more than 3span

balanced arch bridge) △

Cost 1.1 △


foundation ◎

Overall Construction cost is relatively high ○

S-7

Bridge Type Evaluation

Steel Truss Bridge

(3span truss)

Appearance Not good. ☓





Constructability Short (cantilevered erection method) ○

Cost 1.0 ○


foundation ◎

Overall Appearance is not good ○

PC Cable-Stayed Bridge

(3span PC cable-stayed)

Appearance Good. ◎

Aircraft height limit Maximum height of the structure is 160m. It may affect

aeronautical height limit. ☓

Social impact Number of affected buildings will be significant. ☓

Maintenance Concrete if free of maintenance ◎

Constructability Long (need time for concrete curing) ☓

Cost 1.0 ○

Japanese Technology Steel pipe sheet pile foundation ☓

Overall Social impact is significant ☓



(3) Outline of the Project

1) Outline of the Project

The Project is to construct a 500m bridge over Kilindini Harbor at the entrance of Mombasa Port. A

navigation clearance 300m wide and 69m high from the low water level would be required. Loop type

bridges are proposed for the approach bridges to minimize land acquisition and involuntary resettlement.

The total length of the Project is 3100m. The superstructure for the main bridge would be a steel 3-span

balanced single arch bridge, with the approach bridges being continuous PC hollow slab. The proposed

cross section of the bridges would be 4-lane carriageways with a median. A sidewalk would be provided

only for the main the target bridge on Mombasa Port side. This sidewalk would be connected with the

ground with stairways. The plan and profile of the Project road are shown in Figure vi. A general view of

the main bridge is shown in Figures vii and viii.

S-8

Figure vi Plan and Profile of the Project Road


S-9

Figure vii General View of the Main Bridge (Side View and Plan)


S-10

Figure viii General View of Main Bridge (Sections)


S-11

2) Project Cost

As summary of the Project cost is shown in Table vi. The estimated project cost is Approx. 59.0 billion Yen

(Equivalent to KSh 44.6 billion).

Table vi Summary of the Project Cost

1 KSh = 1.322 Yen

Cost Items

Project Cost

LC

(Million KSh)

FC

(Million Yen)

Total

(Million Yen)

A. YEN LOAN PORTION

I) Construction (Base Cost) 6,850.7 32,538.4 41,594.6

Preparation & Mobilization 563.9 3,368.0 4,113.4

Main Bridge (Arch) 2,700.0 18,901.0 22,470.0

Loop Bridge (PC Hollow Slab) 2,881.9 9,235.0 13,044.9

Approach Viaduct 482.2 1,034.0 1,671.5

Approach Road 222.7 0.4 294.8

II) Consulting Services (Base Cost) 906.1 1,882.1 3,080.0

III) Contingencies 5,603.2 4,590.9 11,998.3

Price Contingency for Construction 4,010.4 1,080.1 6,381.8

Physical Contingency for Construction 1,086.1 3,361.9 4,797.7

Price Contingency for Consulting Services 439.4 52.2 633.1

Physical Contingency for Consulting Services 67.3 96.7 185.7

Total A (I+II+III) 13,360.0 39,011.4 56,672.9

B. KENYA PORTION

a Construction (Base Cost) 9.7 0.0 12.8

Utility Relocation 9.7 0.0 12.8

b Land Acquisition 844.4 0.0 1,116.4

Acquisition cost of land 450.1 0.0 595.1

Compensation for Houses & Shops 373.3 0.0 493.5

Compensation for Trees 21.0 0.0 27.8

c Administration Cost (2%) 284.4 780.2 1,156.2

d Import Tax (To be exempted)

e VAT (To be exempted)

f Contingencies 4.4 0.0 5.8

Price Contingency for Construction 3.1 0.0 4.1

Physical Contingency for Construction 1.3 0.0 1.7

Total B (a+b+c+d+e+f) 1,142.9 780.2 2,291.2

Grand Total (A+B) 14,502.9 39,791.6 58,964.1


3) Procurement Ratio of Japanese “Goods & Services”

Due to the bridge size and the site conditions, advanced Japanese bridge materials and construction

technologies are necessary for the construction of the superstructure and the substructures of the main

bridge. The procurement from Japan includes advanced technologies and/or know-how (including

equipment, construction management, quality control and schedule management) of Japanese firms. Table

S-12

vii identifies the principal items and associated costs for these Japanese advanced technologies. On this

basis the procurement ratio of goods and services would be approximately 33% of the construction cost

(base cost).

Table vii Procurement Ratio of Japanese “Goods & Services”

Goods and Services Unit Quantity Unit Rate

(thousand yen)

Amount

(million yen)

Steel pipe sheet pile

foundation works

Steel pipe sheet pile material m 6,780 281 1,905

NS stud bar material m 48.3 752 36

Works no. 1 1,916,000 1,916

Main bridge steel works SBHS steel material ton 12,814 754 9,662

Total amount of Japanese goods & services (1)

13,519

Construction cost (base cost) (2)

41,595

Procurement ratio of Japanese “Goods & Services” (3) = (1) / (2) %

32.5%


4) Preliminary Economic and Financial Evaluation

Preliminary economic evaluation was conducted based on cost and benefit for both the with case and

without case to evaluate the feasibility of the Project. Three (3) types of indicators of Net Present Value

(NPV), Benefit Cost Ratio (BCR) and Economic Internal Rate of Return (EIRR) were used for examining

the economic viability of the Project. As the economic analysis was performed based on the

aforementioned presumptions, a sensitivity analysis was conducted to examine the sensitiveness in the

economic indicators if the costs and benefits fluctuated in the range of +/- 10%. Economic indicators are

shown in Table viii. All indicators show that the Project is feasible. Results of the sensitivity analysis is

shown in Table ix. EIRR for all cases exceed 12%.

Table viii Economic Indicators

Economic Indicators

NPV BCR EIRR

163,277,822 1.71 18.42


Table ix Result of Sensitivity Analysis

Cost

Benefit Cost +10% Base Case Cost -10%

Benefits +10% 18.42 19.76 21.32

Base Case 17.41 18.42 19.91

Benefits -10% 15.81 17.01 18.42


5) Environmental and Social Impacts of the Project

a) Present Environmental and Social Conditions

The Project components concerned with environmental and social impacts are as follows:

On the ground: resettlement of the shops, vendors, and residents due to land acquisition for construction of

S-13

the loop bridge and the approach section.

Underwater: Changes of the submarine environment due to construction of piers of the main bridge

Table x Outline of the Structures to be affected by the Project

Subject Mombasa Island side Likoni side (Alternative B1-2)

Houses - None existing - 2 houses. 2 persons in 1 house, other is abandoned.

Total area is about 3 acres. Other structures other

than houses exist in the two plots. Owners agreed

to the relocation.

Commercial Structures - Relocation of the bus terminal - YWCA: A conference room and part of the

premises. The fence needs to be relocated.

- A guest house: a swimming pool and land along

the road. The fence needs to be relocated.

- 30 shops in 10 buildings

Permanent structures

Temporary structures - 10 vendors - 40 plots in 15 structures

Public Facilities - Part of Mama Ngina park (about

18,137m2). Trees to be cut. Their fence

needs to be reinstalled.

- Half-built mosque (pillars and roof only at the

time of the study)


In addition to the above, there are more than 100 movable vendors at the proposed construction sites in

Mombasa Island and in Likoni area.

On the other hand, the following adverse impacts are foreseen if the Project was not implemented.

- The current economic loss due to the long waiting time for the Likoni Ferry would be worsened.

- Air pollution caused by emission gas from vehicles waiting for the ferry would increase and further

deteriorate the environment.

- The limited transportation capacity of the Likoni Ferry would undermine the effectiveness of

development projects in the area. In addition, this would obstruct the establishment of East African

transportation network from Mombasa port to landlocked countries.

b) Expected Environmental Improvements by Implementation of the Project

Kenya was a signatory to the United Nations Framework Convention on Climate Change (UNFCCC) and

is engaged in the fight against the climate change. This requires for Kenya action to be taken in reducing

emissions which is one of the leading causes of air pollution and the global warming Construction of the

proposed bridge would improve traffic congestion, reduce emissions from vehicle waiting for the Likoni

Ferry, and reduce fuel consumption of these vehicles. The expected amount of carbon dioxide and the fuel

to be reduced in the year 2035 were equivalent to 144,600 Kenyans and 31,100 Kenyan. Thus, the Project

could contribute to a reduction of Green House Gas (GHG) as an action against the global warming.

c) Environmental and Social Impacts by Implementation of the Project

As a result of the works involved in the construction of a new large bridge, the Project will need to obtain

an “Environmental License” by conducting an Environmental Impact Assessment (EIA) prior to the

S-14

commencement of these works. The extent of pollution caused by the Project will be minimized by taking

actions during detailed design and construction works. In relation to the natural environment surrounding

the proposed bridge, a comprehensive survey on the undersea environment will be required to identify

impacts on the submarine environment and the fisheries. To take account of the social impact of the Project,

the preparation of a Resettlement Action Plan (RAP) will be necessary, which is seen as being incidental to

acquiring an EIA license in Kenya. In addition, a “Cultural Impact Assessment” will be conducted for

acquiring part of premises of Mama Ngina Park. This will assess the potential impacts, both negative and

positive, on the full range of cultural resources of the area, which may result from proposed development or

works or environmental trends; and the design of measures to mitigate impacts which are unacceptable and

maximize those which are beneficial.

d) Legal and Institutional Frameworks for Environmental and Social Impacts

The National Environmental Management Authority (NEMA) is a governmental organization that is

charged with overall coordination of environmental protection in Kenya. However, NEMA devolved some

functions on Counties as a part of the decentralization process. Following this shift, MCG will formulate

own environmental laws. Consequently, a successive study will need to confirm legal and institutional

frameworks at the two layers: at the national government level and the local government level. In addition,

a successive study will need to confirm the operation of the Land Law since the old and new land laws

existed at the time of this study.

e) Measures to be taken by the Kenyan Side

- EIA survey and preparation of RAP

- Planning schedule and securing budget for the land acquisition including the compensation

(4) Implementation Schedule

In the event that the Project is implemented with the assistance of a Japanese Yen Loan, a planned project

schedule from the present time until completion will be required as follows:

(i) Loan Request

(ii) JICA Preparatory Survey (Appraisal Mission)

(iii) Exchange of Notes & Loan Agreement

(vi) Selection of Consultant

(v) Consulting Service (Detailed Design & Tender Documents, PQ, Tender, Evaluation,

Contract Negotiation, Construction Supervision)

(vi) Construction

A proposed project schedule is shown in Table xi.

S-15

Table xi Planned Project Schedule


(5) Feasibility of the Project Implementation

1) Outline of the Project Implementing Agency

The implementing agency of the Project is Kenya Road Authority (KeNHA) which is established under the

jurisdiction of Ministry of Transport and Infrastructure. KeNHA is in charge of construction, operation and

maintenance of trunk roads in Kenya. Big road projects with financial assistance from donors are usually

handled by the Department of Special Projects of KeNHA.

2) Capability of the Implementing Agency

Adequate numbers of managers/engineers/assistants are employed by KeNHA, and they have completed a

number of large road and bridge projects. KeNHA is therefore capable of handling this project technically.

The requirements of this project to be undertaken by KeNHA and their capability to perform these are

shown in Table xii.

Table xii Undertakings to be carried out by KeNHA and Capacity

Undertaking Capacity Supports to be Provided

Procurement of Consultant Adequate

Procurement of Contractor -ditto-

Allocation of K. Shilling Portion -ditto-

EIA Study -ditto-

Land Acquisition -ditto-

Resettlement -ditto-

Environmental Monitoring -ditto-

Construction Supervision -ditto- Consultant extends OJT on new works.

2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025

Loan Request

JICA Preparatory Survey

Appraisal Mission

Exchange of Notes & Loan Agreement

Selection of Consultant

Detailed Design & Tender Documents

PQ, Tender, Contract Negotiation

Construction Supervision

Land Acquisition

Utility Relocation

Construction

Preparation & Mobilization

Main Bridge (Arch)

Loop Bridge (PC Hollow Slab)

Approach Viaduct

Approacg Road

Cleaning, Demobilization & Inspection

Note: The above schedule will be applied in a case the Government of Kenya requests implementation of this project and JICA accepts it.

S-16


Operation and Maintenance Experience of maintenance of

steel bridge is not adequate.

Training of maintenance is to be included

in the construction supervision.


KeNHA is currently implementing road projects costing approximately Ksh 20 billion annually. The

KeNHA obligation of payment towards this project would be approximately Ksh 250 million per year

representing 1.3% of annual road project costs. Accordingly KeNHA is capable of handling this Project

financially.

(6) Technical Advantages of Japanese Companies

The Steels for Bridge High Performance Structure (SBHS) is one of the outstanding Japanese construction

technologies. Applying this technology to the superstructure of the main bridge would reduce both the

construction cost and the construction period, and give functional beauty to its appearance. The Steel Pipe

Sheet Pile Foundation (SPSPF) is another example. Using this technique for the foundations of the main

bridge would reduce both the construction cost and the construction period. These Japanese construction

technologies allow the construction of long span bridges at reduced cost and within a shorter construction

period, whilst providing a distinctive appearance to the bridge. Applying Japanese technologies to the

Project is indispensable.

(7) Possible Risks against Realization of the Project

1) Risk of the Project Implementation

War, disorder, revolution, natural disaster, economic depression, delay of development projects are risks to

the Project implementation. These risks are small, and thus the possibility of failure of the Project

implementation is minimal.

2) Measures to be taken for Realization of the Project

Prior to the implementation of the Project, implementation of a JICA preparatory survey is necessary to

facilitate the formation of the Project. In the preparatory survey, the following surveys are necessary to be

included:

- Traffic count survey and future traffic demand forecast

- Topographic survey, geotechnical survey and outline design of the Project structures

- Construction planning, procurement planning and cost estimation

- Environmental and social consideration study

(8) Project Location Map

Location map is shown in Figure ix.

S-17

Figure ix Location Map


Chapter 1 Overview of the Host Country and

Sector

1-1

1.1 Economic and Financial Conditions of Kenya

1.1.1 Outline of Kenya

Kenya is located in the eastern part of Africa, and it is bordered to the north by Somalia and Ethiopia, to the

west by South Sudan and Uganda, and to the south by Tanzania. Kenya has 47 counties, and the area of

Kenya is 591,958km2, which is 1.5 times larger than that of Japan. The population of Kenya was 41,800,000

persons in 2013 with 80% of the population following Christianity and 10% following Islam. Kenya,

Tanzania, Uganda, Rwanda, and Burundi form the East African Community (hereinafter referred to as

“EAC”) and have been promoting economic integration such as trade liberalization between them.

Table 1-1 Outline of Kenya

Content Indicator

Area 591,958km2 (1.5 times larger than Japan)

Population 41,800,000 persons (2013, Source: KNBC)

Capital Nairobi (Population: 3,140,000 persons)

Language Swahili, English (official language)

Religion Christian (83%), Islamic (11%)

Tribe Kikuyu, Luhya, Kalenjin, Luo etc.

Currency Unit Kenya Shilling (KSh)

Source: Japan External Trade Organization (JETRO)

Figure 1-1 Location Map of Kenya


1-2

1.1.2 Economic Conditions of Kenya

(1) Macro-Economy

GDP growth rate and GDP per capita from the year 2004 to 2013 are shown in Table 1-2. GDP growth rate

fell in 2008 and 2009, but the annual average growth rate in the decade was 4.8%. GDP (real) increased by

150% and GDP per capita (real) increased by 240% in the decade. These economic indicators show the

steady growth in GDP for Kenya in recent years (Figure 1-2).

Table 1-2 Historical GDP (2004-2013)

Year 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013

GDP

(nominal)

Billion

KSh 1,110 1,175 1,249 1,337 1,358 1,394 1,475 1,541 1,611 1,686

GDP

(real、2001)

Billion

KSh 1,274 1,716 1,623 1,829 2,077 2,376 2,570 3,047 3,404 3,798

GDP Growth

(real) % 5.1 5.9 6.3 7.0 1.6 2.7 5.8 4.4 4.6 4.7

GDP per Capita

(nominal) KSh 37,284 40,292 44,899 49,204 54,371 62,982 66,807 77,061 83,724 90,876

GDP per Capita

(real、2001) KSh 32,463 33,442 34,574 35,969 35,553 36,962 38,346 38,956 39,621 40,345

Source: Kenya National Bureau of Statistics

Figure 1-2 Historical GDP (2004-2013)

1,110 1,175

1,249 1,337 1,358 1,394

1,475 1,541

1,611 1,686

5.1

5.96.3

7

1.6

2.7

5.8

4.4 4.6 4.7

0

1

2

3

4

5

6

7

8

9

0

200

400

600

800

1,000

1,200

1,400

1,600

1,800

2004 2005 2006 2007 2008 2009 2010 2011 2012 2013

GD

PG

row

th R

ate（％）

GD

P （

Bil

lio

n K

Sh）

GDP (real, 2001 price) GDP growth rate (real)


(2) Industries

GDP share by industry sector from the year 2004 to 2013 is shown in Figure 1-3. GDP share of the primary

industry was 26%, the secondary industry was 14%, and the tertiary industry was 60% in the year 2013.

Proportion of the GDP by industries has been stable for a decade.

1-3

Figure 1-3 GDP Share by Industries (2004-2013)

24.9

20.0

23.8

22.1

23.1

23.8

21.8

24.3

25.1

25.8

14.3

12.4

14.7

14.9

14.4

14.5

14.7

14.4

14.3

13.9

60.8

67.6

61.5

63.0

62.5

61.7

63.4

61.3

60.6

60.3

0% 20% 40% 60% 80% 100%

2004

2005

2006

2007

2008

2009

2010

2011

2012

2013

Year

Primary Secondary Tertiary

Note: Nominal GDP


(3) Population

The historical population of Kenya from the year 2004 to 2013 is shown in Figure 1-4. The population in

2013 was 41,800,000 and the annual average growth rate for the decade was 2.3%. The population

structure is shown in Figure 1-5 and this shows that the ratio of younger generations to other generations is

much higher and it follows that this will be a driving force of economic growth from the point view of

securing the workforce in the future.

Figure 1-4 Population (2004-2013)

34.2 35.1 36.1 37.2 38.3 37.7 38.5 39.5 40.7 41.8

0

5

10

15

20

25

30

35

40

45

2004 2005 2006 2007 2008 2009 2010 2011 2012 2013

Po

pu

lati

on

(M

illi

on

)


1-4

Figure 1-5 Population Structure

Source: The Central Intelligence Agency of USA, The World Factbook

1.1.3 Trade in Kenya

Imports and exports from the year 2009 to 2013 are shown in Figure 1-6. Imports increased by 180% and

exports increased by 145% during this period. Imports were 2.8 times larger than exports in the year 2013.

Figure 1-6 Imports and Exports (2004-2013)

345 410

513 518 502

788

947

1,301 1,375 1,413

0

200

400

600

800

1,000

1,200

1,400

1,600

2009 2010 2011 2012 2013

Imp

ort

, E

xp

ort

（B

illi

on

KS

h）

Export

Import

Source: JETRO

Imports and exports share by items and countries for 2012 are shown in Figure 1-7. It can be seen that farm

products account for a high percentage in export items, namely tea at 21%, cut flowers at 17%, and coffee

at 5%. Kenya is the third largest tea production country in the world after China and India, and Kenya is

the largest tea export country in the world.

Major import items include petroleum products at 17%, industrial machine at 14%, and cars at 5%. Major

1-5

import partner countries are not only neighboring countries like Uganda and Tanzania, but also the United

Kingdom and the Netherlands both of whom mainly import cut flowers. Other major import partner

countries are Asian countries such as India, China, UAE, Saudi Arabia, and Middle East countries. Imports

from Japan were 63,135,000,000 KSh, which was 6th after the United States.

Figure 1-7 Imports and Exports Share by Items and Countries

Export Share (by item)

Tea, 21.1

Cut Flowers, 16.9

Coffee, 4.6

Clothing, Accesspries,

4.3Tobacco, 3.5Steel, 3.1Essential Oil, 2.8

Animal and Vegetable Oil and Fat , 2.7

Plastic Goods, 2.1

Soda Ash , 2

Others, 37

Import Share (by item)

Petroleum Products,

17.3

Industrial Machine,

14.2

Cars, 5.4

Crude Oil, 5Steel, 4.1

Animal and Vegetable Oil …

Plastic Goods, 3.5

Medical Supplies, 3

Non-milling Wheat, 2.2

Organic and Inorganic

Chemical, 1.6

Others, 40

Export Share (by Country)

Uganda , 13

Tanzania, 8.9

United Kingdom , 7.8

Netherlands, 6

UAE, 5.5

United States , 5.1Pakistan, 4.6Egypt, 4.1

Somalia, 3.7

Congo, 3.6

Others, 38

Import Share (by Country)

India, 14.2

China, 12.2

UAE, 10.9

Saudi Arabia, 4.9United

States , 4.8

Japan, 4.6South

Africa, 4.5Indonesia, 4

United Kingdom ,

3.2

German, 3

Others, 34

Source: JETRO

1.1.4 Economic Conditions of Neighbor Countries

Economic indicators for neighbor countries in the year 2013 are shown in Table 1-3. The population of

each of these countries varies between 9 million and 90 million, with population growth rates in all of them

exceeding 2%. GDP per capita of all countries except Kenya and South Sudan were less than USD 1,000.

THE GDP and the GDP per capita for Kenya were the highest in the EAC.

1-6

Table 1-3 Economic Condition of Neighbor Countries

Country Population

(Million)

Population

Growth Rate

(%)

GDP

(Billion USD)

GDP Growth

Rate

(%)

GDP per Capita

(USD)

EAC

Kenya 44.4 2.7 45.1 5.6 1,016

Uganda 36.8 3.3 6.0 8.5 626

Tanzania 46.3 3.0 32.5 7.0 703

Burundi 9.0 2.4 2.7 4.5 303

Rwanda 10.6 2.1 7.4 5.0 698

Other Countries

Ethiopia 88.9 2.4 48.1 9.7 542

Congo (COD) 77.0 3.0 30.6 8.5 398

South Sudan 10.9 4.8 13.7 24.4 1,262

Source: International Monetary Fund

1.1.5 Relationship with Japan

(1) Trade

Trade value with Japan from the year 2004 to 2013 is shown in Figure 1-8. Trade value with Japan grew

continuously, and imports increased by 1.7 times and exports increased by 1.2 times during the 5 years.

Imports were 31 times larger than exports in the year 2013.

Figure 1-8 Trade Value with Japan

2.2 2.1 2.3 2.5 2.7

48.9

58.2 56.6

63.1

83.7

0

10

20

30

40

50

60

70

80

90

2009 2010 2011 2012 2013

imp

ort

, E

xp

oer

(B

illi

on

KS

h）

Export

Import

Source: JETRO

Trade share by items in the year 2012 is shown in Figure 1-9 and Figure 1-10. Major import items from

Japan were heavy industry products such as vehicles (66%), steel (14%), and machine (5%). Major export

items to Japan were plants (36%), spice, tea and coffee (26%), and conditioning food (23%).

1-7

Figure 1-9 Imports share by Items from Japan (2012)

66% 14% 5%3% 12%

0% 20% 40% 60% 80% 100%

Vehicles except railway vehicles SteelMachine Synthetic fiberOthers

Source: JETRO

Figure 1-10 Exports Share by Items to Japan (2012)

36% 26% 23% 4%2% 9%

0% 20% 40% 60% 80% 100%

Plant Spice, Tea, Coffee Conditioning food

Marine products food Edible fruit, Nuts Others

Source: JETRO

(2) Aid

The amount of official development aid (ODA) from Japan to Kenya for the period 2003 - 2012 is shown

in Table 1-4. Japan is the largest donor country for Kenya. The amount of grant aid was USD 100,500,000

and technical cooperation was USD 36,400,000 in 2012. At the same time the loan amount has been

reduced as Kenya has reimbursed the loan to Japan.

Table 1-4 Amount of ODA from Japan to Kenya

Unit: Million USD

Year 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012

Grant Aid 28.5 17.2 14.4 23.4 24.5 28.7 41.6 59.5 68.9 100.5

Technical Cooperation 27.7 26.1 26.6 29.9 27.3 26.4 20.2 24.8 36.2 36.4

Loan -38.9 -49.9 29.9 7.6 53.4 2.0 -53.1 -50.7 -68.3 -57.2

Source: Ministry of Foreign Affairs of Japan

1-8

1.2 Overview of Road Sector

1.2.1 International Corridor in EAC

EAC has two major road corridors, namely the Northern Corridor and the Central Corridor (Figure 1-11).

The Northern Corridor starts from Mombasa and runs through Kenya, Uganda, Rwanda and Burundi and

has a total length of 2,038km. The Northern Corridor is the primary freight transport route from Mombasa

port for EAC countries and as well as South Sudan and Ethiopia. The Central Corridor runs through

Tanzania, Rwanda, Burundi, and Uganda serving as a freight transport route from Dar-es-Salaam port to

neighboring countries. The Central Corridor works as a transport route for tea and coffee from Burundi and

Rwanda to Dar-es Salaam Port, and for cotton produced in the western side of Tanzania to Dar- es- Salaam

Port.

Figure 1-11 Main Corridor

Source: EAC, Corridor Diagnostic Study of the Northern and Central Corridors of East Africa, 2011

Figure 1-12 shows a corridor map prepared by EAC. In addition to the Northern Corridor, three other

corridors, namely the Sirari Corridor, Namanga Corridor, and Coastal Corridor, pass through Kenya from

the north to the south. The Sirari Corridor connects the east side of Lake Victoria and the northwest of

Kenya, the Namanga Corridor connects the capital cities of Kenya and Tanzania, and the Coastal Corridor

connects two major ports in East Africa, namely Mombasa and Dar-es- Salaam.

Northern Corridor

Central

Corridor

Nairobi

Mombasa

1-9

Figure 1-12 Corridor in EAC

Source: East African Community Secretariat, East African Transport Strategy and

Regional Road Sector Development Program, 2011

1.2.2 Road Network in Kenya

Four road management agencies made up of Kenya National Highways Authority (hereinafter referred as

“KeNHA”), Kenya Urban Road Authority, Kenya Rural Road Authority and Kenya Roads Board are

established under the jurisdiction of the Ministry of Transport and Infrastructure. KeNHA is in charge of

construction, operation and maintenance of national roads and the proposed bridge is located on a national

road. Accordingly KeNHA is the implementation agency for the Project.

Roads are classified into 5 classes from A to E in Kenya. The total road length of roads is 63,574km, with

the total length of class A being 3,618km (6%) and total length of class B being 2,682km (4%).

Central

Coastal

Dar es Salaam

Gulu

Mtwara

Namanga

Northern

Sirari

Sumbawanga

Northern

Corridor

Namanga

Corridor

Coastal

Corridor

Sirari

Corridor

1-10

Approximately 15% of all roads are paved representing some 9,273km. 78% of Class A roads are paved.

