african development bank group · • act no. 99-12 establishing the national environment and...
TRANSCRIPT
PROJECT : PROJECT TO STRENGTHEN INFRASTRUCTURE
BETWEEN CASABLANCA AND MARRAKECH
COUNTRY : MOROCCO
SUMMARY OF THE ENVIRONMENTAL AND SOCIAL IMPACT
ASSESSMENT (ESIA)
Project
Team
Project team: P.S. MORE NDONG, Senior Transport Engineer, OITC2/MAFO
J.J NYIRUBUTAMA, Chief Transport Economist, OITC.2
J.P. KALALA, Chief Socio-economist, OITC1
M.L. KINANE, Principal Environmental Specialist, ONEC.3
S. BAIOD, Consultant Environmentalist, ONEC.3
Sector Director: A. OUMAROU
Regional Director: J. KOLSTER
Resident Representative: Y. FALL
Division Manager: A. BABALOLA
AFRICAN DEVELOPMENT
BANK GROUP
Settat – Marrakesh doubling ESIA summary
2
Project name : PROJECT TO STRENGTHEN INFRASTRUCTURE BETWEEN
CASABLANCA AND MARRAKECH
Country : MOROCCO
Project code : P-MA-DC0-005
Department : OITC Division: OITC.2
1 INTRODUCTION
This document is the summary of the Environmental and Social Impact Assessment (ESIA) of the Project
to Strengthen Infrastructure between Casablanca and Marrakesh in the Kingdom of Morocco. The
summary was prepared in accordance with the environmental and social assessment directives and
procedures of the African Development Bank for Category 1 projects. The project description and
rationale are first presented, followed by the legal and institutional framework in Morocco. A brief
description of the project area’s main environmental conditions is presented in its physical, biological and
human (social, cultural and economic) components, and the scenario and alternatives are compared in terms
of technical, economic, environmental and social feasibility.
The most significant positive and negative impacts of track doubling on the biophysical and human (socio-
economic) environments are presented. Environmental and social impacts are summarized and inevitable
impacts identified. The descriptions cover expected impacts during the line preparation, construction and
operational phases. The improvement and mitigation measures proposed to increase the benefits and/or
prevent, minimize, mitigate or offset the negative impacts as well as the monitoring programme are
presented subsequently. Public consultations are outlined as well as project-related additional initiatives
such as the needed Compensation and Resettlement Plan (CRP).
The conclusion mentions project acceptability in respect of which an environmental compliance decision
was issued by the Environment Department, which, in 2013, was under the Ministry of Energy, Mines,
Water and Environment.
2 PROJECT DESCRIPTION AND RATIONALE
The project consists in completing the doubling of the track between Settat and Marrakesh and is an
integral part of the consolidation of the Casablanca-Marrakesh railway line linking the country’s
economic megalopolis to the Kingdom’s tourist capital, and which was partially doubled over 66 km in
Phase 1 (enhancement of railway capacities between Tangiers and Marrakesh).
This project is developed in the railway right-of-way for a total length of 172 km. At a cost of nearly EUR
177.7 million (MAD 1,944,000), its activities concern:
1. infrastructure works over 42 km (widening of the platform between Imfout and Skhours);
2. construction of facility extensions over 42 km (Imfout and Skhours);
3. overhead catenary wires over 106 km;
4. railway equipment (substation) over 106 km
5. signing equipment (BAL, ERTMS, PAI, Centralized Station Control) over the entire
Casablanca Settat to Marrakesh line
6. renovation works on 7 stations (Khemisset, Imfout, Mechraa ben Abbou, Sidi Abdallah,
Mzalet El Adam, Sidi Bou Athman and Koudia.
This railway line is in very high demand due to the socio-economic, cultural and tourism dynamism of
the two cities. Passenger traffic rose by 125% in the space of six years from 972,000 in 2002 to 2.8 million
Settat – Marrakesh doubling ESIA summary
3
passengers in 2012 or nearly 21.4% on average per year. In addition to supporting the national tourism
development strategy and the urban development strategy of the regions serviced, other benefits accrue
from this project, the most significant of which are: (i) contributing to the fluidity of traffic between
Casablanca and Marrakesh in order to absorb the increase in traffic; (ii) the reduction of travel time (45
mn) between Casa-Voyageurs and Marrakesh (247 km) from 3 h 15 min (76 km/h on average) at present
to 2 h 30 min (110 km/h) at project completion, which will help to make both passenger and freight
railway services more competitive; and (iii) the improved train regularity rate, which currently stands at
60% , or an average delay of 22 min.
The line’s increased capacity will: (i) make it possible to identify white periods, so as to ensure the
maintenance of rail facilities and equipment in better conditions; (ii) greatly reduce maintenance costs;
and (iii) create direct jobs estimated in the works phase at 1 million working days or 1,840 jobs, all
categories taken together, and at 150 permanent jobs during operation. Thus, during works
implementation, the stations between Settat and Marrakesh will be used as a deposit areas, depending on
the works schedule and also by virtue of their proximity to the sections under construction.
This project is in line with the Moroccan Government’s economic and social development programme,
and especially with the transport sector strategy for the period 2012-2016, which gives priority to the
implementation of major development works. The project is also consistent with the Bank’s Country
Strategy for Morocco, especially its second pillar "support to the development of ‘green’ infrastructure".
It is perfectly in line with the Bank’s Long-term Strategy (LTS), which, it should be recalled, is focused
on two strategic objectives, namely (i) inclusive growth; and (ii) green growth.
3 POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK
Morocco relies on a national and international legal framework, particularly conventions, agreements and
treaties, development policies, programmes, plans and strategies and national legislative and regulatory
instruments on environmental and social protection. The project also relies on African Development Bank
policies.
3.1 Policy Framework
• Act No. 99-12 establishing the National Environment and Sustainable Development
Charter,
• The Municipal Charter (2002-2009), by which the municipality is given responsibility
over hygiene, sanitation and environmental protection issues,
• International conventions ratified by Morocco.
3.2 Legislative and Regulatory Framework
The legislative framework in Morocco consists mainly of:
• Act No. 11-03 on the Protection and Development of the Environment;
• Act No. 12-03 on Impact Assessments and its enabling decrees, namely: (i) Decree No. 2-
04-563 on the functions and operation of the National Committee of EIAs and (ii) Decree
No. 2-04-564, which stipulates the terms of organization and conduct of the public inquiry;
• Act No. 28-00 on Waste Management and its enabling decree. It is specifically
supplemented by: (i) Decree No. 2-07-253, on the classification of wastes; (ii) Decree No.
2-09-538 of 22 March 2010, which defines the terms for preparing a national master plan
for hazardous waste management;
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• The “Dahir” (Royal Decree) of 25 July 1969 which sets out the rules on
authorizations/prohibitions with respect to the exploitation of natural resources;
• Act No. 65-99 on the Labour Code promulgated by Dahir No. 1-03-194 of 11 September
2003.
• Act No. 52-03, by which the National Railway Authority (ONCF) is given a mandate to
manage the Kingdom’s railway assets;
• Act No. 07-81 on Expropriation on Grounds of Public Utility and Temporary Occupation
and its enabling Decree No. 2-82-382;
• The 1914 “Dahir” on Public Domain, which decreed that roads, streets, railway and
tramways lines, bridges and, generally, all kinds of public communication network, shall
be considered as part of the public domain in Morocco;
Other legal instruments regulate the environmental framework: (i) Act No. 22-80 on the Conservation of
Historical Monuments and Sites, Inscriptions, Artifacts and Antiquities; (ii) Act No. 8-2001 on Quarries;
(iii) Act No. 13-03 on Air Pollution Control and its enabling decree; (iv) Act No. 10-95 on the Water
Resources and its enabling instruments; (v) Decree No. 2-04-553 on Spills, Runoff, Discharges, Direct or
Indirect Deposits in Surface or Ground Water; (vi) Decree No. 2-97-487, which stipulates the procedure
for Granting Authorizations and Concessions on Public Water Resources; (vii) Decree No. 2-97-657 on
the Demarcation of Protection Areas as well as Safeguard and Prohibition Perimeters; and (viii) Decree
No. 2-97-787 on Water Quality Standards and Inventory of the Degree of Water Pollution.
The ultimate objectives are to ensure that environmental and social problems have been taken on board
for decision-making, through the provision of a consultation and information-dissemination mechanism,
as well as to facilitate the participation of beneficiaries in the decision-making process. This regulatory
framework is consistent with the Bank’s environmental process and concerns which were designed in the
spirit of an integrated environmental and social approach. The framework is also in line with the African
Development Bank Group’s environmental policy, especially its five Operational Safeguards (2014 ISS).
3.3 For the AfDB
This concerns the July 2014 Integrated Safeguards System (ISS), with the following five operational
safeguards:
- Operational Safeguard 1: Environmental and Social Assessment;
- Operational Safeguard 2: Involuntary Resettlement – Acquisition of Land, Displacement
and Compensation of the Affected Persons;
- Operational Safeguard 3: Biodiversity and Eco-systemic Services;
- Operational Safeguard 4: Prevention and Control of Pollution, Greenhouse Gas Emissions
and Hazardous Materials and Promotion of the Efficient Use of Resources ;
- Operational Safeguard 5: Working Conditions, Health and Safety.
Other ADB applicable guidelines and policies are: (i) the Bank’s Gender Policy (2001); (ii) the
Consolidated Civil Society Engagement Framework (2012); (iii) the Information Disclosure and Access
Policy (2012) ; (iv) the Bank’s Integrated Water Resource Management Policy (2000); (v) the Information
Disclosure and Access Policy (2012); (vi) the ADB Strategy for Climate Risk Management and
Adaptation; (vii) environmental and social assessment procedures for Bank operations (2014).
Settat – Marrakesh doubling ESIA summary
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3.4 Institutional and Administrative Framework
At the institutional level, the ONCF is a public industrial and commercial enterprise (EPIC) with a legal
personality and financial autonomy and is placed under the administrative supervision of the Ministry of
Infrastructure, Transport and Logistics (METL). The ONCF was tasked, on its creation in 1963, with
the exclusive operation and management of the Moroccan rail transport network. It is also involved in the
management and operation of various stakes especially in the hotel business and freight forwarding as
well as the extraction and production of basalt and loose gravel.
Environmental management and protection is the responsibility of the Environment Department, the
main coordination institution, which is part of the Ministry Delegate in charge of the Environment,
attached to the Ministry of Energy, Mines, Water and Environment (MEMEE). The other authorities
involved in environmental aspects are mainly under the following ministerial institutions:
• High Commission for Water Resources, Forestry and Desertification Control, which,
among others, is responsible for managing the forestry sector, conserving national parks,
regulating hunting and fishing as well as desertification control.
• Ministry of Agriculture and Maritime Fishing, which is actively involved in the area
of environment and water resources through the Regional Offices for Agricultural
Development.
• Ministry of Home Affairs, Department of Local Government; which is the supervisory
authority of local authorities and supervises the planning of infrastructure programmes.
The coordination organs are: (i) The Higher Council of Water Resources and Climate; and (ii) The
National Environment Council which, by virtue of its functions, is called upon mainly to: (a) preserve
the ecological balance of the natural environment; (b) prevent and fight against pollution and reduce
nuisances of all kinds; and (c) improve the living environment and living conditions.
