Prefeasibility Study LIMBE and Markka

CHAPTER 9
PRE-FEASIBILITY STUDY ON
REHABILITATION/RECONSTRUCTION
OF RAILWAY BETWEEN
LIMBE AND BORDER (MARKA)
Project for the Study on Development of the Sena Corridor Final Report
Chapter 9 Pre-Feasibility Study on Rehabilitation/Reconstruction of Railway between Limbe and Border (Marka)
Chapter 9 Pre-Feasibility Study on Rehabilitation/Reconstruction of

Railway between Limbe and Border (Marka)
9.1 Justification of Rehabilitation and Reconstruction of Railway between Limbe and
Border (Marka)
In the Master Plan study, rehabilitation and reconstruction of the railway between Limbe and
Border (Marka) was selected as the second priority project in the medium- and long-term
programme. The evaluation of the Master Plan showed several benefits, such as: reduction of
transport cost by connecting to Beira Port; positive economic and social effects for people living
along the railway line between Luchenza and Makhanga who lost the opportunity to sell
agricultural products in big markets such as in Limbe and Bangula and to commute to school
and receive better health care services; reduction of CO2 emissions; and foreign currency
savings by diesel consumption between trucks/trailers and locomotives. On the other hand,
benefits in Mozambique were not considered because there was uncertainty about the intentions
of the GoMZ for reconstruction of the railway section between Vila Nova de Frontela and Dona
Ana, which is an essential part of the Branch Line of the Sena Railway connecting to the
railway between Border (Marka) and Limbe in Malawi.
After submission of the Interim Report to the GoM, the Study Team held Technology
Transfer Seminars in Lilongwe and Blantyre, as well as discussions with relevant authorities in
Mozambique in early November 2011. In the Technology Transfer Seminars, responses from
business, particularly companies involved in export-oriented products and transport business,
were very positive about connecting the railway to Beira Port in order to reduce transport costs
and raise the reliability of railway operation. During discussions with relevant authorities in
Mozambique, their response toward revival of the Branch Line of the Sena Railway was also
very positive, because of the increase of cargo handling capacity of Beira Port after the
completion of dredging works of the main approach channel, and some shipping companies
have already started to operate direct mail liner services between Beira Port and the Middle East
and Asia.
With this background, the Study Team considers that carrying out the Pre-F/S for the
rehabilitation and reconstruction of the railway between Limbe and Border (Marka) is justified.
9.2 Route Alignment Study
To establish the rehabilitation plan on the route alignment, the existing route alignment and
right-of-way will not be changed except at the Chiromo washaway section.
9.2.1 Horizontal Alignment
As to the improvement of the horizontal alignment between Border and Limbe (see Figure
9-1
9-1), the alignment at the Chiromo washaway section will be changed to connect the existing
alignment with the new railway bridge (see Figure 9-3). The minimum radius of curvature of
the new alignment at Chiromo washaway section should be at least 300 m to secure an
operation speed of 50 km/h.
9.2.2 Vertical Alignment
An outline of the vertical alignment between Border and Limbe is shown in Figure 9-2. The
section between the border and Sankhulani is almost flat without small horizontal curves,
however, the section from Sankhulani is a rising gradient of average 10‰ with continuous small
curves.
As to the improvement of the vertical alignment between Border and Limbe, the vertical
alignment at the Chiromo washaway section and the section subject to flooding will be changed
(see Figure 9-4). The maximum gradient at these sections should be designed to be less than
16.7‰ according to the design standards of CEAR, but it is recommended to use less than
15.0‰ for the sections to allow a safety margin.
9.3 Basic Transportation Plan
9.3.1 Freight Train

(1) Outline of Train Operation
Freight trains will be operated on the section between Beira and Limbe via Border. However,
operation between Beira and Limbe is not considered; it will be operated by CFM.
The maximum hauling weight per diesel locomotive is 1,000 tonnes; two diesel locomotives
(DL) could haul up to 2,000 tonnes per train.
Table 9-1 Travel Time
Section Required time = Operation time + Waiting time

Limbe–Luchenza 130 min = 120 min + 10min
Luchenza–Bangula 150 min = 140 min + 10min
Bangula–Nsanje 80 min = 70min + 10min
Nsanje–Border 50 min = 40 min + 10min
Source: Study Team
(2) Transportation Volume and Number of Trains

From the yearly cross sectional transportation volume of freight calculated based on the
demand forecast, the daily average transportation volume is calculated and the number of trains
required to transport the freight multiplied by the fluctuation rate due to variations with the
season is determined. In the case of freight trains, as the type of freight differs between the up
and down directions, cases of empty operation in one direction may happen frequently.
Therefore, round-trip train operations are calculated.
9-2
Limbe
Chapter 9
Bangula
Border Makhanga
Sankhulani
Nsanje
Luchenza
Source: Study Team

Project for the Study on Development of the Sena Corridor
Figure 9-1 Horizontal Alignment between Border and Limbe
9-3
Pre-Feasibility Study on Rehabilitation/Improvement of Railway between Limbe and Border (Marka)
Source: Study Team
Figure 9-2 Vertical Alignment between Border and Limbe

Final Report
Chapter 9 Pre-Feasibility Study on Rehabilitation/Improvement of Railway between Limbe and Border (Marka)
Figure 9-3 Horizontal Alignment at Chiromo Washaway Section

: Proposed railway alignment
: Former railway alignment
Legend
Source: Study Team
9-4
9-5
1:1000
1:1000
DL=00.000
曲　線測　点単距離累加距離地盤高さ

100.000
50.000
0+00.000 0.000 0.000 50.70 51.00

R.L
20.000 20.000 50.60 51.00

20.000 40.000 50.50 51.00
20.000 60.000 50.50 51.00
20.000 80.000 50.50 51.00
1+00.000 20.000 100.000 50.30 51.00
20.000 120.000 49.50 51.00
Source: Study Team
20.000 140.000 48.50 51.00

20.000 160.000 47.50 51.00
20.000 180.000 47.50 51.00
2+00.000 20.000 200.000 47.50 51.00
20.000 220.000 47.50 51.00
20.000 240.000 47.50 51.05
20.000 260.000 47.50 51.20
20.000 280.000 47.50 51.40
3+00.000 20.000 300.000 47.50 51.60
20.000 320.000 47.00 51.80
20.000 340.000 45.70 51.95
20.000 360.000 45.70 52.00
20.000 380.000 45.50 52.00
4+00.000 20.000 400.000 46.50 52.00 N O.
4+
00
.0
0 0（
20.000 420.000 48.30 52.00 橋
梁
始
点
）
20.000 440.000 48.70 52.00
20.000 460.000 49.10 52.00
20.000 480.000 49.00 52.00
5+00.000 20.000 500.000 45.20 52.00
230.00
20.000
（橋長）
520.000 45.00 52.00

20.000 540.000 48.50 52.00
20.000 560.000 45.20 52.00
20.000 580.000 40.30 52.00
H.W.L=48.400
6+00.000 20.000 600.000 41.50 52.00

M.W.L=45.500
20.000 620.000 44.40 52.00

NO
.6
20.000 640.000 46.70 52.00
+3
0.
00
0（
橋
梁
20.000 660.000 47.00 51.95
終
点
）
20.000 680.000 47.00 51.80
7+00.000 20.000 700.000 46.50 51.60
20.000 720.000 46.30 51.40
20.000 740.000 46.00 51.20
20.000 760.000 46.00 51.05
20.000 780.000 46.00 51.00
8+00.000 20.000 800.000 46.00 51.00
20.000 820.000 45.00 51.00
20.000 840.000 44.50 51.00
Figure 9-4 Vertical Alignment at Chiromo Washaway Section

20.000 860.000 46.00 51.00
20.000 880.000 45.70 51.00
9+00.000 20.000 900.000 46.00 51.00
20.000 920.000 46.50 51.00
20.000 940.000 47.00 51.00
20.000 960.000 47.50 51.00
20.000 980.000 48.30 51.00
10+00.000 20.000 1000.000 48.50 51.00
20.000 1020.000 49.00 51.00
20.000 1040.000 49.50 51.00
20.000 1060.000 49.70 51.00
20.000 1080.000 50.00 51.00
11+00.000 20.000 1100.000 50.00 51.00
20.000 1120.000 50.00 51.00
20.000 1140.000 50.00 51.00
20.000 1160.000 50.00 51.00
20.000 1180.000 50.00 51.00
12+00.000 20.000 1200.000 50.00 51.00
Pre-Feasibility Study on Rehabilitation/Reconstruction of Railway between Limbe and Border (Marka) Chapter 9
Final Report Project for the Study on Development of the Sena Corridor
Table 9-2 Transportation Volume and Number of Train Operations
Freight Transport Number of

Type of Volume Type of Rolling Stock
Commodity (tonnes/day/direction) Rolling Stock Required
2020 2030 2020 2030
DL 1 2
General 686 1,682
Wagon 20 60
DL 0 1
Fuel 297 1,093
Wagon 10 30
DL 1 2
Ore 860 1,720
Wagon 30 60
DL 2 5
Total 1,843 4,495
Wagon 60 150
Source: Study Team
(3) Number of Locomotives Required

The following conditions are assumed for calculating the train operation plan for the
rehabilitated line. The scheduled speed of freight trains is assumed as 40 km/h judging from the
actual scheduled speed of other existing lines. At the trunk stations where side tracks will be
installed, a stopping time of 2 hours is assumed for changing the train formation, locomotives,
drivers and crews at Border station.
Examples of train diagrams in the medium and long term for operating one train (1 up and
down) are shown in Figures 9-5 and 9-6. The train operation routes and times are shown in
Section 6.9.9.
The freight train diagram is based on every one hour and operation is carried out as required.
Full-day operation of freight trains is assumed.
Table 9-3 Number of DLs to be Introduced
Number of Rolling Stock

Type of
to be Procured
Rolling Stock
2015 2020 2030
DL 1 0 1
Wagon 30 0 30
DL 0 0 1
Wagon 0 0 30
DL 0 1 1
Wagon 0 30 30
DL Total 1 1 3
Wagon Total 30 30 90
Source: Study Team
9.3.2 Passenger Trains
(1) Outline of Train Operation

As mentioned in Section 3.3.2, a passenger train runs only once a week between Limbe and
Makhanga, Limbe and Bilila, Balaka and Nayuchi. These sections are in remote regions with no
road traffic or where the roads are in poor condition. In addition, the passenger train is operated
9-6
only as a domestic service. For the convenience of residents along the line in the Study Area, at
least two passenger trains should be operated weekly.
The passenger train will be operated on the section between Limbe and Bangula in the
medium-term plan. Under the long-term plan, the section will be extended to Border (Marka).
(2) Transportation Volume and Number of Trains
As to the yearly passenger volume, it is not based on forecasted demand; the daily average
transportation volume is assumed to be 1,000 passengers per day per direction, that is not based
on the traffic demand forecast. The train formation is set as six passenger coaches as a standard
intercity train, which can carry approximately 1,200 persons. The number of trains required to
transport passengers is assumed to be one train, which makes round trips.
(3) Number of Locomotives Required
The following conditions are assumed for calculating the train operation plan for the
rehabilitated line. The scheduled speed of the freight train is assumed to be 40 km/h judging
from the actual scheduled speed of other existing lines. At the trunk stations where side tracks
will be installed, a stopping time of 2 hours is assumed for changing the train formation,
locomotives, drivers and crews at Border station.
Examples of train diagrams for the medium and long term for operating one train (1 up and
down) are shown in Figures 9-5 and 9-6.
Table 9-4 Number of DLs and Coaches for Passenger Train
Number of Number of Rolling

Type of
Rolling Stock Required Stock to be Procured
Rolling Stock
2015 2020 2030 2015 2020 2030
DL 1 1 1 0 1 0
Coach 6 6 6 0 6 0
Source: Study Team
Legend: Blue line – freight train, Red line – passenger train