Class A roads encompass the following : the A109 being part of the Nothern Corridor, the A14 connecting

Mombasa and Tanzania, and the A104, A2 and A3 which connect Nairobi to Tanzania, Ethiopia and

Somalia respectively.

Table 1-5 Road Length in Kenya

Road class Premix Length by Surface Type (km)

Total Surface dressing Gravel Earth

International Trunk Roads (A) 1,244.91 1,563.81 715.11 94.48 3,618.31

National Roads (B) 350.21 1,166.26 819.29 346.14 2,681.90

Primary Roads (C) 642.89 2,198.16 3,601.64 1,552.90 7,995.59

Secondary Roads (D) 76.63 1,183.10 5,701.93 4,087.73 11,049.39

Minor Roads (E) 165.81 542.04 8,215.89 17,982.57 26,906.31

Special Purpose Roads 24.88 114.63 4,929.69 6,253.78 11,322.98

All classes 2,505.33 6,768 23,983.55 30,317.60 63,574.4

Source: KeNHA

Figure 1-13 Road Network in Kenya

Source: KeNHA

Nairobi

Mombasa

Ethiopia

South Sudan

Tanzania

Uganda

Somalia

1-11

1.2.3 Road Network in Mombasa

The road network in Mombasa includes three trunk roads connecting to Mombasa Island. These are the

A109 towards Nairobi in the West, the B8 towards Malindi in the north and the A14 towards Tanzania in

the south. The existing road network in Mombasa is composed of roads connected with the A109 and A14.

As a result of this traffic concentrates along the arterial roads in the central area resulting in congestion.

Mombasa Island is the economic hub of Mombasa with the east side facing towards the Indian Ocean, and

the western and northern sides connecting to the mainland via a causeway and a bridge respectively. The

Southern part of the island and the Likoni District on the mainland are seperated by the 500m wide Likoni

Channel (Kilindini Harbor). This requires the residents of Likoni District and traffic from/to the southern

coastal area to cross the harbor by the Likoni Ferry. The Mombasa Southern Bypass construction project

that connects the A109 to the A14 has started. However, the project road does not connect Mombasa Island

and Likoni District. Therefore, the construction of Mombasa Gate Bridge (hereinafter referred as “the

target bridge”) connecting Mombasa Island to Likoni District has become indispensable.

Figure 1-14 Road Network in Mombasa


1-12

1.3 Outline of the Project Area

1.3.1 Overview of Mombasa

Mombasa is a coastal county of the Republic of Kenya and is the second-largest city in the country. The

population of Mombasa was found to be 938,131 by a population census survey carried out in the year

2009. The population of the twenties and thirties age group is larger than any other age group. It is

assumed that this age group includes a young workforce that has moved to Mombasa from other counties.

The total area of Mombasa is 295km2 which includes 65km2 of water area. Mombasa was the trade hub for

Arabian merchants in the 12th century and is now the biggest trade hub port in East Africa. Mombasa port

handles 19,000,000 ton of freight cargo (about 730,000 TEU). Mombasa Island is connected to the

mainland on the north and west sides of the Island by roads. On the south side of the Island the only

connection to the mainland is via the Likoni Ferry. This ferry is used for freight and passenger transport

crossing Kilindini Habor, and includes vehicles from the north since the A14 from Likoni District runs to

Tanzania.

Figure 1-15 Population Structure of Mombasa City

-80,000-60,000-40,000-20,000 0 20,00040,00060,00080,000

0-4

10-14

20-24

30-34

40-44

50-54

60-64

70-74

80+

Population (persons)

Male Female

80,000 60,000 40,000

Source: The 2009 Kenya Population and Housing Census, Kenya National Bureau of Statistics

1.3.2 Population Distribution

The district map and district population in and around Mombasa in the

year 2009 are shown in Figure 1-16 and Table 1-6. The annual population

growth rate in all districts with the exception of Mombasa Island and

industrial area of Changamwe is around 5%. Of particular relevance is

the annual population growth rate in Likoni which is 6.5%.

Figure 1-16 Districts Map


1-13

Table 1-6 Population Distribution

1999 2009 AAGR (%)

Island 142,808 143,128 0.0

Kisauni 199,625 308,141 4.4

Banburi 44,199 71,914 5.0

Mombasa District Total 386,632 523,183 3.1

Likoni 59,372 111,804 6.5

Lomgo 35,311 54,204 4.4

Changamwe 110,150 132,692 1.9

Jomvu Kuu 63,780 117,487 6.3

Kilindini District Total 268,613 416,187 4.5

Total 655,245 939,370 3.7

Note: AAGR means Average annual growth rate


1.3.3 Regional Economy

Tourism is the main economic driver in the Kenyan coast area accounting for 45% of the regional economy,

with shipping and port activities following at 15%, and industries at 8%.

Figure 1-17 Industrial Share in Mombasa and Coastal Region

Source: National Environmental Management Authority, Kenya, State of the Coast Report (2007)

a) Tourism

Tourism generates 18% of foreign currency income representing 9.2% of GDP in Mombasa and the Coast

Region. This tourism provides 270,000 job opportunities directly and indirectly. Revenue from tourism is

both substantial and reliable for the central government and the local government. Many large passenger

ships from foreign countries come to Mombasa Port. Authorities for the Coastal Region are keen to attract

tourists since the southern coastal area beyond Mombasa has many beautiful beaches. However, it takes a

long time to reach these beaches from Mombasa Island since there is no channel crossing route except for

the Likoni Ferry. Accordingly, the tourism industry emphasizes that mitigation of traffic congestion around

the ferry jetty is critical for the development of tourism in the southern coastal area.

1-14

b) Port and Shipping

Mombasa Port is the only port supporting the shipping industry in Mombasa and the Coastal region.

Mombasa is the starting point of the Northern Corridor which is the primary freight transport route of EAC

and is the principal harbor for landlocked countries such as Uganda, Rwanda, Burundi and South Sudan.

The volume of freight handled by Mombasa Port has increased as the economies of Kenya and neighboring

countries have developed. Before the improvement of Mombasa Port in August 2013, some cargo ships

had to use Dar- es- Salaam Port instead of Mombasa Port due to lack of handling capacity of Mombasa

Port. However, after improvement of Mombasa Port to make it passable for Panama class vessels, the

freight handling capacity of Mombasa Port increased by 30%. Kenya Port Authority (hereinafter referred

as “KPA”) manages Mombasa Port, and it employs more than 5,000 persons. Port and shipping industry

contributes to the development of the economy of Mombasa.

Figure 1-18 Transit Freight Traffic in Kenya (2013)

Uganda,

73.1

Sudan, 11.6

D.R. Congo, 7.3

Rwanda, 3.9

Tanzania,

2.8

Brundi, 0.6 Somalia, 0.2 Others, 0.4

Source: Kenya Port Authority

Figure 1-19 Container Volume in Mombasa Port

0

100,000

200,000

300,000

400,000

500,000

600,000

700,000

800,000

900,000

1,000,000

0

5,000

10,000

15,000

20,000

25,000

Co

nta

iner

Tra

ffic（

TE

U's）

Port

Th

rou

gh

pu

t（1

00

0T

on）

Import Export Transhipment Container Traffic

Source: Kenya Port Authority

1-15

c) Manufacturing

Manufacturing industries represent less than 10% of GDP. Development of a Special Economic Zone

(hereinafter referred as “SEZ”) Development Project in Dongo Kundu is under study by the Government

of Kenya supported by the Japan International Cooperation Agency (hereinafter referred as “JICA”). JICA

aims to develop the Mombasa area since it is the starting point of the international corridor leading to EAC

and neighboring countries.

1.3.4 Overview of the Likoni Ferry

The Likoni Ferry connects Mombasa Island and Likoni District which are separated by a 500m wide

channel. There is no detour so all traffic between Mombasa Island and the southern coastal area use the

Likoni Ferry. According to a traffic count survey in 2013, the Likoni Ferry carries 3,000 vehicles and

80,000 passengers during the 12 hours of daytime from 7am to 7pm. The frequency of the ferry

arrival/departures is every 10 minutes in the morning and the evening peak hours and every 15 minutes

during nonpeak hours in the daytime. The frequency of the ferry operation is shown in Table 1-7.

Regardless of such frequent operations, there is a long queue of vehicles from the ferry jetty waiting to

board due to the insufficient capacity of the ferry to meet traffic demand. Moreover, the ferry service has to

be suspended when vessels entering Mombasa Port pass through the channel. Likoni Ferry is operated by

Kenya Ferry Service (hereinafter referred as “KFS”) which generates income from fares and a subsidy

from the Government of Kenya (hereinafter referred as “GOK”). The ferry fare by vehicle type is shown in

Table 1-8. Pedestrians are free of charge.

Table 1-7 Frequency of Ferry Operation

Time Frequency

4:00 – 5:00 30 min

5:00 – 6:00 15 min

6:00 – 10:00 10 min

10:00 – 17:00 15 min

17:00 – 20:00 10 min

20:00 – 2:00 30 min

2:00 – 4:00 60 min

Table 1-8 Ferry Fare

Vehicle Type Fare (KSh)

Car (up to 4.5m) 90

Car (up to 6.0m) 120

Cars 4×4 200

Pickup 120

Pickups (1 ton), Vans 220

Car Towing 240

Truck (up to 5.5m) 280

Truck (up to 10m) 700

Truck (up to 16.5m) 1,250

Trailers (Empty) 5,550

Trailers (Loaded) 7,950

Mini Buses (up to 7.0m) 450

Buses (9.0-11.0m) 880

Bicycles Loaded 60

Source: Kenya Ferry Service

1-16

Picture 1-1 Likoni Ferry

Likoni Ferry Route (View from Likoni) Loading Situation of Likoni Ferry

A Container Ship Crossing Ferry Route Queueing Vehicles Waiting for Ferry in Mombasa Island

1.3.5 Overview of the Project Site Condition

A candidate site for the loop bridge is the park at the Mombasa Island side called Mama Ngina Park on

Mombasa Island and YWCA Likoni in Likoni District. There are many small shops and vendors along the

roads at the both side.

1-17

Figure 1-20 Cadastral Map (Mombasa)

Source: County Government of Mombasa

Figure 1-21 Cadastral Map (Likoni)

Source: County Government of Mombasa

Legend

: Boundary

: Planned Alignment

Legend

: Boundary

: Planned Alignment

1-18

Picture 1-2 Project Site

Candidate Site for Loop Bridge (Mombasa) Candidate Site for Access Road (Mombasa)

Candidate Site for Loop Bridge (Likoni) Candidate Site for Access Road (Likoni)

Chapter 2 Study Methodology

2-1

2.1 Scope of the Study

2.1.1 Objective of the Study

The objective of this study is to prepare an outline design of the target bridge structure for implementation

using a Special Terms for Economic Partnership of Japanese ODA Loan (hereinafter referred as “STEP Yen

loan”) as well as to evaluate the feasibility of the Project.

2.1.2 Traffic Demand Forecast

Future traffic volumes were forecast based on existing traffic volume data, existing traffic flows, economic

indicators, and the road network.

2.1.3 Establishment of Design Criteria

Design standards, design criteria, navigation clearance and other conditions necessary for the planning and

design of the road and bridge were discussed with relevant authorities and established.

2.1.4 Road and Bridge Planning and Design

The crossing structure scheme, alignment and bridge types were proposed based on comparisons of those

alternative schemes.

2.1.5 Evaluation of Environmental and Social Impacts

Evaluation of environmental and social impacts assessed the following: legal and administrative

frameworks, procedures for obtaining EIA, administration of resettlement of project affected persons

(hereinafter referred as “PAP”). Issuses that should be carefully examined in a successive study were

indentified. In accordance with “JICA Guideline for Environmental and Social Considerations” and “JBIC

Guidelines for Confirmation of Environmental and Social Considerations”, the existing land use, necessary

land acquisition area and approximate number of resettlement houses were determined by a site survey and

aerial photographs. In particular, the location of buildings in Likoni District was confirmed, since some

houses and shops would be affected by the planned loop bridge. The study team held meetings with the

Project concerned organizations: KeNHA, KPA, KFS, County Government of Mombasa (hereinafter

referred as “CGM”), National Museum of Kenya (hereinafter referred as “NMK”) and others. The study

team also organized a stakeholder meeting with community and business representatives from Likoni

District to explain the outline of the Project and to hear the opinion of stakeholders. Their views were taken

into account in the outline design of the Project.

2.1.6 Construction Planning and Cost Estimation

Data relating to construction materials was collected, and construction procedures were studied. Based on

the data collected, the project cost including construction, consultant services and undertakings of the

Kenyan side were estimated. The cost of materials and services to be procured from Japan were estimated,

and the possibility of a STEP Yen loan was studied.

2-2

2.1.7 Economic Analysis

An economic analysis was undertaken comparing the " with the project case” and “without the project case”

after confirmation of preconditions. Viability of the Project was confirmed with the calculation of

indicators of benefits cost ratio (BCR), economic internal rate of return (EIRR), and net present value

(NPV).

2.1.8 Project Implementation Schedule

An implementation schedule and organization for the Project were proposed. Advanced Japanese

construction technologies appropriate to the Project were proposed. Measures to be taken to realize the

Project were studied.

2.2 Study Method and Composition of the Study Team

2.2.1 Study Flow

The Study Flow is shown in Figure 2-1.

Figure 2-1 Study Flow


2.2.2 Composition of the Study Team

The members of the Study Team are shown in Table 2-1.

Discussion with Relevant Authorities

Traffic Demand Forecast

Outline Design of Bridge and Road

Establishment of Design Criteria

Study on Social and Environmental Considerations

Construction Planning and Cost Estimation

Economic Analysis

Project Implementation Schedule

Site Survey

Review of Relevant Development Plan and Previous Studies

2-3

Table 2-1 Member of the Study Team

No. Name Title Company

1 Mr. Soemu Othita Team Leader Katahira & Engineers International

2 Mr. Ken Nishino Deputy Team Leader/Road Planning Katahira & Engineers International

3 Mr. Mamoru Izawa Bridge Planning Katahira & Engineers International

4 Dr. Ali Akbar Mollick Bridge Design Katahira & Engineers International

5 Ms. Naomi Ichimiya Environmental & Social Consideration Katahira & Engineers International

6 Mr. Naoki Harada Superstructure Planning/ Cost Estimation Nippon Steel & Sumitomo Metal Corporation

7 Mr. Akihiro Nagano Substructure Planning/ Cost Estimation Toyo Construction Co., Ltd.

8 Mr. Hiroshi Watanabe Road Design 1 Katahira & Engineers International

9 Mr. Kazuhiro Nagase Road Design 2 Oriental Consultants Co., Ltd.

10 Mr. Takayasu Maehata Traffic Analyst Katahira & Engineers International

11 Mr. Pantha Bhoj Raj Economic Analyst Katahira & Engineers International


2.3 Study Schedule

2.3.1 Study Schedule

The study schedule is shown in Table 2-2.

Table 2-2 Study Schedule


2.3.2 Field Survey Itinerary

The itinerary of the first field survey and the second field survey are shown in Table 2-3 and Table 2-4

respectively. Major activities in the first field survey included discussions with relevant authorities,

holding stakeholder meetings and investigation of site conditions. The major activities of the second field

survey included to explain and discuss the draft Final Report.

Meeting, Sitd Survey

Explanation & Discussion on DFR

Preparation of ICR

Analysis

Preparation of DFR Preparatin of FR

Site Survey

First Study

Second Study

Study in

Japan Praparation

Analysis

Reporting

2014 2014

Sep Oct Nov Dec Jan Feb

2-4

Table 2-3 Schedule of the First Site Survey


Mr. Soemu

Oshita

Mr. Ken

Nishino

Mr. Mamoru

Izawa

Dr. Ali Akbar

Mollick

Mr. Akihiro

Nagano

Mr. Naoki

Harada

Ms. Naomi

Ichimiya

No. Date Day Team LeaderDeputy Team Leader/

Road PlanningBridge Planning Bridge Design

Substructure Planning/

Cost Estimation

Superstructure Planning/

Cost Estimation

Environmental & Social

Consideration

1 14-Oct Tue

2 15-Oct Wed Nairobi

3 16-Oct Thu

4 17-Oct Fri

5 18-Oct Sat

6 19-Oct Sun

7 20-Oct Mon

8 21-Oct Tue

9 22-Oct WedMombasa(17:10) →

Nairobi(18:10)

10 23-Oct Thu

11 24-Oct Fri

12 25-Oct Sat

13 26-Oct Sun

14 27-Oct MonNarita 21:20→Abu

Dhabi 04:35）

15 28-Oct TueAbu Dhabi(09:25)→

Nairobi(13:20)

16 29-Oct WedMeeting with

KeNHA(10:00, 12:00),

NEMA(14:30)

17 30-Oct ThuNairobi(15:30) →

Mombasa(16:30)

18 31-Oct Fri Site Survey

19 1-Nov Sat Site Survey

20 2-Nov Sun Site Survey

21 3-Nov MonMeeting with

NMK(9:30),

CGM(14:00)

22 4-Nov TueMeeting with

YWCA(10:50),

Mombasa(17:10)→

23 5-Nov WedMeeting with

NLC(14:30), Data

Collection

24 6-Nov ThuNairobi (14:30) →Abu

Dhabi (20:25)

25 7-Nov FriAbu Dhabi (22:10) →

Narita (13:15)

CGM: County Government of Mombasa

JETRO: Japan External Trade Organization

JICA: Japan International Cooperation Agency

KAA： Kenya Airport Authority

KCAA: Kenya Civli Aviation AuthorityKeNHA: Kenya National Highways Authority

KFS: Kenya Ferry Service

KMA: Kenya Maritime Authority:

KPA: Kenya Port Authority

NEMA: National Environment Management Authority

NLC: The National Land Commission

NMK: National Museum of Kenya

YWCA: Young Women Christian Association

Nairobi (12:00) → Mombasa (13:00), Site Survey

Data Collection, Meeting with JETRO (14:00), JICA (15:00)

Data Collection

Nairobi (14:30) →Abu Dhabi (20:25)

Abu Dhabi (22:10) → Narita (13:15)

Meeting with Likoni District Deputy Commissioner (10:00)

Site Survey

Meeting with KeNHA Mombasa Office (9:30)、KMA (10:40)、KFS (14:45)

Meeting with CGM Transport & Infrastructure (9:00), KPA (14:30),

CGM Department of Lands, Planning and Housing (16:30)

Meeting with KeNHA Mombasa Office (14:00)、Site Survey

Meeting with KAA and KCAA (9:30)、KPA (14:30)

Site Survey, Mombasa(17:10) → Nairobi(18:10)

Meeting with KeNHA (10:00), Embassy of Japan (14:30)

Stakeholder Meeting with Representative of Likoni District (10:00),

Site Survey

Site Survey

Meeting with KeNHA Mombasa Office (15:00), CGM (19:00),

Site Survey

Name

Narita (21:20) → Abu Dhabi (04:35)

Abu Dhabi (09:25) → Nairobi (13:20）

Meeting with KeNHA (10:00), JETRO (14:00)

Meeting with Embassy of Japan and JICA (10:00), Data Collection

2-5

Table 2-4 Schedule of the Second Site Survey


2.3.3 List of Organizations/Parties Concerned with the Project

List of parties the study team has made discussions are shown in Table 2-5.

Table 2-5 List of the Visited Organizations

Name of Organizations Name Position

Kenya National Highways

Authority (Head Office)

Eng. Kungu Ndungu Manager-Special Projects

Eng. Cleophas N. Makau Manager-Structures

Mr. Walter Nyatwanga Manager-Environment

Eng. Samuel Kagwanja Senior Engineer-Special Projects

Mr. Richard Kilel Senior Procurement Officer

Eng. Otike J Anyika Engineer-Structures

Ms. Nasra Hussein Procurement Officer

Mr. Soemu Oshita Mr. Ken Nishino

No. Date Day Team LeaderDeputy Team Leader/

Road Planning

1 15-Jan Thu

2 16-Jan Fri

3 17-Jan Sat

4 18-Jan Sun

5 19-Jan Mon

6 20-Jan Tue

7 21-Jan Wed

8 22-Jan Thu

9 23-Jan Fri

10 24-Jan Sat

11 25-Jan Sun

12 26-Jan Mon

13 27-Jan Tue

14 28-Jan Wed

CGM: County Government of Mombasa

JETRO: Japan External Trade Organization

JICA: Japan International Cooperation Agency

KeNHA: Kenya National Highways Authority

KFS: Kenya Ferry Service

KMA: Kenya Maritime Authority

KPA: Kenya Port Authority

CGM (9:00), Mombasa (13:40) → Nairobi (14:40)

Meeting with KeNHA (10:00)

→ Narita (7：35）

→ Bangkok (13:35), Bangkok (23:55) →

Meeting with JICA & Embassy of Japan (14:00), Nairobi （23：55) →

Name

Bangkok (00:35) → Nairobi (05:15), Meeting with JETRO (14:00), Pre-meeting with KeNHA (15:30)

Narita (17:30) → Bangkok (22:30)

Reporting

Reporting

Reporting

Reporting

Meeting with KeNHA (10:00), JICA & Embassy of Japan (14:00)

Nairobi (9:30) → Mombasa (10:30), Meeting with KeNHA Mombasa Office (11:00), KPA (16:00), KMA (17:00)

Stakeholders Meeting (10:30), KFS (14:00)

2-6

Name of Organizations Name Position

Mr. John Muraya Assistant Economist

Eng. Judith Songok Assistant Engineer (D&C)

Eng. Kiplasoi Kiprono Intern Engineer (D&C)

Kenya National Highways

Authority (Mombasa Office)

Eng. J.M.Makori Regional Manager (Coast)

Mr. Robert Mutune Survey Assistant

Mr. Gabriel Oyugi Road Inspector

Mr. Samuel Odoyo Orwa Surveyor

Likoni District Mr. Magu Mugingika Deputy Commissioner

Kenya Maritime Authority

(KMA)

Mr. Wilfred J. Kagimbi Head of Maritime Safety

Mr. Michael Wairagu Environment Officer

Mr. Simon Gichohi Senior Vessel Inspector

Mr. Qusa Qkelo Legal Officer

Kenya Ferry Service (KFS) Mr. Musa Hassan Musa Managing Director

Mr. Samuel Mbiri Project Officer

Mr. George Nyandawa Chief Engineer

Kenya Ports Authority (KPA) Mr. T.A. Khamis General Manager (Operations)

Mr. W. Ruto Chief Pilot

Eng. Abdullahi.M.Samatar General Manager

Eng. Kennedy G. Nyaga Senior Projects Engineer (Civil)

County Government of Mombasa

(CGM)

Mr. Ali Hassan Joho Governor of County Government of Mombasa

Mr. Mohammad Abbas County Executive Member Transport & Infrastructure

Mr. Albert T. Keno Chief Officer- Transport & Infrastructure

Mr. Francia Thoya County Executive Member Department of Lands,

Planning, and Housing

Mr. Jabu Salim Mohamed Chief Officer Planning, Land & Housing

Mr. Mohammed Bilaifif Head of the Environment

Kenya Airport Authority (KAA) Mr. Danson Mwangi Airport Engineer

Kenya Civil Aviation Authority

(KCAA)

Mr. Geoffrey Kivuva Engineer

National Museum of Kenya

(NMK)

Mr. A.H. Athman Assistant Director－Coast

Mr. Kalandar Khan Physical Planning Co-coordinator

Mr. Saady Hashim Rashid Museum Education Officer

National Environmental

Management Authority (NEMA)

Mr. Francis Chwanya Compliance and Enforcement Officer, EIA Section

The National Land Commission

(NLC)

Mr. Tom M. Konyimbi Commissioner

Ms. Salome L. Munubi Director Valuation and Taxation

Young Women Christian

Association (YWCA)

Ms. Violet Mayama Admin Manager

Ms. Teresia Muoki Programs Manager

Embassy of Japan in Kenya Mr. Mikio Mori Minister

Mr. Tatsuya Takada Second Secretary

Mr. Shohei Sakei Second Secretary

JICA Kenya Office Mr. Koji Jitsukawa Deputy head of Mission

JETRO Nairobi Mr. Atsuhiko Naoe Executive Director

Mr. Hiroaki Nagamine Director

Mr. Hiroyuki Shimakawa Director


Chapter 3 Justification, Objectives and

Technical Feasibility of the Project

3-1

3.1 Background and Necessity of the Project

3.1.1 Preceding Projects and Studies

(1) Mombasa Draft Physical Development Master Plan

GOK formulated the Mombasa Draft Physical Development Master Plan in 1971. In the plan, the Likoni

Bridge Project was quoted as “This has been the most frequently mentioned proposal for a permanent

south mainland connection, but its value may be greater in the long term than in the near future”. Tentative

navigation clearance of 45m in height was recommended. The bridge was located along the coastal road

running through the mainland from the north to the south passing Mombasa Island.

Figure 3-1 Planned Road Network in the Draft Physical Development Master Plan

Source: Ministry of Land and Settlement, “Mombasa Draft Physical Development Master Plan”, 1971

(2) Feasibility Study on Likoni Crossing Construction Project

The Final Report of the Feasibility Study on Likoni Crossing Construction Project was prepared by JICA

in 1984. Three alternatives for a channel crossing scheme were considered: namely bridge, conventional

tunnel, and immersed tube tunnel were compared, and a bridge scheme was selected as the most suitable

scheme. The study also examined three alternatives for navigation clearance: 73.2m, 55m, and 45m. The

73.2m clearance allows navigation for all possible vessels while the 55m clearance allows solely for all

commercial and tourist vessels that were coming to the harbor at that time. The 45m clearance allows for

almost all commercial vessels that had entered the port in the past. As a result, a 55m vertical clearance

was evaluated as feasible. A cable-stayed bridge with straight alignment was selected for the superstructure

since there were fewer houses and buildings around the project site at the time of the Feasibility Study.

3-2

Figure 3-2 Planned Route of Likoni Bridge in Feasibility Study on Likoni Crossing Construction Project

Source: JICA, Final Report, Feasibility Study on Likoni Crossing Construction Project, 1984

Figure 3-3 General Plan of Bridge in the Feasibility Study on Likoni Crossing Construction Project

Source: JICA, Final Report, Feasibility Study on Likoni Crossing Construction Project, 1984

(3) Feasibility Study prepared by Chinese Contractor

A Chinese public corporation (China Road and Bridge Corporation) submitted the report titled “Likoni

Bridge Feasibility Study” to KeNHA in October 2014. A concrete cable-stayed bridge type was proposed.

The bridge width was composed of a railway (double track), a carriageway (2-lane each direction), a

service road (1-lane each direction), and a sidewalk (2m wide for one direction). The tentatively proposed

navigational vertical clearance was 50m. The estimated construction cost was KSh 63 billion.

Likoni

Mombasa Island

Likoni Ferry

3-3

Figure 3-4 Perspective of Bridge Proposed in the Feasibility Study Prepared by Chinese Contractor

Source: China Road & Bridge Corporation, Likoni Bridge Feasibility Study Report, October 2014

3.1.2 Related Development Plans

(1) Vision 2030 Second Medium Term Plan

Kenya Vision 2030 is the country’s development blueprint covering the period from the year 2008 to 2030.