4 DESCRIPTION OF THE PROJECT ENVIRONMENT
4.1 Project Impact Area
The PIA covers the regions of Chaouia-Ouardigha and Marrakesh-Tensift-Al Haouz. It includes the
provinces (prefectures) of Settat, Kelaa des Sraghna and Marrakesh. Economic activity here is dominated
by industry (3,500 institutions, i.e. more than 40% of the country’s industrial units) and tertiary services.
Tourist activity has also experienced a marked growth in Casablanca and Marrakesh with 1.4 and 6.2
million overnight stays, respectively. It should also be noted that the regions of Chaouia-Ouardigha,
Marrakesh-Tensift-Al Haouz are rich in resources: 20% of national livestock, 5% of total national forest
cover and two-fifths (2/5) of national phosphate resources.
The direct Project Impact Area is presented in Figure 1 below.
Settat – Marrakesh doubling ESIA summary
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Figure 1: Direct Project Impact Area
4.2 Physical Environment
i) Climate
The climate between Settat and Marrakesh is classified as a semi-arid bioclimatic type with increasing
aridity from North to South. Temperature variations are limited and go from mild winters (5°C on average)
to fairly hot summers (26 °C on average), compared to 45°C on average in the hinterland. Average rainfall
stands at 400 mm per year. Ambient air quality is low (dust-laden), especially along the Settat-Casablanca
axis.
Province borders
Municipality borders
Raw way layout
Study area
Legend
SETTAT PROVINCE
REHAMNAPROVINCE
MARRAKECH PREFECTURE
Settat – Marrakesh doubling ESIA summary
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ii) Hydrology and Relief
The wadis concerned, spanning between Settat and Marrakesh from the coastal basins to the Tensift basin,
are as follows: (i) the Oum Er Rbia wadi, 550 km long, which takes its source in the Middle Atlas at an
altitude of 1,800 m, crosses the Middle Atlas chain, the Tadla plain and coastal Meseta and flows into the
Atlantic Ocean at about 16 km of El Jadida (Azemmour) town. It is a set of waterways comprising the
Oum Er Rbia, the Srou wadi, the El Abid wadi and the Chbouka wadi; (ii) the Sidi Ali wadi, the main
tributary of the Bouchane wadi, in the Oum Er Rbia water basin. Benguerir town has, in less than 20 years,
experienced three major floods which occurred in 1986, 1990 and 2000; during those periods, the
Bouchane wadi and its tributaries (the Sidi Ali wadi, the El Arsa wadi) experienced very heavy rainfall,
causing serious floods; (iii) the Tensift wadi a western Moroccan river, which has its source in the High
Atlas and flows into the Atlantic Ocean between Safi and Essaouira. It crosses the Haouz plain near
Marrakesh and receives many tributaries, particularly on its left bank, including the Chichaoua wadi and
the N’Fis wadi. After a 250-km course, it flows into the Atlantic, 33 km south of Safi, near Souira Kedima.
It has a very irregular flow, which is almost nil in summer.
There are other less important wadis, compared to the previous ones, including the Essel wadi; the Saïd
wadi; the Lakhal wadi; the Sehb Jaouch wadi; and the Rmal wadi.
iii) Geology and Hydrogeology
On most of the PIA, the Paleozoic basement platform, which constitutes the substratum, is covered on the
surface by Pliocene and quaternary dune sandstone. This Paleozoic basement complex is composed of
formations with a much weathered surface layer that is completely or almost impermeable. Shales are the
predominant formations: Acadian or Ordovician shales and quartzites, which appear in association with
sandstone. Shales are totally impermeable for the most part. However, their weathering, which is
sometimes rather profound creates conditions conducive to groundwater retention. A deep purple
psammite series is formed between the shales and quartzites; the thickness of these geological horizons is
about 1000 m for shales and psammites and 170 m for quartzites. The other region stretches along the
Tensift wadi, which, through its tributaries, drains three-quarters of the ancient High Atlas massif. These
tributaries, based on impermeable formations and with very steep slopes, have torrential characteristics
(slopes of 15 to 22%).
There are various hydrogeological units with several aquifers, the main ones being: (i) the Chaouia
Côtière aquifer which is a natural continuity northwards of the Berrechid aquifer; it stretches over a
surface area of 1,200 km², corresponding to the coastal strip, 20 km wide on average, between the towns
of Casablanca and Azemmour; and (ii) the Bahira aquifer; stretching from East to West, the Bahira plain
lies between the Jbilet massif in the South and the Rehamna and Gantour plateaux in the North, and
stretches over a surface area of about 5,000 km².
4.3) Biological Environment
(i) Natural vegetation is found mainly on the banks and edges of the Oum Er Rbia wadi and the Tensift
wadi and on the very rugged terrain around the railway route. Arborescent species such as the pink laurel,
tamaris, eucalyptus, red juniper and wild olive trees are commonly noticed. In addition, pre-steppe forest
formations are almost destroyed, or being damaged and made fragile. Certain vestiges of the olestra and
mastic, preserved tree varieties, are also seen. Sometimes, there is reforestation along the railway line.
The direct PIA does not have any humid environment of biological or ecological significance. The
extended PIA, however, has three sites of biological and ecological interest (SBEI) about 15 to 30 km
from the Settat-Marrakesh railway network. The "Marrakesh Palm Grove" SBEI is crossed by the existing
railway network, a few kilometres from the Marrakesh station. In this section, a dual-track railway
platform is already planned, very close to the palm grove. However, only the track and ballast for track-
doubling have been laid. Some ten palm trees have been transplanted to create a space of about ten metres.
Settat – Marrakesh doubling ESIA summary
8
(ii) Birdlife: Falconiformes and passerines are the most numerous and better represented
groups in the assessment area and are very common in open environments and their
population comprises the house sparrow, garden bulbul, eaglet, gazette, domestic pigeon,
Eurasian collared dove, crested lark, blackbird, chatter magpie, grey wagtail, Sardinian
warbler, single-coloured starling, common stonechat, grey shrike, barn swallow, striolated
bunting, greenfinch, melodious linnet, grille lark, serin, cattle egret (noticed mostly in
winter), common quail, kestrel falcon, etc.
(iii) Mammals: made up mainly of three orders, the specific richness of which is very variable:
rodents (the most represented order and better adapted to the environment: 32 species),
bats (25 species) and insectivores (8 species). As concerns rodents, a family especially is
well represented namely the gerbils which, with 15 species, have colonized most of the
natural environment, abandoning the most anthropic biotopes to commensal species (rats
and mice). Bats, with 25 species, are also quite diversified but their distribution appears
heterogeneous. The major spaces of interest in terms of biodiversity, and which need to be
protected, are situated some 15 to 30 km from the assessment area that will be affected by
the project. These are the biological and ecological interest sites of Sahb al Majnoun and
Barrage al Massira. The Marrakesh palm grove is home to a wealth of flora and fauna with
more than 25 species, notably juncus acutus, suaeda fruticosa, taraxacum gaetulum,
imperata cylindrica, apium graveolens, atriplex colorei, cynodon dactylon, framkenia
corymbosa, plantago coronopus, limonium delicatulum.
4.4) Human Environment
4.4.1 Administrative Distribution
The Settat-Marrakesh line concerns the following prefectures, subdivided into districts:
Settat Settat (MU), Ain Nzagh (RM), Lahouaza (RM), Oulad Aafif Bni Yagrine (RM), Khemisset Chaouia
(RM), Toualet (RM), Sidi Mohamed Ben Rahal (RM), Machraa Ben Abbou (RM).
El Kalâa des
Sraghna
Sidi Abdellah (RM), Skoura Lhadra (RM), Skhour Rhamna (RM), Oulad Hassoune Hamri (RM),
Labrikiyne (RM), Ben Guerir (MU), Sidi Ali Labrahla (RM), Nzlat Laadam (RM), Oulad Imloul (RM),
Sidi Bou Othmane (RM).
Marrakech Harbil (RM), Ouahat Sidi Brahim (RM), Menara (DT), Gueliz (DT)) and Marrakech Medina (DT).
MU: Municipality, RM: Rural Municipalities and DT: District.