Source: Study Team
Figure 9-5 Diagram of Train Operation in 2020
9-7
Legend: Blue line – freight train, Red line – passenger train

Source: Study Team
Figure 9-6 Diagram of Train Operation in 2030
9.4 Rehabilitation/Reconstruction Plan for Railway Infrastructure
Civil railway structures comprise a structure to support the train load directly, a structure to
secure the passage for train operation by retaining external pressure, protective facilities to
secure the safe operation of a train and various structures crossing over/under the track, etc.
Upon establishing the rehabilitation/reconstruction plan, the construction work should be
selected from repair, reinforcement, replacement and new construction after inspecting the
soundness of the existing facilities. Effects on the environment should also be fully considered.
As for maintenance work, preventive maintenance has not been conducted sufficiently in
Malawi. Therefore the inspection and maintenance system on the civil structures should be
established to enhance the operational safety in consideration of the preventive maintenance
scheme.
9.4.1 Design Standard
The objectives of defining the standards to be applied to the reconstruction of the railway are
to ensure optimal operating conditions for safety and to keep low maintenance costs. The
construction standards are summarised as follows:
9-8
Table 9-5 Construction Standards
Standard 1,067 mm
Curves with 242 m < R < 403 m 1,076 mm
Track gauge
Curves with R ≤ 242 m 1,086 mm
Maximum including side wear 1,092 mm
Minimum radius on existing lines 111 m
Minimum radius on new running lines 244 m
Curves Transition curves Parabolic
Minimum cant 76 mm
Maximum ramp gradient 1 in 480
Existing lines 1 in 44
1 in 60 compensated (=
Maximum gradients New lines (from year 1969 onwards)
including curve resistance)
Stations 1 in 400
Permissible axle load on Design load 13 tonnes
permanent way and Operated at 15 tonnes
structures New line 20 tonnes
Track distance and Structure gauge See below
clearance Track distance ≥4,572 mm
Maximum section speed 50 km/h
Speed
Track distance ≥4,572 mm
Source: CEAR
Source: CEAR
Figure 9-7 Design Train Load
CENTER LINE
OF
TRACK
R8
36
m
m
1524mm
4115mm
3200mm
2699mm
2642mm
2540mm
2134mm
1346mm
978mm
RAIL LEVEL
737mm
864mm
1016mm
76mm
102mm
GAUGE
1067mm
Source: CEAR
Figure 9-8 Vehicle Gauge at Typical Section
9-9
STRUCTURE
GAUGE
CENTER LINE
OF
TRACK
m
0m
17
R1
4270mm
RAIL LEVEL
910mm
3050mm
Source: CEAR
4320mm
Figure 9-9 Structure Gauge at Typical Section
CENTER LINE
OF
TRACK
Recommend Building line at
mm
Nearest part of any
70
Pillars,lamps etc.
wayside stations
1
R1
building
4270mm
Max height of platform
Min. height of platform RAIL LEVEL

910mm
4880mm 3350mm 2130mm
Source: CEAR
Figure 9-10 Structure Gauge at Station
9 - 10
0.3m 2.0m 0.3m

[1'-0"] [6'-6"] [1'-0"]
STONE BALLAST
FORMATION LEVEL
112 112
1 in 30 SUB BALLAST 1 in 30
1 1
TYPICAL CROSS SECTION SHOWING FORMATION ON
FILL AND BALLAST SECTION ON TANGENT TRACK
FORMATION WIDTH 5.5m [18'-0"]
0.4m 2.0m 0.3m

1.8m [1'-4"] [6'-6"] [1'-0"] 1.8m
[6'-0"] [6'-0"]
STONE BALLAST
1 in 30 SUB BALLAST 1 in 30
TYPICAL CROSS SECTION SHOWING FORMATION IN CUT
AND BALLAST SECTION ON CURVED TRACK
Source: CEAR
Figure 9-11 Typical Cross-section
9.4.2 Earthworks
Earthworks can be carried out economically and easily in comparison with bridge structures
and tunnel structures. It is therefore desirable to use earthworks wherever possible by studying
the alignment of the route plan.
However, the earthworks should consider maintenance and prevention of problems such as
shrinking of the roadbed, flowing out of the slope, collapse of the embankment due to heavy
rainfall and landslide, and mud pumping. As rainfall is especially serious, it is necessary to
construct auxiliary structures such as a drainage system and slope protection. Furthermore, the
earthworks will continuously require maintenance even after completion of the construction
work.
The embankment works will need imported fill, therefore some earth borrow pits are required
alongside the line to minimize the cost of transporting fill material.
(1) Cuttings
There are no cutting sections between Border and Limbe. However, cut batter slopes of 1:1.5
should be applied with intermediate benches at 5.0-m intervals wherever required. For slopes
with high seepage potential and unfavourable rock defects, some slips must be expected.
Horizontal drilled drains will be necessary together with toe buttresses, slope reinforcement and
in some cases mass concrete infill. Well drained slopes can be steepened to some extent, but the
final height/angle relationship will depend on the orientation of defects and the kind of rocks.
(2) Fills
When embankments are reconstructed, fill embankment batter slopes of 1:1.5 with lift
9 - 11
benches at 5.0-m vertical intervals should be applied over firm foundation soil bases. Ground
improvement measures will be required where the embankment runs over soft sub-soils such as
will be encountered on low ground.
The embankments between Border and Limbe which should be rehabilitated or reconstructed
are shown in Figure 9-12.
Those between Border and Bangula according to the inventory survey are summarised in
Tables 9-6 and 9-7. The ground height of this section is less than 1.0 m. About 7.2% of the
embankments on the section have some collapses to be repaired (shown as E-). They are
counted as half the amount of required fills, and the washaway sections (shown as W-) are
counted in all of the required fills.
Table 9-6 Fills between Border and Nsanje
Section Ground Volume

Distance
No. From To Height of Fills Remarks
(m)
(km) (km) (m) (m3)
Embankment collapse, surface failure type. Provide
- 15 2.020 2.040 20 0.65 42
structure for 2.5 m opening.
Embankment collapse, washaway type. Provide
E- 16 2.040 2.065 25 0.72 59
new bridge structure or 0.9 m pipe.
E- 21 2.300 2.305 5 0.70 11 Washaway, new structure required.
E- 38 5.300 5.380 80 0.60 154 Localized washaway i.e. just at a point.
E- 42 5.510 5.520 10 0.60 19
E- 58 8.350 8.410 60 0.90 185
W- 4 8.420 8.676 256 1.50 2,976 Embankment washed away.
E- 60 8.505 8.512 7 0.37 8
E- 64 8.673 9.000 327 0.70 750
W- 6 15.020 15.060 40 1.80 590 Embankment washed away.
W- 7 15.120 15.160 40 1.50 465 Embankment washed away.
E- 93 15.240 15.320 80 0.74 197 Embankment collapse, washaway type.
E- 94 15.320 15.350 30 0.80 80 Embankment collapse, surface failure.
Embankment collapse, washaway type. New
E- 97 15.509 15.580 71 0.75 176
structure required.
E- 98 15.580 15.583 3 0.74 7 Embankment collapse, washaway type.
Embankment collapse, surface failure type. New
E- 102 16.400 16.404 4 0.42 5
structure required for 4 m opening.
E- 148 24.850 25.110 260 0.36 286
W- 9 25.290 25.360 70 0.41 177 Rail washed away.
W- 10 25.360 25.387 27 0.42 70 New road drain outlet trench excavation.
W- 11 25.387 25.538 151 0.42 394 Rail washed away.
E- 151 25.538 25.890 352 0.44 479 352 m of washaway near Nsanje International Port.
Total 7,132
Source: Study Team
9 - 12
Bangula
E-363
E-362
Section Volume
No. From To of Fills
(km) (km) (m3)
E- 363 64.200 64.350 726
E- 362 63.770 64.200 826
E- 301 44.000 44.080 315
E- 299 43.850 43.960 317
E-301
E-299
E-211
Section Volume
E-170
E-165 No. From To of Fills
E-158 (km) (km) (m3)
E-151 E- 211 34.000 34.200 459
Nsanje
W-11 E- 170 29.800 30.200 1,752
E-148 E- 165 28.800 29.000 312
E- 158 27.400 27.600 313
E- 151 25.538 25.890 479
Section Volume W- 11 25.387 25.538 394
W-7
No. From To of Fills W-6 E- 148 24.850 25.110 286
(km) (km) (m3)
W- 7 15.120 15.160 465
W- 6 15.020 15.060 590
E- 64 8.673 9.000 750
E-64
W- 4 8.420 8.676 2,976
W-4
Border
Source: Study Team
Figure 9-12 Major Earthworks along the Railway Line
9 - 13
Table 9-7 Fills between Nsanje and Bangula

Distance
(m)
(km) (km) (m) (m3)
E- 155 26.760 26.860 100 0.30 88
E- 157 27.080 27.400 320 0.20 186 Embankment collapse.
E- 170 29.800 30.200 400 1.20 1,752 Embankment collapse.
E- 188 32.085 32.090 5 0.50 8
E- 191 32.167 32.173 6 0.50 9 Embankment collapse and loss of sleepers.
Embankment collapse, wash away. 2.5 m
E- 197 32.740 32.760 20 0.60 38 opening requiring new structure. Washaway
induced by road culvert outlet.
E- 199 32.900 32.915 15 0.66 32 Embankment collapse, surface failure type.
E- 203 32.976 33.000 24 0.69 54 New structure required for 2 m opening.
E- 206 33.400 33.404 4 1.10 31 Embankment collapse, surface failure type.
Loss of embankment encouraged by loss of
E- 211 34.000 34.200 200 0.70 459
sleepers.
Embankment collapse, surface failure type.
E- 219 35.592 35.617 25 0.70 57
New structure for 2.5 m opening required.
E- 262 40.300 40.395 95 0.20 55 Embankment failure, washaway type.
Embankment collapse, surface failure type and
E- 299 43.850 43.960 110 0.85 317
loss of sleepers noted as well.
E- 301 44.000 44.080 80 1.10 315
E- 323 46.700 46.800 100 0.35 105
E- 363 64.200 64.350 150 1.30 726 Sleepers removed; Embankment collapse 20 m.
Total 6,147
Source: Study Team
In the section between Bangula and Makhanga, a new embankment should be constructed to
connect the existing railway line to the Chiromo Railway Bridge as shown in Table 9-8. The
average height of the embankment is 3.5 m on the Bangula side and 4.24 m on the Makhanga
side.
In the section between Makhanga and Limbe, the inventory survey was not conducted except
for the flooding area from km 86.7 to 80.0 which was surveyed by MoTPI. In the flooding area,
an embankment with a height of 1 m should be constructed to avoid the track being submerged
with muddy water. Regarding the collapse of embankments on the remaining section, it is
assumed to be half of the rate found on the section between Nsanje and Makhanga. The fills are
summarised in Tables 9-9 and 9-10.
9 - 14
Table 9-8 Fills between Bangula and Makhanga

Distance
(m)
(km) (km) (m) (m3)
New embankment connecting the existing
E- 380-1 73.284 73.670 386 2.50 11,221 alignment with Chiromo Bridge at the
washaway section (Bangula side).
New embankment connecting the existing
E- 380-2 73.900 74.352 452 3.52 19,708 alignment with Chiromo Bridge at the
washaway section (Makhanga side).
Embankment collapse, washaway type.
E- 402 77.500 77.590 90 3.10 1,416
Rail suspended.
Embankment collapse by submerged water
E- 403 77.590 78.000 410 3.00 6,150
(erosion).
E- 404 78.000 78.065 65 3.40 1,171
E- 405 78.065 78.068 3 3.40 54
E- 408 78.710 78.750 40 3.10 629
(erosion).
E- 409 78.750 78.780 30 3.20 494
(erosion).
E- 410 78.780 78.850 70 3.20 1,154
(erosion).
E- 411 78.850 79.000 150 3.20 2,472
(erosion).
Total 44,470
Source: Study Team
Table 9-9 Fills between Makhanga and Luchenza