The Vision is based on three “Pillars” as shown in Figure 3-5, namely the economic, social and political

pillars. It aims at making Kenya a newly industrialized, “middle-income country providing high quality of

life for all its citizens by the year 2030”. GOK published the Second Medium Term Plan (2013-2017) in

accordance with the Vision 2030. Development of SEZ in Dongo Kundu was referred to in this plan.

Figure 3-5 Thematic Overview of “Kenya Vision 2030”

Source: Kenya Vision 2030

3-4

(2) Studies/Projects in Mombasa by Japanese Aid

Mombasa is an important hub for development of the EAC and neighboring landlocked countries.

Accordingly Japan actively supports the development of Mombasa. The following surveys and projects

have been conducted in Mombasa with Japanese aid.

i) Mombasa Port Development Project (New Container Terminal Project)

ii) Mombasa Port Area Road Development Project (Kipevu Link Road and Mombasa Southern Bypass

Project)

iii) Master Plan for Mombasa Special Economic Zone Project

iv) The Project for Technical Assistance to Kenya Ports Authority on Dongo Kundu Port, Mombasa

Master Plan

v) The Project for Technical Assistance on Northern Corridor Master Plan

vi) Master Plan on Mombasa Gate City Project

A new container terminal is under construction through the Mombasa Port Development Project and will

be completed in 2015. Construction of the Mombasa Southern Bypass to connect the A109 and A14 is

scheduled for 2015 to 2018. A Study of the Master Plan for a Special Economic Zone and new port in

Dongo Kundu is ongoing at the time of this Study. Furthermore, the Governments of Kenya and Uganda

jointly requested JICA to support making development plans for Mombasa and the Northern Corridor (for

East Africa) to facilitate development of the region. A Study of the Master Plan for Mombasa Gate City

and the Mombasa Northern Bypass are to be started in 2015.

3-5

Figure 3-6 Location Map for the Japanese Aid Projects


(3) Projects by Other Donors

1) Widening Plan on Mombasa – Mariakani (A109) Road

KeNHA produced a report titled Economic Feasibility Study Report for Preliminary and Detailed

Engineering Design for the dualling of Mombasa Mariakani (A109) Road with funds from the African

Development Bank (hereinafter referred as “AfDB”) in August 2014. Widening of the road between

Mombasa and Mariakani on the A109 was planned in this study. The objective of the study was to widen

the existing 2 - 4 lane road to a 4 - 6 lane road to allow for an increase infuture traffic demand.

3-6

Figure 3-7 Location Map of Dualling of Mombasa Mariakani (A109) Road

Source: KeNHA, Economic Feasibility Study Report, Preliminary and

Detailed Engineering Design for the Dualling of Mombasa Mariakani (A109) Road

2) Malindi - Lunga / Tanga – Bagamoyo (B8, A14)

The EAC initiated the Feasibility and Detailed Engineering Design for the Rehabilitation and Upgrading of

the multi-national Malindi Lunga Lunga – Tanga Bagamoyo Road project with funds from AfDB in May

2014. The length of the project road is 224km in Kenya and 229km in Tanzania. The project road in Kenya

is divided into three sections, namely Malindi-Kilifi, Kilifi-Mombasa and Mombasa-Lunga Lunga. The

detailed design of the three sections has been completed. Typical cross section are composed of a 7m

carriageway (2 lanes) and 2m road shoulder on each side, with a total width of 11m. The cross section in

Mombasa is similar to that of the existing cross section with a 4 lane carriageway and median.

3-7

Figure 3-8 Location Map of Malindi Lunga Lunga – Tanga Bagamoyo

Source: EAC, Design Report, Provision of Consultancy Services for Feasibility Study & Detailed Engineering

Design of the Multinational Malindilunga Lunga Lunga / Tanga Bagamoyo Road

3) Shelly Beach Road

A road improvement project for Shelly Beach Road has been conducted by the Kenya Rural Road

Authority. The location of the project site is from the junction of the A14 and Shelly Beach Road for 10km

towards the south. Construction work had commenced on a section from the junction for 500m toward the

south at the time of this Study in October 2014.

Figure 3-9 Location Map of Shelly Beach Road


Project Site

3-8

3.1.3 Expected Effects of the Project Implementation

The necessity of the target bridge has been recognized for years. Construction of the target bridge was

recommended in the Draft Physical Development Master Plan in 1971, over 40 years ago. A feasibility

study of the target bridge was conducted by JICA in 1984, more than 30 years ago. Mombasa has the

biggest port on the East African Coast and is a hub of trade in East Africa. The cargo handling volume of

Mombasa port has been increasing every year, with the result that a new container terminal has been

constructed using Japanese aid to increase the handling capacity. The following are expected in the

immediate future: increase of traffic demand between Mombasa Island and Likoni District and expansion

of the urban zone in Likoni, as a result of development projects such as the new port and the SEZ in Dongo

Kundu that are being implemented. At the same time, there are problems in the traffic conditions of

Mombasa, such as the long queue of vehicles waiting for the Likoni Ferry with no alternative route

available to cross Kilindini Harbor.

The anticipated major effects of this Project are as follows.

Improvement of traffic flow, and hence reduction in fuel use and environmental impact, by eliminating

the long queue of vehicles waiting for the ferry

Mitigation of traffic congestion of Mombasa Island caused by vehicles waiting for the ferry

Socio-economic development in Likoni and Dongo Kundu by connecting them to Mombasa Island by

road

Expansion of the benefits of the port and SEZ developments in Dongo Kundu

3.1.4 Priority of the Project

As previously stated, construction of the target bridge has been recommended for more than 40 years.

Relevant authorities, local businesses and residents have been eagerly awaiting the construction of the

target bridge since the Project will contribute significantly to the economic development of Mombasa as

well as Kenya. To attain the above-mentioned effects of the planned development plans, construction of the

target bridge is indispensable. In view of this, GOK has made the construction of the target bridge a high

priority and is considering a request to Japan for assistance with the Project.

3.2 Efficient Use of Energy

3.2.1 Setting Conditions for the Evaluation

To evaluate the efficient use of energy that could result from the Project, two cases of energy consumption

have been considered: the case where the Project is implemented (“with the Project”) and the case where

the Project is not implemented (“without the Project"). Energy consumption for each case was estimated

with the indicators for the evaluation being carbon dioxide emission and fuel consumption.

(1) Traffic Condition

The following traffic conditions were adopted to calculate the indicators.

3-9

Vehicles on the route between Likoni district and the central area of Mombasa Island via the Mombasa

Southern Bypass and via the target bridge were counted. Vehicles using the Likoni Ferry were counted

for the without case.

Vehicles waiting for the Likoni Ferry were counted for the without case.

Evaluation years were the year 2025 and 2035 as the traffic volume for these years was estimated in a

traffic demand forecast as a part of this Study.

(2) Emission Factor

Carbon dioxide emission factors and specific fuel consumption factors applied for the evaluation are

shown in Table 3-1. Having considered that most of the vehicles in Kenya are imported used cars from

abroad including Japan, factors for the year 2020 and 2030 taken from Japan were used for the year 2025

and 2035. The maximum gradient of the target bridge is 5%, so the maximum speed for heavy vehicles

was set based on road design specifications in Kenya. An extra coefficient of emission factor on gradient

sections was applied, being 1+0.06i for cars and 1+0.11i for heavy vehicles based on the “Study on

estimate method of carbon-dioxide emission from road transport secton” (National institute for Land and

Infrastructure Management, Ministry of Land, Infrastructure, Transport and Tourism (Japan))

Table 3-1 Carbon Dioxide Emission Factors and Specific Fuel Consumption Factors

Year Vehicles Formula for Carbon Dioxide Emission Factor Formula for Specific Fuel Consumption Factor

2025

(2020)

Car = 1164.71/V-1.723V+0.015V2+129.79 = 0.4456/V-0.0008V+0.000007V2+0.058

Heavy = 1599.32/V-19.15V+0.015V2+1109.25 = 0.1428/V-0.0082V+0.00006V2+0.475

2035

(2030)

Car = 9970.30/V-1.59V+0.014V2+117.47 = 0.33255/V-0.0008V+0.000006V2+0.054

Heavy = 11592.88/V-17.88V+0.144V2+1037.56 = 0.965/V-0.0066V+0.00005V2+0.388

Source: National institute for Land and Infrastructure Management, Ministry of Land, Infrastructure, Transport

and Tourism (Japan), “Technical Note of National Institute for Land and Infrastructure Management No. 671”

3.2.2 Estimation

Carbon dioxide emission was caluculated as shown in Table 3-2. Reduction of carbon dioxide emission

was estimated as 97 ton/day in 2025 and 119 ton/day in 2035. Specific fuel consumption is shown in

Table 3-3. Reduction of specific fuel consumption was estimated to be 41,885 ℓ/day in 2025 and 51,171

ℓ/day in 2035.

Table 3-2 Reduction Volume of Calculated Carbon Dioxide Emission

Target Year 2025 2035

Scenario without with without with

Car (ton/day) 249 175 341 247

Heavy Vehicle (ton/day) 521 497 740 715

Total (ton/day) 770 672 1,081 962

Reduction

Volume

Per Day (ton/day) - 97 - 119

Per Year (ton/Year) - 35,586 - 43,377


3-10

Table 3-3 Reduction Volume of Specific Fuel Consumption

Target Year 2025 2035

Scenario without with without with

Car (ℓ/day) 105,833 73,309 143,222 102,030

Heavy Vehicle (ℓ /day) 200,198 190,838 299,899 289,919

Total (ℓ/day) 306,032 264,146 443,121 391,949

Reduction

Volume

Per Day (ℓ /day) - 41,885 - 51,171

Per Year (ℓ /Year) - 15,288,052 - 18,677,470


3.2.3 Evaluation of Efficient Use of Energy

Table 3-4 shows carbon dioxide emission volume converted to a per-capita basis. Per-capita carbon dioxide

emission volume in Japan and Kenya is 9.2 ton/year and 0.3 ton/year respectively. The reduced volume of

carbon dioxide emission 43,377ton/year in 2035 is equivalent to 4,715 Japanese persons or 144,591

Kenyan persons.

Table 3-5 shows specific fuel consumption volume converted to a per-capita basis. Specific fuel

consumption volume per person in 2012 in Japan and Kenya is 3.55 ton/year and 0.48 ton/year respectively.

The reduced volume of carbon dioxide emission (18,677,470 ℓ/year) in the year 2035 is equivalent to

4,209 Japanese persons or 31,129 Kenyan persons.

Although per-capita carbon dioxide emission volume and specific fuel consumption may change in the

future, these figures were used to illustrate the reduction volume. Thus, per-capita carbon dioxide emission

volume and per-capita specific fuel consumption were applied to the figures in the year 2010 and 2012.

Table 3-4 Carbon Dioxide Emission Volume per Persons by Country and Reduction Volume by the

Project

Country Emission Volume per Person Year 2025 Year 2035

(ton/year) (persons) (persons)

Japan 9.2 3,868 4,715

Kenya 0.3 118,622 144,591

Source: The Study Team Estimated based on Data from World Bank

Table 3-5 Specific Fuel Consumption per Person Volume per Persons by Country and Reduction

Volume by the Project

Country

Specific Fuel Consumption Volume

per Person Year 2025 Year 2035

(ton/year) (persons) (persons)

Japan 3.55 3,445 4,209

Kenya 0.48 25,480 31,129

Source: The Study Team Estimated based on Data from International Energy Agency

As examined above, calculated carbon dioxide emission volume and specific fuel consumption volume are

reduced by the Project. So the Project would contribute to the efficient use of energy.

3-11

3.3 Result of Studies of Determine Scope of Work of the Project

3.3.1 Traffic Demand Forecast

(1) Outline

A traffic demand forecast model for Mombasa was established in the Detailed Engineering Design of

Mombasa Port Area Road Development Project in 2013. The traffic demand forecast model was

established based on the result of traffic surveys at 10 locations that include the Likoni Ferry. In this study,

the future traffic demand was forecasted by updating the network Origin-Destination Table (hereinafter

referred as “OD”).

(2) Procedure

The procedure used for the future traffic demand forecast is shown in Figure 3-10.

Figure 3-10 Procedure of Traffic Demand Forecast


(3) Traffic Analysis Zone

The traffic analysis zones are divided into 17 zones. The traffic analysis zones are shown in Figure 3-11

and Table 3-6.

Future OD Table Network Data

Network Assignment

Incremental assignment model by JICASTRADA

Outputs

Link volume by vehicle type etc.

・By vehicle type and target year 2020, 2025, 2030, 2035, 2045

Distance of links Free-flow velocity link capacity function

3-12

Figure 3-11 Traffic Analysis Zone


Table 3-6 Traffic Analysis Zone

Zone No. Type Zone Name Note

1 Town

(Residential,

commercial,

industrial area)

Mombasa Island

2 Mikindani

3 Miritini

4 Mtongwe

5 Present Container

Terminal

East Gate

6 Central Gate

7 West Gate

8 CFS

Reitz

9 Magongo

10 Airport Airport

11 Ferry Terminal &

surrounding

Likoni Ferry North

12 Likoni Ferry South

13

External

Western Mainland

14 Northern Mainland

15 Southern Mainland

16 Proposed

Development

New Container Terminal In the case of future OD

17 Dongo Kundu Development In the case of future OD


1. Mombasa Island

2. Mikindani

3. Miritini

4. Mtongwe

5. East

Gate

6. Central

Gate

7. West

Gate

9. Reitz

8. Magongo

10. Airport

11. Likoni

Ferry

North

12. Likoni Ferry

South

15. Southern

Mainland

13. Western Mainland

14. Northern

Mainland

16. New

Container

Terminal

17. Dongo Kundu Development

3-13

(4) Future OD (Origin-Destination) Table Data

The Figure 3-12 shows the procedure adopted for the future OD table forecast. The future OD table

classified by vehicle type and target year was predicted from traffic surveys and OD data for 2013 by

considering the future economic condition and trip generation and attraction by zones, vehicle type and

year. This future OD table data includes the development growth of the area south of the Likoni Ferry and

shift of traffic mode from the ferry to MATATU after the construction of the target bridge. The future OD

table was updated by considering the area south of Likoni Ferry to be developed and 10% of OD traffic

volume of zone 14 will be shared by zone 12. It was assumed that 50% of ferry passengers will divert to

Matatu after the target bridge opens in 2025.

Figure 3-12 Procedure of Future OD Table Forecast


(5) Network Data

Figure 3-13 shows the traffic network assignment map in 2045.

Future OD Table

By vehicle type and target year

(2020, 2025, 2030, 2035, 2045)

Trip Generation and Attraction

・By zones, vehicle type, and year

Present OD Table

OD table by vehicle type in 2013

(Based on result of traffic survey in

2013)

Future Economic Condition

Population

GDP Growth Rate

Port Demand & Capacity

Development Plan(New Container

Terminal, Dongo Kundu etc)

Shift from Ferry to MATATU

Development Growth

10% OD traffic volume of Northern

Mainland will be transferred to Likoni

Ferry South.

50% of ferry passenger will change to

MATATU after the completion of the

target bridge.

3-14

Figure 3-13 Traffic Assignment Network in 2045

Source: Study Team

a) Forecasted Future Traffic Volume

Forecasted traffic volume on the target bridge is shown in Table 3-7 and Figure 3-14 with the traffic

assignment result shown in Figure 3-15.

Table 3-7 Future Traffic Volume

Year 2025 2030 2035 2045

Traffic Volume (PCU/day) 32,172 49,223 62,337 92,722


Figure 3-14 Transition of Future Traffic Volume

0

10,000

20,000

30,000

40,000

50,000

60,000

70,000

80,000

90,000

100,000

20

14

20

15

20

16

20

17

2018

20

19

2020

20

21

2022

20

23

2024

20

25

2026

20

27

20

28

20

29

20

30

20

31

20

32

20

33

20

34

20

35

20

36

20

37

20

38

20

39

20

40

20

41

20

42

20

43

20

44

20

45

Tra

ffic

Vo

lum

e (P

CU

/d

ay

)

Year

with without

Start operating the Bridge

Start operating Southern Bypass


A109

To Nairobi

To Tanzania

1

2

3

4

5

7

17

6

8

9

10

11

12

14

15

16

13

14

15

3-15

Figure 3-15 Traffic Assignment Result

Year 2020 Year 2025

Year 2035 Year 2045


3-16

b) Number of Lanes for the Target Bridge

The necessary number of traffic lanes for the target bridge was determined using the traffic volume as of

2034 being 20 years after this study, and 4-lane was proposed for the bridge.

Table 3-8 Necessary Number of Lane

Daily Design Traffic Volume (as of the year 2034) 59,460 PCU/day

Hourly Design Traffic Volume (Daily Design Traffic Volume×0.08) 4,757 PCU/h

Traffic Capacity for 4-lane (Road Design Guidelines for Urban Roads) 6,000 PCU/h

Necessary Number of Lane 4 lanes


3.3.2 Natural Condition

(1) Topography and Geology

Mombasa is located some 8 – 100m above sea level on coastal lowland. The project sites are about 15m

above sea level at the Mombasa side and 20m above sea level at the Likoni side. The geological map of

Mombasa is shown in Figure 3-16. The geology of Mombasa area is categorized as follow:

i) A 6km wide coastal plain area between Kisauni on the northern mainland to Mtongwe on the southern

mainland including Mombasa Island. A coastal terrace consisting of elevated coral reef along the

coast.

ii) The western area of Mombasa is composed of a rock layer of ground shale from the Jurassic period

and sand. This area is composed of materials from the tertiary system and the Mesozoic system.

iii) Mountainous plateau made of sandstone.

The Project site is located above area i) above. The top surface layer is made up of coral reef; the second

layer is made up of shale, and the third layer is made up of sandstone.

Figure 3-16 Geology Map

Source: Munga et.al, Pollution and Vulnerability of Water Supply Aquifers in Mombasa Kenya, 2004

3-17

The width of Kilindini Harbor is about 500m, and the depth is a maximum of 50m. The topography of the

seabed around the Project site is very steep. The geological category around the Project site is as shown in

Figure 3-17.

Figure 3-17 Geological Category around the Project Site

Source: Department of Physical Science of Nairobi University

(2) Meteorological Conditions

Mombasa is situated at Longitude 39 degrees 40 minutes East and Latitude 4 degrees 4 minutes South and

faces the Indian Ocean. Mombasa has an ocean climate, and has two monsoon seasons, namely the

southeastern monsoon and the northeastern monsoon, and has two seasons made up of the dry season and

the rainy season. The climate in Mombasa is shown in Table 3-9. The average maximum temperature is

32.6 degree Celsius in March, and the average minimum temperature is 20.3 degree Celsius in August,

hence the difference in temperature in a year is about 13 degrees Celsius. April and May have heavy

rainfall, and January and February have little rainfall. Rainfall data from the year 1995 to 2005 was

recorded by the meteorological department of Moi International Airport. The data shows that hourly

maximum rainfall was 50mm/h, daily maximum rainfall was 233.3mm/day, weekly maximum rainfall was

552.8 mm/week and monthly maximum rainfall was 825.7 mm/month.

Table 3-9 Climate in Mombasa

Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec

Average Maximum

Temperature (degree) 32.0 32.3 32.6 31.2 29.3 28.4 27.7 27.9 28.8 29.6 30.6 31.6

Average Minimum

Temperature (degree) 23.2 23.6 24.2 23.9 22.7 21.3 20.4 20.3 20.8 22.0 23.1 23.3

Rainfall (mm) 33 15 56 163 240 80 70 66 72 97 92 75

Hours of Sunlight 269.7 257.1 269.7 225.0 204.6 207.0 210.8 244.9 246.0 272.8 264.0 260.4

Source: World Weather Information Service, Weather Information for Mombasa 2009

Legend

Plc: Coral reef

Pls: Kilindini sands

Tpl: Magarini sands

3-18

(3) Wind

The average Wind speed and direction data from 2003 to 2010 was recorded by the meteorological

department of Moi International Airport in Mombasa, and is shown in Figure 3-18. The direction of the

prevailing the wind was mainly from South‐Southwest or South direction. The unit of the wind speed is

shown by Knots with 1 Knot being equal to 0.5m/sec. The wind speed is shown as an hourly wind speed.

Figure 3-18 Average Wind Speed and Direction in Moi International Airport (2003-2010)

Source: Meteorological Department of Moi International Airport

The relation between the wind speed and return period is shown in Table 3-10. The wind speed for a

100-year return period in Mombasa is 30.3m/sec.

Table 3-10 Wind Speed and Return Period (maximum speed in 3 second) in Kenya

Source: Meteorological Department of Moi International Airport

(4) Tide

The tide data of Kilindini Harbor is shown in Table 3-11. The lowest and highest tide level is -0.1m and

4.1m. Wave height is relatively small since there is a coral reef around the entrance of the harbor. The

maximum speed of the tide at the entrance of the harbor is about 0.5 knots.

3-19

Table 3-11 Tidal Levels in Mombasa Port

Place: Kilindini Harbor

Lat. 4deg 04 sec South

Long. 39deg 39 sec East

Height: in meters above datum

HAT +4.1m

MHWS +3.5m

MSL +1.88m

CDL 0

LAT -0.1m

Source: Meteorological Department of Kenya Port Authority

(5) Earthquake

1) Fault

Location of large scale faults around Mombasa are shown in Figure 3-19.

Figure 3-19 Location Map of Fault


A large scale fault is located about 60km from the west side of Mombasa. The length of the fault is about

40km lying from the southwest to the northeast. Accordingly, the effect of this fault need not be considered

in this Project.

3-20

2) Earthquake History

Earthquakes that have occurred in the southern part of Kenya and the northern part of Tanzania are shown

in Figure 3-20. Kenya has not experienced an earthquake of magnitude six, and the largest earthquakes that

have occurred were magnitude five or less.

Figure 3-20 Earthquake data of the Southern part of Kenya and Northern part of Tanzania


The design seismic zone map for Kenya is shown in Figure 3-21. Mombasa is classified in category VI as a

small earthquake area in the standard. The definition of category VI is “A few instance of fallen plaster or

damaged chimney, damage is slight”.

Figure 3-21 Seismic Category in Kenya


The earthquake record around Mombasa is shown in Figure 3-22. Earthquakes under magnitude five were

recorded. The relation between magnitude, acceleration and category of Mercalli equivalent are shown in

Table 3-12. Category VI is equivalent to 50cm/sec2 acceleration with a design horizontal coefficient of kh

＝0.05.

3-21

Figure 3-22 Earthquake Record around Mombasa


Table 3-12 Relations between Magnitude, Acceleration and Mercalli Equivalent


Historical seismic damage data in Kenya is shown in Table 3-13.

Table 3-13 Historical Seismic Damage Data in Kenya

Y/M/D Magnitude Hypocenter Depth Seismic Intensity Damage

1895/5/15 Unknown Malindi Unknown Unknown A few houses had fallen

1924/7/1 5.6 Suguta Land slide

1928/1/6 6.9 Subukia VIII Crack length of 30km occurred,

considerable damage

1928/1/10 6.0 Subukia Many stone houses had fallen

1957/5/8 4.4 Nairobi Slight damage

1968/3/20 4.6 Homa Bay A few old houses had fallen

Source: Historic Earthquakes in Kenya, Earthquake-Report.com

3-22

3.3.3 Design Condition and Criteria

(1) Navigation Clearance

Navigation clearance for the bridge has been set based on discussions with KMA and KPA. The navigation

width was set at 150m from the center of the channel giving a total width of 300m. The minimum Draft

was set as 15m. The navigation height was set as 69m from the lowest sea level (65m + 4m tide = 69m).

Figure 3-23 shows above mentioned Navigation clearance.

Figure 3-23 Navigation Clearance


(2) Aeronautical Height Limit

The Study Team discussed with Kenya Civil Aviation Authority (hereinafter referred as “KCAA”) in Moi

International Airport requirements for aeronautical height limit. The distance from Moi International

Airport to the Project site is about 9km and the descent angle for standard aircraft is 3 degrees. The flight

height at 9km from the airport is about 400m. Accordingly it is not necessary to consider the aeronautical

height limit at the Project site since the height of the target bridge at the arch is around 120m. KCAA

commented that this would be confirmed at the site based on the final design of the target bridge.

(3) Land Use

The proposed construction area of the Project for both Mombasa Island side and Likoni side are urbanized.

Therefore, it is difficult to construct approach bridges with straight alignments because this would cause

massive land acquisition and involuntary resettlement. As an alternative, loop bridges are proposed that

would be constructed in the park area on the Mombasa Island side and on vacant coastal areas and private

lots on the Likoni side.

(4) Road Design Criteria

1) Road Network

The target bridge is located along the Mombasa – Tanzania Road (A14) which connects with the Mombasa

– Nairobi Road (A109) on Mombasa Island. The road network around the Project site is shown in Figure

3-24.

3-23

Figure 3-24 Road Network around the Project Site


2) Design Standards and Criteria

The following two design specifications for Kenya are applied to the Study. However, AASHTO

(American Association of State Highway and Transportation Officials) and Japanese specifications are

referred to and compared to establish the most suitable design standards and criteria for the Project.

Road Design Guidelines for Urban Roads

Road Design Manual for the Geometric Design of Rural Roads

3) Road Classification

The Kenyan road classification system is shown in Table 3-14. The Project road is along the Mombasa -

Tanzania Road (A14) which is Class A.

Table 3-14 Kenyan Road Classification

Class A: International Trunk Roads Roads linking centers of international importance and crossing

international boundaries or terminals at international ports.

Class B: National Trunk Roads Roads linking nationally important centers. (Principal Town/Urban center)

Class C: Primary Roads Roads linking provincially important centers to each other or to higher

class roads. (Urban/Rural centers)

Class D: Secondary Roads Roads linking locally important centers to each other, to a more important

center, or to higher class roads. (Rural/Market centers)

Class E: Minor Roads Any road link to a minor center (Market/Local centers)

Others: Other Road Special road

Source: KeNHA

Mombasa –

Tanzania

Road (A14)

Nairobi – Mombasa

Road (A109)

Project Site

3-24

Roads in the urban area are classified into three class as shown in Table 3-15. The Project road section would

be classified as an Urban arterial road.

Table 3-15 Classification of Urban Roads

Urban Arterial Roads International Trunk Roads (Class A), National Trunk Roads (Class B)

Urban Collector Roads Primary Distributors, Local Distributors

Local Roads Minor Distributors, Local Street, Stand Access

Source: KeNHA

4) Geometric Standards

a) Design Speed and Minimum Radius of Horizontal Curve

The criteria for design speed in AASHTO and Japanese specifications are shown in Table 3-16. The criteria

for design speed of urban roads and rural roads are shown in Table 3-17 and Table 3-18, respectively.

The design speed for urban arterial roads is 80km/h and the design speed for rural roads is 50km/h or

higher. However, the design speed for the target bridge is proposed to be 40km/h for the following reasons:

The radius of the loop bridges need to be 60m or less to make the magnitude of land acquisition and

resettlement acceptable by stakeholders.