4.4.2 Population
The extended PIA has an estimated population of more than 8.6 million inhabitants, corresponding to
more than 28% of the national population. Its distribution is presented in Table 1 below:
Table 1 : Population Distribution
Pro
vin
c
e
Municipality (MU), Rural
Municipalities (RM), District
(DT)
Population Including
Foreigners
Number of
Households
Surface
Area Density
(inhab/ha)
Household
Size RGPH2014 (Ha)
Ch
ao
uia
Ou
rdig
ha
Settat (MU) 142 250 16 32 714 1 082 131.47 4.35
Ain Nzagh (RC) 17 456 1 3 541 17 206 1.01 4.93
Lahouaza (RC) 7 394 - 1 368 12 802 0.58 5.40
Oulad Aafif Bni Yagrine
(RC) 6 985 - 1 324 20 876 0.33 5.28
Khemisset Chaouia (RC), 5 527 1 1 058 8 929 0.62 5.22
Toualet (RC) 11 976 - 1 925 14 912 0.80 6.22
Sidi Mohamed Ben Rahal
(RC) 10 410 - 1 813 20 145 0.52 5.74
Machraa Ben Abbou 9 355 - 1 594 15 136 0.62 5.87
Ka
la
a d
es
Ser
ag
hn
a
Sidi Abdellah (RC) 10 481 - 1 723 22 616 0.46 6.08
Skoura Lhadra (RC) 8 865 4 1 352 30 297 0.29 6.56
Settat – Marrakesh doubling ESIA summary
9
Skhour Rhamna (RC) 15 479 4 2 976 29 874 0.52 5.20
Oulad Hassoune Hamri (RC) 7 662 68 1 206 33 236 0.23 6.35
Labrikiyne (RC) 11 619 1 2 088 24 173 0.48 5.56
Ben Guerir (MU) 88 626 65 18 752 1 258 70.45 4.73
Sidi Ali Labrahla (RC) 6 618 - 1 115 22 742 0.29 5.94
Nzlat Laadam (RC) 14 838 1 2 221 48 019 0.31 6.68
Oulad Imloul (RC) 9 614 - 1 712 32 266 0.30 5.62
Sidi Bou Othmane (MU) 99 011 33 17 169 44 606 2.22 5.77
Ten
sift
el
Ha
ou
z
Harbil (RC) 51 881 32 11 737 29 978 1.73 4.42
Ouahat Sidi Brahim (RC) 25 320 88 5 425 7 153 3.54 4.67
Menara (DT) 411 094 1 317 94 686 9 436 43.57 4.34
Gueliz (DT) 192 774 3 608 49 314 9 436 20.43 3.91
Marrakesh Medina (DT) 120 643 383 28 649 609 198.10 4.21
Total PIA 1 285 878 5 622 285 462 5.35
The socio-demographic characteristics of the PIA are presented in the table below:
Table 2: Population Characteristics
Pro
vin
ces
Socio-economic Characteristics of the Project Impact Area
Distribution According
to Age Groups (%)
Illi
tera
cy R
ate
(%)
Population
Aged 10 Years
and Above
According to
Level of
Education (%)
Act
ivit
y R
ate
(%)
Socio-professional Situation (%) Rural Municipalities
(RM)
,
Municipality (MU)
District (DT)
Les
s th
an 6
yea
rs
Fro
m 6
to
14
yea
rs
Fro
m 1
5 t
o 5
9
yea
rs
60 y
ears
and
abo
ve
Pre
-sch
ool
Coll
ege
and
seco
nd
ary
Hig
her
edu
cati
on
Em
plo
yer
Indep
end
ent
wit
h p
rem
ises
loca
l In
dep
end
ent
at
ho
me
Itin
eran
t
ndep
enden
ts
Pu
bli
c se
cto
r
sala
ried
wo
rker
Pri
vat
e se
cto
r
sala
ried
wo
rker
Fam
ily
assi
stan
ce
Ap
pre
nti
ce
Set
tat
Settat MU 10.6 17.7 63.8 7.9 29.5 1.5 61 8.4 37.7 2.3 13.6 2 10.2 25.7 41.8 1.8 2.5
Ain Nzagh RM 13.5 20.3 57 9.2 60.4 0.9 39 1.1 42.7 0.3 31.3 1.4 3.8 4.2 27.2 29.8 1.9
Lahouaza RM 12.5 20 56.1 11.4 60.7 2.1 38 0.7 40.3 0.7 38.8 0.4 2.5 2.2 18.6 36.3 0.5
Khemisset Chaouia RM 11.5 19.1 57.6 11.8 51.9 3.3 44 1.1 36.2 1.4 37 0.7 2.2 2.6 18.6 36.9 0.7
Sidi Mohd Ben Rahal RM 13.2 20.9 56 9.9 63.3 2.5 34 0.8 36.7 2.2 28.6 0.9 3.7 2.8 19.6 41.4 0.9
Machraa Ben Abbou RM 14.4 21.8 55.5 8.3 64.9 3.1 33 0.6 37.5 0.5 27.1 0.4 1.1 3 34.1 33.6 0.3
Touafet RM 12.8 21.7 55.4 10.1 66.6 5.3 28 0.5 40.2 1.1 33 0.4 6.3 0.9 12.8 44.9 0.6
Oulad Aafif RM 12 19 57.3 11.8 60.6 1.4 38 0.5 42.6 1.2 29.5 2.1 7.3 0.7 15.3 42.8 1.1
El
Ka
laa
des
Ser
ag
hn
a
Sidi Abdallah RM 14.5 23.1 54.6 7.7 72.6 3 25 0.3 35.7 0.4 31 0.3 5.7 1 14.7 46.5 0.4
Skoura Lhadra RM 13.6 24.2 54.2 8 76 2.5 22 0.5 36.5 0.2 29.9 0.7 4.3 0.8 19.7 44.1 0.3
Skhour Rhamna RM 12.5 21.1 57.5 8.9 59.3 1.5 37 2.8 33.1 0.3 36.2 0.7 8.4 8.1 18.8 27.1 0.5
Oulad Hassoune Hamri RM 13 22.2 57 7.8 59.3 2.5 37 0.8 36.4 0.8 20.4 5.2 9.8 1 27.5 34.6 0.7
Ben Guerir MU 12 21.2 61 5.8 35.3 2 58 5 32.3 1.7 16.6 2.7 15.4 24.3 34.8 2.4 2
Sidi Ali Labrahla RM 12.7 20.4 58.6 8.3 61.9 2 38 0.9 35.4 1 30.7 0.2 3.7 2.2 27.3 33.8 1
Nzalat Laadam RM 14.5 23.4 55.6 6.5 51.6 2.9 44 2.1 29.2 0.3 31.3 0.4 0.5 21 15.3 31.1 0.2
Sidi Bou Othmane RM 13.3 20.7 57.9 8.1 55.2 2.6 41 1.6 32.4 0.7 30.6 1.4 3.6 5.5 39.7 17.2 1.4
Oulad Imloul RM 13.9 21.8 55.5 8.8 66.4 2.8 34 0.4 31.2 0.8 27 0.3 2 1 39.9 28.5 0.6
Ma
rra
kes
h Ouahat Sidi Brahim RM 14.4 21.2 59.2 5.3 46.3 1.4 51 1.7 32.1 1 14.3 3.3 6.9 3.4 65.9 4.1 1
Harbil RM 14.8 21.4 57 6.9 61.6 3 36 0.5 34.9 0.6 27.2 1.9 5.7 1.3 42.5 19.6 1.2
Menara DT 11.8 18.1 63.8 6.3 26 2.2 63 8.9 36.5 2.6 12.8 2.3 7.7 19.3 51.7 1.8 1.7
Gueliz DT 9.8 16.4 65.5 8.4 22.5 1.8 60 16 39.3 4.2 10.7 2 6.9 24.9 48.2 2 1.1
Marrakesh Medina DT 9 14.9 65.2 10.9 34.7 2.4 58 5.9 41 1.9 13.1 4.2 13.5 10.2 53.1 1.8 2.3
4.4.3 Socio-economic Activities
Economic activity in the Chaouia-Ouardigha region is dominated by the primary sector (agriculture and
livestock), which employs about half of the workforce. Thus, agriculture plays an important role in the
promotion and development of the region’s economic activity. With a Useful Agricultural Area (SAU) of
about 60% of the total regional surface area, the region is clearly an agricultural area. It is one of the
country’s most fertile areas. Regarding stockbreeding, the region has nearly 1.9 million sheep,
representing 12.3% of the sheep population recorded at the national level in 2007.
Settat – Marrakesh doubling ESIA summary
10
The great agricultural potential of the Settat Province – capital of the Chaouia–Ouardigha region, is the
basis of its economy. The province’s economic activity remains largely dependent on agriculture. The
region is home to about 389 industrial establishments, representing 5% of the country’s industrial units.
The industrial sector employs 21,000 persons permanently and supplies 5.2% of national production. By
sector, the food processing industry comes in first position with a production value estimated at nearly
MAD 4 billion.
The Marrakesh-Tensift-Al Haouz region is predominantly a rural area, with the agricultural sector playing
an undeniable role in the formation of the economic fabric. The SAU stands at 1,554,500 hectares,
corresponding to 17.3% of the national SAU. The region’s main produce remains cereals with nearly 2.2
million quintals. Furthermore, citrus-fruit production in the region stands at 65,300 tonnes, corresponding
to 5.1% of national output. The region has nearly 475 industrial outfits, corresponding to 6.1% of the
country’s industrial units. The industrial sector employs more than 18,200 persons permanently and
generates a turnover of about MAD 6.5 billion. Food processing comes in first position in terms of output,
with slightly more than MAD 3.5 billion. The chemical and para-chemical industry and the textile and
leather industry, come in second position.
4.4.4 Gender
Despite the progress made in Morocco in the elimination of all forms of discrimination against women,
gender-based disparities still exist. In the direct project impact area, women account for 51,1 % of the
total population estimated at 1 286 000 inhabitants. The illiteracy rate stands on average at 42.5% in the
Chaouia and Marrakesh Tensift regions, and 61.1% in the case of women.
Just like in the entire country, rural women of the project area continue to be the most vulnerable category,
due to their limited access to factors of production (land, market). They are present in various agricultural
subsectors and make varied contributions. Improvement of their performances can ensure the agricultural
sector’s development.
The development potential is in the food processing and tourism sectors, which are traditionally the major
sources of jobs for women. First of all, by reducing transportation cost, the project will help attract new
industrial units and promote tourism, particularly in Marrakesh, thus offering new job opportunities for
women. Secondly, by increasing train frequency, the project will ensure increased low-cost and safe
transport services for women, youths and the handicapped, particularly through the shuttles between Ben-
Guerrir and Marrakesh.
The PIA is characterized by a poverty rate which falls within the national average (8.8%). However, rural
poverty rates in the PIA are almost twice higher than in the urban area. Investment activities planned in
the region take this reality into account. The railway track doubling project is consistent with public
investments in this area. At the level of the ONCF, measures taken in recent years to promote female
employment have started yielding encouraging results. Indeed, out of an overall workforce of 8,050
persons recorded in 2011, there are 395 women, corresponding nearly to 5% of total workers. This trend
will be enhanced with the recruitments planned under the project, in the executive and supervisory
employee categories, based on the principle of "equal gender opportunities and remuneration". These are
jobs that will be primarily generated in the operational phase in the area of railway electronics (signaling,
ticketing, IT, administrative activities …).
In addition, jobs created in the following areas should, to a large extent, benefit the female population
living in the project area: (i) retail trade; (ii) catering within station premises; (iii) daily maintenance of
premises, vehicles and public areas; and (iv) administrative and service activities in the future new town
of Ben Guerrir (in midcourse), which is expected to be a university town.
4.4.5 Sensitivity of the Environments
Physical Environment: water quality will not be significantly altered. The impacts likely to be generated
will be felt during the construction of sanitation-facility extensions, bridge extensions as well as in the
Settat – Marrakesh doubling ESIA summary
11
building of bridges in replacement of level crossings. Ambient air quality is low. The dust and exhaust
fumes that local residents will put up with are very limited and temporary.
Biological Environment: all sites of interest are situated 15 to 30 km from the assessment area and will
not be affected by the project. On the other hand, the railway route passes in the SBEI of the "palm grove
marshes" situated northwards of the Marrakesh station. This site is already impacted by the existing
railway right-of-way and Phase 1 of the project has planned the laying of the second track on the existing
platform, including transversal bridge extensions at PK 243+404, which required the acquisition of 400
m² of land, catenary renewal and the fencing of the right-of-way. For this latter activity, and in
anticipation of the current Phase 2, a cluster of big palm trees was transplanted immediately behind the
service track in the area adjoining the fence and lying within a distance of 10 m of the fence. No sensitive
species seems to be found on the railway-doubling-project area. The environmental homogeneity implies
that existing species, both plant and animal, are represented in the whole region.
Human Environment: Project-related activities will not affect any habitat. The replacement of 36 ha of
land of low-economic-value for farming is not likely to affect yields and does not constitute fragmentation
of farmland. Noise pollution will be increased due to higher frequencies of railway traffic. The distribution
and sale of agricultural and industrial production will be improved.
The analysis presented has helped to define the state of sensitivity and resistance of various environmental
elements. It is the result of the comparison of the impact dreaded and the value of the element as presented
in Table 3 below:
Table 3: State of Sensitivity of the Environment Environment Elements Feared Impact Value Sensitivity
Physical
Soil Low Average Nil
Air Low Low Low
Water Low Average Average
Landscape Low Average Low
Biological
Fauna Low Low Nil
Flora Low Average Low
Protected sites (SBEI) Low Average Low
Human
Population and housing Low Average Low
Agro-pastoral activity Low Average Low
Socio-economic activity Average High High
Noise pollution Low Average Average
Mobility and transport High High Positive
Infrastructure and equipment Average Average Average
5 ALTERNATIVE PROJECT SOLUTIONS
5.1) Without Project Situation
The "without project" situation amounts to leaving the railway line in its current single-track state and the
partial doubling implemented in Phase 1, with the attendant saturation limits and inconveniences posed
to users and local residents. The impacts of this situation are summarized as follows: (i) saturation of the
28 trains/day line; (ii) delays and cumulative delays; (iii) difficulties in providing for maintenance time-
slots; and (iv) maintaining precarious safety and a restrictive route. This situation complies neither with
the Kingdom of Morocco’s economic and social development policy nor with the Bank’s strategy paper
for intervention in Morocco. So, the status quo is not in line with the spirit and principles of improving
the transport system in Morocco.