Distance
(m)
(km) (km) (m) (m3)
1 80.400 86.700 6,300 n/a 851 Assumed 0.135 m3 perm.
2 86.700 89.000 2,300 1.00 16,100 Flooding area from km 86.7 to km 89.0.
3 89.000 157.000 68,000 n/a 9,180 Assumed 0.135 m3 perm.
Total 26,131
Source: Study Team
Table 9-10 Fills between Luchenza and Limbe
Section
Ground Volume
Distance
(m)
(km) (km) (m) (m3)
1 157.000 201.000 44,000 n.a. 5,940 Assumed 0.135 m3 per m

Total 5,940
Source: Study Team
9 - 15
Section Volume
No. From To of Fills Remarks
(km) (km) (m3)
2 86.700 89.000 317 Flooding area from km 86.7 to km 89.0.
Makhanga
Section Volume
E-380-2 No. From To of Fills
E-380-1 (km) (km) (m3)
E- 380-2 73.900 74.352 19,708
Bangula E- 380-1 73.284 73.670 11,221
Source: Study Team
Figure 9-13 Fills and Flooding Area between Bangula and Luchenza
Flooding Area Ruo River adjacent to the Track

Photos by MoTPI, May 2011
Photos 9-1 Flooding Area of Railway Line

(3) Culverts
The conditions of culverts between Border and Makhanga were surveyed by the inventory
survey. Those between Makhanga and Limbe are assumed to be half of the rate that are judged
to be poor on the section between Border and Makhanga.
(4) Revetment for Protection of Embankment along the New Shire River
In order to prevent scouring of the foot of the embankment from the discharge force of the
New Shire River, it is planned to install revetments between the point where the New Shire
9 - 16
River starts to flow along the railway embankment and the Chiromo washaway section (length
of 750 m) using the Type C revetment described in Section 7.2.3.
The earthworks are summarised in Table 9-11.
Table 9-11 Summary of Earthworks
Border– Nsanje– Bangula– Makhanga Luchenza–

Item Unit Total
Nsanje Bangula Makhanga –Luchenza Limbe
Fills m3 7,132 6,147 44,470 26,131 5,940 89,819
Cuttings m3 0 0 0 0 0 0
Culverts lot 1 2 2 10 25 40
Revetment
m3 - - 12,000 - - 12,000
(Riprap)
Source: Study Team
(5) Land Acquisition

To connect the existing railway line to the new Chiromo Railway Bridge, a new embankment
should be constructed on common land owned by the Government. The ROW required will be
an area of around 12,700 m2. In the remaining sections of the line, no land acquisition will be
required.
9.4.3 Bridge Rehabilitation and Reconstruction Plans
(1) Bridges to be Rehabilitated or Reconstructed

The bridges between Border and Limbe which should be rehabilitated or reconstructed are
shown in Figure 9-14; the proposed bridge types are summarised in Tables 9-12 to 9-16. The
bridges between Border and Makhanga to be rehabilitated or reconstructed were decided based
on the inventory survey conducted in November 2010. Those between Makhanga and Limbe
were decided by visual check conducted in October 2011. The deteriorated bridges found this
section are characterized by the configuration of a long span in between a shorter span with
more than two piers.
The bridge rehabilitation and reconstruction works are summarised in Table 9-17.
9 - 17
Limbe
Section
Proposed Bridge
No. From To
Type
(km) (km)
C- 537 195.250 195.288 PC Girder (2x20m)
C- 526 192.800 192.823 PC Girder (24m)
C- 475 177.250 177.274 PC Girder (25m)
C- 443 167.350 167.363 RC Girder (14m)
Luchenza
Section
Proposed Bridge
No. From To
Type
(km) (km)
C- 403 150.500 150.523 PC Girder (23m)
C- 384 145.100 145.124 PC Girder (25m)
C- 347 137.200 137.237 PC Girder (2x19m)
Section
Proposed Bridge
No. From To
Type
Makhanga (km) (km)
W- 14 77.550 77.590 PC Girder (2x20m)
Steel Truss (80m) +
W- 13 73.517 73.900
Bangula PC Girder (5x30m)
Section
Proposed Bridge
No. From To
Type
(km) (km)
B- 139 68.400 68.405 RC Slab Bridge (5m)
B- 134 65.500 65.508 RC Slab Bridge (8m)
B- 124 61.950 61.965 RC Girder (15m)
B- 119 60.100 60.211 PC Girder (3x28m)
B- 63 31.700 31.703 RC Box Culvert (4m)
Section
Proposed Bridge
No. From To
Type
(km) (km)
B- 27 15.450 15.453 RC Box Culvert (3m)
Nsanje
B- 18 11.050 11.053 RC Box Culvert (3m)
B- 15 9.700 9.715 RC Girder (15m)
W- 3 7.330 7.361 PC Girder (30m)
B- 11a 6.150 6.153 RC Box Culvert (3m)
B- 11 5.000 5.020 PC Girder (20m)
W- 2 4.890 4.910 PC Girder (20m)
W- 1 3.800 3.950 PC Girder (5x30m)
B- 6 2.550 2.554 RC Slab Bridge (5m)
Border
Source: Study Team
Figure 9-14 Bridges to be Rehabilitated or Reconstructed
9 - 18
Table 9-12 Bridges between Border and Nsanje
Section Original
Proposed Bridge
No. From To Structure Size Remarks
Type
(km) (km) Type
B- 6 2.550 2.554 Bridge 1 × 4.450 m span RC Slab Bridge (5 m) Structure cracked
W- 1 3.800 3.950 Embankment PC Girder (5 × 30 m) River changed course
Embankment,
railway line and
W- 2 4.890 4.910 Embankment PC Girder (20 m)
2-span bridge washed
away
Structure washed
Not measurable i.e.
away. 20 m opening
B- 11 5.000 5.020 Bridge structure washed PC Girder (20 m)
requires new
away
structure
B- 11a 6.150 6.153 Bridge 1 × 2.500 m span RC Slab Bridge (3 m) No abutment walls
Bridge and approach
W- 3 7.330 7.361 Embankment PC Girder (30 m) embankment washed
away
Both abutments
Not measurable i.e.
collapsed. New 15m
B- 15 9.700 9.715 Bridge structure washed RC Girder (15 m)
opening bridge
away
required
Had walls knocked
B- 18 11.050 11.053 Bridge 1 × 2.700 m span RC Slab Bridge (3 m)
off
B- 27 15.450 15.453 Bridge 1 × 2.550 m span RC Slab Bridge (3 m) Cracked
Source: Study Team
Table 9-13 Bridges between Nsanje and Bangula
Section Original
Proposed Bridge
Type
(km) (km) Type
RC Box Culvert (4
B- 63 31.700 31.703 Bridge 1 × 3.400 m span
m)
B- 119 60.100 60.211 Bridge 4 × 18.450 m spans PC Girder (3 × 28 m)
B- 124 61.950 61.965 Bridge 2 × 7.350 m spans RC Girder (15 m) Pier sunk
RC Slab Bridge (8
B- 134 65.500 65.508 Bridge 1 × 7.600 m span
m)
RC Slab Bridge (5
B- 139 68.400 68.405 Bridge 1 × 4.500 m span
m)
Source: Study Team
9 - 19
Table 9-14 Bridges between Bangula and Makhanga
Section Original
Proposed Bridge
Type
(km) (km) Type
Embankment height
taken on the edge.
Distance measured
Steel Truss (80 m) +
W- 13 73.517 73.900 Embankment from end of rail
PC Girder (5 × 30 m)
(Makhanga side) and
end of rail (Bangula
side)
Between Makhanga
W- 14 77.550 77.590 Embankment PC Girder (2 × 20 m) Station and Chiromo
Station
Source: Study Team
Table 9-15 Bridges between Makhanga and Luchenza
Section Original
Proposed Bridge
Type
(km) (km) Type
Plate Girder (2 × 19
C- 347 137.200 137.237 Bridge 4 × 9.144 m spans
m)
A long span in
2 × 6.096 m spans
C- 384 145.100 145.124 Bridge PC Girder (25 m) between shorter
1 × 12.192 m span
spans
A long span in
2 × 4.600 m spans
1 × 13.500m span
spans
Source: Study Team
Table 9-16 Bridges between Luchenza and Limbe
Section Original
Proposed Bridge
Type
(km) (km) Type
A long span in
2 × 3.660 m spans
C- 443 167.350 167.363 Bridge RC Girder (14 m) between shorter
1 × 6.096 m span
spans
A long span in
2 × 6.096 m spans
1 × 12.192 m span
spans
A long span in
2 × 4.420 m spans
1 × 14.410 m span
spans
A long span in
4 × 7.010 m spans PC Girder
C- 537 195.250 195.288 Bridge between shorter
1 × 10.360 m span (2 × 20 m)
spans
Source: Study Team
9 - 20
Table 9-17 Summary of Bridge Works
Border– Nsanje– Bangula– Makhanga Luchenza–

Type unit Total
Nsanje Bangula Makhanga –Luchenza Limbe
Steel Truss Bridge m 0.0 0.0 80.0 0.0 0.0 80.0
PC Bridge
m 220.0 75.0 190.0 48.0 89.0 622.0
(20 to 30 m)
RC Bridge
m 15.0 15.0 0.0 38.0 14.0 82.0
(10 to 20 m)
RC Slab Bridge
m 5.0 13.0 0.0 0.0 0.0 18.0
(5 to 10 m)
RC Box Culvert
m 9.0 4.0 0.0 0.0 0.0 13.0
(less 5 m)
Source: Study Team
(2) Structure Type

There are many kinds of bridge structures and construction methods. The following three
types of bridge structure are planned in the Study, with reference to the existing structure types.
a) Spans over 30 m
The bridge at the Chiromo washaway section, the Chiromo Railway Bridge, which requires a
span length of over 80 m. In this case, a superstructure span length of 80 m is required. Details
of the study of Chiromo Railway Bridge are described in Section (3) below.
b) Spans between 10 m and 30 m.
Bridges for crossing a road, river, or washaway, with a pier height of 5–10 m and span length
between columns of less than 30 m. These are mainly used for the section between Border and
Bangula.
• Foundation: Spread foundation
• Abutment, Column: Reinforced concrete structure
• Superstructure: Pre-stressed concrete (PC) or reinforced concrete (RC)
Regarding the structure of the foundation, a pile foundation (pre-cast concrete piling, in-situ
concrete piling and steel pipe piling methods) should be considered at places with soft ground.
Piers are used for a reinforced concrete structure because they are economical; there are many
examples in Malawi.
Regarding the superstructure, if the span length is over 20 m, a PC bridge is most suitable.
There are many types of pre-stressed concrete bridges, such as I-shaped beam, hollow slab
beam, box beam and through beam. The results of this study showed that the PC I-shaped beam
type is suitable, considering the construction cost.
Schematic views are shown in Figures 9-15 to 9-18.
9 - 21
Source: Study Team
Figure 9-15 Schematic View of 5-span PC Bridge
Source: Study Team
9 - 22
Source: Study Team
Source: Study Team