For a radius of 60m, the design speed is 40km/h

Ohashi Junction on the Japanese Metropolitan Expressway was designed with a 60m radius and a

40km/h design speed is being used without particular problems.

The target bridge with a 40km/h speed limit would not be a traffic bottleneck since the actual traffic

speed along the A14 road in the urban section is 40km/h or less.

Table 3-16 Design Speed of Urban Arterial Road of AASHTO and Japanese Specification (km/h)

Road Class AASHTO

(Urban Arterial) Japan

Urban Arterial Road 50～100km/h 60km/h(50, 40)

* The figure in ( ) can be applied where the standard is difficult to apply.


Table 3-17 Guide Value for Selection of Design Speed in Urban Area in Kenya (km/h)

Terrain

Road Class

Urban Arterial Roads

(Class A&B)

Urban Collector

Roads (Class C) Local Roads

Through areas of Concentrated Development 80 50 -

Through areas of moderate development 80-100 80 -

Minor distributors, Local Streets - - 50

Residential estate access and shopping streets - - 40

Industrial access - - 50-40

Source: Road Design Guidelines for Urban Roads

3-25

Table 3-18 Guide Value for Selection of Design Speed in Rural Area in Kenya (km/h)

Terrain Road Classification

A & B C D

Level 100-120 90-100 80

Rolling 70-100 60-90 50-80

Mountainous 50-70 40-60 30-50

Source: Road Design Manual Geometric Design of Rural Roads

A comparison of minimum radius for horizontal curves is shown in Table 3-19.

Table 3-19 Minimum Radius of Horizontal Curve

Design Speed

(km/h)

Kenya (m) AASHTO

(m)

Japan

(m)

Proposed

(m) Urban Rural

40 55 60 36 60 (50) 60

50 80 100 68 100 (80) 80

60 135 160 105 150 (120) 135

70 185 250 154 - 185

80 240 350 294 280 (230) 240



The design samples of loop type roads in Japan are shown in Table 3-20.

Table 3-20 Design Samples of Loop Road in Japan

Name Road Class Speed(km/h) Radius (m) Gradient (%) Loop

(No. of Loop)

Enoura Bridge Provincial Road 25 25 7.5 1

Hamanomiya Loop Bridge National Road 30 35 6.5 1

Senbonmatsu Bridge Provincial Road 30 37 4.3 2

Nanadaru Viaduct National Road 30 40 4.4 2

Shin-kizugawa Bridge Port Managing Road 30 50 4.0 3

Touka Bridge City Road 30 50 7.7 1

Ohashi Junction Metropolitan Expressway 40 60

(Min 42m) 6.0 2


b) Maximum Gradient

A comparison of the specifications regarding maximum gradient is shown in Table 3-21. A maximum 5%

gradient is proposed based on the following reasons.

Around 3% or 4% of maximum gradient would be preferable but this would require a larger number of

loops that would be both dangerous and costly.

Most of the traffic on the target bridge would be cars and matatu (minibus) and the percentage of heavy

freight vehicles would only be about 5%.

3-26

Table 3-21 Maximum Gradient

Topography

40km/h

Kenny AASHTO Japan

Urban Rural

Flat

4% (5%)

- 7%

7% (10%) Rolling - 10%

Mountainous 10% 11%


c) Maximum Superelevation

A comparison of the specifications for superelevation is shown in Table 3-22. A maximum superelevation

of 6% is proposed.

Table 3-22 Maximum Superelevation

Kenya AASHTO Japan

Urban Rural

6% 7% 10% (12%) 10%



5) Typical Cross Section

Typical cross sections are shown in Figure 3-25.

Figure 3-25 Typical Cross Section

Main Bridge Loop Bridge

Approach Road Approach Bridge


(5) Bridge Design Criteria

1) Live Load

British design standard BS5400 is usually applied to bridge design in Kenya. HA25 unit load is applied for

the target bridges located on Class-A road. However, the application of the bridge design specification of

SATCC (Southern Africa Transport and Communications Commission) was proposed by KeNHA because

3-27

it was applied for the AfDB assisted A104 and B8 improvement project. A comparison of live loads for BS,

SATCC and Japanese design standards, is shown in Table 3-23.

Table 3-23 Comparison of Live Loads of Specifications

Standard BS5400 SATCC Japanese Bridge Standard

Design Life 120years 100years 100years

Design Method Limit State Design Method(LSDM)(LSDM) based on

CEB/FIP1978Allowable Stress Design Method

Live Load

HA-Loading: distribution load intensity

w=36x(1/L)0.1

kN/m (1600>L>50m)

w=19.5kN/m for L=450m

Knife edgh load for notional

lane(KEL)=120kN

NA-Loading: distribution

load intensity

Qa=180/√L+6 kN/m

Qa=14.5kN/m for L=450m

B-Live loading: distribution load

intensity p1 and p2

p1=10kN/m2x10m

p2=3.0kN/m2 (L>130m)

( p1+p2)equivalent=12.54kN/m

for L=450m

Intensity ratio 1.555 1.156 1.000


2) Wind Load

Design wind speed 30.3m/sec was proposed referring to the 100 year return period wind speed in

Mombasa.

3) Seismic Load

Horizontal acceleration coefficient kh=0.05 was proposed referring to the design seismic standard in

Kenya.

4) Temperature Change

Maximum temperature change 20℃ (±10℃) was proposed referring to the temperature record in

Mombasa.

(6) Landscape Design

Considering the proposed construction of the target bridge and the current environment and social

conditions, it is highly advised to include a study on landscape design, so that the development can

maximize the opportunity and benefit to the local environments and minimize adverse impacts. The

following comprises an initial study of the existing situation and the opportunities for landscape design to

add value through the proposed development.

1) Landscape Character and Views into and out of the Area

The current landscape of the area is that of moderately dense low rising buildings with some high rising

building currently under construction, being a mix of residential, commercial, educational, leisure and

religious land uses. These developments are well integrated into the flat natural landscape with the help of

the coastline and the sea aspects. This landscape character has created a relaxed atmosphere and provides

esthetic and leisure benefits for locals as well as tourists. The area has the following additional

3-28

characteristics.

Social: The proposed site for the loop bridge on the north side is a public park and is well used by locals

for picnics and social gatherings. The nearby ferry port and bus terminal makes this area very active.

Economical: There are many shops and vendors along the planned approach section, and also some

business in the parks. Accordingly, this area is a commercial area.

Physical: There is a bus terminal on both coastal sides of the Project site and as a result this area

functions as a transport hub.

2) Approach

Overall the development is considered to not only improve the current congestion and CO2 emissions, but

also has a high potential to revitalize the area through adding character to the area, and improving physical

connectivity, being a focal point for local activities. Moreover the target bridge has a wider zone of

influence than just the construction area. In this section, the approach to the landscape design of the target

bridge and the surrounding areas as a whole is explained.

a) Use and Function

There are bus termini, ferry jetties and shops around the Project site, so there is a focal point. To keep the

same function for the Project site after completion of the target bridge, it is recommended that it be open

not only for vehicles, but also to people by providing additional functions to attract people such as public

paths, public open spaces, viewpoints, public facilities etc. By providing a focal point and linkage to the

surrounding area, the development can improve the circulation of the area including bus and ferry services,

and also the economic situation.

b) Layout

Based on an understanding of the attributes of the area and the technical requirements of the target bridge,

the additional functions and facilities required should be laid out and linked with the most efficient and

effective layout. A focal public open space with an entrance to the target bridge is allocated on the side of

ferry and bus terminals, where safety is secured. A buffer zone is allocated to the park, school, and

residential area.

c) Scale

The proposed loop bridge is large in relation to the local character. It is recommended that a balance be

maintained between the flat open views of the coast line and high rise buildings under construction on both

north and south sides. In terms of the details applied to the target bridge and loop bridges, these should be

appropriate to the scale and distance affecting the view whereas design for people is kept in human

proportions.

d) Landscape treatment

Landscape treatment is to be attractive, secure safety and minimize environmental impacts, and to require

little maintenance and management.

3-29

Design: provide space appropriate to the expected use and local character.

Boundary treatment: provide vegetation screen as a buffer zone to the adjacent site to minimize the

impact.

Safety: provide sufficient safety treatment to prevent falls from height, collision with vehicles, security

from crime and natural dangers.

Sustainability: material and technology for sustainability to be employed wherever possible.

Maintenance: Design and materials that are to be employed to keep requirement for maintenance and

cost to a minimum.

e) Appearance

The appearance of the target bridge and loop roads are the most significant elements for the development.

This development has the potential to be a symbolic landmark of the area, or it can be blended into the

surrounding landscape. Function, scale, and landscape as mentioned above need to reflect this appearance

in terms of scale, pattern, color scheme, and materials.

f) Access

Access within and into the site is to allow for vehicles, pedestrians, and buses, etc. Detail attention should

be paid to aspects such as priority and restriction of access, entrances, and gates, etc. The good visibility in

and around the area should be kept by a definite focal point and directions. Facilities for the mobility

impaired must also be considered.

3.3.4 Comparison of Alternative Schemes

(1) Comparison of Alternative Structure Types for Harbor Crossing

1) Outline of Alternatives

Alternative structure types for the harbor crossing are bridge, immersed tunnel and shielded tunnel. An

outline of each scheme is explained below:

a) Bridge

The target bridge needs a navigation clearance 300m wide and 69m high. Applicable superstructure types

are arch, truss, and cable-stayed. Figure 3-26 shows an arch bridge.

Figure 3-26 Sample of Bridge Scheme


3-30

b) Immersed Tunnel

A sample section of immersed tunnel is shown in Figure 3-27. The construction method is to excavate a

trench in the seabed first, and then concrete caissons are towed to the site and joined together after being

placed in the trench. The trench is then backfilled. Immersed tunnel can be constructed where the sea is

shallow.

Figure 3-27 Sample of Immersed Tunnel Scheme


c) Shield Tunnel

A shield tunnel is constructed using a shield machine. The shield machine forms the tunnel wall with

assembled concrete segments as the tunneling machine moves forward. A shield tunnel can be constructed

in any location since it is deep below the ground surface.

Figure 3-28 Sample of Shield Tunnel Scheme


3-31

2) Comparison of alternative crossing structure type

Total lengths of alternative schemes are shown in Figure 3-29. The bridge scheme is shorter than the other

schemes.

Figure 3-29 Comparison of Lengths of Alternative Schemes


Comparison of alternative crossing structure type is shown in Table 3-24. The bridge scheme was proposed

as the most suitable structure type for the Project.

Table 3-24 Comparison of Alternative Schemes of Crossing Structure

Content a) Bridge Scheme b) Immersed Tunnel Scheme c) Shield Tunnel Scheme

Length 2500m 2800m 3600m

Construction

Cost 〇 (1.0) △ (1.8) ☓ (2.0)

Construction

Period 〇 △ △

O & M Cost 〇

Painting, Lighting and Aircraft

warning light

△


△


Social &

Environmental

Impact

Natural Impact: 〇

Social Impact: △

Natural Impact: ☓

Social Impact: △

Natural Impact: △

Social Impact: △

Temporary water pollution during

construction of bridge foundation.




seabed excavation to install

immersed tunnel.




construction of the tunnel

entrance and ventilation tower.



Total 〇 △ ☓

Note: Evaluation: 〇= Good, △ = Bad, ☓ = Very Bad


3-32

(2) Comparison of Alternative Routes of Crossing Bridge

Alternative routes of the crossing bridge are shown in Figure 3-30. A comparison of alternatives routes for

the crossing bridge is shown in Table 3-25. Route B1 was selected as the best route for the Project.

Figure 3-30 Alternative Routes of Crossing Bridge


Table 3-25 Comparison of Alternative Routes of Crossing Bridge

Route

Content B1 B2 B3

Social Impact

(no of affected building)

Small

(less than 10 houses)

Relatively Large

(more than 20 houses)

Relatively Large

(more than 20 houses)

Natural Impact Small

(Water pollution during

construction of bridge

foundation)

Small

(Water pollution during

construction of bridge

foundation)

Middle

(Construction of bridge

foundation on coral reef)

Traffic Flow

(Connection of Trunk Road,

Mitigation of Congestion)

Good

(Connect both sides of trunk

road)

Good

(Connect both sides of trunk

road)

Bad

(New road that connect the

target bridge and trunk road

needs to be constructed )

Total ◎ 〇 △



(3) Comparison of Alternative Locations of Bridge

Based on the proposed Route B1 selected above, alternative locations of the target bridge as shown in

Figure 3-31 were compared as shown in Table 3-26 and Route B1-2 was suggested as the best location of

the target bridge. B1-2 has the minimum social impact and the shortest main bridge length.

3-33

Figure 3-31 Alternative Locations of Bridge


Table 3-26 Comparison of Alternative Locations of Bridge

Scheme

Content

Mombasa Likoni

Route B1-1 Route B1-2 Route B1-3

Approach Road 400m 300m 400m 450m

Affected

Residence by

Loop Bridge

No No 2 houses

(include a vacant house)

3 houses

(include an vacant house)

Deterioration of the living

environment: 1 house

Affected

Commercial

Building by

Loop Bridge

- Relocation of bus

terminal

- Whole of YWCA

- Bus terminal and

additional structures

- Fuel station

- A part of YWCA

- About 10 commercial

buildings

No

Affected public

Facility

- A part of Mama

Ngina Park

No No No

Total △

It is hard to provide

temporary bus terminal

during construction

◎

Length of the main bridge

is shortest, and the

affected area is smallest

〇

Social impact is largest,

and approach road is

longest



(4) Comparison of Alternative Superstructure Types for the Main Bridge

Comparison of alternative superstructure types for the main bridge is shown in Table 3-27. Arch bridge

was selected as the most suitable superstructure for the Project.

B1-1

B1-2

B1-3

Mombasa Is. Likoni

3-34

Table 3-27 Alternative Schemes of Superstructure

Bridge Type Steel Arch Bridge Steel 2-Axis Arch Bridge Steel Truss Bridge PC Cable-Stayed Bridge

Concept

Drawing

Appearance Good. Image of ivory. ◎ Good. Image of ivory. ◎ Not good. ☓ Good. ◎

Aeronautical

height limit

Maximum structure height of 120m

is lower than the height limit. ◯

Maximum structure height 120m is

lower than the height limit. ◯

Maximum structure height 120m is

lower than the height limit. ◯

Maximum structure height is160m.

It possibly affects height limit. ☓

Social impact 3 buildings will be affected by loop

bridge. ◎

3 buildings will be affected by loop

bridge. ◎

3 buildings will be affected by loop

bridge. ◎

Affected buildings will be

significant. ☓

Maintenance Repainting is necessary. ◯ Repainting is necessary. ◯ Repainting is necessary. ◯ Concrete is free of maintenance. ◎

Constructability Short (use large block erection

method with support) ◯

Middle (number of members is more

than 3-span single arch bridge) △

Short (cantilevered erection method) ◯

Long (need long time for curing

concrete) ☓

Cost 1.0 ◯ 1.1 △ 1.0 ◯ 1.0 ◯

Japanese

Technology

High performance steel for bridge,

Steel pipe sheet pile foundation ◎





Steel pipe sheet pile foundation ☓

Overall Suitable for the Project ◎ Construction cost is relatively high ◯ Appearance is not good ◯ Social impact is significant ☓



3-35

(5) Comparison of Alternative Substructure Foundation Types for the Main Bridge

Depths of the sea at the piers of the main bridge are 5m at the Mombasa Island side and 15m on the Likoni

side. Construction of footings under the sea with cast-in-place concrete pile foundations is proposed for the

Mombasa Island side pier since it is the most economical where the sea is shallow. A temporary

embankment is proposed during the construction. On the other hand, construction of footings under the sea

with cast-in-situ concrete pile foundations would be difficult for the Likoni side pier because of the depth

of the sea, and the fact that the seabed is steep. Steel pipe sheet pile foundation is proposed for the piers of

the Likoni side based on the comparison of the alternative substructure foundation as shown in Table 3-28.

Table 3-28 Comparison of Alternative Substructure Foundation Types for Likoni Side Pier

Type Steel Pipe Sheet Pile Foundation Multi-pile Foundation Pneumatic Caisson Foundation

Image

Environmental

Impact

Very small impact

Construction site is closed by

steel pipe sheet pile.

◯

Small impact

RC pile is constructed with

water sealing steel pipe.

◯

Small impact

Construction is conducted

with water sealing by caisson.

◯

Maintenance Good ◯ Good ◯ Good ◯

Constructability

Depth is 15m only. Temporary

coffering is easy and reliable.

Construction period is shorter

than another schemes.

◯

Constructability is good

without undersea operations.

◯

Special consideration is

needed to set the caisson on a

steep seabed. Construction

period is the longest of

alternative schemes.

☓

Appearance Appearance is good since the

footing is under the sea. ◯

Appearance is not good since

footing is seen above the sea, ☓

Appearance is good since the

footing is under the sea. ◯

Cost 1.05 ◯ 1.00 ◎ 1.10 △

Japanese

Technology Japanese original technology. ◎ Common in the world. △ Common in the world. △

Overall ◎ △ △



(6) Comparison of Alternative Types for the Loop Bridges

The major part of the approach bridges are planned as loop type bridges to connect to the main bridge

within the limited site. The radius of the loop bridges are 65m and the gradient of the loop bridges are 5%

(Mombasa Island side) and 3.65% (Likoni side). A comparison of alternative types for the loop bridges is

shown in Table 3-29. Continuous PC hollow slab type is proposed as the result of the comparison.

3-36

Table 3-29 Comparison of Alternative Types for the Loop Bridges

Type 1st scheme: Curved Box Girder 2nd scheme: PC hollow slab bridge 3rd scheme: RC hollow slab bridge

Concept Drawing

Maintenance Repainting is necessary △ Concrete is free of maintenance ◯ Concrete is free of maintenance ◯

Constructability Construction is easy. Construction period is

shortest. ◎

Construction is not easy. Construction period is

the longest of the alternatives. △

Construction is easy. Construction period is the

median of the alternatives. ◯

Cost

Superstructure Steel girder bridge is

more costly than other

schemes.(1.5)

☓

Superstructure Construction cost is

middle. (1.0) ◯

Superstructure Construction cost is

the lowest. (0.9) ◎

Substructure No. of Pier 14 (0.6) ◯ Substructure No. of Pier 24 (1.0) △ Substructure No. of Pier 48 (1.6) ☓

Total (1.25) ☓ Total (1.00) ◎ Total (1.08) ◯

Appearance Appearance is not good since girders are

seen. Number of piers is minimum. ◯

Appearance is good since no girders seen.

Number of piers is middle. ◎

Appearance is not good since piers are too

many. ☓

Japanese Technology Common technology in the world. ◯ Common technology in the world. 〇 Common technology in the world. 〇

Overall △ ◎ 〇



3-37

3.4 Overview of the Project Plan

3.4.1 Outline of the Proposed Project

The Project is to construct a bridge over the Kilindini Harbor which has a width of about 500m at the

entrance to Mombasa Port. The required navigation clearance is 300m wide and 69m high from the low

water level. Loop type bridges are proposed for the approach bridges to minimize land acquisition and

involuntary resettlement by the construction of these bridges. The total length of the Project is 3100m. The

superstructure of the main bridge is a steel 3-span balanced single arch bridge, and the approach bridge

type is continuous PC hollow slab bridge. The cross section of the target bridge is composed of a 4-lane

carriageway with a median. A sidewalk is provided only for the main bridge on the Mombasa Port side.

The sidewalk is connected to the ground via stairways. The plan and profile of the Project road are shown

in Figure 3-32.

Total project road length: 3100m

Main bridge length: 685m

Loop bridge length: 1575m

Approach bridge length: 485m

Approach road length 354m

3.4.2 Outline Design

(1) Main Bridge

A steel 3-span balanced single arch type is proposed for the main bridge superstructure. In-situ-concrete

pile foundations are proposed for the substructure foundation of the pier on the Mombasa Island side, and

steel pipe sheet pile foundations are proposed for the Likoni side pier. The main bridge span layout is 118m

+ 450m + 117m. The sidewalk is located outside of the main structure. A general view of the main bridge

is shown in Figure 3-33 and 3-34.

3-38

Figure 3-32 Plan and Profile of the Project Road


3-39

Figure 3-33 General View of Main Bridge (Side View and Plan)


3-40

Figure 3-34 General View of Main Bridge (Sections)


3-41

(2) Loop Bridge Structure

A continous PC hollow slab bridge is proposed for the superstructure of the loop bridge. The substructure

is RC ridged frame. The superstructure is supported with rubber bearings on the lateral beam on the rigid

frame. A section of the loop bridge is shown in Figure 3-35. The plan of the loop bridge is shown in Figure

3-36.

Figure 3-35 Section of Loop Bridge (Continuous PC Hollow Slab)

A-A Section of Figure 3-36


Figure 3-36 Plan of Loop Bridge


3-42

(3) Approach Section Structure

The approach section to connect the loop bridges and the existing road is divided into 3 sections: namely

approach bridge section, temporary bridge section and retaining wall section as shown in Figure 3-37. The

temporary approach bridge section is proposed to be constructed with steel I-beam which is the temporary

staging material for construction of the main bridge. This arrangement is proposed because this section

would be demolished when the approach bridge is extended with viaducts along the A14 in the future.

a) Division of Approach Section

Figure 3-37 Profile of the Approach Section


b) Approach Bridge

Continuous PC hollow slab bridge is proposed for the approach bridge. Cross section of the approach bridge

is shown in Figure 3-38.

Figure 3-38 Cross Section of Approach Bridge


3-43

c) Temporary Approach Bridge

Temporary Approach Bridge Scheme is shown in Figure 3-39.

Figure 3-39 Temporary Approach Bridge Scheme


3.4.3 Construction Planning

(1) Construction Method of the Main Bridge Superstructure

The work flow of the main bridge superstructure construction is shown in Figure 3-40.

Figure 3-40 Work Flow of the Main Bridge Superstructure Construction

a)

b)

c)

d)

e)

f)

g)

Fabrication and Painting in Shop of Steel Girders

Transportation of Steel Girders

Temporary Assembly at Site

Paniting for Joints

Deck and Pavement etc.

Each Member Erection for Side Span

Large Block Erection for Center Span

Tightening of High Tension Bolt and

Welding for Joints


3-44

a) Production and paint of Steel Girders

Production of materials, temporary assembling and painting are conducted in the factory.

Picture 3-1 Temporary Assembly and Painting in Factory

Source: Japan Bridge Association

b) Transport of Steel Girders

Materials are transported to the Project site.

Picture 3-2 Shipping and Loading of Steel Girders


c) Assembling of Materials in the Site

Materials are stored in a temporary yard, and they are assembled into the predetermined size.

Picture 3-3 Materials of Daini Ondo Bridge


3-45

d) Construction of Side Span and Main Span

Materials for the side span are constructed on the site. Materials for the main span are assembled into the

predetermined size and then brought to the site. The unit is assembled by large clamp jack.

Picture 3-4 Construction of Daini Ondo Bridge

Source: Kawada Industries, inc.

Picture 3-5 Example of Transport of Material Unit

Source: www.bridgeweb.com

3-46

Figure 3-41 Construction Image of Material Unit for Superstructure


Figure 3-42 Clamp Jack


e) Tightening of High Tensile Bolts and Welding on Site

After checking the camber, tightening of high tensile bolts or welding on site is conducted.

f) Painting of Joints

Joints are painted on site.

g) Slab and Pavement

Construction of slab and pavement is performed and then facilities such as lighting devices and handrails

are installed.

(2) Construction Method for Main Bridge Substructure

1) Construction Method for Steel Pipe Sheet Pile Foundation at Likoni Side

The work flow of the construction of steel pipe sheet pile foundation is shown in Figure 3-43.

3-47

Figure 3-43 Work Flow of Steel Pipe Sheet Pile Foundation

1)

2)

3)

4)

5)

6)

7)

8)

Pre-Construction Survey

Existing structure removal,

Clearing and Grubbing

Temporary Deck Installation

Steel Pipe Sheet Piled Well Installation

Footing Works

Temporary Deck Removal

Main Body Works

Steel Pipe Sheet Piled Well Removal


a) Preparatory Works

Before any construction, a detailed survey will be conducted to check existing elevations and ground

conditions. An access road, temporary yards and jetty will also be constructed after a pre-construction

survey.

b) Clearing Work

Clearing work includes the removal of existing structures, removal and relocation of existing utilities and

cutting/removal of any trees or vegetation within the work area.

c) Temporary Deck Installation

As the work site is offshore and underwater, a temporary deck is necessary. The temporary deck will be

constructed using steel materials. Construction of the temporary deck will start from the land side

progressing toward the sea. Pre-boring using auger or downed hole hammer will be conducted as the top

layer of the existing the ground is composed of weathered coral stone. After completion of pre-boring,

piling for the temporary deck foundation will commence using hydraulic vibro hammers, hydraulic

hammers and crawler cranes.

d) Steel Pipe Sheet Pile (SPSP) Installation

After the temporary deck construction is completed, an SPSP well acting as a cofferdam will be

3-48

constructed. If the seabed is found to be rocky ground, pre-boring will be conducted using an auger drill or

downed hole hammer prior to the driving of the SPSP. Once the pre-boring is completed, the SPSP will be

driven into place using hydraulic vibro hammers, hydraulic hammers and crawler cranes. This section of

SPSP will be injected with cement grout to prevent water leakage. Strut and waling will be installed after

starting dewatering in SPSP Well.

Picture 3-6 Steel Pipe Sheet Pile Installation

Source: Toyo Construction Co., Ltd.

Picture 3-7 Special Steel Stud Installation

Source: Toyo Construction Co., Ltd. & Nippon Steel & Sumitomo Metal Corporation

e) Footing Works

Once the SPSP well is completed, dewatering inside the well will follow. Strut and waling, will then be

installed inside of the well prior to excavation works. Excavation will be executed using clam shell or mini

excavator whichever is more suitable. Excavated materials will be loaded into a dump truck and will be

transported and dumped into the permitted disposal area. The excavated area will then be prepared and

levelled. Once the base has been prepared, gravel bedding will be laid and subsequently lean concrete.

Steel reinforcing bars for the footing will then be fixed into position prior to pouring of the footing

concrete. The SPSP will be outfitted with special steel studs, which permits the pouring of the footing

concrete without traditional formwork being installed.

3-49

Picture 3-8 Base Concrete Works


f) Main Pier Shaft Concrete Works

Once the footing concrete is cured, installation and fixing of the reinforcing bars for the pier body will start.

Formwork will then be installed prior to pouring of concrete. The concreting of the main pier body will be

done in several lifts.

Picture 3-9 Main Pier Shaft Concrete Works


g) Steel Pipe Sheet Pile Removal

The SPSP will be cut by using a special machine. Once cut, the SPSP will then be extracted using

hydraulic vibro hammers and cranes.

Picture 3-10 SPSP Removal


3-50

h) Temporary Deck Removal

Removal of the temporary staging or deck will start from the sea side going into the land side. Steel

foundation piles will be extracted using hydraulic vibro hammers.