5.2) Project Alternatives
The technico-economic feasibility studies and the preliminary draft files of the chosen scenario C were
examined to ensure project viability. The alternative chosen for Horizon 2020 is the total doubling of the
railway right-of-way coupled with an increase in speed, involving some curve realignments and track
elevation. The design of facilities complies with the best practices and standards laid down by the
International Union of Railways (UIC) with respect to railway equipment works and facilities.
Settat – Marrakesh doubling ESIA summary
12
Scenario Brief description
Reason for rejection Horizon 2015 Horizon 2020
Scenario A Settat-Marrakesh
Partial doubling (66 km)
LGV (high-speed railway line) between
Settat and Marrakesh
High cost for Horizons 2015 and
2020
Scenario B Settat-Marrakesh
Partial doubling (66 km) Increase in speed between Casa and
Rabat
Additional increase in speed between
Settat and Fès LGV between Settat and Marrakesh
High cost for Horizons 2015 and
2020
Scenario C Settat-Marrakesh
Partial doubling (66 km) Total doubling of the Settat-Marrakesh
line and increase in speed
-
The said Scenario C refers to the examination of 4 scenarii: (i) Baseline Scenario in Phase 1; (ii) Scenario
2 - doubling between Settat and Imfout; (iii) Scenario 3 - doubling between Ben Guerir and Sidi Ghanem;
and (iv) total doubling. This latter Scenario requires curve realignments that will ensure the
implementation of the BAL, PAI and ERTMS systems to enhance overall safety. The weightings and
comparisons tend lean towards the latter, as presented in the following comparison table.
Settat – Marrakesh doubling ESIA summary
13
The synoptic pattern chosen is presented in Figure 2 below.
Table of Comparison of the Alternatives
Criteria Ratio
Activity
Ratio Baseline Scenario (Phase 1)
Scenario 2 Settat -Imfout Doubling
Scenario 3 Ben Guerrir -Sidi
Ghanem
Scenario 4 Total Doubling and
Straightening of Curves
Value Weighting Score Value Weighting Score Value Weighting Score
Technical 40% 0,54 1,15 1,22 2,92
Earthworks and Facilities 10% 2 10 1.00 2 8 0.80 2 8 0.80 2 8 0.80
Track Renewal 5% 2 4 0.20 2 8 0.40 2 8 0.40 2 8 0.40
Catenary Renewal 5% 2 4 0.20 2 8 0.40 2 8 0.40 2 8 1.60
Elimination of Unguarded
Level Crossings 5% 0 2 0.10 1 5 0.25 1 6 0.30 1 6 0.60
BAL, PAI Signaling 8% 0 0 0.00 0 0 0.00 0 0 0.00 1 8 0.00 Establishment of ERTMS 5% 0 0 0.00 0 0 0.00 0 0 0.00 1 10 0.00
Renovation of Railway
Stations 2% 1 2 0.04 1 5 0.10 1 6 0.12 1 8 0.32
Operation 30% 1.40 1.75 1.95 2.70
Travel Time 10% 0.6 4 0.40 0.7 7 0.70 0.89 8 0.80 0.98 10 1.00
Operation and Maintenance 5%
Average to
bad 5 0.25 Average 6 0.30 Good 8 0.40 Very good 10 0.50
Safety 15%
Average to
good 5 0.75
Average to
good 5 0.75
Average to
good 5 0.75 Very good 8 1.20
Disruption of
Environments 30%
1.50 2.40 2.10 1.75
Land/Activities 10% None 4 0.40
Private very limited (8
ha) 8 0.80
public
+private limited (11
ha) 8 0.80
public
+private
more significant
(18 ha) 2 0.20
Deforestation 5% Very low 8 0.40 Nil 10 0.50 Very low 8 0.40 Average 6 0.30 Soil Resource Consumption 5% None 4 0.20 Low 8 0.40 Low 8 0.40 Average 5 0.25
Risk of Accident 10% Sensitive 5 0.50
Not
sensitive 7 0.70 Sensitive 5 0.50 Almost nil 10 1.00
Total Ratio 100% Total Score 3.44 5.30 5.27 7.37
gares
setta
t
71,95
1 à 7
4,430
74,43
0 à 80
,430
80,43
0 à 86
,970
86,97
0 à 90
,970
khem
isset
93,35
0 à 93
,950
94,94
4 à 10
4,100
Imfo
ut
104,6
00 à
120,1
50
120,1
50 à
117,5
00
Mec
hraa
ben A
bou
118 à
128
Sidi A
bdall
ah
129 à
141,0
00
141 à
146
Skho
ur
Ben G
uerri
r
173,0
00 à
177,4
81
177,4
81 à
184,6
00
184,6
00 à
189,1
62
M'za
let El
Ada
m
190,6
00 à
203,9
61
204,0
00 à
207,3
50
Sidi B
ou At
hman
208,1
00 à
212,0
00
212,0
00 à
224,9
00
El Ko
udia
El Rid
a
226,0
00 à
232,3
50
232,3
50 à
236,0
00
236,0
00 à
237,1
00
237,1
00 à
239,1
50
239,1
50 à
242,0
00
Sidi G
hane
m
Marr
akec
h
PK 72+750 92+487 104+500 117+573 128+800 146+290 172+744 189+900 208+011 225+941 242 248+51
sections 4
var 1 ref (phase 01)
variante 2
variante 3
variante 4
doublement sans retification de courbe
doublement avec rectification de courbe
effectuée
5 6 7
effectuée
zone de travaux d'infrastructures
60km/h
ligne
8 9
80km/h 120km/h 160km/h 120km/h
1 2 3
Area under Infrastructure Works
Doubling without curve realignment Doubling without curve realignment
Implemented
Stations
pk
Lines
Sections
Benkmark scenario
Scenario 1
Scenario 2
Scenario 3
Implemented
Settat – Marrakesh doubling ESIA summary
14
5.3) Chosen Solution
Dual tracking between Settat and Marrakesh consists in platform earthworks over a 42-km stretch with a
lateral extension of nearly 4m on average, which will follow the current track layout and will involve the
extension of hydraulic structures and, in certain sites, it will require an increase in their section,. Doubling
will also involve structures and bridges and the establishment of various layers of stepped ballast (as a
stability measure). This extension will vary in width by nearly 15 m over a 6-km cumulated segment of
the curve realignment area. Earthwork protections will require the use of anti-contamination geotextiles
as a means of prevention against mould growth and invasive weeds. This will require nearly 250,000 m3
of selected materials from existing approved quarry sites (Settat, BenGuerrir, Imfout, and Sidi Ghanem).
The track body will consist of a ballast layer of 45cm-thick ballasting of the track itself, which will consist
of a UIC60 continuous welded rail (CWR), supported and stabilized by bi-block sleepers with metal
crosses. The said ballast will also constitute a rainwater drainage facility to ensure rapid and total outflow
of the water from the platform. The ballast will come from existing stocks of specific regional quarries,
owned by the ONCF. Track renewal and doubling will stretch over the existing track on the existing
platform already earmarked for that purpose.
The catenary’s renewal and doubling works and the equipping of substations will stretch over a distance
of 106 km. Modern signaling equipment will be installed along the entire track between Casablanca and
Marrakesh.
Settat – Marrakesh doubling ESIA summary
15
6 POTENTIAL IMPACTS AND THE MITIGATION AND IMPROVEMENT
MEASURES
6.1) Negative Impacts
Impact assessment is based on the environmental sensitivity of the components. Such sensitivity analysis
makes it possible to determine the component’s level of resistance in relation to the project.
Impact assessment is subdivided into three phases: (i) Pre-construction Phase - a phase that corresponds
to the period for vacating the rights-of-way, conducting implementation studies and the preparatory works
for the requisite construction sites (preparation of the right-of-way and access roads, installation of
equipment); (ii) Construction Phase - phase corresponding to site works for project implementation. It
ends with rehabilitation of the construction site; (iii) Operation and Maintenance Phase - corresponding
to the operation and use of the infrastructure developed as well as maintenance and repair of various
infrastructure components. The matrix of interrelations, which relates project impact sources to
environmental elements is summarized in the following table.
Table 4: Matrix of Interrelations
6.1.1) Construction phase:
This phase corresponds to preparations for vacating the right-of-way, land development, installation of
the necessary construction site facilities and opening of access roads. It is followed by excavation works,
construction of the track laying platform and laying of the track body itself, installation of catenary
scaffolding and equipment as well as extensions of crossing and sanitation facilities, right up to site
cleaning and rehabilitation.
Phases
Pre-construction Implementation Operation
Imp
act
sou
rces
Dep
osi
t o
f M
ater
ials
Inst
alla
tion
of
Sit
e
Fac
ilit
ies
Cle
arin
g
Op
enin
g o
f A
cces
s
Tra
cks
Tra
nsp
ort
and
Tra
ffic
Ex
cavat
ion
an
d D
rain
age
Fo
otb
ridg
es a
nd
Fac
liti
es
Was
te M
anag
emen
t
Tra
ffic
Dis
rup
tion
s
Tra
ck a
nd
Cat
enar
y
Lay
ing
Reh
abil
itat
ion
Tra
nsp
ort
and
Tra
ffic
Pre
sence
of
Fac
ilit
ies
and
Equ
ipm
ent
Saf
ety
of
Lo
cal
Res
iden
ts
Mai
nte
nan
ce a
nd
Rep
air
Tra
ffic
Flo
w
En
vir
on
men
t
Ph
ysi
cal
Soil a l l l a a l a l l l
Air l l l
Water l h a l
Landscape a l a l l a l a l ++ a
Bio
log
ica
l Flora l a a a a l l a
Fauna a l l a l l a l
Protected Sites l l l
Hu
ma
n
Population and Housing l a l a l a l ++ l ++ ++ ++ ++
Agro-pastoral Activity a l l l l l
Noise Exposure al a l a a a a l l l a
Socio-economic Activity l a ++ ++ ++
Mobility and Transport a ++ ++ ++
Infrastructure and Equipment a l ++
Level of impact l : low a: average h: high ++ : positive impact
Settat – Marrakesh doubling ESIA summary
16
In the construction-site-preparation phase:
i) activities in the immediate vicinity of certain access roads and tracks for crossing the
railway (level crossings or pass-overs) as well as pathways for pedestrians will be
disrupted. Deviations will be needed;
ii) displacement of networks will be necessitated by the works, especially the electricity,
telephone and water-supply networks as well as the displacement of fences, the clearing
and uprooting of some trees and the transplanting of palm trees. This preparation is
essential to avoid interrupting railway traffic;
iii) the exploitation of existing quarries could exacerbate discomfort to local residents; and
iv) the interventions on tracks will disrupt railway traffic (stops/delays, crossing, overtaking,
etc…).