Figure 9-18 Schematic View of 2-span RC Bridge
9 - 23
c) Span between 5m and 10m

The bridge at the section between Makhanga and Limbe where the deteriorated steel bridge
should be replaced without stopping train operation.
• Foundation: Spread foundation
• Abutment, Column: Reinforced concrete structure
• Superstructure: RC slab bridge
The foundation and column are the same as noted in the previous section 1). With plate girder
or steel beam bridges, simple beams and partial members can be transported and assembled on
site easily and safely. Steel beams are more economical and feasible than pre-stressed concrete
beams at the site to minimize the period of train suspension. Schematic view is shown in Figure
9-19.
Source: Study Team
Figure 9-19 Schematic View of RC Slab Bridge
d) Span less 5m
The RC box culvert is used for original bridges with a span of less 5m.
9 - 24
(3) Chirmo Railway Bridge

a) Workflow of the Outline Study
In the outline study, studies required for the construction of a railway bridge in the area of the
Chiromo washaway area, including a field survey of the area and studies on the selection of a
bridge construction position, railway alignment, establishment of the scale and type of bridge
shall be implemented to select the appropriate bridge type. After selecting the bridge type, the
project cost shall be estimated. Figure 9-20 shows the workflow of the outline study.
Survey on the present state of the Chiromo washaway area
Creation of topographic plans Creation of topographic profiles
Hydraulic/hydrological analysis
Entry of three alternative routes
Calculation of the design flood discharge
Study for the selection of the best horizontal alignment
Calculation of H.W.L.
Study on environmental and social considerations Study on profiles of the bridge and embankment
NG Comparative study on NG
the final route design
and road profile
OK
Decision on bridge construction position and profile of the embankment
Comparative study of bridge types
Decision on the best bridge type
Project cost estimation

Source: Study Team
Figure 9-20 Workflow of the Outline Study

b) Present State of the Bridge Construction Position
1) Section between Bangula and Shire River
Before the large-scale flood in 1997, it is considered that the water which overflowed from
the riverbank upstream of the Shire River stagnated in the swamp area on the north side of the
railway embankment constructed in the section between Bangula and the Shire River. In
addition, there was a road embankment on the south side of the railway embankment, which
was a protected by the railway embankment until it was hit by the flood.
2) Makhanga Side
The railway embankment functioned as a riverbank which dammed the water making it
stagnate in the swamp area. As the amount of water overflowing from upstream of the Shire
River increased and gradually weakened the slope of the embankment. Usually if a slope of an
embankment is at risk of inundation, revetment work is carried out. However, it seems that such
9 - 25
a situation was not anticipated before the embankment was constructed for rail installation.
It is considered that the large-scale flood of 1997 hit the embankment which had been
weakened by the water overflowing from the Shire River, and washed it away.
Railway embankment Railway embankment
Railway collapse part

Road embankment
Chiromo Washaway Area Railway Embankment and

Location of Railway Track Collapse
Railway embankment
Collapsed Railway Area of Washed Away Railway Embankment
Cutoff railway track
Collapsed embankment
Damage to Embankment Cut-off and Abandoned Railway Track and

Embankment
Photos by the Study Team, November 2010
Photos 9-2 Present Situation of Railway Embankment at Chiromo Washaway Section

3) Bangula Side
A larger section of the embankment was washed away on the Bangula side compared to that
on the Makhanga side. Approximately 260 m of the 360 m long section that was washed away
is on the Bangula side. A possible cause of this difference in damage is that the Bangula side
possibly had more stagnant water than the Makhanga side, since the water overflowing from
9 - 26
upstream of the Shire River flowed from the Makhanga side to the Bangula side of the
embankment area.
c) Study on Bridge Construction Position and Embankment
The best bridge construction position shall be selected from the three alternatives mentioned
below using the results of a comparative study on bridge construction position and embankment.
In the comparison, the three alternatives shall be analysed comprehensively, with bridge length,
cost performance, alignment of embankment, impact on the embankments of the New Shire
River, flood control measures, land acquisition, construction efficiency and impact on the
natural and social environments taken into full consideration, and the best alternative shall be
identified from the results of the analysis.
1) Alternative 1 (Construct a bridge on the alignment of the existing embankment)
A section longer than 360 m of the railway embankment was washed away on the Bangula
side. This alternative is to construct a bridge on the alignment of the washaway embankment.
Since the bridge is to cross a deep section of the New Shire River the bridge will be
significantly affected by flood, a survey is to be conducted to study and confirm the condition of
the river.
2) Alternative 2 (Use the existing road embankment)
This alternative is to construct a bridge on the existing road embankment on the Bangula side.
Although this alternative requires a bridge with a long span length to cross the New Shire River,
it allows flexibility in the selection of spans as part of the construction work can be
implemented on land since it is to be implemented on the existing road embankment.
However, since the position of the bridge will be away from the alignment of the existing
embankment, this alternative requires the construction of a new embankment to connect the new
bridge to the remaining embankment.
3) Alternative 3 (Construct a bridge adjacent to the alignment of the new road)
This alternative is to construct a railway bridge adjacent to the planned Chiromo Road Bridge.
Since piers can only be constructed on the islands, this alternative requires the construction of a
bridge with long spans. Since the bridge position will be further away from the existing
alignment of the embankment compared to that of Alternative 2, this alternative requires the
construction of a new long embankment to connect the bridge to the remaining embankment.
Table 9-18 shows result of comparing the three alternatives mentioned above on the basis of
the results of field reconnaissance and a topographical survey.
d) Comparative Study of Bridge Types
Three bridge types shall be compared for construction at a provisional position selected as the
best in above. While steel bridge structures are used in most cases of railway bridge
construction, concrete bridges can be a potent candidate depending on the span lengths because
of the versatility and low cost of the material. Thus, a concrete bridge shall be considered as the
candidate structure. The scale of a bridge, bridge length and span length shall be decided based
on the results of the hydrological survey and analysis of the survey results, and in consideration
of the bridge width, the railway track shall be at least 4,572 mm apart, and the structure gauge
9 - 27
shall be as shown in Figure 9-9.

The following three alternative bridge types shall be compared:
• Alternative 1: Steel 8-span plate girder bridge
• Alternative 2: Steel 3-span continuous truss bridge
• Alternative 3: Steel simple truss bridge + PC 5-span connected post-tensioned T-girder
bridge
Table 9-19 shows the results of the comparative analysis of the three alternatives mentioned
above. Figure 9-21 shows the general drawing of the entire bridge of Alternative 3 which was
selected as the best bridge type.
9 - 28
Table 9-18 Comparison of Bridge Construction Position Alternatives
New Shire River

Alternative 1
Existing railway embankment
Washed away railway

Existing railway
← To Bangula
To Makhanga
Existing road
Existing road
Alternative 2
Old road Alternative 3 Washed away road

Existing road
Alternative Alternative 1 (existing alignment position) Alternative 2 (using the existing road embankment) Alternative 3 (Matching the new road alignment)
Overview of alternative ・ The existing railway alignment position will be followed. ・ The route will pass on the existing road embankment on the Bangula side. ・ The route will match the new road alignment.
・ An S-curve will be needed to shift the route to the existing road ・ Two S-curves will be needed because the route will be significantly shifted
Alignment of access road ・ The existing alignment is straight and the best horizontal alignment.
embankment position. from the existing railway position, resulting in the worst horizontal alignment.
・ Simple steel truss bridge: 80.0 m.
Characteristics of new bridge ・ 4-span continuous steel truss bridge: 4＠90.0 m=360.0 m. ・ 3-span continuous steel truss bridge: 3＠76.667 m=230.0 m.
・ 5-span PC post-tensioned bridge: 5＠30.0 m=150.0 m.
・ There will be little impact from a flood of the new Shire River because of the
Impact of the new Shire ・ The existing railway embankment is in a condition to receive a significant ・ The existing road embankment on the Bangula side is in a condition to
existing road embankment on the Bangula side and the railway embankment on
River on access road impact from a flood of the new Shire River. receive direct impact from flooding of the New Shire River.
the Makhanga side.
Evaluation of alternative
・ Large-scale bank protection will be required for the existing railway ・ Bank protection will be needed if the existing road embankment is to be ・ Bank protection will be needed for the approach to the existing railway
Flood control measure
embankment on the Makhanga side. retained. embankment.
・ Due to illegal huts on the railway site, there will be problems such as ・ Problems such as resettlement and building removal will not occur as there
・ Same as left.
Environmental and social resettlement and demolition of the huts. are no hut on this alignment.
・ Land acquisition will be needed for the approach to the existing railway
considerations ・ Since the route is on the existing railway alignment, no land acquisition ・ Land acquisition will be needed for the approach to the existing road
embankment, resulting in the largest expropriation area.
will be necessary. embankment.
Target work ・ Bridgework, approach embankment work for 510 m, bank protection work ・ Bridgework, approach embankment work for 450 m, bank protection work ・ Bridgework, approach embankment work for 540 m, bank protection work
(Ratio of costs) (3.33). (1.00). (1.64).
・ Straight with the best horizontal alignment. ・ The best horizontal alignment because the new alignment is approximately ・ The worst horizontal alignment because of the two S-curves.
・ Significant impact from flooding of the New Shire River. straight. ・ Difficulty of construction in a practical manner due to overlapping with the
The highest construction costs because of a large-scale bridge and bank ・ Some impact from flooding of the New Shire River but not as significant as road alignment.
Overall evaluation
protection work. Alternative 1. ・ Much higher construction costs than Alternative 2 because of the high
・ The lowest construction costs because of a small-scale bridge construction costs for the bridge and approach embankment.
× and bank protection work. ×
Source: Study Team
9 - 29
Table 9-19 Comparison of Bridge Types
Bridge type Characteristics

Alternative 1: Steel 8-span plate girder bridge Structural ・A common plate girder bridge that has been adopted for many past constructions.
features ・Being a simple type, this bridge type is inferior in earthquake resistance.
・The New Shire River is five to nine meters deep, making it very difficult to construct bridge
Construction piers in the river.
efficiency ・Adopting an erection girder enables the superstructure to be constructed without influence from
the river.
Maintenance
・Being a steel bridge, maintenance such as recoating is needed.
performance
・Having bridge piers in the river, the bridge has the highest impact on the river.
River characteristics ・The reduction of river cross-section exceeds 6% (standard value: 5%).
・Medium cost performance of the three alternatives. (Construction cost ratio: 1.08)
Cost performance
・The construction of bridge piers in the river is very difficult due to the deep water.
・This bridge type should not be adopted due to the river cross-section reduction
Overall evaluation
×
exceeding the standard value.
Alternative 2: Steel 3-span continuous truss bridge ・A steel truss type is appropriate for long spans and has been adopted the most for past
Structural features constructions.
・The continuous structure offers superior earthquake resistance.
・Since the bridge has no piers in the river, they are easy to construct.
Construction ・Adopting the cantilever method enables the superstructure to be constructed without influence
efficiency from the river.
Maintenance
・Being a steel bridge, maintenance such as recoating is needed.
performance
・Having no pier in the river, it has no impact on the river.
River characteristics
・Being a steel truss bridge, the cost performance is low. (Construction cost ratio: 1.37)
Cost performance
・No bridge pier construction is needed in the river.

Overall evaluation ・The cost performance is the lowest.
Alternative 3: Steel simple truss bridge + PC 5-span post-tensioned T-girder bridge ・A steel truss type is appropriate for long spans and is often used at the river-crossing point.
Structural features ・A PC-girder bridge can be applied to the existing road embankment.
・Adopting a cable suspended erection method enables the construction of the steel truss bridge
Construction section without influence from the river.
efficiency ・Adoption of an erection girder or support enables the construction of the PC girder bridge
section.
・The truss bridge section is a steel bridge that needs recoating.
Maintenance
・The PC girder bridge section is a concrete bridge that does not need any maintenance.
performance
・Having no pier in the river, it has no impact on the river.