Picture 3-11 Temporary Deck Removal


2) Construction Method for In-Situ-Concrete Pile Foundation at Mombasa Side

The work flow of the construction of in-situ-concrete pile foundation is shown in Figure 3-44.

Figure 3-44 Work Flow of Construction of In-Situ-Concrete Pile Foundation

1)

2)

3)

4)

5)

6)

7)




Working Platform Reclamation

Bored Piling

Footing

Pier

Working Platform Removal


3-51


Refer to “Steel Pipe Sheet Pile Foundation”.

b) Clearing Work

Refer to “Steel Pipe Sheet Pile Foundation”.

c) Working Platform Reclamation

As the working area is located on the shore, temporary reclamation to form a working platform is

necessary for bored piling works. The working platform is to be reclaimed from the beach adjacent to the

sea. The elevation of the reclaimed platform is planned to be one meter higher than the high water level

avoiding the tide change.

d) Boring

Boring works are executed on the reclaimed working platform. The piling method is assumed to be “All

Casing Rotator” method considering features as follows:

Preventing the bored hole’s collapse due to the tide change

Being applicable to a wide range of soil conditions, from loose sand to weathered rock

Figure 3-45 shows boring procedures by “All Casing Rotator” as an example.

Figure 3-45 Bored Piling Procedure

Source: CD Method Association

3-52

e) Footing

After the completion of in-situ-concrete piles, excavate the working platform to the bottom of footing, then

start footing works. The structure excavation is executed using backhoes, and the excavated soil is to be

disposed of in a designated area. After finishing the structure excavation, a gravel base and lean concreting

are undertaken.

Prior to starting the footing construction, excessive concrete at pile heads is to be crushed and removed.

Reinforcing bars of footing are supplied and installed by crane located on the working platform. Footing

concrete is poured by a concrete pumping car.

f) Pier

After the completion of the footing, start the construction of shaft of the pier. Reinforcing bars of pier are

supplied and installed by a crane in the same way as the footing construction. Concrete pouring is also the

same as that of the footing.

g) Working Platform Removal

After the completion of all the pier works and erection of the main bridge around Mombasa side, remove

the working platform to the depth of the footing top.

(3) Construction Method for Loop Bridge (PC Hollow Slab)

Substructures of the loop bridge consists of 14 multi-storey portal frame piers, one of which is used as a

pier of the main bridge. In addition, the superstructure of loop bridge is of PC hollow slab, having a bridge

width of 23.45 meters (refer to Figure 3-35). The work flow of the construction of loop bridge is shown in

Figure 3-46.

Figure 3-46 Work Flow of Loop Bridge Construction

1)

2)

3)

4)

Pies and Superstructurs

are constructed repeatedly

5)

6)

Footing

Bridge Surface Works & Accessories




Pier works (Column & Beam)

Superstructure (PC Hollow Slab)


3-53


Refer to “Main Bridge Substructure”.

b) Clearing Work

Refer to “Main Bridge Substructure”.

c) Footing

Footings of one loop bridge are composed of 28 individual foundations in total. Each footing is assumed to

be an open excavation without any shoring and bracing. The excavated soil is to be disposed of to a

designated area. After the completion of structure excavation, a gravel base and lean concreting are

undertaken. Then footings are constructed one by one.

d) Pier (Column & Beam)

After the completion of footings, continue to build the first storey columns and connect each pair of

columns with a cap beam. Thus the first storey portal frames pier are completed. Columns and cap beams

of the second storey are built on the completed portion of the first storey superstructure (PC hollow slab).

Columns and cap beams of the third storey are also built in the same manner with those of the second

storey. Thus, multi-storey portal frame piers are completed from the bottom, putting one on top of another.

e) Superstructure (PC Hollow Slab)

Bearing shoes and PC hollow slab of the first storey are constructed from a portion of the completed first

storey portal frame piers. Those of the second storey are also started sequentially from a portion of the

completed second storey piers. As a PC hollow slab is to be constructed in situ, a vertical shore system, on

the top of which bottom forms are installed, needs to be erected from the ground or the completed

superstructure. Considering the manual erection and dismantling of the shoring system, it is preferable to

adopt a type of steel piped support. Figure 3-47 shows the construction image of the PC hollow slab, using

the steel piped supports.

3-54

Figure 3-47 Construction Image of PC Hollow Slab

Source: Pre-stressed Concrete Construction Association

“Guide Book for preparing Method Statement (In-situ construction)”

Installations of reinforcing bars, tubular forms and PC strands are executed on the form installed on the top

of supports. Concrete is to be poured by a concrete pumping car located on the ground.

f) Bridge Surface Works and Accessories

After the completion of substructure and superstructure of the loop bridges, following bridge surface works

and accessories are commenced.

Bridge Surface Works: Bridge deck waterproofing

Bridge pavement

Road Marking

Accessories: Lighting

Center Median

Concrete Barrier

Chapter 4 Evaluation of Environmental and

Social Impacts

4-1

4.1 Present Environmental and Social Conditions

4.1.1 Present Conditions

(1) Project Components Concerned with Environmental and Social Impacts

In Chapter 3, alternatives to the bridge structure and the bridge design were evaluated from aspects of

engineering, financial, and environmental and social. Eventually, the alternative B2 shown in Figure 4-1 was

identified as the optimal adaptation. In the light of this, this chapter discusses environmental and social

impacts concerning alternative B2 first. Issues were identified in consideration of any adverse environmental

and social impacts that could be foreseen, should be examined further by a successive study.

The target bridge of this study would connect Mombasa Island and Likoni District on the mainland, which

are separated by the Likoni channel at a distance that is approximately 500 meters wide at this location. The

main bridge of the target bridge would not require resettlement of people as it would be constructed over the

sea. However the loop bridges and approach sections on either side of the main bridge would require land for

their construction, and would, therefore, pose an issue of resettlement of people. With a radius of 76 m, each

loop bridge would require at least 18,137m2 of land. The approach sections are 33.8m wide X 283m long on

Mombasa Island and 33.8m wide X 299m long in Likoni District, which would require 9,565m2 and

10,106m2 of land respectively. In addition, two piers are likely to be constructed - next to the current ferry

jetty on Mombasa Island, and at a point 15m offshore and 15 meters below the sea surface next to Likoni

District.

(2) Land Use

1) Outline of the Land Use

See Figure 4-1 for the land use around proposed bridge sites.

Figure 4-1 Land Use around Alternatives to the Bridge-building Route

Source: the Study Team. B1, B2, and B3 indicate alternatives to the bridge-building route.

RRReeesssiiidddeeennntttiii

aaalll aaarrreeeaaa

CCCooommmmmmeeerrr

ccciiiaaalll AAArrreeeaaa

Liknoi Ferry

PPPaaarrrkkk

Port

Facilities

YWCA

UUUnnniiivvv

eeerrrsssiiittt

yyy

RR Ree e ss s ii i dd d

ee e nn ntt t ii i aa a

ll l

aa arr r ee e aa a

4-2

a) The proposed project site on Mombasa Island (hereinafter referred as the Mombasa site)

No alternative is proposed at the Mombasa site due to the limited availability of land. The only possible

area that could accommodate the proposed bridge is Mama Ngina Park that is under the management of

KNM.

b) The proposed project site in Likoni District (hereinafter referred as the Likoni site)

Three alternatives were prepared at the Likoni site because of the land use pattern there. The commercial

zone extends from Likoni ferry jetty in two directions, both along the National Road A14 and along Sherry

Beach Road. A guesthouse with a swimming pool and YWCA Likoni are located along Sherry Beach Road.

After that, the land use is residential.

2) Flora and Fauna /Ecosystems

According to the Kenya Wildlife Service, there are two reserves around Mombasa as follows:-

Mombasa Marine National Reserve

Shimba Hills National Reserve

The proposed project sites are not located within or near any designated natural reserve or park. Accordingly,

the proposed project sites should not have any adverse impacts on the flora and fauna of the designated

reserves. Endangered species of both animals and plants were not found in either of the proposed project

sites.

Figure 4-2 Natural Resources around Mombasa

Source： JBIC, SAPROF for Mombasa Port Container Terminal Expansion Project, 2006

Within Mama Ngina Park there are many old baobab and neem trees, however, these trees are not classified

as “Gazetted Tree” according to KNM. This means that these trees could be cut if necessary.

The proposed project sites are located within existing urban areas (indicated by ash colour in Figure 4-2).

Shimba Hills National Reserve

Mombasa Marine National Reserve

Coral Reef

Mangrove Forest

Coral Reef

The Proposed Project Site

4-3

At these locations, there is no virgin forest, tropical natural forest, or ecologically significant habitat either

in or around the sites. Rivers with a regular flow are not found in the surroundings of Kilindini and Reiz

ports, which are major ports in Mombasa Bay. At the Likoni site, the piers of the main bridge are likely to

be constructed on a rock leaf on the very steep terrain. Further study is required to assess impacts on the

marine eco-system and local fishing resulting from the construction of the piers underwater.

(3) Social Environment

1) Outline of the Proposed Sites

Likoni area is one of the strongholds of Islam in Kenya. The Mombasa Republican Council (MRC) was

founded by residents seeking the independence of Mombasa and neighbouring coastal area from Kenya. In

addition, people illegally occupying the Right-of-Way in the commercial zone are authorized to maintain

business by MCG. Having considered the sensitive socio-political situation of the Likoni area, the study

team refrained from conducting a physical field survey and instead collected information through literature

review, interviews with local administration officials, and participants at the stakeholder meeting. For this

reason, a detailed profile of potential project affected persons (PAPs) and the number of affected structures

would only be available after undertaking a cadastral survey and a household survey in a successive study.

2) Social Environment of the Proposed Site

Administratively Mombasa is divided into four divisions as indicated in Table 4-1. Mombasa Island and

Likoni are the smaller ones but hold an important function in relation to the transportation network as trunk

roads pass through these two divisions.

Table 4-1 Administrative Division of Mombasa

Constituencies Area

Mombasa Island 14.1km²

Likoni 51.3km²

Changamwe 54.5km²

Kisauni 109.7km²


a) The Mombasa site

Vendors with wooden tables and plastic sheet roof are selling food, shell works and miscellaneous goods

along roadsides from the Likoni ferry jetty to Mama Ngina Park. Some vendors use the wire fence of the

park for displaying their commercial goods. There are no houses in the Mombasa site.

b) The Likoni site

This comprises a commercial zone followed by a residential zone that extends along the Sherry Beach

Road and National Road A14 respectively from the ferry jetty. Several types of business are found in the

commercial zone: shops in a permanent structure made with mortar, vendors with temporary structures

comprising of a wood table and plastic sheet roof, vendors with straw or plastic mats on the ground, and

movable vendors with bicycles or trailers. Relatively larger shops, hardware dealers and car garages, for

4-4

example, use permanent structures for their sole use, and are located outside of the right-of-way (ROW).

Small-sized shops share one permanent structure with other shops while vendors also share temporary

structures made of wooden tables with a plastic roof with other vendors. More shared structures are built

within the ROW than outside of it. According to the Planning and Environment Department of KeNHA,

both legal and illegal occupants are entitled to compensation for loss and damage caused by public

projects.

The following will also be affected by the Project: a conference room and some part of the premises owned

by YWCA Likoni, a swimming pool and road fence of the guesthouse, two houses, and a half-built mosque.

One of the two houses is a desolate old house. Owners of both houses have agreed to be relocated with

reasonable compensation.

Table 4-2 summarized the outline of structures to be affected by the Project.

Table 4-2 Structures to be Affected by the Project (Approximately)

Subject the Mombasa side the Likoni side (Alternative B1-2)

Houses None exist - 2 houses. 2 persons in 1 house, other is

abandoned. Total area is about 3 acres. Other

structures other than houses exist in the two plots.

Owners agreed to the relocation.

Commercial

Structures

- Relocation of the bus terminal - YWCA: A conference room and part of the

premises. The fence needs to be relocated.

- A guesthouse: a swimming pool and land along

the road. The fence needs to be relocated.

- 30 shops in 10 buildings

Permanent structures

Temporary

structures

- 10 vendors - 40 plots in 15 structures

Public Facilities - Part of Mama Ngina park (about

18,137m2). Trees to be cut. Their

fence needs to be reinstalled.

- Half-built mosque ( pillars and roof only at the

time of the study)


In addition, there are more than 100 movable vendors in both the Mombasa and Likoni sites. Consideration

could be given to the possible use of the space within the loop bridges for local businesses in order to

minimise the impact of the Project on commercial activities around the proposed sites. (See also “3.3.3. (6)

Landscape”).

4.1.2 Future Forecast (Without Project Scenario)

In considering the current situation of the proposed project sites, an assessment has been made of the

impacts in case the Project is not implemented (“without project scenario”). Both positive and negative

impacts are foreseen.

Positive impacts would be as follows:

- The resettlement and tree-cutting would not be required as land acquisition would not be necessarily.

- The current landscape would be maintained.

4-5

Adverse impacts would be as follows:

The current economic loss for both passengers and vehicles arising from the long waiting time for the

Likoni ferry would most likely be worsened.

The traffic demand forecast in this study shows a substantial increase in traffic demand in Mombasa. As

the traffic volume increases, the number of vehicles waiting for the ferry would increase thereby

resulting in longer waiting time for all vehicles. Thus, the economic loss because of the long waiting

time will be worsened accordingly.

Air pollution caused by emission gas from vehicles waiting for the ferry will continue to deteriorate the

environment.

Vehicles waiting for the Likoni ferry are sedans, light trucks, medium-sized trucks, and large trucks/lorries.

These vehicles create a long queue towards the jetty often having to wait up to two hours or more for a

ferry vessel. Most of the waiting vehicles are idling their engines, thereby generating exhaust gas.

Frequently the queue is too long for vehicles at the back of the queue to see the arrival of the ferry. Because

of this, these vehicles have to keep idling their engines to be able to move at anytime. As the number of

vehicles increases the quantity of emission gas from them will also increase and thus further deteriorate

the environment.

The limited transportation capacity of the Likoni ferry undermines the effectiveness of local

development projects. In addition to this, it obstructs the establishment of the East African transportation

network.

Since Mombasa port is the largest port on the East African coast, Government of Kenya (GOK) has been

implementing development projects such as Dongo Kundu industrial area and port projects, and the

Mombasa Special Economic Zone. These projects are likely to increase traffic demand and expand the

existing urban area. At the same time, Mombasa port serves as an outer port for African landlocked

countries like Uganda and South Sudan. Connecting Mombasa Island and the southern mainland means

that a bottleneck in the traffic network would be removed, and development of Kenya and East Africa

could be accelerated.

4.2 Expected Environmental Improvement by Implementation of

the Project

The GOK ratified the United Nations Framework Convention on Climate Change (UNFCCC) in 1944.

After this, GOK has been engaged in the fight against climate change by aiming to stabilize the

concentration of greenhouse gases (CO2 and methane, for example) in the atmosphere that increase global

warming.

However, the number of vehicles has been increasing substantially in Kenya. For example, the number of

newly registered vehicles has jumped by 42.85% in one year from 85,324 in 2007 to 121,831 in 2008. This

4-6

makes motorized transportation an overwhelming source of air pollution and greenhouse gases. The

transportation sector releases 65% of the total CO2 emitted in Kanya. That is more apparent in urban areas

such as Mombasa. In addition, Mombasa has a concentration of large-sized vehicles that emit greater

quantities of exhaust gas. Oil is a major source of energy in Kenyan, which is totally depending on foreign

oil. The imported crude oil is refined at a petrochemical complex in Mombasa port, and then transported

either by tanker trucks or through pipelines in some areas to different parts of the country including the

capital Nairobi. As a result, tanker trucks from other parts of the country arriving at and leaving Mombasa

for oil transportation are releasing emission gas on every trip. As earlier described, although the Likoni

Ferry is operating 24 hours with five vessels, it cannot meet ever-increasing traffic demand. Traffic

congestion caused by vehicles waiting for the Likoni ferry sustains economic loss. In addition to that,

exhaust gas from these vehicles leads to an increase in Green House Gases.

Several environmental problems are related to automobiles: such as air pollution, global warming, and the

quality of the water/soil.

Figure 4-3 Environmental Issues Concerning Motor Vehicles

Source: MITI/ Mitsubishi Research Institute, the Situation Analysis and

the Future Prospects of the Environmental Issues Concerning Motor Vehicles, 2002

For this reason, actions against exhaust gas have a high societal demand since UNFCC calls for it. The

proposed bridge would contribute to improving traffic congestion, thereby reducing exhaust gases from

vehicles waiting for the ferry and reducing fuel consumption. As presented in “3.2 Efficient Energy Use”, it

is expected that implementation of the proposed project would reduce CO2 emission and fuel consumption

by the amount equivalent to 144,600 and 31,100 Kenyans respectively.

Air Pollution

Global Warming Quality of the water/soil

Exhaust Gas (NOx)

Exhaust Gas (CO2) Disposal

Environmental Issues

Concerning Motor Vehicles

4-7

4.3 Environmental and Social Impacts by Implementation of the

Project

4.3.1 Items for Environmental and Social Considerations

In this section, items for environmental and social consideration are discussed to identify issues to be

further studied in a successive study in accordance with the following guidelines:

- JICA Environmental and Social Considerations Guidelines (2010), particularly “Annex 4 Screening

Form” and “List of Environmental Checklists”

- Japan Bank for International Cooperation Guidelines for Confirmation of Environmental and Social

Considerations (2011), particularly “Screening Form” and “List of Environmental Checklists”

4-8

Category Environmental

Item Main Check Items

Yes: Y

No: N

Confirmation of Environmental Consideration

(Reasons, Mitigation Measures)

1 Permits

and

Explanation

(1) EIA and

Environmental

Permits

(a) Have EIA reports been already prepared in the official process?

(b) Have EIA reports been approved by authorities of the host

country's government?

(c) Have EIA reports been unconditionally approved? If conditions

are imposed on the approval of EIA reports, are the conditions

satisfied?

(d) In addition to the above approvals, have other required

environmental permits been obtained from the appropriate

regulatory authorities of the host country's government?

(a) N

(b) N

(c) N

(d) N

(a) (b) (c) EIA has not been conducted for the proposed project.

(d) Investigation by KCAA is necessary whether the height of the bridge

does not conflict with aviation restrictions. KeNHA, a project owner, is

expected to submit an application for the investigation to KCAA.

(2)

Explanation to

the Local

Stakeholders

(a) Have contents of the Project and the potential impacts been

adequately explained to the Local stakeholders based on appropriate

procedures, including information disclosure? Is understanding

obtained from the local stakeholders?

(b) Has the comment from the stakeholders (such as residents) been

reflected the Project design?

(a) Y

(b) Y

(a) Stakeholder discussion was held to explain the outline and impacts of

the Project, and consent was obtained for construction of the loop bridge.

(b) An opinion was expressed to incorporate local Swahili culture into the

design of the bridge. The design shall be discussed in a successive study. A

series of Stakeholder meeting shall be held at the time of EIA/the RAP

preparation following the JICA/JBIC guidelines.

(3)

Examination

of Alternatives

(a) Have alternative plans of the Project been examined with social

and environmental considerations?

(a) Y (a) During the structure comparison for the channel crossing, bridge was

selected over tunnel from economic, security and maintenance point of

views. Then, loop bridge was selected to reduce number of the PAPs. Site

of the loop bridge was identified to minimise impacts on the environment

and the PAPs.

2 Pollution

Control

(1) Air Quality (a) Is there a possibility that air pollutants emitted from the Project

related sources, such as vehicles traffic will affect ambient air

quality? Does ambient air quality comply with the country's air

quality standards? Are any mitigating measures taken?

(b) Where industrial areas already exist near the route, is there a

possibility that the Project will make air pollution worse?

(a) N

(b) Y

(a) (b) Air pollution near the ferry jetty is likely to be improved after the

opening of the bridge as majority of vehicles shifts to the bridge. On the

other hand, cars passing the bridge and their exhaust gas may increase the

emission of air pollutants. However, improved driving speed also

improve fuel consumption, which reduce the amount of exhaust gas as a

whole. Thus, the air pollution near the route is not likely to worsen.

(2) Water

Quality

(a) Is there a possibility that soil runoff from the bare lands resulting

from earthmoving activities, such as cutting and filling will cause

water quality degradation in downstream water areas?

(b) Is there a possibility that surface runoff from roads will

contaminate water sources, such as groundwater?

(c) Do effluents from various facilities, such as parking areas/service

areas comply with the country's effluent standards and ambient

(a) Y

(b) N

(a) The target bridge shall be of an elevated type. If the embankment is

required for construction of piers, tree should be planted on the slope at an

earlier stage of the construction. So that soil erosion during the rainy

seasons could be minimised or avoided. Regarding the piers of the main

bridge, temporary soil erosion is anticipated during the foundation work.

The construction method and construction period shall be considered to

minimize soil erosion.

4-9



Yes: Y

No: N



water quality standards? Is there a possibility that the effluents will

cause areas not to comply with the country's ambient water quality

standards?

(b) The drainage shall be installed to discharge the rainwater in accordance

with the country’s standard.

(3) Wastes (a) Are wastes generated from the Project facilities, such as parking

areas/service areas, properly treated and disposed of in accordance

with the country's regulations?

(a) Y (a) No plan to make parking areas/service areas.

(4) Noise and

Vibration

(a) Do noise and vibrations from the vehicle and train traffic comply

with the country's standards?

(a) Y (a) As the main bridge runs over the sea with no house/commercial

structures beneath it, the influence of noise and vibration is limited. The

approach section and the loop bridge are of flyover type, which have less

impact on noise and vibration compared to roads built on the ground. If the

noise and vibration are likely to close the designated reference value,

measures should be taken to meet the reference, installation of the sound

insulating wall, for example.

3 Natural

Environment

(1) Protected

Areas

(a) Is the Project site located in protected areas designated by the

country's laws or international treaties and conventions? Is there a

possibility that the Project will affect the protected areas?

(a) N (a) The proposed project sites and its vicinity are not situated in legally

designated parks and reserves. It is also away from the existing protected

areas, so impact on animals and plants is not foreseen.

(2) Ecosystem (a) Does the Project site encompass primeval forests, tropical rain

forests, ecologically valuable habitats (e.g., coral reefs, mangroves,

or tidal flats)?

(b) Does the Project site encompass the protected habitats of

endangered species designated by the country's laws or international

treaties and conventions?

(c) If significant ecological impacts are anticipated, are adequate

protection measures taken to reduce the impacts on the ecosystem?

(d) Are adequate protection measures taken to prevent impacts, such

as disruption of migration routes, habitat fragmentation, and traffic

accident of wildlife and livestock?

(e) Is there a possibility that installation of roads will cause impacts,

such as destruction of forest, poaching, desertification, reduction in

wetland areas, and disturbance of ecosystems due to introduction of

exotic (non-native invasive) species and pests? Are adequate

measures for preventing such impacts considered?

(f) In cases the Project site is located at undeveloped areas, is there a

(a) N

(b) N

(c) N

(d) N

(e) N

(f) N

(a) (b) (d) The Project site does not encompass the said natural

environment, endangered species, and migration routes of wildlife and

livestock.

(c) (e) (f) The piers of the main bridge are to be constructed on the shore

near the current port facilities to minimise impact to the marine ecosystem.

Although significant adverse impact on the ecosystem is not foreseen,

further study is required at the time of EIA. Rocks should be set around the

base of the main piers, which shall serve as fish reef later to restore the

ecosystem.

4-10



Yes: Y

No: N



possibility that the new development will result in extensive loss of

natural environments?

(3) Hydrology (a) Is there a possibility that alteration of topographic features and

installation of structures, such as tunnels will adversely affect

surface water and groundwater flows?

(a) N (a) The piers of the main bridge are to be constructed on the shore near the

current port facilities. Cross section of the piers is smaller than that of the

channel. Thus, possibility that hydrology in the port being affected seems

quite small. Excavation work reaching the groundwater flow is not

planned.

(4)

Topography

and Geology

(a) Is there any soft ground on the route that may cause slope

failures or landslides? Are adequate measures considered to prevent

slope failures or landslides, where needed?

(b) Is there a possibility that civil works, such as cutting and filling

will cause slope failures or landslides? Are adequate measures

considered to prevent slope failures or landslides?

(c) Is there a possibility that soil runoff will result from the cut and

fill areas, waste soil disposal sites, and borrow sites? Are adequate

measures taken to prevent soil runoff?

(a) N

(b) N

(c) N

(a) The land suitable for the bridge construction is identified by referring

results of a boring survey carried out in the preceding JICA study.

(b) Embankment and cut may not be made because the flyover type bridge

does not require these. For the construction of the main piers in the

seawater, temporary soil erosion may occur during the foundation work.

The building method and construction period shall be considered to

minimize the ground erosion.

(c) Disposal area and borrow pit should be managed designating safety

management staff at the sites.

4 Social

Environment

(1)

Resettlement

(a) Is involuntary resettlement caused by project implementation? If

involuntary resettlement is caused, are efforts made to minimize the

impacts caused by the resettlement?

(b) Is adequate explanation on compensation and resettlement

assistance given to affected people prior to resettlement?

(c) Is the resettlement plan, including compensation with full

replacement costs, restoration of livelihoods and living standards

developed based on socioeconomic studies on resettlement?

(d) Are the compensations going to be paid prior to the resettlement?

(e) Are the compensation policies prepared in document?

(f) Does the resettlement plan pay particular attention to vulnerable

groups or people, including women, children, the elderly, people

below the poverty line, ethnic minorities, and indigenous peoples?

(g) Are agreements with the affected people obtained prior to

resettlement?

(h) Is the organizational framework established to properly

implement resettlement? Are the capacity and budget secured to

(a) Y

(b) Y

(c) Y

(d) Y

(e) Y

(f) N

(g) Y

(h) Y

(i) Y

(j) Y

(a) Relocation of residents and business entities are anticipated at both the

Mombasa and the Likoni sides due to land acquisition for construction of

the proposed bridge. The outline design made by this study paid full

consideration to minimise the size of relocation.

(b) Adequate explanation of compensation and resettlement assistance

shall be given to the PAPs based on the Kenyan Constitution and related

land laws during the RAP preparation process.

(c) The compensation should include the market price of equivalent land,

relocation cost, and top-up compensation according to the Kenyan laws. If

there is income from the land, loss of the income occurred from the date

when the land acquisition is gazetted to the date of actual land acquisition

should be paid too. Since NEMA requests to develop RAP along with EIA,

RAP needs to be prepared.

(d) Compensation should be paid prior to the relocation. The Kenyan land

laws make payment of the interest obligation if the payment of the

compensation is delayed.

(e) Compliance with RAP has become an incidental in acquiring EIA

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Yes: Y

No: N



implement the plan?

(i) Are any plans developed to monitor the impacts of resettlement?

(j) Is the grievance redress mechanism established?

licence. Administration of relocation including contents of the

compensation should be articulated.

(f)Not applicable.

(g) Schedule of stakeholder meetings should be set in a manner consensus

is built prior to the relocation.