The construction phase could result in:
v) traffic inconveniences on certain road bridges for which extension works are planned;
vi) difficulty of access, with risks of accidents due to movements of civil engineering
equipment on the deviation roads;
vii) dust emissions and exhaust fumes resulting from the movement of heavy vehicles and
machines on the roads under construction and on deviations also create environmental
impacts, especially impact on the urban environment;
viii) risks of spillage of hazardous products and leakage of hydrocarbons, oils or lubricants
from construction machines could also pollute soils, water resources and wadis;
ix) fortuitous discovery of archeological or cultural relics; and
x) The influx of job-seekers from neighbouring towns could disrupt socio-cultural balances
within local urban communities, in terms of violation of customs and traditions and spread
of STIs.
6.1.2) Operational phase:
It corresponds to the use of the infrastructure constructed and that of the equipment needed for its
operation and maintenance.
xi) the capacity and speed increase will result in higher frequency of passenger and freight
trains. This may constitute potential sources of accidents and risks to the neighbouring
populations and road users, especially at level crossings;
xii) noise pollution will be exacerbated in the areas near the line;
xiii) the project will not affect natural habitats, the fauna or the flora and no further deterioration
of the quality of the abiotic environment is expected during the exploitation of renovated
lines Thus, the project does not affect any archeological, cultural or religious site. Even
though the sites likely to contain cultural resources are not necessarily known at this stage,
it is deemed prudent to adopt the principle of precaution, which consists in ensuring that
possible impacts on the said resources are assessed and mitigated as much as necessary.
Settat – Marrakesh doubling ESIA summary
17
6.2) Positive Impacts
The project will have a positive impact on population mobility between the Settat region, including Grand
Casablanca, and the tourist metropolis of Marrakesh. The doubling of the Settat-Marrakesh track will help
to significantly increase train frequency and reduce travel time from 3 h 15 to 2 h 30 (representing a 45-
mn time savings). Expected annual passenger traffic would rise from 2.5 to 3.2 million passengers,
including shuttles between the new Benguerrir town and Marrakesh.
The positive impacts identified are:
i) the creation of numerous jobs in the construction and operational phases, estimated at 1
million staff/days in the construction phase and 50 permanent jobs in the operational
phase;
ii) exogenous benefits - time and safety gains, savings on track maintenance, etc;
iii) increased railway capacity, which will boost intra-regional and inter-regional trade and
contribute to the achievement of the Government’s economic growth and development
objectives;
iv) facilitation of access to the socio-economic centres of Settat and Grand Casablanca
(administration, health centres, schools,..) and Marrakesh town, the main tourist centre, as
well as between the new university town of Ben Guerrir and Marrakesh ;
v) increased safety through the installation of foot bridges, under-track tunnels, in
replacement of level crossings, and fencing of rights-of-way;
vi) intensification of tourist services (Marrakesh, Casablanca etc …) and by the same token,
the promotion of cottage industries and services closely linked to tourism;
vii) time and mobility gains under better traffic and comfort conditions for passengers;
viii) gradual transfer of freight transport from road to rail transport, which will generate gains
for the community in terms of fuel consumption and CO2 emission; and
ix) the change in mode of transport will also significantly mitigate environmental and social
risk factors caused by road transport, such as accidental spillage of hazardous materials
and road-transport-safety conditions.
6.3) Mitigation and Improvement Measures
6.3.1) Compensatory Measures Related to Vacating the Rights-of-way
i) Displacement of activities and compensation of PAPs: an overall budget of MAD 70
million was earmarked in the CRP for the compensation of 384 PAPs, including loss of
agricultural property;
ii) Displacement of infrastructure and fences as well as extension of facilities will be required.
They are factored into the project and constitute a distinct budget item in the Description
and Quantities Estimates (DQE).
6.3.2) Mitigation Measures of Negative Impacts during the Construction Phase
The mitigation measures planned in the Terms of Reference are not specifically of an environmental
nature. In the construction and operational phases, they concern mainly the inclusion of the principles of
good environmental practices in the Terms of Reference of contractors as well as civil engineering
technical measures consistent with UIC standards. The latter concern staff management, the installation
Settat – Marrakesh doubling ESIA summary
18
of worksite bases and conditions of hygiene therein, the organization and management of hydrocarbon
depots (control of spillage, explosion or fire hazards), the origin of materials (quarries) and the conditions
of their transportation, the organization of depots needed for works or generated by renewals, traffic
regulation, solid and liquid waste management, rehabilitation of sites and dismantling of makeshift
installations at the end of works and the planting of vegetation on the rights-of-way. They are focused
mainly on the organization of works and the equipment of living quarters to mitigate the overall nuisance
of works. The environmental and social clauses included in the contractor’s tender documents must also
refer to provisions on the ground-penetrating geo-technical campaign, and more specifically the fortuitous
discovery procedure, in compliance with the laws and regulations governing cultural heritage and
antiquities in the Kingdom of Morocco.
Project design also adopted the following technical measures: (i) 33,000 m3 of ballast will be recovered
and reused; (ii) 3,600 rails of 18 ml will be recovered and reused in secondary tracks and stations; (iii)
150,000 m3 of rubble will be reused in embankments.
In the operational phase, measures will concern the safety of local residents, staff and users, maintenance
of developed tracks and appurtenances (drainage ditches, embankments, catenaries etc.), and rolling stock.
All the major impacts identified can be controlled thanks to the implementation of proposed mitigation
measures (except those linked to the landscape). After implementation of mitigation measures, the impacts
will no longer be major; instead they will become limited.
Table 5 below summarizes the main environmental and social measures.
Impact-generating
Activity Impact Mitigation Measures
Acquisition of land
from the forest estate
Reduction of forest
surface areas
1. The acquisition will be in compliance with the provisions of Dahir No. 1-58-
382 of 17 April 1959 for land that is classified under the Forestry Regime and
needed for the implementation of Public Utility Projects, following the signing
of an agreement between the ONCF and the HCEF.
2. Provide facilities to protect the roots of palm trees and other trees.
3. Avoid the deforestation and destruction of vegetation outside the ONCF right-
of-way.
4. During felling of trees, provide for wood stacking areas outside humid areas.
5. Obtain authorizations for works on sites of biological and ecological
significance.
6. Monitor the transplantation of palm trees.
Vacating the right-
of-way
Loss of activities, crops
and income
Disruption of access to
and supply of crop
Destruction of built-up
properties, hedges,
traditional equipment
and wells
Fortuitous discovery of
archeological and
cultural relics
7. Programme the start of construction works after harvests
8. Prior agreement with affected owners and compliance with the commitments of
this agreement.
9. In the agricultural areas, access the right-of-way through existing roads or move
around at the fringes of cultivated areas and prepare access roads in consultation
with farmers.
10. In the agricultural areas, locate equipment as much as possible at the borders of
plots or cultivated areas, or distribute them in a manner that will reduce their
number to the minimum. Inform citizens, through billboards, of works
execution: scope, duration, and site.
11. Ensure access to private poverty and safety for local residents during works
(fence, guards etc. …).
12. Implement adequate measures to reduce nuisance caused by works.
13. Inform users of the railway line and concerned authorities and take appropriate
measures to reduce service interruptions to the minimum.
14. Adjust white works to avoid disrupting rail traffic.
15. In the urban areas, clean the streets plied by vehicles or heavy machinery to
remove all accumulation of loose materials and other debris.
16. Prior inspections and the ground-penetrating reconnaissance campaign.
17. Excavations to salvage relics in case of discovery.
Deposit of materials Risk of land
speculation
18. Begin negotiations with landowners before the opening of deposit areas.
19. Displacement of networks
Settat – Marrakesh doubling ESIA summary
19
Impact-generating
Activity Impact Mitigation Measures
Movement of
machines
Nuisance caused by
dust, noise and exhaust
fumes
20. Regular watering of the site
Development of the
platform
Risk of accident 21. Preparation of a plan for the movement of heavy equipment outside the
railway right-of-way to ensure the greatest mobility and accessibility for local
residents. The said plan should evolve in keeping with the planned phase of
works. This plan will be reinforced by the installation of signalling and
information billboards.
22. Protection during transportation of materials.
23. Make available on the spot, absorbent materials and well identified watertight
containers for the collection of oil residues and waste in case of spillage.
24. Inform drivers and machine operators of safety standards to be complied with
at all times.
Installation and
commissioning of
the contractor’s base
camp
Risks of accidents and
accidental spillage
25. Establish an emergency intervention plan for spillage of contaminants.
Display prominently for workers, a poster indicating the names and phone
numbers of officials and describing the alert procedures and ensure the entire
staff buys into the plan.
Fire hazard 26. Fire-fighting equipment.
Vehicle parking and
engine-oil leaks
Soil destruction by
compacting in the
contractor’s base camp
27. Rehabilitation of bases at the end of works by turfing of the site
Production of waste in
worksites and risk of
soil and water pollution
28. Establishment of a worksite waste-disposal system
29. Development of the firm’s secondary bases far from boreholes, waterways
and residential areas. Bases and main offices in already developed railway
stations
Earthworks, soil
compacting by
vibratory equipment,
crushing,
Dust emissions and
exhaust fumes
30. Regular watering of platforms and regulation of the water content of materials
during offloading. Temporary deposit of rubble or excavated material could
also require their humidification
Platform
development,
excavated material,
backfill….
31. Protection of vehicle loads by tarpaulin sheeting
Movement and
parking of worksite
equipment and
heavy machinery
Noise pollution, gas
emissions,
32. Verification of heavy equipment
33. Avoid heavy-equipment movement near inhabited areas and the conduct of
noisy works outside normal working hours.
34. Maintain transportation vehicles and machinery in proper working order to
avoid oil, fuel and pollutant leakages and minimize exhaust fumes and noise.
Respiratory diseases 35. Staff protection equipment
Voluntary or
accidental disposal
of chemical
pollutants and
hydrocarbons
discharged during
equipment
maintenance,
Pollution of surface and
ground water by
hydrocarbons and other
waste
36. Storage of oxygen, propane and acetylene in designated places, for welding
and cutting of catenary scaffolding or rails. They will be fenced in and
protected from any possible accident, with a track-inspection car or vehicle
37. Collection of waste oils in watertight drums and recycling under conditions
imposed by regulations and the ONCF environmental charter
38. Regarding areas prone to flooding and collection of runoff water, schedule
interventions outside times of flooding and heavy rains
39. Avoid blocking surface-water drainage and provide rehabilitation measures.
Dumping of rubble
or excess excavated
material
Soil pollution by waste 40. Establishment of a worksite waste collection and disposal system.
41. Discharge of oily and petroleum products (by machinery) will be rigorously
designed to avoid spills on the ground and in the wadis. Worksite solid waste
will be transported to authorized (ONCF or municipal) rubbish dumps for
sorting and recycling, especially the wood, metal and organic materials to be
used for compost
42. Establishment of a mechanical workshop with specific equipment.
Wastewater from the washing and maintenance of machinery will undergo
water-oil separation treatment. The water will be drained off into septic tanks
and the residues collected.