River characteristics
・Although the cost for the steel truss bridge section is high, the cost for the PC girder bridge
section is the lowest. The overall construction cost is the lowest of the three alternatives
Cost performance
(Construction cost ratio: 1.00).
・For the river-crossing point the truss type is used which is appropriate for long spans and does
not need any construction in the river.
Overall evaluation
・The best cost performance.
・The most desirable alternative in overall evaluation.
Source: Study Team
9 - 30
Source: Study Team
Figure 9-21 General Drawing of Chiromo Railway Bridge
9 - 31
(4) Rehabilitation Plan for the Existing Kamuzu Truss Bridge

The present condition of the existing Kamuzu Truss Bridge (see Figure 9-22) was visually
inspected by the Study Team and the result is explained in Section 3.1.5. Basically, there is no
major damage on both substructure and superstructure. However, no maintenance work has
been carried out for a long time and there is minor damage as described below.
a) Corrosion on the Surface of Truss Structure
After suspension of train operations from Makhanga onward, no maintenance work,
including repainting truss structure was made by CEAR. As a result, there is rust on the whole
structure, which may cause corrosion of metal beams. In order to prevent the corrosion of metal
beams, it is necessary to repaint the whole truss structure as early as possible, because vehicular
traffic will use the Kamuzu Truss Bridge for the time being until construction of the New Shire
Bridge begins under the project for reconstruction of the S151 road between Makhanga and
Bangula described in Chapter 8.
b) Corrosion on the Open Grating Floor
The open grating floor was installed in the 1970s to allow passage of vehicles on the Kamuzu
Truss Bridge, which was used exclusively by trains. There is also rust on the metal of the open
grating floor. In order to prevent corrosion of this floor, anti-corrosion paint must be applied.
c) Impassable Sidewalk
A sidewalk is attached on the downstream side of Kamuzu Truss Bridge by a simple structure
consisting of a metal plate with a bituminous surface. However, some parts of this metal plate
have dropped off and this sidewalk is impassable at present. Therefore, pedestrians and bicycles
crossing the Shire River are forced to use the open grating floor of the main span; however there
is almost no traffic at present. In order to prevent traffic accidents as well as smooth passage of
vehicles on the main span after construction of the Chiromo Road Bridge and improvement of
road section between Makhanga and Bangula proposed for completion by 2015, it is necessary
to separate pedestrians and bicycle traffic from other vehicle traffic on the Kamuzu Truss
Bridge. Therefore, all the metal flooring is planned for replacement by the open grating floor to
minimize the static load on the simple sidewalk structure.
d) Rehabilitation Cost
Preliminary cost for rehabilitation of Kamuzu Truss Bridge is estimated as follows:
• Repainting of truss structure and open grating floor: US$ 560,000
(including installation of scaffoldings for painting works)
• Installation of open grating floor for the side walk: US$ 256,000
9 - 32
roject for the Study on Development of the Sena Corridor Final Report
Figure 9-22 General View of the Existing Kamuzu Truss Bridge

Source: Study Team
9 - 33
e) Inspection and Maintenance

The Kamuzu Truss Bridge is old yet is still in sound condition because no train or vehicle
traffic has passed since the major flood at Chiromo. This means that there was no live load to
fatigue the metal truss and concrete substructure. After completion of the S151 reconstruction
and the railway reconstruction mentioned in this report, frequent passage of both trains and
vehicles is expected. Therefore, routine inspection and maintenance, as well as periodic
maintenance are deemed necessary. Items of routine inspection/maintenance and periodic
maintenance are as follows:
• Routine inspection/maintenance
• Condition and corrosion of members of truss structure, open grating floor and sidewalk
• Condition of metal shoes
• Condition of abutments and piers
• Emergency repair of damaged part
• Periodic maintenance
• Repainting of members of truss structure and sidewalk
f) Reconstruction of Kamuzu Truss Bridge
To consider the life span of the Kamuzu Truss Bridge, it will be necessary for MoTPI to
consider the construction of a new railway bridge parallel to the existing bridge after 2030 to
accommodate increasing railway traffic when freight trains will operate between Limbe and
Beira Port.
9.4.4 Track Rehabilitation and Reconstruction Plans

The track is composed of rails, sleepers, fastenings, ballast, roadbed, etc. The criteria for the
track should be defined according to the annual passing tonnage and maximum operating speed
of the line. Previous improvement works conducted in Japan, which adopts the same narrow
gauge, will be a good example for rehabilitating the track in Malawi.
(1) Gauge
The track gauge is 1,067 mm, the same as the present one, measured at 14 mm below the top
of the rails. The curves on the main line are a minimum of 244 m radius and it is unlikely that
the track gauge will require widening on the curves to improve the passage of locomotives.
(2) Track Alignment
The track alignment will be designed based on the track design standards of MoTPI. The
design should be based on a design speed of 60 km/h and operation speed of 50 km/h on the
narrow gauge track, which will be suitable for freight and passenger services.
(3) Rails and Sleepers
The rails are laid on resilient supports attached to PC sleepers and continuously welded with
expansion joints. The rails will be a 50 kg/m type such as JIS 50N15 or UIC5416 rails. There are
15
JIS: Japanese Industrial Standard
16
UIS: International Union of Railways
9 - 34
two types of sleeper: mono-block type PC and two-block type RC sleepers. The former is
recommended for the narrow gauge track, because it is more stable for the track than the latter.
JIS50N UIC54
Source: Nippon Steel Corporation
Figure 9-23 Cross-section of Rails (JIS50N and UIC54)
The Japanese Railway Standard recommends the rail type by line class as shown in Tables
9-20 and 9-21. However, 40 kg rail is now seldom used to construct a new line other than
depots, and so the market price of 40 kg rail is higher than that of 50 kg rail. Therefore, it is
recommended to use 50kg rail for rehabilitation of the line in terms of cost, mechanical stiffness
and durability.
As to the number of sleepers per 25 m rail, 39 sleepers should be provided per 25 m rail
considering an axle load of 20 tonnes, as shown in Figure 9-24.
Table 9-20 Recommended Rail Type
Line Class Recommended Rail Type (kg/m)

High-speed railway line (Shinkansen) or trunk
JIS 60 kg
line with heavy traffic in metropolitan area
Trunk Line JIS 50N (50 kg)
Local Line JIS 40N (40 kg)
Source: Nippon Steel Corporation
Table 9-21 Market Price of Rail
Rail Type Market Price (US$ per 25 m)

JIS 50N (50 kg rail) 1,840
JIS 40N (40 kg rail) 1,890
Source: Market Price as of August 2011
9 - 35
Source: Study Team
Figure 9-24 PC Sleeper

(4) Fastening System
The fastening system for PC sleepers should adopt a double elastic fastening with a resilient
pad which fixes the rail on the sleeper from the top. A maintenance-free clip-type fastening
(PANDROL) can be applied.
Source: Study Team

Figure 9-25 Double Elastic Fastening System
Source: Study Team

Figure 9-26 Fastening System (Double Elastic Fastening and Clip-type Fastening)
9 - 36
(5) Ballast
Ballast with a nominal depth of 300 mm is to be laid on the track bed to support the sleepers
and rails. The depth is based on the use of an appropriate ballast material and a well-compacted
sub-ballast formation.
The sub-ballast formation slopes so that rain water drains to both sides of the alignment. A
cross-fall of 1:30 will provide satisfactory drainage under heavy rainfall and will minimize the
risk of erosion of the surface of the foundation.
(6) Roadbed
The critical matters for the roadbed are mud pumping, roadbed settlement, slope collapse, etc.
The countermeasures for mud pumping are: a) increment of ballast pressure, b) improvement of
drainage, c) roadbed substitution method, and d) roadbed covering method. As settlement of the
roadbed is caused by soft ground, proper countermeasures should be taken considering the
importance of the line. Slope collapse should be prevented by vegetation, covering with
concrete blocks, etc.
(7) Track Works
Track works by section are summarised in Table 9-22.
Table 9-22 Outline of Track Works
Border– Nsanje– Bangula– Makhanga– Luchenza–

Item Unit Total
Nsanje Bangula Makhanga Luchenza Limbe
Track Length
km 25.6 45.4 8.7 76.6 44.0 200.3
(Main line)
Track Length
km 1.5 1.0 1.9 1.0 1.1 6.5
(Loops)
Total Track Length km 27.1 46.4 10.6 77.6 45.1 206.8
Rail (Main line) tonne 2,600 4,600 900 7,700 4,400 20,200
Rail (Loops) tonne 200 100 200 100 100 700
Total Rail tonne 2,800 4,700 1,100 7,800 4,500 20,900
PC Sleeper Set 42,300 72,400 16,500 121,100 70,400 322,700
Fastening Set 84,600 144,800 33,000 242,200 140,800 645,400
Turnouts Set 7 4 8 4 9 32
Ballast m3 36,200 62,100 14,200 103,800 60,300 276,600
Source: Study Team
9.4.5 Rehabilitation Plans for Stations and Station Facilities

(1) Stations
Stations along the railway line directly connecting between Border and Limbe are arranged at
3.3-km to 25.6-km intervals (average 13.3 km) at present.
According to the train operation plan based on forecasted demand for the year 2030, three
trains will be needed per day for one way. Accordingly, some stations should be interchange
points with loop lines. Therefore, the existing loop lines at intermediate stations other than
interchange points are not rehabilitated or removed.
Schematic diagrams of the track layout of each station are shown in Figures 9-27 to 9-29.
9 - 37
Station layouts
Legend
: Through track
: Track layout
: Loop lines not to be rehabilitated

999 : Effective length
Border [Marka] (km 0+815)
Dilapidated structures (houses)

i.e. not habitable
Junior staff houses
Station
630
540
480
445
61 m spur BOG Level
Notes
crossing
- Spur has no sleepers to hold rails together.
to Rulwe
- Loop 4 has no sleepers to hold rails together. mission 6m
- Loop 3 at 0+800 has no sleepers to hold rails together. Offices
Nsanje (km 26+398) Dilapidated structures (houses)

i.e. not habitable
Station
489
548
212 Culvert To Makhanga
Railway Warehouse
Workshop
Loop with flyover bridge used for loading coal fuel
stopped functioning when diesel locomotives
Water tower replaced steam locomotives
Coal loading facility
Tengani (km 50+900)
510
Level crossing
house to Mpepe Station house
school
94.6 m spur
Source: Study Team
Figure 9-27 Station Layouts from Border to Tengani
9 - 38
Admark warehouse
Bangula (km 71+774)
To WFP
Dilapidated
Culvert structures (houses)
i.e. not habitable To Admark
To Railways
Staff houses Offices
343
480
525
585
Station
Chiromo (km 77+100)
329
Dilapidated
structures (houses)
i.e. not habitable
Makhanga (km 80+432)

Station
505
Sankhulani (km 93+870)
565
479
479
383
383
Thekerani (km 113+417)
314
Station
Chipho (km 121+100)

487
Source: Study Team
Figure 9-28 Station Layouts from Bangula to Chipho
9 - 39
Sandama (km 128+526)

338
Khonjeni (km 147+150)
354
Luchenza (km 157+050)

275
344
412
Makandi (km 166+550)

481
383
Nansadi (km 178+036)

380
313
Malabvi (km 189+831)

407
304
Limbe (km 201+000)
292
220
152
231
175
175
Source: Study Team
Figure 9-29 Station Layouts from Sandama to Limbe

(2) Station Facilities
In the stations handling passengers, station facilities should be installed in the station building
as shown in Table 9-23. The layout of typical station facilities is shown in Figure 9-30.
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Table 9-23 Station Facilities
Facilities Description
1) Station office A station office is installed near the entrance for station staff to
work, take a rest or for standby persons.
2) Signalling and telecommunication A signalling/telecommunication equipment room is installed. The
equipment room room contains electrical equipment, signalling/telecommunication
equipment, etc.
3) Ticket window Tickets are sold at ticket offices by station staff. The space of the
ticket window to be constructed will be sufficient to install a ticket
vending machine (TVM) in future.
4) Passenger information system (PIS) and In future, a passenger information system (PIS) and public address
public address system (PA) system (PA) should be installed for passenger convenience.
5) Waiting room A waiting room is installed for passengers. In future, air
conditioners should be installed in the station office and waiting
room.
6) Warehouse A warehouse is installed adjacent to the station building to keep
materials for station business and emergency supplies.
7) Toilet At each station, toilets should be installed adjacent to the station
building.
Source: Study Team
Source: Study Team
Figure 9-30 Layouts of Station Facilities
9.4.6 Reconstruction Plan for Level Crossings