(h) The Land Acquisition Law prescribed that only a designated land

officer can organise the said land acquisition. KeNHA has agreed to secure

budget based on the rough cost estimation for the land acquisition and

relocation prepared by the study.

(i) RAP will make monitoring as a requirement.

(j) The Land Acquisition Law prescribes setting of a court for land

acquisition and compensation. Person who is dissatisfied with the

compensation can file to the court. Redress mechanism shall be stated in

the RAP.

(2) Living and

Livelihood

(a) Where roads are newly installed, is there a possibility that the

Project will affect the existing means of transportation and the

associated workers? Is there a possibility that the Project will cause

significant impacts, such as extensive alteration of existing land

uses, changes in sources of livelihood, or unemployment? Are

adequate measures considered for preventing these impacts?

(b) Is there any possibility that the Project will adversely affect the

living conditions of the inhabitants other than the target population?

Are adequate measures considered to reduce the impacts, if

necessary?

(c) Is there any possibility that diseases, including infectious

diseases, such as HIV will be brought due to immigration of workers

associated with the Project? Are adequate considerations given to

public health, if necessary?

(d) Is there any possibility that the Project will adversely affect road

traffic in the surrounding areas (e.g., increase of traffic congestion

and traffic accidents)?

(e) Is there any possibility that roads will impede the movement of

inhabitants?

(a) N

(b) Y

(c) Y

(d) Y

(e) N

(f) N

(a) Likoni Ferry has the intention to maintain the service for passengers,

light vehicles, and non-motorised transportation after opening of the

bridge. Thus, current ferry staff will not be dismissed because of the

bridge. Regarding residents who lose or temporary close business because

of the bridge construction, mitigation measures shall be arranged and

documented in the RAP.

(b) Impacts on the marine ecosystem by construction of the piers in the

sea, and further effects on the fishery needs to be closely studied in a

successive study. Measures shall be stated either EIA, RAP or

Environment Management Plan (EMP).

(c) In order to avoid the occurrence of infectious diseases such as HIV due

to the influx of construction workers, educational activities like training

should be stated in the EMP.

(d) Safety management and traffic control of the construction vehicles

should be stated in the EMP.

(e) Transportation convenience of the Likoni Ferry is likely to improve as

the congestion of the ferry is relaxed after vehicles larger than

medium-sized shift to the bridge.

(f) There is a little possibility of the sun shading thanks to design of the

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Yes: Y

No: N



(f) Is there any possibility that structures associated with roads

(such as bridges) will cause a sun shading and radio interference?

bridge and the current land use pattern. Radio interference should be

studied in details as it may interfere flight to/from the Mombasa airport.

(3) Heritage (a) Is there a possibility that the Project will damage the local

archaeological, historical, cultural, and religious heritage? Are

adequate measures considered to protect these sites in accordance

with the country's laws?

(a) N (a) The proposed project site does not encompass cultural heritages

designated by the country’s law. Carrying out of “Cultural Impact

Assessment” along with the EIA is proposed for acquiring land of

Regarding Mama Ngina Park.

(4) Landscape (a) Is there a possibility that the Project will adversely affect the

local landscape? Are necessary measures taken?

(a) N (a) The proposed project site does not encompass area with landscape of

special consideration. Incorporating Swahili culture into the design of the

bridge is proposed.

(5) Ethnic

Minorities and

Indigenous

Peoples

(a) Are considerations given to reduce impacts on the culture and

lifestyle of ethnic minorities and indigenous peoples?

(b) Are all of the rights of ethnic minorities and indigenous peoples

in relation to land and resources to be respected?

(a) N

(b) N

(a) (b) Not applicable

(6) Working

Conditions

(a) Is the Project proponent not violating any laws and ordinances

associated with the working conditions of the country which the

Project proponent should observe in the Project?

(b) Are tangible safety considerations in place for individuals

involved in the Project, such as the installation of safety equipment

which prevents industrial accidents, and management of hazardous

materials?

(c) Are intangible measures being planned and implemented for

individuals involved in the Project, such as the establishment of a

safety and health program, and safety training (including traffic

safety and public health) for workers etc.?

(d) Are appropriate measures being taken to ensure that security

guards involved in the Project not to violate safety of other

individuals involved or residents?

(a) Y

(b) Y

(c) Y

(d) Y

(a) (b) (c) (d) The EMP should prescribe to comply with laws and

regulations of the country in working environment and conditions. The

EMP also should state measures for occupational safety including related

trainings and assignment of responsible staff.

5 Others (1) Impacts

during

Construction

(a) Are adequate measures considered to reduce impacts during

construction (e.g., noise, vibrations, turbid water, dust, exhaust

gases, and wastes)?

(b) If construction activities adversely affect the natural environment

(ecosystem), are adequate measures considered to reduce impacts?

(c) If construction activities adversely affect the social environment,

(a) Y

(b) Y

(c) Y

(a)(b) Measure to reduce the said impacts and its monitoring system

during the construction work shall be documented in a successive study

and the EMP. If the country’s standard is not available, international

standard may be applied.

(c) A successive study needs to assess the possibility of occurrence of

adverse impacts on the social environment. Suitable measures and

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Yes: Y

No: N



are adequate measures considered to reduce impacts? monitoring method should be incorporated into the RAP and EMP.

(2) Monitoring (a) Does the proponent develop and implement monitoring program

for the environmental items that are considered to have potential

impacts?

(b) What are the items, methods and frequencies of the monitoring

program?

(c) Does the proponent establish an adequate monitoring framework

(organization, personnel, equipment, and adequate budget to sustain

the monitoring framework)?

(d) Are any regulatory requirements pertaining to the monitoring

report system identified, such as the format and frequency of reports

from the proponent to the regulatory authorities?

(a) Y

(b) Y

(c) Y

(d) Y

(a) (b) (c) (d) The EMP should report monitoring results of the natural

environment such as air quality, noise, water quality, and marine

ecosystems and restoration of the PAPs’ livelihood during the construction

period. The EMP should prescribe monitoring system for those items.

6 Note Reference to

Checklist of

Other Sectors

(a) Where necessary, pertinent items described in the Forestry

Projects checklist should also be checked (e.g., projects including

large areas of deforestation).

(b) Where necessary, pertinent items described in the Power

Transmission and Distribution Lines checklist should also be

checked (e.g., projects including installation of power transmission

lines and/or electric distribution facilities).

(a) N

(b) Y

(a) No massive deforestation is expected.

(b) Not Applicable

Note on Using

Environmental

Checklist

(a) If necessary, the impacts to trans boundary or global issues

should be confirmed, if necessary (e.g., the Project includes factors

that may cause problems, such as trans boundary waste treatment,

acid rain, destruction of the ozone layer, or global warming).

(a) N (a) Not Applicable

1) The term “Country's Standards” mentioned in the above table: In the event that environmental standards in the country where the project is located diverge significantly

from international standards, appropriate environmental considerations are required to be made. In cases where local environmental regulations are yet to be established in

some areas, considerations should be made based on comparisons with appropriate standards of other countries (including Japan's experience).

2) Environmental checklist provides general environmental items to be checked. It may be necessary to add or delete an item taking into account the characteristics of the

project and the particular circumstances of the country and locality in which it is located.

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4.3.2 Comparative Study of Alternatives

See “3.3.4 Comparison of Alternatives”.

4.3.3 Outlines of the Discussions with Implementing Organization and Local Stakeholders

The study team met with KeNHA, the implementing organization of the proposed project, and the

following concerned organizations: KFC, MCG, Commissioner of Likoni District, Kenya Navy, KCAA,

KPA, NMK, and Kenya National Land Committee (NLC). The team also organised a stakeholder meeting

inviting community-based organisation, NGOs, and business associations from Likoni District. The

outlines of information and opinions collected through the above interviews and meeting are categorised

by topic and presented below.

(1) Necessity of the Project

- Construction of a bridge at Likoni Ferry route is necessary because the Likoni Ferry capacity is

inadequate. (KFS, Likoni District, CGM, KeNHA)

- The traffic volume using ferry has doubled in the last 4 years. (KFS)

- 5 persons have died in 5 ferry accidents in the last 4 years. (KFS)

- Existence of oil and gas were identified offshore from the southern coast (CGM)

- Long waiting time for the Likoni Ferry is discouraging investments in the southern coastal area.

(Likoni District Commissioner)

- Currently Navy vessels have to wait for the Likoni Ferry passing. Construction of the bridge may

enhance efficiency of the Navy’s operation. In addition, traffic on the Likoni Ferry is affecting its

operations related to security. The bridge resolves this issue well. (the Navy)

- Mama Ngina Park is one of the earlier settlement of Swahili, which makes the park important.

However, development of Mombasa is also important so no objection will be made for the bridge

construction. (NMK)

- Tourism on the Southern coast and Likoni has been restricted due to a weak connection with

Mombasa Island. Construction of the bridge is indispensable to the development of the Southern coast

and Likoni District. (A stakeholder)

(2) Land Acquisition for the Bridge Construction

- The Land Law was revised in 2012. However, there is a transitional period from the old version of the

law to a new one. The standards prescribed in the old law are still valid at this time. (NLC)

- No difficulty is foreseen in land acquisition for this project (KFS, Likoni District Commissioner)

- In Likoni, vendors around the Likoni Ferry jetty has been occupying the ROW. However, they have

been given tax certificates by MCG. Illegal occupants are also entitled to compensation under Kenyan

laws. The RAP should identify livelihood restoration measures for them. (KeNHA)

(3) Environmental and Social Considerations

- Ministry of the Environment approved the new environmental law in May 2014 and submitted it to the

national parliament. However, it has not been proclaimed yet, and the current law (the Environmental

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Management and Co-ordination Act, 1999) is still valid. (NEMA)

- Each county government has an Environmental Department, which is formulating environmental policy

under the County Government Act, and in consultation with NEMA. (NEMA)

- A proper balance is needed between preservation and development. It is preferred to conduct “Cultural

Impact Assessment” for Mama Ngina Park along with EIA. In addition, discussion is needed with

participating stakeholders of the park. (NMK) [“Cultural Impact Assessment” should assess the

potential impacts, negative and positive on the full range of cultural resources of an area, which may

result from proposed development or works or environmental trends; and the design of measures to

mitigate impacts which are unacceptable and maximize those which are beneficial.]

- Mombasa Beautify Project has been carried out by the county government, which aims to develop the

landscape of the park and Mama Ngina Drive. Coordination and harmonization of this project and the

bridge project are needed. (NMK)

- Fishermen could be affected by the construction and compensation is needed. (A stakeholder)

- Traders should be involved in construction and operation of the bridge. (A stakeholder)

4.4 Legal and Institutional Frameworks for Environmental and

Social Impacts

4.4.1 Legal Framework for Environmental and Social Impacts

(1) Environmental Laws

The primary environment law of Kenya is “The Environmental Management and Co-ordination Act 1999”

(EMCA) established in 1999 which came into force in 2000. In 2003, on the basis of the EMCA,

“Environmental (Impact Assessment and Audit) Regulation, 2003” (EIAAR) was enacted, which defines

implementation procedures of Environmental Impact Assessment (EIA) and Environmental Audit (EA), as

well as requirements for EIA licensing. After the enforcement of EMCA, EIAs prepared according to

EMCA have become indispensable documents to concerned authorities.

(2) Laws and Regulations Concerning the Proposed Project

Laws and regulations concerning the proposed project are shown in Table 4-3. As the Project is to construct

a new bridge in the coastal area, the following may be referred to during planning, construction and operation

phases.

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Table 4-3 Laws and Regulations Concerning the Proposed Project

1) Environmental Laws

Environmental Management and Coordination Act, 1999 Environmental conservation, general

environmental management

Water Act, 2002 (Cap. 372) Water resources conservation and management

Environmental Management and Coordination (Impact Assessment and

Auditing) Regulations, 2003, Legal Notice No. 101

Legal basis to undertake EIA

Environmental Management and Coordination (Air Quality)

Regulations, 2008, Draft

Air pollution abatement and control

Environmental Management and Coordination (Water Quality)

Regulations, 2006, Legal Notice No. 120

Environmental water quality criteria for water

usage and wastewater discharge limits

Environmental Management and Coordination (Waste Management)

Regulations, 2006, Legal Notice No. 121

Waste management and control

Environmental Management and Coordination (Conservation of

Biological Diversity and Resources, Access to Genetic Resources and

Benefit Sharing) Regulations, 2006, Legal Notice No. 160

Conservation of biological diversity and

resources, access to genetic resources and

benefits sharing

Environmental Management and Coordination (Noise and Excessive

Vibration) Regulations, 2009, Legal Notice No. 61

Noise and vibration control

Environmental Management and Coordination (Wetlands, River Banks,

Lake Shores and Sea Shore Management) Regulations, 2009, Legal

Notice No. 19

Wetlands, riverbanks, lakeshores and sea shore

management

Wildlife Conservation and Management Act (Cap 376), (1985) Revised

Edition 2009

Wildlife conservation and management

Public Health Act (Cap. 242) Maintain safe and healthy environment for land

development

Occupational Health and Safety Act (2009) Safety management of construction workers

The National Museums and Heritage Act (Cap 216) (2006), revised 2009 Requires cultural impact assessment studies

coordinated by the NMK to proceed the

development

The County Government Act, 2012 Legal basis for county governments to

establish environmental law.

2) Road/materials/utilities

Way Leaves Act (Cap. 292) Procedures for installing utilities on private

properties

The Mining Act (Cap. 306) Collection of gravel

Traffic Act (Cap. 403) Control of land use within ROW

Public Roads and Roads Access Act (Cap. 399) Public road development

Transport Licensing Act (Cap. 404) Transportation of materials

National Sand Harvesting Guidelines, 2007 Sustainable collection of sand and gravel

Legal Notice 73 of 31st May 2007 - Environmental Management and

Co-ordination Act (Controlled Substances) Regulations

Guidelines for handling and use of controlled

substances

Prevention of Pollution in Coastal Zone and other segments of the

environment regulations, 2003

Prevention of Kenya’s territorial waters and

land from pollution


(3) Necessity of EIA and Its Procedures

1) Necessity of EIA

EMCA stipulates the necessity to conduct an EIA. The Second Schedule of EMCA lists projects that

require an “Environmental License” prior to the commencement of the project. The proposed project falls

within the transportation category, which requires the project proponent to obtain an EIA license before the

commencement of the project.

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2) EIA Procedure

Figure 4-4 illustrates procedures for EIA.

Figure 4-4 EIA Procedures in Kenya

Source：NEMA, Environment Impact Assessment Guidelines and Administrative Procedures, 2002

There are two processes for the EIA licensing. Both flows begin by submitting a “Project Report” by project

proponents to NEMA for review. The project report serves as a project proposal describing the outline of the

project and the potential environmental impacts.

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a) Flow with a “Project Report” only

- Procedures: If NEMA assess the project has minor or little impact on the environment, an

“Environmental License” is issued, and the proponent can commence the project.

- Duration of the NEMA review: within 45 days (including Saturdays, Sundays, and holidays) after

receiving the project report

b) Flow requires full-scale EIA and submission of an EIA report

- Procedures: If NEMA see a necessity for further assessment based on the project report, the proponent

carries out a full-scale EIA study and submits that report to NEMA for approval.

- Duration of the NEMA review：within three months (including Saturdays, Sundays, and holidays) after

receiving the EIA report

Regardless of flows, only an “Environmental Impact Assessment Expert” certified by NEMA can prepare a

“Project Report”, conduct an EIA study and compile the EIA report to submit NEMA.

(4) Schedule and the contents of EIA and RAP

EIA and RAP of the proposed project will be prepared through a successive study that may fall within the

Japanese Fiscal Year 2015 (April 2015 to March 2016) or later. It may take six (6) months and one (1)

month for EIA and RAP respectively. EIA should include a sub-study on the ecosystem in a coastal zone

for assessing impact of the project and identify suitable mitigation measures accordingly. Since EIA/EA

2003 stipulates that stakeholder meetings be organized at least three time during an EIA study, the

stakeholder meetings should be held accordingly. In addition, field studies concerning the EIA and RAP

should be carried out with due consideration to the local situation, particularly the socio-political situation

of Likoni District.

1) Scope of Items to be presented in the EIA Study

The scope of items to be presented in the EIA study as follows according to Environment Impact Assessment

Guidelines and Administrative Procedures, 2002.

(a) a proposed location of the project,

(b) a concise description of the national environmental legislative and regulatory framework, baseline information,

and any other relevant information related to the project,

(c) the objectives of the project,

(d) the technology and processes to be used, in the implementation of the project,

(e) the materials to be used in the construction and implementation of the project,

(f) the products, by products and waste generated by the project,

(g) a description of the potentially affected environment,

(h) the environmental effects of the project including the social and cultural effects and the direct, indirect,

cumulative irreversible, short-term and long-term effects anticipated,

(i) alternative technologies and processes available and reasons for preferring the chosen technology and processes,

(j) analysis of alternatives including project site, design and technologies and reasons for preferring the proposed

site, design and technologies,

(k) an environmental management plan proposing the measures for eliminating, minimizing or mitigating adverse

impacts on the environment; including the cost, time frame and responsibility to implement the measures,

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(l) provision of an action plan for the prevention and management of foreseeable accidents and hazardous activities

in the cause of carrying out activities or major industrial and other development projects;

(m) the measures to prevent health hazards and to ensure security in the working environment for the employees and

for the management of emergencies,

(n) an identification of gaps in knowledge and uncertainties which were encountered in compiling the information,

(o) An economic analysis of the project,

(p) An indication of whether the environment of any other state is likely to be affected and the available alternatives

and mitigating measures; and such other matters as the Authority may require,

(q) Such other matters as the Authority may require.

2) RAP

EMCA and EIA/EA 2003 do not stipulate the preparation of a document to administrate land acquisition and

relocation. However, NEMA has been requesting submission of a RAP along with an EIA based on

regulations of the EIA/EA 2003 Clause 161 for example, to respond calls from donors for the RAP. In

addition, compliance with the RAP has become an incidental on acquiring an EIA licence. Nevertheless,

criteria to prepare the RAP, such as number of the PAP, and the review standard of NEMA are not yet set up.

Usually, issues of land acquisition and resettlement are discussed during stakeholder meetings during the

EIA study.

In Kenya, two land ownership systems co-exist: namely the traditional land ownership system such as

communal land, and that of the modern legal systems. In addition, Likoni is a stronghold of Islam culture

that has its own land ownership system based on Islamic law and custom. Operation of the Islamic land

ownership is not confirmed by this study. Accordingly, ownership and use rights of land and structures

requires further study, and the results of this should be incorporated into the RAP.

(5) Institutional Framework

Environment-related issues fall within the jurisdiction of the Ministry of Environment, Water and Natural

Resources (MEWNR). However, in 2001, GOK established the administrative structures to implement

EMCA 1999 as follows:

1) The National Environment Council (NEC)

The National Environment Council (the Council) is responsible for policy formulation and directions for

the purposes of EMCA 1999. The Council also sets national goals and objectives, and determines policies

and priorities for the protection of the environment.

2) The National Environmental Management Authority (NEMA)

Under EMCA 1999, the National Environmental Management Authority (NEMA) was created as the body

charged with overall coordination of environmental protection in Kenya. The role of NEMA, however, is

likely to change. EMCA is under review to align it to the requirements of the National Constitution 2010

and respond to emerging challenges in environmental management in Kenya. NEMA has already devolved

1 Clause 16: An environmental impact assessment study prepared under these Regulations shall take into account environmental,

social, cultural, economic, and legal considerations.

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some functions on Counties. NEMA Head Office still retains regulatory control over major projects

coordinating with respective County Offices. Under this arrangement, environmental matters including

licensing for projects will take place at the County or national level depending on the perceived

environmental risk. NEMA has 400 staff in total. Currently, local offices are in charge for EIA assessment

and issuing the licences.

3) Public Complaints Committee

Under EMCA 1999, a Public Complaints Committee has been established to provide an administrative

mechanism for addressing environmental harm. Membership of the Committee includes representatives

from the Law Society of Kenya, NGOs and business communities. The committee has the mandate to

investigate complaints relating to environmental damage and degradation. Complaints emanating from the

proposed project could be dealt with by this Committee.

4) Institutional framework under KeNHA

In the capacity of the implementing organization, KeNHA exercises jurisdiction over the overall technical

quality of the proposed project including EAI and RAP.

5) The Mombasa County Government

The County Government of Mombasa is formulating environmental laws under the County Government

Act in consultation with NEMA with which the proposed Mombasa Gate Bridge Project needs to comply.

4.4.2 Legal Framework for Land Acquisition and Resettlement

This section presents the major laws and regulations related to public lands and private property. As

described later in this section, the land-related legal system and its operation has been under restructuring

after enactments of the National Land Policy in 2009 and the Land Act in 2012. The study falls in a

transitional period from the previous 2003 Land Act to the new 2012 Land Act. According to the National

Land Commission (NLC), the old law and the attached regulations are still applied in handling land

acquisition. The end date of the transitional period is not set at the time of this study. For this reason,

adequate attention should be paid to the operation of land laws for ensuring smoother implementation of land

acquisition, resettlement, and payment of the compensation.

(1) Overview of the Land Related Laws

There are two streams of land ownership system of Kenya. One is “customary land” based on traditional

rules (customary laws), the other is “statutory land” based on a land ownership system stemming from the

British colonial period, which was legalised after independence. However, there is a high complexity

between land ownership and land use rights because of the historical background and interference from/ to

other groups. The land related laws and regulations have been subdivided into a number of laws so that there

are overlaps and conflicts among them. As a result, registration and management of land have become

unclear and ineffective, which causes many land disputes. Confusion over land ownership leads to either

under-development or over-development of the land resulting in deterioration of the environment. Having

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acknowledged this situation, GOK drafted the National Land Policy (NLP), which is the first land related

law of the country. The National Assembly finally approved the NLP in 2012 after a lengthy discussion.

Then GOK established several laws on land ownership. Procedures relating to land ownership (land tenure),

land property rights (property rights), and registration and transaction of land have been consolidated in the

new laws abolishing old laws. In 2013, the National Land Commission (NLC) was set up to manage public

land on behalf of the national and county governments.

(2) Legal Framework for Land Acquisition and Relocation

1) National Land Policy (NLP), 2007

This consists of measures and guidelines, which the government shall implement to achieve optimal

utilization and management of land, and from which laws governing land administration and management

shall be drawn. The NLP is to secure rights over land and provide for sustainable growth, investment and

the reduction of poverty in line with the Government’s overall development objectives. Specifically the

NLP shall offer a framework of policies and laws designed to ensure the maintenance of a system of land

administration and management. It also regulates the classification of land. Previous “Government Land”,

“Trust Land”, and “Private Land” are classified as “Public Land”, “Community Land” and “Private Land”.

Collective land ownership is incorporated into the “Community Land” category.

2) New Constitution 2010

In Article 21, the government and public institutions are obligated to meet the needs of women, elderly,

young people, ethnic minority, and particular ethnic, religious and cultural groups. Article 40 guarantees the

property rights and stipulates rapid and appropriate compensation for the expropriation of land. It also

prescribes that the compensation should include the market price of the equivalent land, relocation cost, and

top-up compensation. If the payment of compensation is delayed, interest based on the general practice rate

shall be paid too.

3) The Environment and Land Court Act, 2011

This prescribes procedures to solve land disputes in courts higher than the High Court. The courts have power

to hear and determine disputes relating to environment and land, including: (a) relating to environmental planning

and protection, trade, climate issues, land use planning, title, tenure, boundaries, rates, rents, valuations, mining,

minerals and other natural resources; (b) relating to compulsory acquisition of land; (c) relating to land

administration and management:

4) The Urban Areas and Cities Act, 2011

Article 36 requires each City and Municipality to formulate an Integrated Development Plan as the central

pillar of public administration of the city or municipality. This forms the basis for: (a) the preparation of

environmental management; (b) preparation of valuation rolls for property taxation plans; (c) provision of

physical and social infrastructure and transportation; (d) preparation of annual strategic plans for a city or

municipality; (e) disaster preparedness and response:

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5) The National Land Commission Act, 2012

This Act creates the NLC with jurisdiction over compulsory land acquisition in Kenya deifying role and

responsibility, and budget of the NLC. The NLC shall closely coordinate with the Ministry of Lands,

Housing and Urban Development (MLHUD) and relevant institution of county governments.

6) The Land Act, 2012

Section 107 identifies the NLC as the lead agency in land acquisitions. The same section provides the framework

for land acquisition. It also regulates land management system for the “Public Land”, the “Community Land”

and the “Private Land”.

7) The Land Registration Act, 2012

This Act regulates the system and procedures of land registration and land transaction, which shall be

applied to the new land classification: “Public Land”, the “Private Land” and the “Community Land”.

8) Five-year National Strategic Plan 2013-2018, the National Land Committee, 2013

This plan is like the 5-year guideline for implementation of the National Land Policy. The following issues

shall be addressed: i) Public land administration and management, ii) National land information

management system, iii) Land dispute and conflict resolution, iv) sustainable management and use of land

and natural resources, (v) Institutional development and management.

(3) Institutional Framework of Land Management

Figure 4-5 shows institutional framework of land management presented in the NLP.

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Figure 4-5 Institutional Framework of Land Management

Source: the Ministry of Lands, Housing and Urban Development,

Sessional Paper No.3 of 2009 on The National Land Policy, (2009)

4.5 Measures to be taken by the Kenyan Side

EIA study and preparation of RAP

As referred in “4.4.1. (3) Necessity of EIA and Its Procedures”, an EIA study including sub-survey on the

undersea ecosystem and RAP preparation is required for the proposed project. It is expected to organise

stakeholder meetings at least three time from the planning phase to the approval phase of the EIA. The

purpose of the meetings would be to explain the Project plan and incorporate the views of the stakeholders

into the Project Plan.

Securing the Land, timeframe and budget, for the Project

NMK required that “Cultural Impact Assessment” should be carried out along with the EIA study. Having

considered requests to incorporate Swahili culture into the bridge design and to harmonize the park and

the bridge, conducting the assessment may help a successive study to respond to these requests The

schedule should be well thought out to handle such requests. As the number of the PAP and their

house/shops is not small, a substantial amount of compensation may be required. In the light of this,

enough budget should be secured.

Chapter 5 Financial and Economic Evaluation

5-1

5.1 Estimated Project Cost

5.1.1 Base Conditions

(1) Date of the Cost Estimate

The date of the cost estimate was November 2014 when the field survey was conducted.

(2) Exchange rate

1) Duration for exchange rate calculation

Exchange rates for currencies are calculated as the average rate over three months backwards from January,

2015.

Duration for exchange rate calculation: 01 November, 2014 ~ 31 January, 2015

2) Currency, rate, and source

Local and Foreign currencies for the project cost estimate are as follows. US Dollar is the key currency.

Local Currency: Kenya Shilling 1KSh = 1.322Yen (OAND’s TTS rate)

Foreign Currency: Japanese Yen

Key Currency: US Dollar 1USD =119.06Yen (Tokyo-Mitsubishi UFJ’s TTS rate)

5.1.2 Construction Cost Estimate

(1) Construction Work Cost

The construction work cost is estimated by multiplying quantities of the following construction items by

their unit rates. The unit rates adopted for the different type of works are derived from both local and

Japan’s road & bridge construction experience.