Operation of the
worksite
Pollution of low-lying
areas
43. Prohibition of dumping of rubble, excess excavated material and
hydrocarbons
Settat – Marrakesh doubling ESIA summary
20
Impact-generating
Activity Impact Mitigation Measures
44. Protect vegetation near wadis and chaabas.
45. Avoid multiple crossings of permanently flowing wadis and chaabas.
46. Take all possible precautions during refueling of vehicles and heavy
machinery on the worksite to avoid possible spills. Prohibit refueling near
waterways
Soil degradation 47. Rehabilitation of deposit areas and worksite feeder roads
48. Provide facilities for vehicle movement whenever there is risk of compacting
or altering the surface area
49. Mechanically stabilize soil to reduce erosion potential.
50. Provide for site redevelopment after earthworks.
51. Limit interventions on erosion-prone soil.
52. Implementation of technical solutions for stabilization.
53. Compact loose soil at the end of works and encourage the establishment of a
local plant stratum
Destruction or loss of
vegetation cover
54. Turfing of the disposal areas after levelling
Discomfort from
garbage disposal
55. Refuse collection and sorting
56. Recovery of hazardous waste in watertight tanks for treatment and/or disposal
Disruption from scrap
metal disposal (catenary
scaffolding, sleepers,
rails etc. …)
57. Dump to be provided for in the railway right-of-way of the Ben Guerrir and
Marrakesh stations
Risks of accident and
disruption of access to
homes and social
facilities
58. Sensitization and information of the population on the period of works and the
rules to be observed,
59. Keeping the population away from the areas where the construction
machinery and equipment operate during mechanized works
60. Setting up of full enclosures
61. Installation of worksite and speed limitation billboards near the exit of heavy
machinery and close to socio-economic or cultural sites
Traffic disruptions 62. Development of signaled deviation routes and installation of billboards
informing on the different phases of the works
Spread of STIs 63. Organization of STI awareness and prevention campaigns
Train traffic Noise pollution and
vibrations
64. Grinding of rail beds and technical inspection of tracks and equipment
65. Installation of acoustic protections (full enclosures in housing areas)
66. Limitation of acoustic pressure to a maximum of 60 decibels between 06:00
and 22:00, and to a maximum of 55 decibels between 22:00 and 06:00
Increase in rail
traffic and speed
Increase in risks of
accident for guarded
and unguarded level
crossings
67. Sensitization of the population on transport-related safety issues
68. Establishment of footbridges/tunnel crossings.
69. Organization of awareness and information campaigns on compliance with
provisions of the highway/rail/crossing codes
Commissioning of
tracks
Degradation of
components
70. Periodic maintenance, surveillance and inspections (tracks, signaling,
catenaries…)
Dirty nature of the track 71. Blowing away refuse and regular cleaning of the track and its components
6.3.3) Residual impacts and mitigation measures
Residual impacts are those resulting from the implementation of mitigation measures at the end of the
project. In the operational phase, these are: (i) landscape aspects due to the presence of dual catenary
scaffolding; (ii) safety aspects of the movement of persons and goods, local residents and road traffic
crossing the railroad and that problem is exacerbated by increased train frequency and higher speeds; and
(iii) noise pollution resulting from the same causes.
Safety is enhanced by the construction of many footbridges coupled will parallel tracks adjacent to fences.
Safety is an absolute and fundamental priority of ONCF’s management as well as an essential leveraging
option for its commercial activity. It relies particularly on traffic safety, based on a directive defining three
Settat – Marrakesh doubling ESIA summary
21
levels of intervention: (i) Regional Level - Regional Inter-Departmental Safety Commission (CIRS); (ii)
Central Level - Central Inter-Departmental Safety Commission (CICS), (iii) Directorate General Level:
Network Safety Committee (CSR). It is run by the Safety and Control Office. Under the project, signaling
equipment sub-components reinforce this dimension, namely: a) the automatic luminous block (BAL) is
an automatic rail signaling system used to ensure spacing of trains moving on the same track. It uses
luminous signals at the entrance of each canton, and for track circuits which change its appearance
depending on the progress of trains. b) Computerized Signal Box (PAI), a tool and equipment for the
implementation of the European Rail Traffic Management System (ERTMS), which seeks to harmonize
rail signaling and its constant surveillance and which takes on board all emergency procedures at various
levels of intervention, maintenance and programming, be they the so-called conventional lines or new
high speed lines.
Furthermore, as concerns the safety of persons and property, ONCF takes various initiatives to enhance
safety in its premises through: (i) surveillance by and vigilance of the entire staff, whatever their area of
activity, to detect any abnormal situations; (ii) permanent presence of elements of the Railway Police (PF)
in stations and on board trains; (iii) subcontracting of the security-guard function to private companies;
(iv) resorting to authorities for solutions, whenever necessary, especially during peak passenger travel
periods; and (v) generalization of surveillance, event-recording and alert devices, particularly the
installation of video cameras in most of the stations. To ensure coordinated and efficient action, a “Safety
Management System” is being finalized with the support of the UIC and SNCF (France).
Noise pollution will be mitigated through planned “Continued Welded Rails” (CWR) and full enclosures,
as well as through noise mitigation devices (rail dampers) with track reinforcement on the residential
segments close to the right-of-way. This measure should be strongly recommended in case there are
unspent balances in the project budget.
However, there is still the issue of visual impact further exacerbated by the additional establishment of
crossing bridges.
7 ENVIRONMENTAL RISK MANAGEMENT AND CLIMATE CHANGE
7.1) Project-related Environmental Risks
The terms of reference require contractors to prepare Environmental Action Plans (EAP), Site
Environment Protection Plans (SEPP) and the HSE. They will include emergency procedures and
emergency intervention. The detailed worksite PPS will indicate all the precautionary measures adopted.
This does not rule out risks of seepage of pollutants into ditches (or waterways) and/or aquifers as a result
of spillage of used oils and fuels or runoff from stockpiled materials. In steep slopes, it is advisable to
prevent erosion risks by realigning the layout of rights-of-way (rockslides, landslides and sliding of the
platform embankment). In some forested areas, it is necessary to protect against fire hazards and to make
provision for the management of such cases should they arise. Fuel depots present some soil and water
pollution risks from oil, fuel or lubricant spills as well as fire hazards.
7.2) Climate Change
This project is part of the continued upgrading of the railway line, which will ultimately link Tangiers to
Marrakesh, thus offering a higher service level than that of other modes of transport.
Despite the average sensitivity of the region crossed (heavier rains, longer droughts and higher
temperatures), the nature of railway infrastructure and the line’s layout make it possible to avoid the
effects of these changes, particularly when account is taken of the fact that the height of the track body
has been elevated by nearly 0.75m and tracks in the stations are adequately drained. Thus, the Continuous
Welded Rail (CWR UIC 60 on TBA VAX 41), coupled with its 45-cm ballast, helps to safely resist
temperatures of nearly 85 °C and the new suspended catenary absorbs both winds and dilation caused by
high temperature.
Settat – Marrakesh doubling ESIA summary
22
Curve realignment areas are subject to embankment stabilization over a 70-m segment.
The development envisaged will result in the replacement of road transport with rail transport for a
significant part of existing and future mobility demand between Settat and Marrakesh. To that end, it will
help reduce the greenhouse gas (GHG) emission of 6.5 million tonnes eq per year for the project’s
duration, compared to the “without project” situation, which consists in continuing to use the road network
for the transportation of goods and persons.
The carbon costs saved are included in the economic rate of return model, an extract of the basic
assumptions of which is presented below. This is the projected replacement of road transport with rail
transport.
Externalities (2008 Systra base figures updated to 2015) MAD/veh x km
Local atmospheric pollution gain
Buses 0.132
Private cars (PC) & Taxis 0.015
Heavy-duty trucks 0.140
Greenhouse effects
Buses 0.031
PC & Taxis 0.007
Heavy-duty trucks 0.042
Similarly, emissions are coupled with energy supply from two wind farms, representing a clean renewable
energy source of nearly 240 GWh per year needed for the operation of the ONCF electric-powered traction
network.
It is considered that energy used in rail traction reflects the same breakdown of generated power in
Morocco. Referring to the 2009 benchmark, this stands at: i) 13.60% for fuel oil and diesel, ii) 42.20%
for coal, iii) 13% for natural gas, iv) 11.9% for renewable energies, and 19.3% in imports. In this regard,
the carbon footprint of electric-powered rail traction therefore considers the overall CO2 emission factor
as “f”, representing 0.193 Kg eq C per KWh.
The total consumption of all rail network substations in 2014 stands at 306 GWh.
CO2 emissions relating to electric-powered traction in 2014 are estimated at Q = 306*106*0.193,
representing 59 058 t eq C. Thus, projected consumption at commissioning in 2018 stands at 440 GWh.
Total CO2 emissions relating to electric-powered traction in 2018 are therefore estimated at Q =
440*106*0.193, representing 84 920 t eq C
CO2 emissions relating to electric-powered traction in 2018 are therefore estimated at Q’ = 240*106*0.006
+ 200*106*0.193, representing 40 040 t eq C. Hence an emission reduction of nearly 52.85%.
This reduction is expressed taking into account the operating costs.
8 ENVIRONMENTAL AND SOCIAL MONITORING PROGRAMME
8.1) Responsibility
The responsibility of monitoring the achievements of project components as well as the implementation
of the Environmental and Social Management Plan (ESMP), will be organized and conducted by ONCF
through its Project Supervision Office at the CI South Project, which includes the Project Impact
Surveillance and Monitoring Unit (CS), and through its ISO 14001 Environmental Management System
(EMS). The CS will rely on the services of ONCF Districts and Regional Control Services. It will
centralize all the observations made by other Ministries and stakeholders in the project (Environment
Department, Ministry of Home Affairs and Local Government, the High Commission for Water
Resources and Forestry etc. …). The CS, attached to DRIC South (Project Supervision), will conduct
regular monitoring of the works, right up to commissioning of the project.
Settat – Marrakesh doubling ESIA summary
23
8.2) Conduct of Surveillance and Monitoring
It should be noted that the ONCF Project Supervision Office is responsible for the overall conduct of the
project in its works phase. Its missions, as defined in the " ONCF Investment Projects Management
Manual", are: (i) Steering of Works Contracts Implementation; (ii) Scheduling, Coordination and Steering
of the Worksite, (iii) Assistance to the Contracting Authority for Commissioning Operations; (iv)
Representation of the Contracting Authority. The missions are summarized as follows:
- Works Management: manage and control all works, direct and coordinate stakeholders
and assist the Project Manager to ensure compliance with quality and cost requirements
as well as with deadlines;
- Conduct of Works: guarantee performance of the works contracts signed between the
Contracting Authority and Contractors;
- Technical Control: verify and ascertain compliance of the facilities with requirements in
terms of (i) results, (ii) commitments given, (iii) regulations and (iv) best practices;
- Quantitative Control: control facilities both under construction and constructed,
quantitatively assess what remains to be done for each facility so as to ensure proper cost
management;
- Quality and Methods: assist with other responsibilities (particularly conduct of works) to
ensure optimal management, works scheduling and overall project-quality assurance.
The environmental surveillance mission is thus performed under the Technical Control function and the
Quality and Methods mission.