(1) Existing Level Crossings
The major level crossings between the border and Limbe are shown in Photo 9-3. Railways in
Malawi have no safety equipment at level crossings, although signs such as “Give a Way” or
“Stop” are placed on the roadside at some level crossings.
9 - 41
Level Crossing at Nsanje Level Crossing at Bangula
Level Crossing at Makhanga Level Crossing at Luchenza
Level Crossing at Limbe

Photos by Study Team, November 2010 and June 2011
Photos 9-3 Existing Level Crossings

(2) Classification of Level Crossings
The level crossings are categorized into four types according to safety equipment. Type 1 is a
level crossing with automatic barrier, Type 2 is a level crossing with manual barrier, Type 3 is a
level crossing with alarm, and Type 4 is a level crossing without safety equipment. The four
types of level crossing are explained in Table 9-24.
9 - 42
Table 9-24 Classification of Level Crossings
Classification Description
Level crossing with automatic barrier Blocks the road traffic automatically when trains pass
Type 1
through the crossing.
Level crossing with manual barrier Blocks the road traffic by a security guard when train
Type 2
pass through the crossing.
Level crossing with alarm Sounds an alarm for road traffic automatically when
Type 3
trains pass through the crossing.
Type 4 Level crossing without safety equipment Has no safety equipment.
Source: Study Team
(3) Types of Barrier

In Type 1 and 2 level crossings, the types of barrier are categorized as follows. A rope is
stretched across the road when traffic is relatively low. A bascule barrier is used when the road
is less than 6 m wide, and a sliding door is used when it is more than 6 m wide. For roads with
high traffic volume, a hung gate is used which is raised to a high position so as not to disturb the
traffic when trains are not passing through the crossing.
Table 9-25 Types of Barrier
No. Type Description

Rope stretching Blocks the road traffic with a rope by a guard man for a crossing with light
1
road traffic.
Bascule barrier Blocks the road traffic with a bascule barrier automatically or by a guard
2
man.
Sliding door Blocks the road traffic with a sliding door by a guard man at a crossing
3
with heavy road traffic.
Hung gate Blocks the road traffic with a hung gate automatically or by a guard man at
4
a crossing with heavy road traffic.
Source: Study Team
(4) Recommendations on Rehabilitation of Level Crossings

The frequency of train operation will become high after rehabilitation of the railway.
Therefore, level crossings also need rehabilitation. The rehabilitation points are as follows.
a) Installation of Precast Crossing Plate
At some level crossings, the crossing part is paved in the same way as the road. It is difficult
to conduct the track maintenance work. Therefore, the removable precast crossing plate as
shown in Figure 9-32 and Photo 9-4 must be installed to enable track maintenance.
b) Improvement of the crossing angle
The crossing angle between a road and a railway should be greater than 45° to minimize the
problem of oblique crossing.
c) Installation of Signs
Signs which indicate the level crossings should be installed.
d) Installation of barriers
There are manned level crossings at the six major locations of Nsanje, Bangula, Makhanga,
Luchenze and Limbe. The type of barrier might be Type 2 or 3 depending on the road width.
9 - 43
No. 1 Rope Stretching No. 2 Bascule Barrier
No. 3 Sliding Door No. 4 Hung Gate

Source: Study Team
Figure 9-31 Types of Barrier

If the volume of road traffic at the crossing greatly increases in future, a flyover should be
installed. Mounting Bracket
Outer Plate
Inner Plate
Wheel Guide
PC Sleeper
Source: Railway Technical Research Institute (RTRI) in Japan
Figure 9-32 Precast Crossing Plate
9 - 44
Photo 9-4 Example of Crossing with Precast Crossing Plate
9.5 Signalling and Telecommunication System Installation Plans
The current signalling and telecommunication system is not working at all. A new signalling
and telecommunication system should be planned for the line.
The concept of the proposed signalling and telecommunication system is described below.
9.5.1 Signalling System
The signalling system will ensure the safety and efficient control of train operations. The
system will include the following devices and facilities for signalling and train control in a
pattern designed to meet the requirements of long-distance freight transportation.
The signalling system will consist of a combination of signals, interlocking devices, electric
switch machines and track circuits. The electronic logic and interlocking devices will be
installed in the signalling of each station.
(1) Signals
As the signals are to be installed on the ground, the following types are assumed:
a) Fixed type signal
The fixed type signal is a simple metallic panel installed on a concrete pole and used for
indicating stop, speed and special danger.
b) Signals
Coloured light signals will be used to indicate the running condition or whether the section
ahead is clear to train drivers and will consist of green, yellow and red for each signal unit. The
signals will be categorized as follows:
• Home signal: will be installed at the entrance of each station to instruct approaching trains
whether they can enter the station or not.
• Starting signal: will be installed at the departure tracks of each station to give permission for
outgoing trains to depart from the station.
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• Repeating signal: will be installed where home signals are not easily visible, will repeat the
home signals on the main signals.
• Shunting signal: will be installed to give permission for shunting operation in the stations
where the shunting will be performed, and will include route indicators to show a train
operation destination to the train driver.
(2) Electronic Interlocking Device
Signals and electrical turnout switches will be installed to ensure safe and efficient operations
for leaving, arriving and shunting of trains in the stations. To provide overall control of the
equipment, the electronic interlocking device will be installed to perform electrical interlocking
between signals. The electronic interlocking devices are operated by microcomputer.
(3) Track Circuit
Track circuits will be provided to detect track sections occupied by trains in each station only.
Considering the train operation plan in Section 9.2, sections between stations will form one
block system without a continuous track circuit, and a token-less block instrument system will
be installed outside of the signals to check trains in and out.
(4) Automatic train protection (ATP)
ATP will be provided inside the station to compensate for errors by train drivers. The ATP
will automatically make a warning sign to the train driver when the train is approaching a red
light and then if the driver does not apply brake, the train will be automatically stopped by the
ATP system.
(5) Operation Control Centre (OCC)
The OCC will be installed at Limbe station which is almost the mid point of the mainline in
Malawi, and will be fitted with control and indication panels. The control panel will be used to
operate the turnout switch machines in each station, and will be fitted with telecommunications
equipment including train dispatching telephone and train radio. The indication panel will
schematically display the operating conditions and faults of signalling devices and train
locations between stations.
(6) Proposed Signalling System
The relationship between traffic density and required functions is shown in Figure 9-33. On
the Sena railway, there are not many trains and the traffic density is low. In addition, the train
operation control does not require advanced technology. The "Train Control System for
Secondary Lines using Radio Communications in Specific Area (TCS/SL/RC)” developed by
the Railway Technical Research Institute (RTRI) of Japan for intermittent and continuous
control would be suitable for the line. The system configuration charts of the wayside and
on-board equipment are shown in Figures 9-34 and 9-35, respectively.
The block system based on electronic tokens called COMBAT (Computer and Microwave
Balise Aided Train control system) has been used for secondary lines since the 1980s in Japan,
and has contributed to efficient administration. However, an alternative advanced system needs
9 - 46
to be developed because spare parts are no longer available. Therefore, a new train control
system applying the 2.4-GHz band radio has been developed, which does not require a license.
Replacement of the whole system is not required and system migration is simple, because
conventional equipment is used wherever possible. Simultaneously, it is easy to introduce
additional functions and to solve the problems of the conventional system.
Function
Block Speed
control control
ATACS
Moving block ERTMS CARAT
Regional
Continuous
control
ERTMS/ETCS
TCS/SL/RC (Train Level2
control system for
Fixed block secondary lines using
radio communications
in specific area)
Point control
COMBAT
Train density
Source: Railway Technical Research Institute in Japan
Note:
- COMBAT (Computer and Microwave Balise Aided Train control system):
COMBAT is a computer and microwave Balise (composed of onboard transmitter and wayside train detector) aided train control
system which can detect trains without contact. It provides high safety and reliable train operation with low cost on low-density
lines.
- ERTMS Regional (European Rail Traffic Management System-Regional):
The basic aim of the ERTMS REGIONAL concept is to enable cost-saving solutions for signalling on regional and local lines
when renewing or introducing signalling equipment on such lines.
- ATACS CARAT (Advanced Train Administration and Communications System, Computer and Radio Aided Train control system):
ATACS CARAT is being developed to reduce the amount of equipment and permit on-board detection of train locations without
using track circuits.
- ERTMS/ETCS Level 2 (European Rail Traffic Management System/European Train Control System):
ERTMS is a signalling and traffic management system developed with the backing of the European Union. The objective of
ERTMS is to allow interoperability across international borders without the problem of having incompatible signalling systems on
either side. ETCS is the train control element of ERTMS.
Figure 9-33 Train Control System using radio communications
9 - 47
Station Crossing
radio control device Wayside
(optional) radio
St. St. St.

Wayside control
device
Station Station Station

device device device
Metal line Metal line
Communication network
Central control
device

Figure 9-34 Outline of Wayside Equipment
Radio antenna
Onboard device
ATP with speed check function
ATP onboard antenna
Tachometer generator
Figure 9-35 Outline of Onboard Equipment
(7) Outline of Onboard Equipment

As the line is connected to a part within Malawi of the Nacala railway line at Nkaya which
will be upgraded and an extension line constructed, the connection with the existing line should
be considered when designing the signalling system.
No interlocking device has been installed yet at Nkaya station, and the block is secured by
dispatch telephone with adjoining stations, therefore an interlocking device should be installed
in this station when the extension line is completed.
Though the signalling system for the extension line between Moatize and Nacala has not been
announced yet, it is important and essential to secure safe and efficient train operation between
the existing line and the extension line. The compatibility and integration of signalling should
be considered at the basic design stage for the rehabilitation.
9 - 48
9.5.2 Telecommunication System
(1) Outline
In general, a railway telecommunication network is installed along the railway line. The
network is composed of general stations with few transactions and junctions/terminals with
many transactions.
To meet these requirements, the railway telecommunication network consists of a
combination of transmission network deployed along the rail line using voice cables, multiplex
carrier, radio systems, or other forms of transmission media, which are suitable for transmission
between terminals, and voice/data exchange equipment, data processing equipment, etc.
Another feature of railway communication is that it requires a higher degree of real-time
communication and communication accuracy than common carriers as telephone companies in
Malawi, because it handles the operation of trains, rolling stock allocation and freight
movement. For this reason, dedicated transmission lines or direct transmission lines should be
installed on the whole line. The radio communication system between the OCC and trains will
be another requirement unique to the railway operation.
(2) Proposed Telecommunication System
a) Backbone System
A fibre-optic communication system with redundancy, expandability and high
cost-performance should be installed along the whole route as a backbone communication
system.
A Network Management System (NMS) will be installed at the OCC and highly reliable
dedicated circuits will be provided not only for communication sub-systems but also for the
OCC.
b) PABX System
The automatic telephone system is composed of a Private Automatic Branch Exchange
(PABX) and telephones, which will be installed to allow general communications between the
offices and stations for operation and administration of the railway.
The PABX equipment will be installed in the equipment room in the buildings at Limbe,
Luchenza, Bangula, Nsanje and Border stations, and will be able to communicate with common
carriers.
c) Dispatching Telephone System
The dispatching telephone system will be installed to send essential control information for
train operation. Using the dispatching circuits, the dispatching telephone system will connect a
dispatch console to be installed in the OCC and individual telephone sets to be installed in every
station and the maintenance depot. Also, a recording facility will be mounted on the dispatch
consoles to record voice communications on this system.
d) Train Radio System
The train radio system provides a communication link between the OCC and the trains
9 - 49
running on the line for the purpose of regulating train operations on a daily basis. In an
emergency, the system is used to provide quick and reliable communication for taking suitable
countermeasures. Possible technologies for the train radio are a dedicated UHF/VHF band or
GSM-R (Global System for Mobile communications - Railway).
The train radio system offers individual calls, group calls, and general telephone calls from
the OCC. The system also enables each train to communicate with nearby stations, if necessary.
By employing the GPS system and a map system, train locations could easily be detected.
e) Clock System
The clock system will be a maintenance-free type with self-adjusting function based on a
GPS receiver.
9.6 Rolling Stock and Maintenance Depot/Workshop
9.6.1 Rolling Stock