Work Contents

Preparatory &

Temporary Works:

Contractor’s sundry expenses (Travel charge, Overseas allowance, Accommodations, Vehicles,

Workers’ canteen & toilet), HIV/AID program, Environmental monitoring, Owner’s office, Traffic

control, Temporary facilities (Access roads, yards, jetties), Mobilization & demobilization, etc.

Main Bridge: Substructure, Foundation, Bridge shoe, Adjoining facilities, Bridge accessories, Bridge surface

water-proofing & pavement, etc.

Loop Bridge: ditto

Approach Viaduct: ditto

Approach Road: Demolition of existing pavement, Earthworks, Subgrade & Embankment, Subbase and Base

Courses, Asphalt Paving, Drainage, Retaining walls, Road accessories

The contractor’s indirect costs (such as overhead & profit, site engineers’ expenses, site office, etc.) are

assumed to be 30% of direct costs and are included in the construction cost estimate.

(2) Consulting Service Cost

Consulting services for the project comprise mainly of the following: (a) feasibility study, (b) detailed

design, (c) tender assistance, (d) construction supervision, (e) defect liability inspections. The consulting

service cost in this Report relates solely to the costs of (b), (c), (d) and (e). This cost is estimated on the

basis of Cost-Based Estimates (multiplying cost items’ quantities by their unit rates).

5-2

(3) Contingencies

A price contingency and a physical contingency are considered in the cost estimate.

The price contingency is calculated considering average consumer price index of over five years, from

2010 to 2014, based on data from the World Bank.

Kenya’s consumer price index: 5.7% per year

Japan’s consumer price index: 0.4% per year

The physical contingency for the construction work cost is estimated at 10% of the sum of base cost and

price contingency, and for the engineering service cost this is assumed to be 5% of the sum of base cost

and price contingency for these services.

5.1.3 Project Cost

In addition to the above-mentioned construction costs, the costs to be borne by the Kenyan side as

described below are included in the project cost.

(1) Utility Relocation

The Kenyan side will be responsible for the relocation of utilities, such as water pipelines, power poles,

and overhead power cables before the commencement of the construction work. Necessary costs for these

relocations are included in the project cost. A physical contingency for the utility relocations is estimated at

5% of the sum of base cost and price contingency.

(2) Land Acquisition

Costs for the land acquisition are categorized as follows and are included in the project cost.

Acquisition cost of land

Compensation for Houses & Shops

Compensation for Trees

(3) Administration Cost

The project administration cost to be borne by the Kenyan side is estimated to be 2% of the above

mentioned costs including contingencies.

(4) Tax

Taxes are not included in the project cost on the assumption that taxes and duties arising from the

implementation of the project are to be exempted.

(5) Project Costing

A summary of the project cost is shown in Table 5-1 and details of the construction cost are shown in

Appendix 1.

5-3

Table 5-1 Summary of the Project Cost

Cost Items

Project Cost

LC

(Million KSh)

FC

(Million Yen)

Total

(Million Yen)

A. YEN LOAN PORTION

I) Construction (Base Cost) 6,850.7 32,538.4 41,594.6

Preparation & Mobilization 563.9 3,368.0 4,113.4

Main Bridge (Arch) 2,700.0 18,901.0 22,470.0

Loop Bridge (PC Hollow Slab) 2,881.9 9,235.0 13,044.9

Approach Viaduct 482.2 1,034.0 1,671.5

Approach Road 222.7 0.4 294.8

II) Consulting Services (Base Cost) 906.1 1,882.1 3,080.0

III) Contingencies 5,603.2 4,590.9 11,998.3

Price Contingency for Construction 4,010.4 1,080.1 6,381.8

Physical Contingency for Construction 1,086.1 3,361.9 4,797.7

Price Contingency for Consulting Services 439.4 52.2 633.1

Physical Contingency for Consulting Services 67.3 96.7 185.7

Total A (I+II+III) 13,360.0 39,011.4 56,672.9

B. KENYA PORTION

a Construction (Base Cost) 9.7 0.0 12.8

Utility Relocation 9.7 0.0 12.8

b Land Acquisition 844.4 0.0 1,116.4

Acquisition cost of land 450.1 0.0 595.1

Compensation for Houses & Shops 373.3 0.0 493.5

Compensation for Trees 21.0 0.0 27.8

c Administration Cost (2%) 284.4 780.2 1,156.2

d Import Tax (To be exempted)

e VAT (To be exempted)

f Contingencies 4.4 0.0 5.8

Price Contingency for Construction 3.1 0.0 4.1

Physical Contingency for Construction 1.3 0.0 1.7

Total B (a+b+c+d+e+f) 1,142.9 780.2 2,291.2

Grand Total (A+B) 14,502.9 39,791.6 58,964.1


5.1.4 Material and Equipment procured from Japan

In accordance with “Terms and Conditions of STEP Yen loan, October 2006”, procurement ratios of

Japanese “Goods only” and “Good and Services” are calculated as shown in Tables 8-2 and 8-3

respectively.

5.1.5 Operation and Maintenance Cost

Necessary annual operation and maintenance costs of the project have been estimated on the basis of work

items and their frequencies as listed in Table 5-2.

5-4

Table 5-2 Annual Operation and Maintenance Costs

Items Works frequency O&M Cost

(Million KSh/yea)

Inspection

&

Cleaning

Cleaning of road & bridge surface daily 5.1

Inspection/cleaning/touching-up bridge rails, etc. 6 times a year 1.2

Inspection/cleaning/touching-up street lighting poles, etc. 6 times a year 1.4

Inspection & patching pot-holes on road & bridge surface twice a year 1.2

Inspection & cleaning drains on road & bridge surface ditto 0.8

Cleaning expansion joints once a year 0.4

Inspection of the bridge shoes ditto 0.6

Inspection of steel bridge painting ditto 1.2

Periodic

Maintenance

Repavement of road & bridge surface every 10 years 9.7

Maintenance of ditches ditto 0.5

Re-painting bridge rails & steel elements ditto 0.4

Cleaning & re-painting bridge shoes ditto 0.8

Maintenance of expansion joints ditto 0.4

Total re-painting of steel bridge surface every 30 years 14.9

Total 38.6


5.2 Preliminary Economic Analysis

5.2.1 Economic Analysis

(1) General

Economic evaluation of the Project is performed by analyzing the costs and benefits. The Project cost

related data are derived from detailed cost estimates as described in Section 5.1. Similarly, benefits related

data are calculated based on the secondary data (i.e. previous reports, information from the concerned

agencies, etc.).

a) Cash-Flow Items (Costs and Benefits)

It is noteworthy that various kinds of direct (tangible) and indirect (intangible) social and economic

benefits will arise in the Project area as well as in surrounding area after completion of the target bridge

construction. However, there is no straightforward method for quantifying all of these indirect benefits into

monetary terms. Therefore, only the following costs and benefits are considered for the economic

evaluation despite the fact that there are several other indirect benefits as well. The assumed costs and

benefits stream are shown in Table 5-3.

5-5

Table 5-3 List of Costs and Benefits

Cost Components

1. Detailed Design Cost

2. Construction Cost

3. Project Administration Cost

4. Land Acquisition Cost

5. Operation and Maintenance Cost

Benefit Components

1. Saving in Vehicle Operation Cost (Bridge Vs Ferry)

2. Saving in Travel Time Cost (Bridge Vs Ferry)


b) Project Implementation Plan

A detailed project implementation plan and its schedule are described in Chapter 6. The Project

implementation schedule, on which the economic analysis is based, is shown in Table 5-4.

Table 5-4 Project Implementation Schedule

Particulars 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025

METI Pre-F/S


Appraisal Mission

Exchange of Note & Loan Agreement

Selection of Consultant for DD & CS

Detailed Design & Preparation of

Tender Documents


Construction

Note: The evaluation period is assumed 30 years after opening traffic to public (2025 to 2054).


c) Evaluation Scenarios / Cases

The following “without case” and “with case” scenarios have been adopted for the economic analysis.

Table 5-5 Evaluation Scenarios / Cases

Scenario / Case Main Project Components

Main Bridge Loop Bridge

Case 0 Without Project - -

Case 1 With Project Arch Bridge PC Hollow Slab


5-6

d) Economic Indicator

Three (3) types of indicators are used for examining the economic viability of the Project as shown below:

(i) Net Present Value (NPV)

(ii) Benefit Cost Ratio (BCR)

(iii) Economic Internal Rate of Return (EIRR)

(2) Economic Costs and Benefits Calculation

1) Economic Costs

The economic cost estimates are presented in Section 5.1. The results of the economic cost estimates are

used for economic analysis of the Project. The following assumptions are made for the economic analysis.

Escalation factor Price escalation is not taken into account for construction cost, land

acquisition cost, and operation & maintenance (O&M) cost.

Tax, import duty and subsidy Value Added Tax (VAT), import duty, and government’s subsidy are excluded

from the cost.

Standard conversion factor Standard conversion factor of 0.85 is applied to the price of non-tradable

goods and services.

Land acquisition cost The land acquisition cost is considered in cash flow as the Project cost.

O&M Cost The O&M cost is assumed 3% of the construction cost.

The summary of costs is presented in Table 5-6.

Table 5-6 Economic Cost

SN Cost Component (USD) Amount (USD)

1 Construction Cost

A. Foreign Cost 384,298,068

B. Local Cost 7,274,716

Sub-Total 391,572,784

2 Consulting Service Cost 27,162,832

3 Land Acquisition Cost 9,375,918

4 O&M Cost (3% of Construction Cost) 352,415,506


2) Economic Benefits

a) Direct / Tangible Benefits

The saving in road users cost (i.e. operation cost and travel time cost) by comparing vehicle operations

using the ferry as opposed to the bridge) are considered as tangible benefits for the economic analysis of

the Project.

b) Saving in Operating Costs

To calculate tangible benefits for the economic analysis of the Project, vehicle operating costs (VOC) and

the ferry operating costs (FOC) are both considered as savings in the overall operating costs.

5-7

Ferry Operating Costs

The ferry operating cost is calculated based on the operating cost data provided by the Kenya Ferry Service.

A summary of the ferry operating cost between Mombasa and Likoni is shown in Table 5-7.

Table 5-7 Ferry Operating Cost (2014/2015)

SN Vessel Type Daily Traffic (No. of Trip) Annual Operation Cost (USD)

1 Mv* Harambee

180 (90×both direction) 12,610,092

2 Mv Nyayo

3 Mv Kilindini

4 Mv Likoni

5 Mv Kwale

*Mv: Motorized vessel

Source: Kenya Ferry Service, 2014

Vehicle Operating Costs

Vehicle operation costs (VOC) have been estimated based on the vehicle operating costs estimated in the

Preparatory Survey on Mombasa City Road Development Project implemented by JICA in 2011. VOC for

the year 2011 is projected to the year 2014 using the Consumer Price Index (CPI) of Kenya between 2011

and 2014.

Table 5-8 Consumer Price Index (CPI) of Kenya (2011 -2014)

Base Period February, 2009 = 100

Year CPI Inflation Rate (%) Remarks

2008 92.36 15.09

2009 102.10 10.62

2010 106.26 4.10

2011 121.17 14.0

2012 132.53 9.6

2013 140.11 5.7

2014 148.85 7.0 Up to the 3rd quarter

Source: Kenya National Bureau of Statistics (KNBS)

The VOC for the year 2014 for a vehicle speed of 40km/hr is shown in Table 5-9. The VOC by vehicle

speed for various speed is shown in Figure 5-1.

Table 5-9 Vehicle Operation Cost (2014)

SN Vehicle Type Speed

(km/hr)

Operation Cost

(USD /Vehicle-km) Remarks

1 Car 40 0.583

2 Matatu 40 0.545

3 Light Truck 40 0.682

4 Medium Truck 40 0.967

5 Heavy Truck 40 1.723

6 Bus 40 0.806

Source: JICA Preparatory Survey on Mombasa City Road Development Project, 2011

5-8

Figure 5-1 Vehicle Operation Cost by Vehicle Type


c) Saving in Travel Time Cost

The saving in travel time cost is calculated by projecting travel time cost estimated in the Preparatory

Survey on Mombasa City Road Development Project implemented by JICA in 2011. Travel time cost for

the year 2011 is projected to the year 2014 using the Consumer Price Index (CPI) of Kenya between 2011

and 2014.

The saving in travel time cost is calculated based on the following three conditions:

Reduction in travel time of all traffic which will shift from the ferry to the bridge

Reduction in travel time of 50% for walking passengers who will use Matatu instead of the ferry

(assumption made in travel demand forecasting)

Reduction in travel time of 42% for traffic which will shift from the Mombasa southern bypass to the

Likoni bridge (computed based on the traffic distribution)

Travel time and cargo time costs by vehicle type are shown in Table 5-10.

5-9

Table 5-10 Travel Time Saving (2014)

Passenger Travel Time Cost Cargo Time Cost

Car Matatu Light

Truck Bus

Medium

Truck

Heavy

Truck

Hourly Income in 2014 229.32 16.11 115.28 16.11 86.77 86.77

Average Occupancy 3 13 3 48 2 2

Share of Work Trip 69 95 96 84 96 100

Share of Shopping & Leisure 29 4 3 16 3 0

Time Value per Vehicle (KSh) 529.29 203.29 375.59 711.51 - -

Time Value per vehicle (USD) 5.95 2.28 4.21 8.00 - -

Cargo Cost (USD/km) - - 0 - - -

Vehicle KM - - 60,000 - 80000 60000

Yearly Cargo Cost

(USD-Veh.-km)

- - 0 - 4289.14 3216.80

Yearly Running Hours (hrs) - - 1300 - 2500 3500

Hours (USD) - - - - 1.72 0.92

Average Load Factor (T/Veh.) - - - - 2.00 10.00

Cargo Time Value (USD) -- - - - 3.43 9.19


Average waiting time at each side of the ferry terminal is estimated as 30 minutes. The ferry travel time

including boarding and de-boarding / alighting is estimated at 30 minutes. The travel time cost for the ferry

service is calculated considering both waiting time and the ferry travel time.

d) Summary of Benefits

The total benefits are calculated based on unit VOC and travel time saving by taking account of traffic

demand forecast.

5-10

Table 5-11 Summary of Benefits

Year Travel Time Cost Saving

(USD)

VOC Saving

(USD)

Total Benefit

(USD)

2014 - - -

2015 - - -

2016 - - -

2017 - - -

2018 - - -

2019 - - -

2020 - - -

2021 - - -

2022 - - -

2023 - - -

2024 - - -

2025 89,533,397 26,870,639 116,404,036

2026 93,138,720 27,949,758 121,088,478

2027 96,887,560 29,072,077 125,959,637

2028 100,821,539 30,241,638 131,063,177

2029 104,924,736 31,456,165 136,380,901

2030 70,840,701 27,789,089 98,629,789

2031 74,229,784 27,961,466 102,191,250

2032 77,971,515 28,201,200 106,172,715

2033 82,027,045 28,491,687 110,518,732

2034 86,443,521 28,839,652 115,283,173

2035 91,332,241 29,263,517 120,595,758

2036 94,924,921 30,788,761 125,713,682

2037 98,713,803 32,408,321 131,122,124

2038 102,787,700 34,148,731 136,936,430

2039 107,078,835 35,990,862 143,069,697

2040 111,717,738 37,968,587 149,686,325

2041 116,649,515 40,074,481 156,723,996

2042 121,944,229 42,330,305 164,274,534

2043 127,618,713 44,741,343 172,360,056

2044 133,766,724 47,330,255 181,096,978

2045 157,290,172 64,946,746 222,236,918

2046 167,421,520 68,705,804 236,127,324

2047 177,560,921 72,515,804 250,076,725

2048 189,956,553 76,915,001 266,871,554

2049 202,454,944 81,385,241 283,840,185

2050 215,884,026 86,127,093 302,011,118

2051 230,264,624 91,151,547 321,416,171

2052 245,754,255 96,485,891 342,240,146

2053 262,265,604 102,127,097 364,392,701

2054 281,756,477 104,928,674 386,685,150

Total 3,832,205,555 1,403,024,853 5,235,230,408


5-11

3) Economic Analysis

The economic analysis is conducted using a 12% discount rate for all cases. The result of the economic

analysis for various scenarios is shown in Table 5-12.

Table 5-12 Economic Indicators

Economic Indicators

NPV

(USD) BCR

EIRR

(%)

163,277,822 1.71 18.42


4) Sensitivity Analysis

As the economic analysis is based on the aforementioned assumptions, a sensitivity analysis is conducted

to examine the sensitivity in the economic indicators if the costs and benefits fluctuate in the range of +/-

10%. The result of the sensitivity analysis is shown in Table 5-13.

Table 5-13 Result of Sensitivity Analysis

Cost

Benefits

Cost +10% Base Case Cost -10%

Economic Indicators Economic Indicators Economic Indicators

NPV (USD) BCR EIRR

(%)

NPV

(USD) BCR

EIRR

(%)

NPV

(USD) BCR

EIRR

(%)

Benefits +10% 179,605,604 1.71 18.42 202,610,849 1.88 19.76 225,616,094 2.09 21.32

Base Case 140,272,577 1.55 17.41 163,277,822 1.71 18.42 186,283,067 1.90 19.91

Benefits -10% 100,939,550 1.40 15.81 123,944,795 1.54 17.01 146,950,040 1.71 18.42


Chapter 6 Planned Project Schedule

6-1

6.1 Implementation Schedule

If the project is to be implemented with a Japanese Yen loan, the implementation steps will be as follows,

with an assumed time schedule as shown in Table 6-1.

(i) Loan Request

(ii) JICA Preparatory Survey (Appraisal Mission)

(iii) Exchange of Notes & Loan Agreement

(iv) Selection of Consultant

(v) Consulting Service (Detailed Design & Tender Documents, PQ, Tender, Evaluation,

Contract Negotiation, Construction Supervision)

* Acquisition of land, relocation of houses & shops and utility relocation by Kenyan side

(vi) Construction

Prior to “(vi) Construction” and in parallel with “(v) Consulting Service”, the Kenyan side is to undertake

land acquisition, resettlement of houses and shops and relocation of utilities.

Table 6-1 presents the implementation schedule from the present time, provided that the Government of

Kenya requests implementation of the project.

Table 6-1 Project Implementation Schedule


2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025

Loan Request


Appraisal Mission

Exchange of Notes & Loan Agreement

Selection of Consultant

Detailed Design & Tender Documents


Construction Supervision

Land Acquisition

Utility Relocation

Construction

Preparation & Mobilization

Main Bridge (Arch)

Loop Bridge (PC Hollow Slab)

Approach Viaduct

Approacg Road

Cleaning, Demobilization & Inspection

Note: The above schedule will be applied in a case the Government of Kenya requests implementation of this project and JICA accepts it.

Chapter 7 Implementing Organization

7-1

7.1 Outline of the Project Implementing Agency

The implementing agency of the Project is Kenya Road Authority (KeNHA) which is established under the

jurisdiction of the Ministry of Transport and Infrastructure. KeNHA is in charge of construction, operation

and maintenance of trunk roads in Kenya. The organization chart of KeNHA is shown in Figure 7-1. The

number of staff of KeNHA is shown in Table 7-1. Large road projects with financial assistance from

donors are usually handled by the Department of Special Projects of KeNHA. The organization chart of the

Department of Special Projects is shown in Figure 7-2. Ten (10) regional offices belong to KeNHA. The

regional offices provide local assistance for road projects and implement operation and maintenance of the

roads under instructions from the Central Office of KeNHA. The organization chart of a regional office is

shown in Figure 7-3.

Figure 7-1 Organization Chart of KeNHA

Source: KeNHA

Table 7-1 Numbers of Staff of KeNHA

Department / Section Manager/Engineer/Assist. Eng. Total Staff

Planning and Environment Department 15 22

Design and Construction Department 33 51

Maintenance Department 15 36

Special Project Department 14 20

Finance Department 3 10

Audit Section 1 6

Quality Assurance Section 5 5

Human Resource Management Section 7 29

Information Communication Tech. Sect. 1 4

Procurement Section 6 21

Legal & Corporate Affair Section 1 4

Source: KeNHA

7-2

Figure 7-2 Organization Chart of Department of Special Projects

Source: KeNHA

Figure 7-3 Organization Chart of Regional Office

Source: KeNHA

7-3

7.2 Project Implementation Organization

The Project is to be handled by the Department of Special Project of KeNHA. The Coast Regional Office

of KeNHA is to provide support to the Project implementation such as coordination with concerned parties.

The land acquisition necessary for the Project is to be undertaken by the KeNHA RAP Implementation

Team under coordination with the RAP Implementation Committee that is composed of representatives

from the concerned parties. The implementation organization of the Project is shown in Figure 7-4.

Figure 7-4 Proposed Implementation Organization of The Project

Source: KeNHA

7.3 Evaluation of Capacity of the Project Implementing Agency

(1) Technical Capability

As shown in Table 7-1, adequate numbers of managers/engineers/assistants are available within KeNHA,

who have completed a number of major road and bridge projects. However KeNHA has no experience of

large steel bridge construction projects, and to enable the project to be implemented technical assistance

and transfer from Japanese consulting engineers in construction and operation and maintenance of the

project will be required. The aspects of the Project to be undertaken by KeNHA and their capability are

shown in Table 7-2.

7-4

Table 7-2 Undertakings to be carried out by KeNHA and Their Capacity


Procurement of Consultant Adequate

Procurement of Contractor -ditto-

Allocation of K. Shilling Portion -ditto-

EIA Study -ditto-

Land Acquisition -ditto-

Resettlement -ditto-

Environmental Monitoring -ditto-

Construction Supervision -ditto- Consultant extends OJT on new works.

Operation and Maintenance Experience in the maintenance

of steel bridges is not adequate.

Training of maintenance is to be included

in the construction supervision.


(2) Financial Capability

The amount of payments for road projects undertaken by KeNHA in 2012 and 2013 are shown in Table 7-3.

According to the table, KeNHA implemented road projects costing approximately KSh 20 billion annually.

However, KeNHA’s financial obligation to this project would be approximately KSh 250 million per

annum representing approximately 1.3% of the annual road project cost of KeNHA. On this basis, KeNHA

is capable of handling this project financially.

Table 7-3 Amount of Payment for Road Projects made by KeNHA (Unit: Million KSh)

Project 2012 2013

GOK Donor GOK Donor

Northern Corridor Trans. Imp. Project 3,031 5,428 2,735 6,577

East African Trade and Transp. Facl. Project 10 53 174 580

Nairobi-Thika Hwy Dvlp Project 7,119 7,611 1,135 5,919

Nairobi Southern Bypass - 4,386 291 1,462

Kisumu Northern Bypass - - 2,861 -

Kenya Transport Sector Support Project - - 84 154

National Urban Transport Improv’t Project - - 85 -

Mombasa Southern Bypass - - 104 573

Other GOK Development Project 10,940 2,692 14,654 5,983

Total Payment 21,100 20,170 19,266 21,248

Note: Amount of GOK means payment from KeNHA

Source: KeNHA

Chapter 8 Advantages of Japanese Construction

Technologies

8-1

8.1 Competitiveness of Japanese Construction Technologies in the

International Market

8.1.1 Characteristics of the Project

The Project site is located at a 500m width channel being the entrance to Mombasa Port. At the present

time vehicles are required to queue for long periods at the jetty whilst waiting for the existing Likoni Ferry

due to the fact that traffic crossing the harbor exceeds the capacity of this ferry. However, there is no

alternative to the Likoni Ferry in order to cross the channel. Furthermore, the Master Plan for the Mombasa

Special Economic Zone Project includes the construction of a port in Dongo Kundu and the Master Plan

for the Mombasa Gate City Project will start in early 2015. As a result of this traffic demand in the area

will increase. Construction of the Mombasa Gate Bridge was recommended in the Mombasa Draft

Physical Development Master Plan for Mombasa in 1971. The target bridge will have a beneficial effect on

the development of Mombasa, so early completion of the target bridge is critically needed.

The preferred superstructure type for the target bridge is a three span steel arch half-through bridge after

comparison of alternative schemes taking account of environmental impact, construction cost, operation

and maintenance, and appearance. The foundations for the main bridge would be steel pipe sheet pile

foundation as opposed to alternative arrangements having regard to considerations of constructability and

construction cost. The approach bridges are divided into 2 sections comprising an approach section and a

loop bridge section to minimize social and environmental adverse impacts. The superstructure of the

approach bridge has been selected to be PC-concrete slab after consideration of alternative arrangements

from the aspects of construction cost and operation and maintenance cost.

Steels for Bridge High Performance Structure (hereinafter referred as “SBHS”) is one of the outstanding

Japanese construction technologies. Applying this technology to the superstructure of the main bridge both

reduces the construction cost and the construction period, and gives functional beauty to the appearance of

the bridge. Steel Pipe Sheet Pile Foundation (hereinafter referred as “SPSPF”) is another example. Using

this type of foundation for the main bridge will further reduce the construction cost and the construction

period. Accordingly, these Japanese construction technologies allow the construction of long span bridges

with less cost within a shorter period, while providing a distinctive appearance. Applying Japanese

technologies to this Project is indispensable.

8.1.2 Japanese Technology for the Superstructure

(1) Technology of Fabrication and Erection Work of Steel Bridge

The steel arch half-through bridge planned for the Project requires high technology and experience

including the structure design, steel material, fabrication at workshop, construction planning, erection

equipment and construction management. In order to fabricate each member precisely, it is necessary to

possess a design computer and shop drawing system connected with fabrication equipment online. In

addition, construction experience and the management capability to undertake a lifting erection method of

8-2

large structural components will be required, including the planning and procurement for large jacking

equipment and a measurement control system during the erection work. Japanese companies have

extensive experience of successfully undertaking similar steel bridges, and are ranked in the highest level

in the world in this field. Moreover, Japanese companies have a reputation for high reliability in terms of

quality, safety, and management of construction works. Therefore, their participation in this bridge

construction project is considered necessary.

(2) Steels for Bridge High Performance Structure (SBHS)

Japanese steel material is superior in weldability during the fabrication of steel members and achieves

weight saving by high strength, and it is adaptable and suitable for the Project. Japanese steel

manufacturers have the highest level of quality and reliable supply in the world. SBHS is prescribed in JIS

G3140, and has been adopted in Japan at many locations. Accordingly it will be suitable for this Project.

Picture 8-1 Actual Adoption case of SBHS (Left Tokyo Gate Bridge, Right Nagata Bridge)

Source: Nippon Steel & Sumitomo Metal Corporation

The characteristics of SBHS are high intensity, high ductility and high weldability compared with

conventional steel under the Thermo-Mechanical Control Process during the manufacturing of steel.

Research and development of SBHS and bridge construction using SBHS are advanced in Japan, USA, and

Korea.

At the present time steel manufacturers in Japan have the latest equipment for the Thermo-Mechanical

Control Process. The performance (intension, toughness, and weldability) of the SBHS which is

manufactured in Japan is highest in the world.