Furthermore, the works execution contracts, in addition to the preparation of the SEPP and the PHSE, will
contain a description of the penalties that will be applied to Contractors in case of non-compliance with
specific technical requirements of an environmental and social nature. The environmental commitments
taken by the ONCF in its environmental management ISO 14001 certification, will enable it to
continuously assess and control the impact of its activities, products and services. It will ensure, if need
be, that measures on the fortuitous discovery of cultural relics are implemented, in accordance with the
laws and regulations governing cultural heritage and antiquities. Periodic reports on the surveillance and
monitoring of environmental measures, the efficiency of these measures and the solutions to unforeseen
environmental problems will be forwarded to the Department of DRIC-South Projects of the ONCF
(Contracting Authority). SME audits ensure environmental monitoring at the level of Senior Management
(Infrastructure and Traffic Office and DRIC South).
Environmental monitoring aims to regularly assess the level of implementation of mitigation measures
recommended by the ESIA through the Environmental and Social Management Plan (ESMP), to enable
ONCF (Contracting Authority) to specify, adjust, reorient or possibly adapt certain measures in light of
the characteristics of environmental components. To that end, the ESMP consists in planning the
protection measures proposed and identifying the various partners and their responsibilities in the
implementation of these measures. This takes place during the project preparation and implementation
phases, while taking surveillance and environmental monitoring into account.
The works surveillance and environmental monitoring programme will be an integral part of the
environmental and social reports of the Project Supervision Office and Contractors. The latter will refer
to environmental assessments to mitigate or offset the risks incurred by the biophysical and human
environment. The Bank’s annual supervision missions will help to assess the quality of project
environmental and social monitoring.
The project management team at ONCF has experienced staff and adequate technical resources in these
areas. The assistance of environmental and social experts could be required in the surveillance of works
Settat – Marrakesh doubling ESIA summary
24
and the verification of their compliance with the general recommendations of the Environment
Department, those of the High Commission for Water Resources and Forestry as well as those of urban
and rural communities, considered to be stakeholders. The Monitoring Unit should be set up before
successful bidders start their on-site installation. Thus, its staff will be ready to organize and conduct a
sensitization and training programme for the staff of the selected enterprises. Later, it will prepare a
sensitization and training programme for ONCF staff as well and design appropriate action plans.
8.3) Cost Estimates
Mitigation measures of the installation and works phases outlined in the ESMP will be included in the
Terms of Reference of contractors and potential service providers who submit bids for implementation of
the said measures. They comprise soil and water protection measures as well as how people perceive the
said measures (traffic deviations, noise reduction, working hours, watering of sites etc. …).
ONCF’s operating costs will defray the costs of sensitization measures with respect to: (i) rules to be
observed to keep worksite equipment far from living and working quarters during mechanized works; and
(ii) road safety issues.
The safety/security and facilities/footbridges aspects, recorded as project components, are in fact, the
technical solutions for restoring the railway-crossing and protection measures. They represent MAD 25
million or 2.93% of the project amount, exclusive of tax.
The costs of environmental and social measures outlined in the ESMP will be taken into account in the
total cost of works. They amount to MAD 31.52 million or 1.6% of the project amount, net of tax and
physical contingencies. The share of costs relating to environmental monitoring and surveillance activities
stands at MAD 0.7 million, net of tax, and will be borne by the CS attached to the ONCF Project
Supervision Office.
These estimates are summarized in Table 6 below:
Table 6: ESMP Costs
in MAD Million
Project Components Project Cost
Share of
Environment
Component Ratio
1 Infrastructure (Works) 1,512.70 25.00 1.65%
1.1 Worksite Installations 2.00
1.2 HSE Plan and Plan for Intervention in Traffic 18.00
1.3 Site Environmental Protection Plan (SEPP) 5.00
2 Railway Equipment 365.00
2.1 Track (Waste Management Plan, Recovery of Used
Sleepers and Rails) 219.00 4.38 2.00%
2.2 Catenaries and substations (Waste Management Plan,
Recovery of steel IPN and Copper Cables) 114.00 1.14 1.00%
2.3 Signaling (Goods) 32.00
3 Land Acquisition 70.00
4 Management and Monitoring Services 10.00 1.0 10.00%
Basic Cost, Net of Tax, and Physical Contingencies 1,977.70 31.52 1.6%
8.4) Schedule and Reporting
The CS attached to the ONCF DRIC South (Project Supervision) will: (i) prepare a weekly project note
including the most relevant information on worksite safety; (ii) prepare a quarterly environmental and
social control report. The assessment of activities carried out (preventive control, field visits, inspections
Settat – Marrakesh doubling ESIA summary
25
and training activities) will be presented in this report, along with all documents that can illustrate and
justify the environmental control intervention; (iii) prepare a summary half-yearly environmental and
social audit report on project works. It will be done according to the standard content defined by ONCF’s
SME; (iv) prepare a final environmental and social monitoring report. At the end of construction works,
an overall summary report on environmental monitoring of the project will be prepared.
9 PUBLIC CONSULTATIONS AND INFORMATION DISCLOSURE
After the adoption of its 2010-2015 performance contract, under which the project falls, ONCF embarked
on the planning process through a broad participatory framework involving, at various levels, political
authorities, elected officers, representatives of professional bodies and associations, local residents and
users of the railway line.
Concerning the doubling of the Settat-Marrakesh line, local residents were associated in the selection of
layout realignment to minimize expropriations, to take the relevant measures and make the requisite
investments in order to mitigate noise pollution and accidents.
ONCF organized information and sensitization seminars on its investment programme; the seminars were
attended by the populations, local elected officers, Administration officials, the General Confederation of
Enterprises of Morocco (CGEM), NGOs and other associations, as well as current users of the railway
line. These stakeholders also contributed to the design and definition of the functionality of stations as
well as the desired service level for the operation of the line.
Thus, Decree No. 2-04-564 of 4 November 2008, defining the terms of the organization and conduct of
the public inquiry into projects subject to ESIAs, associated the populations concerned in the assessment
of the project’s possible impact on the environment and afforded them the opportunity to submit their
observations and proposals on this aspect. The ESIA was conducted through public consultation and relied
on field visits, the use of basic documents, discussions with central and decentralized services, regional
property services, economic operators, socio-professional groups, local residents and administrative
authorities.
At the end of the public inquiry conducted in December 2012, followed by a review of the National
Environment Committee, which issued a favourable opinion dated 12 April 2013, the project was
endorsed by the environmental-safeguard decision issued by the Moroccan Environment Department in
November 2013. It is valid for the entire duration of the track-doubling project. The decision is annexed
to this summary.
The partial doubling operation carried out in Phase 1 over 66 km, conducted several consultations and
continuous opinion surveys among the population, on various work sites, in the stations of towns and
villages serviced as well as on the ONCF website. They indicate the almost total support of all
stakeholders.
Furthermore, Act No. 7-81 of Morocco, on eminent domain expropriation provides for: (i) public
information of the parties concerned; (ii) full publication of the Eminent Domain Orders (EDO) in the
Official Gazette and in the press; and (iii) filing of the draft expropriation plan in the land registry office,
which registers the lands earmarked for expropriation. The publication of the EDO is followed by an
administrative inquiry, which lasts for two months, with effect from the date of its publication. During
this period, the public can make observations, ask questions or raise objections with respect to the plan
that is presented in the public register.
10 ADDITIONAL INITIATIVES
10.1 Compensation and Resettlement Plan
Compensation for expropriations is dealt with in Section 6.1.1, for people affected by extensions of right-
of-way land. Concerning reforestation, the requisite acquisitions will be conducted in accordance with the
Settat – Marrakesh doubling ESIA summary
26
provisions of Dahir No. 1-58-382, following the adoption of an agreement between ONCF and the High
Commission for Water Resources and Forestry. The resettlement plan, the summary of which is attached
as an annex to this summary ESIA, gives detailed information on affected persons, compensation
measures and actions relating thereto (legal status, consultations, monitoring etc. …).
10.2 Related Developments
The project already fulfills, through several related developments, the wishes and safety concerns
expressed by users and the population during satisfaction surveys, namely: (i) embellishment and
renovation of stations; (ii) development of under-track crossings; (iii) development of tunnels for
crossings by vehicles; (iv) construction of fences and gates at level crossings; and (v) development of
infrastructure for protection of local residents.
The safety/security and facilities/footbridges aspects, recorded as project components, are in fact, the
technical solutions for restoring the railway-crossing and protection measures. They represent MAD 25
million or 2% of the project amount, net of tax
11 CONCLUSION
The main issues arising from the analysis and environmental assessment have been addressed and
adequate measures have been taken to offset or mitigate the identified impacts. The impacts affect public
State lands.
Being a railway project, it is in line with both the Bank’s new strategy and its 2012-2016 transport sector
strategy for Morocco. This project will also help promote the benefits of earlier interventions in Phase 1
of the project, between Tangiers and Marrakesh.
By taking into account identified impacts and measures, this project is deemed acceptable at the
environmental and social levels. The Ministry of the Environment issued an environmental compliance
decision in favour of the project.
12 REFERENCES and CONTACTS
- EIA Report on the Settat-Marrakesh Railway Track Doubling Project
- Report of the Environmental Monitoring and Surveillance Plan (EMSP)
- Report of the Compensation and Resettlement Plan
For further information, please make contact with:
- Mr Kurt LONSWAY, Environment and Climate Change Division, e-mail:
- Mr Modeste KINANE, Environment and Climate Change Division, e-mail:
- Mr Salim BAIOD Environment and Climate Change Division, e-mail: [email protected]
- Mr Pierre MORE NDONG Transport Division 2, e-mail: [email protected]
Settat – Marrakesh doubling ESIA summary Annex 1 ESMP Matrix
27
Phase Impacts Measures Actions Implementation Monitoring Control Implementation
Indicator
Implementation
Period
Amount in
MAD
Pre
par
atio
n
Vacating the right-of-
way
Loss of activities, crops and
incomes Casablanca-Kenitra
(Rabat and Mohammedia connection line)
Compensation of affected persons prior to implementation to be borne
by the government
Compensation and
Resettlement Plan (CRP) ONCF DP-ONCF/CS CS/DE
Assessment and
monitoring report Before works 70 000 000
Loss of activities, crops and incomes Settat -Marrakesh
The start of construction works will
be programmed for the post-
harvesting period
Aspect of the CRP ONCF DP-ONCF/CS CS/DE Assessment and monitoring report
Before works
Fortuitous discovery of cultural heritage
Identification of possible relics and excavations to salvage them
GPR-type ground-penetraing campaign
ONCF/contractor DRIC South -ONCF/CS
Before and during works
Including the cost of works
Acquisition of land
from the forest estate
Reduction of forest surface
areas
Acquisition, for Public Utility, in
accordance with the provisions of
Dahir No. 1-58-382 of 17 April 1959 for land classified under the
Forestry Regime
ONCF/HCEFLDD
agreement Contractor/ONCF ONCF/HCEF CS/DE/ONCF
Assessment and
monitoring report Before works
Con
stru
ctio
n
Deposit of borrow and
quarry materials for use in areas to be
connected
Risk of land speculation Prioritize identification of dumping areas in stations (railway domain)
Negotiate with land
owners before opening
dumping areas.