In the railway in Malawi, only 4 out of 10 DLs are operated on the whole route at present. When
the section between Border and Limbe is reopened, additional DLs, freight wagons and passenger
coaches will be required.
In the Study, it is assumed that DLs have similar or superior characteristics to the ones currently
in operation (Bombardier MX615). However, the Bombardier MX615 is not available today.
(1) Required number of diesel locomotives, freight wagons and passenger coaches
The required number of DLs, wagons and coaches has been calculated in Section 6.6.6. They are
summarised in Table 9-26.
Table 9-26 Required Number of Rolling Stock
Year 2015 2020 2030

DL 2 3 6
Freight Wagon 30 60 150
Passenger Coach 6 6 6
Total 38 69 162
Source: Study Team
(2) Diesel Locomotive

The choice of rolling stock for the section would be determined to meet the overall traffic
requirements for present and future at maximum efficiency and minimum overall cost to the
system. Considering this and the train load of the section, DF200 diesel locomotives, which are
currently operated on the freight lines in Japan, will be a candidate locomotive for the section.
The DF200 does not require a delta track for pendulum operation at turn-back stations, because
it has a driver’s cabs at each end of the car. Its induction motors with Variable Voltage Variable
Frequency (VVVF) control system can realize high acceleration, high speed, and large torque,
which resulted in saving labour for maintenance and diesel fuel. On the other hand, the GE
Dash 9-40BBW proposed for Nacala line cannot fit the section, because the dimensions of the
9 - 50
car and the axle load exceed the current vehicle gauge and axle load respectively.
Note: The type DF200 is a diesel electric locomotive equipped with diesel generators and developed for use on the main line of the Japan
Freight Railway Company, to solve the insufficient output power of the former Type DD51 diesel hydraulic locomotive. It has six drive
shafts and adopts induction motors with VVVF control system to realize high acceleration, high speed, and large torque, which resulted in a
quick-response generator brake system. The adoption of induction motors has saved labour for maintenance and diesel fuel.
Source: Kawasaki Heavy Industries, Ltd.
Photo 9-5 DF200 Diesel Electric Locomotive

Table 9-27 Comparison of Diesel Locomotive
Specifications
Item
DF200 GE Dash 9-40BBW
Maximum Operating Speed 110 km/h 80 km/h
Traction Control System VVVF Inverter Control Electric AC/DC
Adhesive Mass 96 tonnes 160 tonnes
Rated Output 1,700 HP 3,990 HP
Output of Traction Motor 320 KW x 6=1,920 KW n.a.
Dimensions 19,600 x 2,805 x 4,078 mm 23,076 x 3,340 x 4,900 mm
Axle Arrangement BoBoBo BoBoBoBo
Gauge 1,067 mm 1,067 mm
Source: Kawasaki Heavy Industries, Ltd., GE
9.6.2 Maintenance Depot/Workshop
The depot is used not only for repair, maintenance and storage but also as the base for the
operator. The current depot/workshop is located at Limbe as shown in Figure 9-36 and it should
be improved and extended according the following matters:
• To accommodate future demand
• To manage equipment and operators effectively
• To easily obtain the land for expansion
9 - 51
Source: CEAR
Figure 9-36 Layout of Depot/Workshop at Limbe
9.6.3 Main Facilities of Depot
Systematic arrangement of facilities and equipment at the depot is important so as to carry

out the works effectively and smoothly. First, the total plan of the facility arrangement should
be determined based on the scope and type of works and second, a detail arrangement is
determined according to the content of each work. Facilities required at the depot are as follows:
• Car storage track
• Car maintenance track
• Car repair and maintenance facilities
• Facilities for the drivers and staff
• Management office
The size of the depot should be determined based on the number of cars and area required for
inspections. It is also affected by the number of trains, train sets and train diagrams. The depot
at Limbe has a workshop facility in order to carry out general and important-part inspections,
casual repair and renewal repair.
The design of the size and facility plan for the depot should be based on the final number of
cars and initial purchase, and the arrangement of equipment is based on minimum requirements
at re-opening time.
The basic flow of inspection and maintenance at the depot is shown in Figure 9-37.
Maintenance
Receiving Track Storage Departure Track
Inspection/Repair
Source: Study Team
Figure 9-37 Basic Flow of Inspection /Maintenance at Depot
9 - 52
9.6.4 Main Facilities of Workshop
The main facilities of the workshop should be arranged in order to carry out the works
effectively and safely. In the workshop, there are many facilities or inspection and repair and the
arrangement of each facility shall take into account functionality and safety. The sufficient
space shall be considered around the factory building to mitigate the effect of noise and dust.
The following shops should be located in the workshop.
• Carbody jack-up/Repair Shop
• Carbody Panel Shop
• Bogie Shop
• Wheelset Shop
• Bearing Shop
• Engine Shop
• Generator/Motor Shop
• Electric Shop
• Coupler Shop
• Spring Shop
• Air Valve Shop
• Mechanical Shop
• Iron Shop
• Engine Test Shop
• Traverser
9.6.5 Inspection and Maintenance at Depot
(1) Inspection Procedure

The flow of car inspection works at the workshop is shown in Figure 9-38. The car inspection
works are divided into many types and these are carried out in parallel and concurrently.
(2) Classification of Inspection
The diesel locomotive consists of complicated parts and equipment. The maintenance and
replacement of parts are regularly required. Therefore, periodical inspections such as daily
inspection, regular inspection, important-parts inspection, general inspection and casual repair
are very important for each part and piece of equipment. These inspections, dismantling
inspection and large scale repair are carried out at the workshop. Each inspection is described as
follows:
a) Daily Inspection
The daily Inspection is carried out in order to check the function of a car before daily
operation. The condition and function are checked visually from the outside when the train is
set.
9 - 53
Process of Body
Entrance Body Body Participation
Dismantlement Equipment
inspection mending painting inspection
Process of body Indirect business
Vehicle shunting
Main control equipment / Inspection and repair
Brake
Spare Part transportation
part
Power management
Bogie
Wheel set / Inspection and repair
Machine preservation
Main motor
Process of part manufacture
Casting Forge Ironworker Machining
Source: Study Team
Figure 9-38 Car Inspection Flow at Factory

2) Regular Inspection
The regular inspection is carried out periodically for main parts under the setting condition or
after dismantling the part. It should be conducted after an interval of 30 days or an operation of
30,000 train-km.
3) Important-parts Inspection
The important- parts inspection is carried out only for those parts which are important for
operation such as the brake system, traction motor, etc. It should be conducted after an interval
of 4 years or an operation of 500,000 train-km.
4) General Inspection
The general inspection is carried out in detail by dismantling all parts and equipment. It
should be conducted after an interval of 8 years.
5) Casual Inspection
The casual inspection is carried out after casual repair, for the first operation of a new car and
as required.
9.7 Preliminary Cost Estimate
An estimate of the cost of rehabilitating/reconstructing the railway at least cost has been
prepared to enable a decision to be made. However, before making a decision on the actual
investment, a detailed feasibility study including a geotechnical investigation and development
of the preliminary design should be conducted.
9 - 54
9.7.1 Basic Policy for Rehabilitation and Reconstruction of the Railway
This plan is prepared as mentioned below based on the actual conditions.

• Construction/reconstruction of bridges and reconstruction of railway lines on the unused
section (between Border and Makhanga) will be carried out within the railway ROW.
• Bridges on the section between Makhanga and Limbe, where a weekly passenger train is
operated, will be reconstructed as parallel bridges with existing bridges. Rehabilitation work
on the existing railway line of this section will be carried out five days a week, when a train
does not operate, and will complete the section.
• For constructing the Chiromo Railway Bridge and new embankment for approach sections,
the GoM will acquire necessary land.
• The construction method shall be applied to avoid the influence of flood in the rainy season.
• The construction of foundation and substructure for bridges shall be done in the dry season
in principle.
• The access to rehabilitation and reconstruction sites will be made from major stations, where
an access road exists.
• A temporary road parallel to the railway track will be constructed for locations where no
obstruction exists.
• A temporary bridge will be used during the construction of the Chiromo Railway Bridge
during the construction period, in order to transport equipment, material and the workforce
to the other side of the river.
• The procurement period for the material is not steady in Malawi, therefore a leeway for the
start of certain work will be necessary.
• The fill material shall be obtained as close as possible to the site from a quarry.
9.7.2 Unit Costs and Quantities
The unit costs applied in the study are based on the following:
• Various unit cost data provided by CEAR through MoTPI
• Construction costs of ongoing and previous highway and road bridge construction projects
by RA
• Adjusted international rates specific to railway equipment
• Consultant’s past experience with similar projects elsewhere
To derive the quantities of each component of the project, Section 9.3 describes the
earthworks, bridge works, etc. which have been included in the cost estimate.
The quantities have been prepared for the following items:
- Earth works
- Bridge
- Track
- Station
9 - 55
- Level Crossing
- Signal & Telecommunication System
- Rolling stock (Diesel Locomotive, Freight Wagon, Passenger Coach)
- Land Acquisition Cost
- Engineering Cost
- Contingency
The engineering cost is the cost for the detailed design and construction supervision, and is
assumed to be 10% of the total construction cost.
Meanwhile, the contingency is an integral part of the expected total project cost and normally
is necessary for all project items involving significant expenditures. For this study, it is assumed
to be 10% of the total construction cost as a physical contingency.
9.7.3 Estimation of Project Cost
The estimation of construction cost is calculated based on the condition mentioned below.
The construction cost includes 10％ contingency and does not include tax in Malawi.
(1) Bridge
Based on the consideration of construction site and structures for Chiromo Railway Bridge
and other small scale bridges, those costs are calculated with comparison to similar construction
projects abroad. An truss bridge is applied for the Chiromo Railway Bridge.
(2) Railway Rehabilitation and Reconstruction
Cost estimation for earthworks and concrete works is calculated based on the previous
contract data in Malawi in consideration of the escalation of construction costs. Cost estimation
for the bridges are calculated with comparison to similar construction projects carried out by
RA and abroad.
(3) Others
The present situation to accomplish the project due to the shortage of fuel, cement and steel
material is clearly difficult due to the delay of two Japanese grand aid road and bridge projects
which are still on going. If such difficult conditions could not be solved, the project cannot be
completed within the budget and in this situation the start of the project could be put into
jeopady. The project costs are summarised in Table 9-28.
9.7.4 Construction Plan and Procurement Conditions
(1) Construction of Bridge

a) Concrete Bridge
The Chiromo Railway Bridge and other bridges for construction and reconstruction are steel
truss, PC girder and RC girder bridges. In Malawi, it is impossible to procure the necessary
equipment and material for construction of steel truss bridges and PC girder bridges, so those
shall be imported from other countries. For the bridge substructures, pile or direct foundations
9 - 56
can be considered and the procurement conditions will be the same as for the superstructure of
the bridges. For RC girder bridges, only the reinforcement bars will need to be imported from
other countries. Fabrication and procurement of Steel trusses shall be made abroad including the
launching equipment.
Table 9-28 Summary of Preliminary Cost Estimate
Unit: US$ million
Section Border– Nsanje– Bangula– Makhanga– Luchenza–
Total
Route Length Nsanje Bangula Makhanga Luchenza Limbe
Item 25.6 km 45.4 km 8.7 km 76.6 km 44.0 km 200.3 km
Earth Works 0.186 0.161 0.789 0.683 0.155 1.974
Bridge 10.232 4.480 17.550 3.911 4.407 40.579
Chiromo Railway Bridge - - 15.350 - - 15.350
Other bridges 10.232 4.480 2.200 3.911 4.407 25.229
Track 13.243 21.764 5.674 36.028 21.486 98.195
Station 0.138 0.275 0.413 0.688 0.688 2.200
Level Crossing 0.000 0.125 0.250 0.000 0.250 0.625
Signal &
0.651 1.205 1.070 2.533 7.126 12.585
Telecommunication System
Sub-Total 24.449 28.009 25.746 43.841 34.112 156.158
Rolling Stock 0.000 0.000 0.000 0.000 46.500 46.500
Diesel Locomotive 0.000 0.000 0.000 0.000 30.000 30.000
Freight Wagon 0.000 0.000 0.000 0.000 13.500 13.500
Passenger Coach 0.000 0.000 0.000 0.000 3.000 3.000
Engineering Cost (10%) 2.445 2.801 2.575 4.384 3.411 15.616
Contingency (10%) 2.445 2.801 2.575 4.384 3.411 15.616
Total 29.339 33.611 30.895 52.610 87.434 233.890
Average Cost per km
1.146 0.740 3.551 0.687 0.930 0.936
excluding Rolling Stock
Source: Study Team
b) Concrete Work
The onsite temperature is high year-round. The maximum daytime temperature only drops
below 30°C for two months. A small quantity of concrete could be cast early in the morning or
at night. However in order to cast the huge concrete volume such as the footing of the
substructure, concrete casting would need to continue during day and night, therefore the
concrete temperature would need to be controlled by a cooling plant or ice maker plant.
c) Culvert Work
The Malawi concrete box type uses concrete pipe which is not a hume pipe, and corrugated
metal pipes as a culvert structure. To prevent the corrosion of corrugated metal pipes, a
bituminous coating is applied to the external surface during road construction between
Chikwawa and Bangula. The Contractors do not recommend the use of corrugated metal pipes
because of theft or vandalism which could cause the culvert to collapse. Therefore the use of a
concrete culvert has been recommended.
d) Embankment Work
The selected material for fill shall be obtained as close as possible to the site and the work
shall be carried out as much as possible in the dry season.
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e) Track Rehabilitation and Reconstruction Work