It can reduce the steel plate thickness since intensity and toughness are higher than other steels. Moreover,

the result of the reduction of the steel plate thickness leads to a reduction in construction cost of the

substructure.

8-3

Figure 8-1 Higher-Strength and Without Reduction of Strength by Thickness Increase


Reduction of alloy in the steel realized reduction of welding work processes, reduction of preheating of the

steel and high weldability of the steel It leads to a reduction in the construction cost. Improvement of

weldability enables a change at joint structures from high-tension bolt (hereinafter referred as “HTB”) to

welding leading to further cost savings since welding is cheaper than HTB. In addition, welding improves

the appearance of the jointed steel.

Applying Japanese SBHS leads to a reduction in construction cost. Applying SBHS and the subsequent

reduction in construction cost will achieve sufficient international competitiveness in this bridge

construction project.

Figure 8-2 Abbreviation of Preheating before Welding and Reduction in Number of Welding Passes


8-4

Picture 8-2 Improvement of Joint Appearance by Changing to Site Welding from HTB


8.1.3 Substructure

(1) Steel Pipe Sheet Pile Foundation (SPSPF)

The foundations for the substructure are planned to be constructed in water for the Project. To construct the

foundation in water, SPSPF is superior to other types of foundation in constructability and construction

cost. Steel pipe sheet pile provides a dry area for working to construct the footing of the concrete pier. The

method of SPSPF is shown in Figure 8-3.

Figure 8-3 Method of Steel Pipe Sheet Pile Foundation (SPSPF)


8-5

Picture 8-3 Pipe – Pipe (P-P) Joint of SPSPF


Picture 8-4 Automatic Welding of Stud Reinforcing Bar for Connection between Top Slab and Steel Pipe

Source: Nippon Steel & Sumikin Engineering Co., Ltd.

SPSPF is a Japanese original construction technology. Characteristics of SPSPF are shown below:

Applicable to deep water and soft ground by unified multiple piles

Short construction period and relatively low construction cost compared to other methods

High stiffness and high supporting based on unified multiple piles connecting steel piles and minimal

effect to the natural environment

Rational construction using unified multiple piles for cofferdam during construction stage

Applicable to deep water foundation because of high stiffness, high durability and superiority of

resistance against the water pressure caused in temporary cofferdams

High resistance to earthquake

Japanese contractors have construction experience of SPSPF in more than 2000 cases. SPSPF is applied to

the foundation of the target bridge, embankment flood control, and the foundation of harbors, etc. SPSPF

was used in Japanse ODA projects such as Cambodia/Friendship Bridge, Zambia/ Chirundu Bridge,

8-6

Filipina / Second Magsaysay Bridge, Vietnam/ Nhat Tan Bridge and South Sudan/ New Bridge across the

River Nile.

Figure 8-4 Construction Cases of SPSPF in Japan


8.2 Construction Material and Equipment procured from Japan

Since it is assumed that the Project is eligible for a STEP Yen loan, procurement ratios of Japanese “Goods

only” and/or “Goods and Services” are estimated below.

8.2.1 Japanese” Goods only”

In this Project, a large number of Japanese goods are required to be used in the construction of the

substructure and superstructure of the main bridge (steel bridge).

Goods procured from Japan or Japanese manufacturers located in other developing countries are as follows:

Substructure of the main bridge (i)

(ii)


(main material of steel pipe sheet pile foundation)

NS stud bar

(essential material for the said foundation)

Superstructure of the main bridge (iii) Bridge High Performance Steel (SBHS)

Specific items of Japanese goods and their quantities required to be procured are shown in Table 8-1.

Based on this table the procurement ratio of Japanese goods accounts for about 28% of the construction

cost (base cost).

Nu

mb

er

of R

esu

lts

Year

Rectangle

Ellipse

Circle

8-7

Table 8-1 Procurement Ratio of Japanese “Goods only”

Goods Remarks Unit Quantity Unit Rate

(thousand yen)

Amount

(million yen)

Steel pipe sheet pile φ1500, P-P junction m 6,780 281 1,905

NS stud bar

ton 48.3 752 36

Main bridge steel SBHS & other steel ton 12,814 754 9,662

Total amount Japanese goods (1)

11,603


41,595

Procurement ratio of Japanese “Goods only” (3) = (1) / (2) %

27.9%

Note: The proportion of SBHS steel to the total steel quantity is assumed to be approx. 50%.


8.2.2 Japanese “Goods and services”

The works for the substructure and superstructure of the main bride using the above mentioned Japanese

goods are able to be implemented by advanced technologies and/or know-how (including equipment,

construction management, quality control and schedule management) of Japanese firms. Table 8-2 presents

specific items and the quantities of these Japanese advanced technologies. The procurement ratio of goods

and services becomes about 33% of the construction cost (base cost).

Table 8-2 Procurement Ratio of Japanese “Goods & Services”

Goods and Services Unit Quantity Unit Rate

(thousand yen)

Amount

(million yen)


foundation works

Steel pipe sheet pile material m 6,780 281 1,905

NS stud bar material m 48.3 752 36

Works no. 1 1,916,000 1,916

Main bridge steel

works

Main Bridge steel

(SBHS & other steel) ton 12,814 754 9,662

Total amount of Japanese goods & services (1)

13,519


41,595

Procurement ratio of Japanese “Goods & Services” (3) = (1) / (2) %

32.5%

Note: The proportion of SBHS steel to the total steel quantity is assumed to be approx. 50%.


8.3 Measures to Promote Japanese Construction Technologies

Experience of STEP Yen Loan in Kenya’s transportation sector is limited to one project, namely the

Mombasa Port Development Project. Accordingly, the Japanese Embassy, JICA, Japanese consultants,

Japanese construction companies and other companies should continue to explain the advantages of a

STEP Yen Loan to GOK to provide them with a better understanding of it.

Supply and processing of steel for the superstructure are to be procured as Japanese construction

technologies. Moreover, steel pipe sheet pile foundation for construction of the substructure is to be

8-8

procured as a Japanese original construction technology as well. By adopting these Japanese construction

technologies, the construction cost and the construction period will be reduced and the appearance of the

bridge will be improved. Furthermore, the Project site is located in the vicinity of a ferry route and a major

shipping route where safety management will be important. Japanese contractors have extensive safety

management capabilities.

To construct the target Bridge with applied Japanese construction technologies will require an experienced

Japanese contractor. The participation of a Japanese contractor that has the necessary experience in

technical assistance, materials supply and construction technology is indispensable to undertake a Project

that utilizes Japanese technologies.

Appendix

A1-1

Appendix 11 USD= 119.06 Yen

1 KSh= 1.322 Yen

Local（KSh) Foreign（Yen） Local（KSh) Foreign（Yen） Yen converted

1. Preparation & Mobilization 563,861,000 3,368,002,000 4,113,426,242

Overseas Allowance month 902 0 318,000 0 286,836,000 286,836,000

Overseas Travel Expense round 77 40,000 819,000 3,080,000 63,063,000 67,134,760

Vehicle month 60 2,394,000 0 143,640,000 0 189,892,080

Expatriate Engineer's Accommodation month 902 129,000 0 116,358,000 0 153,825,276

Regular Meeeting time 60 191,000 0 11,460,000 0 15,150,120

Ferry Fee month 60 165,000 0 9,900,000 0 13,087,800

Environmental Monitoring month 60 1,072,000 0 64,320,000 0 85,031,040

HIV/AIDS Program month 60 108,000 0 6,480,000 0 8,566,560

Owner's Office month 60 560,000 0 33,600,000 0 44,419,200

Expatriate Technician's Accomodation L.S. 1 56,141,000 0 56,141,000 0 74,218,402

Jobsite Canteen nos 2 13,508,000 0 27,016,000 0 35,715,152

Jobsite Toilet nos 2 8,148,000 0 16,296,000 0 21,543,312

Traffic Management sum 1 55,130,000 0 55,130,000 0 72,881,860

Temporary Road (gravel, b=10m, t=0.5m) m 200 50,200 0 10,040,000 0 13,272,880

Temporary Yard (gravel, t=0.2m) m2 12,000 2,200 0 26,400,000 0 34,900,800

Temporary Jetty m2 3,200 -5,000 288,000 -16,000,000 921,600,000 900,448,000

Shipping & Towing Charge L.S. 1 0 1,781,175,000 0 1,781,175,000 1,781,175,000

Equipment Charge L.S. 1 0 315,328,000 0 315,328,000 315,328,000

2. Main Bridge (Arch Bridge) 2,699,966,510 18,900,971,500 22,470,327,226

Substructure 2,075,000,000 4,007,000,000 6,750,150,000

Piers on Land Pier Footing（10m x 10m x 4m） nos 4 15,000,000 11,000,000 60,000,000 44,000,000 123,320,000

Pier Column（5m x 5m x 51.5m） nos 4 28,000,000 29,000,000 112,000,000 116,000,000 264,064,000

Piers at Sea Steel Pipe Sheet Pile Foundation (φ1.5m) nos 1 636,000,000 3,016,000,000 636,000,000 3,016,000,000 3,856,792,000

Bored Pile Foundation (φ1.5m) nos 1 714,000,000 253,000,000 714,000,000 253,000,000 1,196,908,000

Pier Pedestal (South Pier 10m x 42m x 28m) nos 1 221,000,000 221,000,000 221,000,000 221,000,000 513,162,000

Pier Pedestal (North Pier 10m x 42m x 45m) nos 1 332,000,000 357,000,000 332,000,000 357,000,000 795,904,000

Superstructure 624,966,510 14,893,971,500 15,720,177,226

Bridge Arch Bridge Material ton 12,246 0 697,000 0 8,535,462,000 8,535,462,000

Girder Bridge Material ton 568 0 697,000 0 395,896,000 395,896,000

Pedestrian Bridge Deck Material ton 411 0 536,000 0 220,296,000 220,296,000

Side Span Bridge Erection ton 5,801 29,000 274,000 168,229,000 1,589,474,000 1,811,872,738

Center Span Bridge Erection ton 6,445 21,000 453,000 135,345,000 2,919,585,000 3,098,511,090

End Span Bridge Erection ton 568 63,000 187,000 35,784,000 106,216,000 153,522,448

Pedestrian Bridge Erection ton 411 15,000 142,000 6,165,000 58,362,000 66,512,130

Shoes Main Shoes nos 4 1,096,000 109,266,000 4,384,000 437,064,000 442,859,648

End Shoes nos 4 70,000 24,295,000 280,000 97,180,000 97,550,160

Slab RC Concrete Slab m2 12,613 10,000 20,000 126,130,000 252,260,000 419,003,860

Surface Drain Intlet nos 48 12,000 97,000 576,000 4,656,000 5,417,472

Bituminous Waterproofing m2 11,242 100 3,700 1,124,200 41,595,400 43,081,592

Asphalt Paving (t=50mm) m2 11,242 2,700 0 30,353,400 0 40,127,195

Road Marking (b=0.15m) km 4.11 251,000 0 1,031,610 0 1,363,788

Accessories Center Meadian (b=1m with guard rail) m 685.5 29,000 1,000 19,879,500 685,500 26,966,199

Bridge Rail m 1,371 8,000 65,000 10,968,000 89,115,000 103,614,696

Pedestrian Bridge Handrail m 1,371 2,000 57,000 2,742,000 78,147,000 81,771,924

Expansion Joint m 37 26,000 299,000 956,800 11,003,200 12,268,090

Bridge Lighting (single lump) nos 48 461,000 0 22,128,000 0 29,253,216

Pedestrian Staircase nos 2 29,445,000 28,487,200 58,890,000 56,974,400 134,826,980

3. Loop Bridge (PC Hollow Slab) 2,881,890,460 9,235,027,500 13,044,886,688

Substructure 1,375,233,000 1,549,391,000 3,367,449,026

Piers Footing (8m×8m×3.5m) nos 52 8,353,000 4,802,000 434,356,000 249,704,000 823,922,632

Column （3m×3m×45m） nos 52 11,351,000 16,671,000 590,252,000 866,892,000 1,647,205,144

Beam （3m×2m×21.25m） nos 55 6,375,000 7,869,000 350,625,000 432,795,000 896,321,250

Superstructure 1,506,657,460 7,685,636,500 9,677,437,662

Slab PC Hollow Slab (t=1.5m） m2 36,957 35,000 195,000 1,293,495,000 7,206,615,000 8,916,615,390

Shoes Rubber Shoes nos 220 13,000 1,472,000 2,860,000 323,840,000 327,620,920

Surface Drain Intlet nos 105 12,000 97,000 1,260,000 10,185,000 11,850,720

Bituminous Waterproofing m2 33,805 100 3,700 3,380,500 125,078,500 129,547,521


Road Marking (b=0.15m) km 9.46 251,000 0 2,374,460 0 3,139,036

Accessories Center Meadian (b=1m with guard rail) m 1,576 29,000 1,000 45,704,000 1,576,000 61,996,688

RC Barrier m 3,152 10,000 4,000 31,520,000 12,608,000 54,277,440

Expansion Joint m 47 18,000 122,000 846,000 5,734,000 6,852,412


Ceiling Lighting nos 50 181,000 0 9,050,000 0 11,964,100

4. Approach Viaduct (PC Hollow Slab + Provisional Viaduct) 482,235,710 1,034,019,500 1,671,535,109

Substructure 68,817,100 35,064,700 126,040,906

Piers Footing (8m×8m×3.5m) nos 22 1,118,000 535,000 24,596,000 11,770,000 44,285,912

Pier Frame （Column 1.5mx1.5m、Beam 1.5mx1.5m） nos 11 4,020,100 2,117,700 44,221,100 23,294,700 81,754,994

Superstructure 413,418,610 998,954,800 1,545,494,202

Slab PC Hollow Slab (t=1.2m） m2 5,060 37,000 161,000 187,220,000 814,660,000 1,062,164,840

Shoes Rubber Shoes nos 52 13,000 1,472,000 676,000 76,544,000 77,437,672

Surface Drain Intlet nos 32 12,000 97,000 384,000 3,104,000 3,611,648

Bituminous Waterproofing m2 7,954 100 3,700 795,400 29,429,800 30,481,319


Road Marking (b=0.15m) km 2.91 251,000 0 730,410 0 965,602

Accessories Center Meadian (b=1m with guard rail) m 485 29,000 1,000 14,065,000 485,000 19,078,930

RC Barrier m 970 10,000 4,000 9,700,000 3,880,000 16,703,400

Expansion Joint m 74 18,000 122,000 1,332,000 9,028,000 10,788,904


Provisional Viaduct m2 3,864 42,000 16,000 162,288,000 61,824,000 276,368,736

5. Access Road 222,717,350 410,000 294,842,337

Earthworks Asphalt Pavement Demolition m2 2,960 310 0 917,600 0 1,213,067

Earth Excavation m3 2,720 850 0 2,312,000 0 3,056,464

Embankment m3 4,670 480 0 2,241,600 0 2,963,395

Pavement Subgrade Surface Preparation m2 12,672 170 0 2,154,240 0 2,847,905

Sub-base Course m3 2,534 9,700 0 24,579,800 0 32,494,496

Base Course m3 1,901 10,400 0 19,770,400 0 26,136,469

Binder Course （t=50mm） m2 12,620 2,600 0 32,812,000 0 43,377,464

Surface Course （t=50mm） m2 12,620 2,700 0 34,074,000 0 45,045,828

Road Marking Road Marking (b=0.15m) km 5.01 251,000 0 1,257,510 0 1,662,428

Drainage L Shaped Gutter m 2,114 9,000 0 19,026,000 0 25,152,372

U Shaped Side Drain （300x300） m 2,114 13,800 0 29,173,200 0 38,566,970

Retaining Wall Plain Concrete Retaining Wall （H=2~3m） m 158 86,000 0 13,588,000 0 17,963,336

Accessories Center Meadian (b=1m with guard rail) m 370 29,000 1,000 10,730,000 370,000 14,555,060

Sidewalk （Concrete Paving, b=2.0m） m 1,694 11,000 0 18,634,000 0 24,634,148

Bridge Lighting (double lumps) nos 13 819,000 0 10,647,000 0 14,075,334

Guardrail m 80 10,000 500 800,000 40,000 1,097,600

Construction Cost (Base Cost) 6,850,671,030 32,538,430,500 41,595,017,602

Construction Cost (Base Cost) Breakdown

QuantityUnit Rate Amount

Item A Item B Item C Cost Item Unit

A2-1

Appendix 2 Minutes of Stakeholder Meetings

The First Stakeholder Meeting

Date: Saturday, 25th October, 2014

Time: 10：00～12：30

Venue: The ACK Guest House Hall (Likoni District)

Attendance: See attendance list

Agenda:

1. Opening Remarks (The Deputy County Commissioner for Likoni)

2. Presentation on the Mombasa Gate Bridge Project (the study team)

3. Discussion/Comment

4. Closing Remarks (The Deputy County Commissioner for Likoni)

Main questions and answers are shown in the following.

i) Width of sidewalk should be widened from proposed 2m width. (Peace and Cohesion)

Proposed installation of escalators in sidewalks. 2 sidewalks are preferred. (MCI)

There is a need to make provision for the passage of the physically challenged for example by use of

elevators. (LICODEP)

Need to make bridge user friendly. 60m staircase too challenging. (Member of County Assembly)

Need to reconsider options for pedestrian crossing. (Chief Shika Adabu)

⇒ Demand of users: width of sidewalk and installation of elevator needs to be studied in the future. (the

study team)

ii) What category of vehicles will be allowed over the bridge? What if a faulty vehicle stalls in the spiral?

(Peace and Cohesion)

⇒ The study team propose to allow cars, Matatu, buses, trucks and trailers to use the bridge. Bicycles and

motorbikes will use the ferry and long trailers will use the southern bypass after completion of the

bridge. If a faulty vehicle stalls in the spiral, the vehicle will be towed away by a tractor. (the study

team)

iii) Wondered if vehicles and pedestrians will pay to use the bridge. Many pedestrians can’t afford to pay.

⇒ The study team does not envisage a toll bridge. (the study team)

iv) What is the potential impact on fishermen? (Peace and Cohesion)

Fishermen could be affected by the construction and compensation will be needed. (Beach Management

Unit Chair)

⇒ Resettlement Action Plan (RAP) will be developed in next phases of the project. (the study team)

v) JICA had conducted a similar study in 1984 but it was not acted on. Will we wait another 30 years after the

A2-2

current study? (Peace and Cohesion)

Wished it could be constructed in under 8 years. (Member of County Assembly)

Has heard about bridge project for over 20 years. Hoping that this is real. (Chief Shika Adabu)

⇒ The study team thought that even if the project were implemented without delay it would take 8 years to

complete the bridge. (the study team)

vi) Ferry not viable and has history of failure. (Representative of Muslim Community)

County Government can handle issues of financing for ferry operations. (Member of County Assembly)

People suffer a lot when the ferry breaks down hence need for bridge. (Secretary Maendeleo ya

wanawake)

Ferry undermines economic development of Likoni. Bridge is best idea ever. (Senior Chief Likoni)

⇒ Kenya Ferry Service said that they will continue to operate their ferry service after completion of the

bridge. It is hoped that ferry operation will be continued for pedestrians and bicycles after completion of

the bridge. (the study team)

vii) Need to retain a bus stand at Likoni to promote business. (Representative of Business Community)

Need to retain bus stand. (Representative of Muslim Community)

⇒ Bus terminal in Likoni does not need to be relocated under the existing plan. (the study team)

Other Comments

viii) Bridge will change Likon economically for the better. (Chief Shika Adabu)

Bridge is an effective means to fight poverty. (Assistant County Commissioner-Longo)

Bridge will open trade. (Assistant County Commissioner-Likoni)

ix) South Coast loses a lot of tourist trade to Northern Coast for fear of the ferry. (Chief Fatuma Mtongwe)

x) Noted that, as proposed, project will not affect many people. (LICODEP)

xi) Locals should prepare to bear some negative impacts of the project. (Chief Shika Adabu)

xii) Traders should be accommodated in construction and operation of the bridge. (Representative of Business

Community)

xiii) Would require that Mtongwe Ferry also be reactivated alongside bridge project. (Chief Fatuma Mtongwe)

xiv) Wondered whether issue of possible sinking of Mombasa due to global warming was considered. Since an

attempt to deepen the channel was shelved due to vibrations in Mombasa, would bridge construction not

have a similar effect? (Peace and Cohesion)

A2-3

Attendance List of the First Stakeholder Meeting

No Name Designation

1 Magu Mutindika Deputy County Commissioner Likoni

2 R.W. Chege Assistant County Commissioner Likoni

3 Florence Sitawa Assistant County Commissioner Longo

4 S. Babu Senior Chief Likoni

5 Mwakasi Chief-Shika Adabu

6 F. J. Khamisi Senior Chief Mtongwe

7 Hamisi Mwinda ni Member of County Assembly Mtongwe

8 Abdalla Kasangamba Member of County Assembly Likoni

9 Bakari Juma Elder

10 Tom Ogolla Member of County Assembly Timbwani

11 Boniface Matheka National Administration

12 Ali M. Salim Business Community

13 Pamela Johnson Business Community

14 Walter Kurts Peace and Cohesion-Chair

15 Suleiman Sull Peace Monitor Msa County

16 Abdallah Mwazecha LICODEP

17 Mwaraa National Administration

18 James Nganga MCI

19 Mr. Abdulrahman BMU

20 Mr. Mgwisho Community Policing Inuka area

21 Athman Bakuu Community Policing Likoni

22 Samin Mwarangi USTADH

23 Joseph Maisha Bishop

24 Binti Ali Iiza Sauti akina mama

25 Chairlady Maendeleo ya wanawake

26 Mariam Madaraka Secretary Maendeleo ya wanawake

27 Bikase Athmani Treasure Meandeleo ya Wanawake

28 Mwanasiti Juma National Administration

29 Juma Shabani Elder

30 Alex Kimeiywa National administration

31 Mohamed madudo Member of County Assembly Shika Adabu

A2-4

The Second Stakeholder Meeting

Date: Wednesday 21st January 2015

Time: 10：30～12：30

Venue: The ACK Guest House Hall (Likoni District)

Attendance: See attendance list

Agenda:

1. Opening Remarks (The Deputy County Commissioner for Likoni)

2. Presentation on the Mombasa Gate Bridge Project (the study team)

3. Discussion/Comment

4. Closing Remarks (The Deputy County Commissioner for Likoni)

Main questions and answers are shown in the following.

i) The 3km spiral will pose challenges to the physically challenged. (Peace and Cohesion)

How will the elderly and physically challenged be accommodated in the bridge. Would wish that the Ferry

Service continues to serve pedestrians.

Bridge is very acceptable and supported as it will open up Likoni for economic development. Hopes that

the Project design will be changed to be friendlier to the physically challenged and sick. (Member of

County Assembly)

Welcomes the Bridge but worried that physically challenged cannot walk up the 40m staircase to reach the

bridge. There is a need to further minimize impacts. (Member of County Assembly)

Staircase should be equipped with facilities to guide the visually and physically challenged. (Disabled)

⇒ Kenya Ferry Service said that they will continue to operate the ferry service after completion of the

bridge. Pedestrian’s facilities need to be studied in next phases of the project. (the study team)

ii) The 69m clearance proposed for the bridge may constrain future use by ships which can be up to 73m tall.

(Peace and Cohesion)

⇒ The 69m clearance was recommended by both the KMA and the KPA. (the study team)

iii) How will Shelly beach traffic approach the bridge? (Church Forum)

⇒ Installation of a U-Turn lane will need to be studied in next phases of the project. (the study team)

iv) What kind of road surface will be used? (Deputy County Commissioner)

⇒ Asphalt. (the study team)

v) What are the arrangements for disaster management? (Deputy County Commissioner)

In case of a traffic snarl up on the bridge, will the bridge withstand the weight of all that stationary traffic?

(Member of County Assembly)

⇒ Yes. Bridge is structurally capable. (the study team)

A2-5

vi) Where will the ferry bus terminus on Mombasa side be relocated to? If construction will avoid cutting

trees, where is the working space? (Deputy County Commissioner)

⇒ To be explored in next phases of the project. (the study team)

vii) How will people affected be compensated? (Member of County Assembly)

Hoped that compensation will apply to all irrespective of existence of title to land. (Peace and Cohesion)

⇒ A comprehensive RAP will be developed and implemented at the feasibility study phase. (the study

team)

viii) Given rampant land grabbing for speculation, there is a need to secure all the land targeted for the

proposed bridge. (Member of County Assembly)

⇒ This issue is to be handled by relevant GOK apparatus. (the study team)

ix) Wanted to know the duration of the construction. (Deputy County Commissioner)

⇒ It is envisaged that four years of planning and five years of construction will be required. (the study

team)

x) There is a need to accommodate local participation in the bridge project. (Deputy County Commissioner)

⇒ Yes in line with government policy. (the study team)

A2-6

Attendance List of the Second Stakeholder Meeting

No. Name Designation

1 Magu Mutindika Deputy County Commissioner Likoni

2 Mohammed Salim Deputy County Commissioner Mombasa Island

3 Theophikus Mutua Deputy Administration Police Commandant-Likoni

4 Miriam Wairimu Trader Mama Ngina

5 Athman M. Mwakesha Deputy County Commissioner Office Likoni

6 Stephen Mutinda Disabled (DWD)

7 Fatuma J. Khamisi Deputy County Commissioner Office Likoni

8 Zuhura R. Mambo Assistant County Commissioner Island

9 Said J. Kandy Deputy County Commissioner Office Likoni

10 Daniel Mwendwa Assistant County Commissioner-Likoni

11 Florence Situma Assistant County Commissioner-Longo

12 Mwanamkou Mohamed Said Maendeleo Ya Wanawake Chair

13 Saravea Ali Juma Hawker Likoni

14 Hon Mishi Juma MP County

15 Sheik Mwinyi Ali CIPK

16 Reve SN Wainaina Church Forum

17 Walter Kiita Peace &Cohesion

18 Suleiman Boma Member of County Assembly Bomu

19 Edward Imaala IP Mombasa

20 Moses Mutinda Officer Commanding Station -Ferry

21 Mwansiti Juma National Government

22 Tom Ogalo Oluoch Member of County Assembly Timbwani

23 Abdul Kaole-LICODEP LICODEP

24 Dunstan Kimbio TRA Mombasa

25 Hon Hamisi Musa Member of County Assembly Mtongwe

26 Hon Mohamed Madundo Member of County Assembly Shika Adabu

27 Julius Owino KCTA

28 Amina Khamis MYWO Chairlady Msa County

29 Rose Chege Senior ACC-Likoni

30 Jude Wasonga Senior ACC-Msa

31 Vovine Muma PA to Hon Mishsi

32 Anthony Shimoli Depty OCPD-Likoni

33 Hassan Jamso S Sgnt Msa

34 Willy Saina Cpl Likoni

35 Mwinyi salim Youth Rep

36 Mwanahamisi Omar Ganjoni

37 Salim Baya Village Elder

38 Fatma Mteze Women Leader

39 Rose Maina Special Group

Reproduction Prohibited