Contractor
DRIC
South/M.OE D-
ONCF
CS/DE/ONCF Restrospective assessment report
Before works -
Disruption of water supply
networks, Energy, ICTs, Displacement of networks
Aspect of execution
studies ONCF/contractor
DRIC
South/M.OE D-ONCF
CS/DE Monthly
monitoring report
Before works +
Site installation + Works phase
Including the
cost of works
Operation of the
worksite Pollution of low-lying areas
Avoid dumping rubble, excess
ballast and spilling hydrocarbons Waste management plan Contractor
DRIC South/M.OE D-
ONCF
CS/DE Monthly surveillance and
monitoring report
Installation +
Works phase
Cost of the
waste
management plan
Soil degradation Rehabilitation of dumping areas SEPP Contractor
DRIC
South/M.OE D-
ONCF
CS/DE
Monthly
surveillance and
monitoring report
End of works 5 000 000
Destruction or loss of plant
cover
Turfing of dumping areas after
levelling + tree planting SEPP Contractor
DRIC South/M.OE D-
ONCF
CS/DE Monthly surveillance and
monitoring report
End of works Cost of the
SEPP
Hazardous wastes in water-
tight tanks recovered for treatment and/or disposal +
refuse dumps.
Collection, sorting and stockpiling at approved agencies
Waste management plan
Contractor/Urban
C./Rural C./
Province
DRIC
South/M.OE D-
ONCF
CS / DE
Monthly
surveillance and
monitoring report
Duration of works
1 140 000
Disruptions caused by
rubbish dumps (catenary scaffolding, sleepers,
rails…)
Sorting and storage in stations in an
appropriate area (outside the dumping area), by type, for
collection and reuse
Storage plan + waste
management plan + SME ONCF referential
Contractor/ONCF
DRIC
South/M.OE D-ONCF
CS/DE
Monthly
surveillance and monitoring report
4 380 000
Accident risk, disruption of
access to social facilities
Fence, service feeder roads and unguarded level-crossing
equipment in gates
PHSE + SEPP + right-of-
way safety programme
Contractor/Urban C./Rural C./
Province
DRIC South/M.OE D-
ONCF
CS/DE Monthly surveillance and
monitoring report
Site installation
+ Works phase 5 000 000
Disruption of rail traffic Operate off-traffic intervals Traffic plan and
intervention programme Contractor
DRIC
South/M.OE D-ONCF
CS/DE
Monthly
surveillance and monitoring report
Before works 13 000 000
Settat – Marrakesh doubling ESIA summary Annex 1 ESMP Matrix
28
Phase Impacts Measures Actions Implementation Monitoring Control Implementation
Indicator
Implementation
Period
Amount in
MAD
Spread of STIs Information and Awareness Programme
Contractor
DRIC
South/M.OE D-
ONCF
CS/DE Survey among the population
Site installation + Works phase
1 000 000
Movement of
machines
Nuisance caused by dust,
noise and exhaust gas Regular watering of the worksite Aspect of the SEPP Contractor
DRIC South/M.OE D-
ONCF
CS/DE Monthly
monitoring report
Site installation
+ Works phase
Cost of the
SEPP
Development of the
platform and access
roads
Risk of accident Development of access roads + works programme
HSE Plan + Vehicle
traffic plan + Installation
of sign boards
Contractor
DRIC
South/M.OE D-
ONCF
ONCF
Monthly report +
Sensitization survey among the
population
Site installation + Works phase
Cost of the HSE Plan
Installation and
commissioning of the contractor’s base
camp
Risk of accident Protection during transport of materials
Aspect of site installations
Contractor
DRIC
South/M.OE D-
ONCF
CS/DE Monitoring report
2 000 000
Fire hazard Fire fighting equipment Fire Plan Contractor
DRIC
South/M.OE D-ONCF
CS/DE Monthly
monitoring report
Installation +
Works phase
Cost of the
Fire Plan
Parking of vehicles
and engine oil leaks
Soil destruction by compacting at the
contractor’s base
Rehabilitate the base at the end of
works by turfing the site Contractor
DRIC South/M.OE D-
ONCF
CS/DE/ONCF
Survey among
the population
and Monitoring report
End of works Included in the cost of
works
Production of wastes in worksites & water and soil
pollution risk
Establishment of a worksite waste
disposal system
Waste management plan
+ SME ONCF benchmark
Contractor/Urban C./Rural C./
Province
DRIC South/M.OE D-
ONCF
CS/DE Monthly
monitoring report
Site installation
+ Works phase
Cost of the
waste
management plan
Development of the contractor’s
base camp far from boreholes,
waterways and residential areas
Contractor/Urban
C./Rural C./
Province
DRIC
South/M.OE D-
ONCF
CS/DE
Commencement
report + Survey
among suppliers
Site installation
Included in
the cost of
works
Earthworks, soil compaction by
vibrating machines,
crushing, bitumen coating
Dust emissions and gas fumes
Regular watering of platforms and
regulation of the water content of
materials during offloading
SEPP Contractor
DRIC
South/M.OE D-
ONCF
CS/DE
Monthly
monitoring report + DE surveillance
report
Site installation + Works phase
Cost of the SEPP
Development of the
platform, stripping,
cuttings, embankments and
excavation,
Protect loads of earth and rubble by
sheeting SEPP Contractor
DRIC
South/M.OE D-ONCF
CS/DE Surveillance
report Works phase
Cost of the
SEPP
Movement and parking of vehicles
and site equipment
Noise pollution, gas, Verification of equipment Periodic technical control Contractor DRIC South/M.OE D-
ONCF
CS/DE Monitoring report Site installation
+ Works phase
Included in the cost of
works
Respiratory diseases Staff protection equipment HSE plan Contractor
DRIC
South/M.OE D-ONCF
CS/DE Survey among
the staff
Cost of the
HSE plan
Settat – Marrakesh doubling ESIA summary Annex 1 ESMP Matrix
29
Phase Impacts Measures Actions Implementation Monitoring Control Implementation
Indicator
Implementation
Period
Amount in
MAD
Voluntary or
accidental disposal of
chemical pollutants, hydrocarbons,
maintenance of
machines,
Surface and ground water
pollution by hydrocarbons
and other wastes
Collection of waste oils in watertight tanks and recycling
Waste management plan + SME ONCF benchmark
Contractor
DRIC
South/M.OE D-
ONCF
CS/DE Monitoring report Site installation + Works phase
Cost of the
waste management
plan
Disposal of rubble or excess excavated
material
Soil pollution by wastes Establishment of a worksite waste
collection and disposal system SEPP Contractor
DRIC South/M.OE D-
ONCF
CS/DE Monthly surveillance and
monitoring report
Site installation Cost of the
SEPP
Op
erat
ion a
nd m
ainte
nan
ce
Train traffic
Noise pollution and
vibrations by increased
frequencies and speeds
Technical measures to reduce noise and vibrations
Establishment of rail
insulators, Long Welded Rail (LRS), full and high
fences ( 2.5 m),
Contractor/ONCF
DRIC
South/M.OE D-
ONCF
CS/DE
Survey among
local residents, acoustic
measures
Site installation + Works phase
Included in
the cost of
works
Technical measures to reduce noise
and vibrations
Operation programme
including the modernization of rolling
stock equipped with brake
blocks in composite material
ONCF structures
responsible for technical visits
M.OE-ONCF CS/DE Assessment
report
Operational
phase
Included in maintenance
and operating
costs
Increase in rail traffic and speeds
Increase in the risk of
accident at guarded and
unguarded level crossings
Elimination of guarded and
unguarded level crossings and
fence
Level crossing elimination programme
ONCF M.OE-ONCF CS/ONCF Assessment report
Site installation + Works phase
Included in
operating
costs
Establishment of 30
footbridges/underground
crossings.
Organization of a sensitization and
information campaign on
compliance with
safety/signalling/crossing regulations
Information and Sensitization Programme
ONCF and
Structure responsible for user
safety
ONCF and
Structure responsible for
road safety
CS/ONCF Survey among the population
Works and
operational
phase
Included in
operating
costs
Development of pedestrian crossings
Renovation of stations Project component ONCF M.OE-ONCF CS/ONCF Survey among the population
Works phase +
operational
phase
Included in
the cost of
works
Commissioning of
tracks Degradation of components Regular inspections
Upkeep and maintenance
action ONCF M.OE-ONCF CS/ONCF Monitoring report
Operational
phase
Included in maintenance
costs
Dirty tracks
Blowing and regular cleaning of the
track
Upkeep and maintenance
action ONCF M.OE-ONCF CS/ONCF Monitoring report
Operational
phase
Included in
maintenance costs
Settat – Marrakesh doubling ESIA summary Annex 3
30
Organization Chart for Project Implementation
Infrastructure
and Traffic Office
Engineering Department
Infrastructure Engineering Department
Enginnering and Rail Infrastructure Department
Procurement and Management Department
Procurement Service Accounting Service
Project Department
Settat/Marrakesh Project Manager
SME Audit
DRIC South Implementation Department
Infrastructure and OA Service
Implementation District Heads
Track Superstructure Service
Implementation District Heads
Catenary Service
Implementation District Heads
SME Environmental Control Project Manager
Development Office
PropertyDepartment
SME Audit
ONCF
General Management
Settat – Marrakesh doubling ESIA summary Annex 3
31
Translation
Kingdom of Morocco
Ministry of Energy, Mines, Water Resources and the
Environment
Environment Department
Original text: ARABIC
Version: ENGLISH (Translated from the French version)
Ref. No.: 030595
6 May 2013
Decision No. 09/2013-3481
Environmental Compliance Approval Decision
The Minister of Energy, Mines, Water Resources and the Environment,
Considering Act No. 12.03 on Environmental Iimpact Assessments promulgated by Dahir No.
1.03.60 of 10 Rabie 1 1424 (12 May 2003), especially in its Sections 1, 2, 7 and 19;
Considering Decree No. 2.04.563 of 5 Dou El Keada 1429 (4 November 2008) on the Powers
and Operation of the National Committee and Regional Committees of Environmental Impact
Assessments;
Considering Decree No. 2.99.922 of 6 Chaoual 1420 (13 January 2000) on the Organization and
Powers Vested in the Secretariat of State under the Minister of Regional Development, the
Environment, Town Planning and Housing;
Considering Decree No. 2.12.37 of 2 Rabie 1 1433 (26 January 2012) on the Powers Vested in
the Minister of Energy, Mines, Water Resources and Environment;
Considering the Recommendation of the National Committee in Charge of Environmental Impact
Assessments, meeting on 12 April 2013;
Hereby Decides as Follows:
Article 1: An environmental-clearance decision has been taken in favour of the project to
increase the capacity of the Settat-Marrakesh railway, as presented by the National Railway
Authority.
Article 2: The Contracting Authority herein undertakes to comply with the provisions of the
environmental impact assessment and the clauses of the Terms of Reference attached to this
decision.
Article 3: This clearance decision shall become null and void should the project fail to be
implemented within five years, with effect from the date when the said clearance decision is
issued.
For the Minister of Energy, Mines, Water Resources and the Environment
The Secretary General of the Environment Department
Signed: Jamal MAHFOUD
EN-R-06-00-12