Materials for track rehabilitation/reconstruction work will be procured abroad; e.g. rails and
fasteners from RSA, and PC sleepers were obtained from either Zambia or RSA in the past.
Aggregate can be procured in the existing quarry in Blantyre. The major contractors in Malawi
do not have equipment for track rehabilitation or reconstruction works, so this equipment must
be imported from abroad.
f) Construction Equipment
Major contractors in Malawi have sufficient equipment for use in earth works and bridge
construction. However they do not have special equipment for track works. Special equipment
shall be procured from abroad.
g) Temporary Yard
A temporary yard shall be established close to the bridge sites. In this case the land might off
the main route, so approval must be obtained from the GoM in order to use it. The purpose of
the temporary yard is;
• Site office
• Plant (Concrete)
• Accommodation for workers
• Park for equipment
• Deposit for material
• Work shop for reinforcement bar
• Work shop for form work
(2) Procurement Condition
a) Aggregate
The coarse aggregate used for concrete and ballast could be procured in the existing quarry in
Blantyre. On the other hand the fine aggregate could be procured near the site. Currently one
quarry is being used for the Chikwawa–Bangula road construction. According to the contractor,
the amount of useful material might be limited.
b) Cement
The import volume of clinker is extremely decreased and production of cement in Malawi is
being suspended. Procurement from Zambia or South Africa is presently insufficient, so some
contractor are trying to import from another country.
c) Reinforcement Bar and Steel Material
The amount of steel produced in RSA decreased in 2008 and there is a problem of supply
shortage, but it is expected that production by major steel companies will resume in early 2012.
However, procurement shall be confirmed before the construction begins from RSA or
Mozambique as well as from a third country.
d) Rails and Fasting
Just as for reinforcement bars, the procurement is not easy. Sometimes the procurement takes
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several months. The procurement shall be confirmed before the construction begins from RSA
as well as a third country.
e) Construction Equipment
Major contractors in Malawi have sufficient equipment for the road construction and they can
be used for civil works for railway reconstruction. However they do not have special equipment
for bridge construction. Therefore, special equipment shall be procured from abroad.
g) Labour
Some skilled labour could be procured in Lilongwe or Blantyre. Common labour could be
procured near the site. However specialists for construction of the foundation or superstructure
of the bridge, and reconstruction of track shall be from abroad.
h) Contractor in Malawi
There are more than 10 A-class contractors and they have equipment for road construction
mainly and 25 ton truck cranes and concrete plant.
9.7.5 Supervision of Construction by a Consultant
(1) Supervision of Quality Control and Finished Dimension

The quality and finished dimension of each structure shall be kept based on the contract
document. The works for the project are railway track, PC bridge, RC bridge, steel truss
bridges, drainage, earthworks and miscellaneous structures. For the railway track and civil
works, experienced engineers will be needed from other countries.
(2) Supervision of Progress of Works
Prior to starting the project the construction method, equipment, number of labourers shall be
studied appropriately and then an adequate program shall be made to avoid any shortage and
delay. In case of delay during the construction period, the consultant will order the contractor to
modify the plan and the program immediately in order to recover the delay.
(3) Supervision of safety
Accidents on the construction site cause lots of problems and difficulty for the project. So the
consultant and contractors shall take necessary measures to avoid any accidents. The contractor
shall educate all the labourers in appropriate health and safety procedures.
In case of an emergency, a special organization shall be established prior to the
commencement of the work and take the necessary action immediately if accident happens.
On the other hand, to protect the labourers, equipment and construction work from heavy rain
and flood, the contractors shall have good knowledge of the weather information and/or
forecasting and establish a safety system.
To avoid the traffic accidents and any trouble with third parties, a safety measure plan shall
be considered. The plan shall include safety matter of the intersections with public roads, night
time, over-loading of transport material, the material logistics and distribution of guards.
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(4) Environmental Protection Measures

Mitigation measures against vibration, noise and water contamination shall be considered and
controlled by the Consultant and Contractors which shall maintain coordination with local
residents.
9.8 Establishment of Railway Maintenance Plan
The railway facilities which are to be rehabilitated or reconstructed should be maintained

properly by limited human resources and utilized longer to provide safe and stable railway
transport services. To achieve this, a reliable and efficient maintenance plan should be
established. This chapter describes matters concerning railway maintenance, the latest technical
efforts, and countermeasures to be taken by the railway operator.
9.8.1 Current Situation and Matters of Railway Maintenance
The maintenance of the railway facilities is characterized by the following:

• There are many old structures which have been used for more than 80 years.
• There are various types of structures such as bridges, piers, retaining walls, etc.
• There are many types of materials such as concrete, steel, brick, stone, etc.
• There is a large number of structures.
At present, these complicated facilities are maintained by very limited staff and budget. Due
to the limited business scale and budget of the railway operator, the targets and methodologies
of maintenance are not standardised. This situation will worsen considering the difficulty of
passing on technologies and the shortage of railway engineers.
To overcome the situation, the railway operator should strive to acquire the following
maintenance technologies:
• Maintenance technology for old types of structures
• Maintenance technology for various types of structures
• Maintenance technology for identifying deteriorated parts of structures
• Maintenance technology for maintaining large numbers of structures by a small number of
staff
• Maintenance technology for consistently assessing the soundness of structures
• Methods for economical repair/reinforcement of structures
In addition, the operator should conduct research and development on mechanising the
inspection and assessment of the soundness of structures, new sensing technologies, monitoring
systems, materials for repair/reinforcement, and application of new railway technologies.
9.8.2 Maintenance System
The present maintenance system involves assessing the soundness of the structure by
periodical inspection, identification of deteriorated or deformed parts, detailed inspection of
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identified parts, and implementation of required measures (observation, repair, reinforcement).

In Japan, the maintenance system is governed by a technical standard defining the maintenance
method and cycle for railway facilities, which was enforced in February 2007 by the Ministry of
Land, Infrastructure, Transport and Tourism (MLIT), Japan. All railway operators conduct
maintenance according to this system.
It is recommended that the railway operator in Malawi should establish a maintenance system
by referring to the one in Japan and. considering the following:
• Verification of performance
• Applicability to related railway operators such as CDN
• Consistency for all types of structure
• Few major changes from the maintenance system during the Malawi railway era
The contents of the maintenance system should be classified into concrete structures, steel
structures, foundations, retaining walls and earth structures (fills and cuttings).
Each part should include general rules, maintenance standards, initial inspection, overall
inspection, individual inspection, extraordinary inspection, measures, recording method, etc. as
shown in Table 9-29 and Figure 9-39.
Table 9-29 Classification of Inspections on Railway Structures
Inspection cycle: Before start of commercial operation
Initial Inspection Inspection method: Detailed visual inspection
Target structure: New and reconstructed/replaced railway structure
General Inspection cycle: Once/2 years
Overall Inspection method: Visual inspection
Overall Inspection Target structure: Railway structure
Inspection Special Inspection cycle: Once/10 years
Overall Inspection method: Detailed visual inspection
Inspection Target structure: Railway structure
Inspection cycle: As necessary
Individual Inspection Inspection method: Inspection using measurement instrument
Target structure: A-ranked structure
Inspection cycle: As necessary
Inspection method: Visual inspection etc.
Extraordinary Inspection
Wayside environmental change caused by disaster such as
Target structure:
earthquake, heavy rail, etc.
Source: East Japan Railway Company
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Remarks: Rank of integrity degree

A Serious deformation threatening safety and operation
AA Measure is required immediately
A1 deformation is progressing
Start A2 Deformation degrading future performance is found
B Deformation expected to be Rank A
C Minor deformation
Maintenance Plan S Soundness
Overall Inspection
Investigation Extraordinary Inspection
C,S B
Judgment of integrity degree
AA,A
Investigation Individual Inspection
Estimation of causes of deformation
Prediction of deformation
C,S Judgment of integrity degree

(Investigation of performance)
AA,A1,A2,B
Monitoring, repair, reinforcement Measures
Restriction, reconstruction, replacement
Record
Figure 9-39 Typical Maintenance Procedure
9.9 Economic and Financial Analyses of Rehabilitation/Reconstruction

of Railway between Limbe and Border (Marka)
9.9.1 Methodology of Economic Analysis
The objective of the economic analysis is to analyse and evaluate the viability of
implementing this project from the viewpoint of the national economy. A comparative analysis
of the costs and benefits both in the case of executing the project ("With project") and not
executing the project ("Without project") is carried out. Economic Internal Rate of Return
(EIRR), Benefit and Cost Ratio (B/C Ratio) and Economic Net Present Value (ENPV) are
estimated as the evaluation indexes. The methodologies of these indexes are as follows.
(1) Economic Internal Rate of Return (EIRR)
The EIRR is the discount rate whereby total benefits and total costs calculated into the net
present value become equal. The EIRR is evaluated in comparison with the opportunity cost of
capital. In the analysis, the Social Discount Rate (SDR) of 12% is applied as the opportunity
cost of capital. In Malawi, an SDR of 12% is widely applied in the analysis of infrastructure
9 - 62
projects conducted by international agencies.

(2) Benefit and Cost Ratio (B/C Ratio)
The B/C ratio is the ratio found from the net present value of the total benefit divided by the
net present value of the total cost. The advantage of the project is evaluated from the value of
this ratio, and if the ratio is higher than 1.00 under the designated discount rate, the project is
considered to be socially and economically viable. The SDR used to evaluate the B/C ratio is
normally decided by the opportunity cost in the country concerned. The same as EIRR, an SDR
= 12% is used as the discount rate in the analysis.
(3) Economic Net Present Value (ENPV)
The ENPV is the total net benefit found from the difference between total benefit and total
cost in net present value. The advantage of the project is evaluated from the amount of ENPV.
The ENPV is discounted by the SDR=12%.
9.9.2 Premises
In this study, the economic analysis is carried out based on the following premises.
(1) Period of the Analysis
The period of the analysis is set at 33 years including the construction (investment) period
from 2017, and 30 years of operation from 2020 to 2049.
(2) Exchange Rate
The exchange rate is assumed to be US$1.00 = MWK165.00 = JPY78.60 as the monthly
average of November 2011. All costs are given in US$.
(3) Economic Price
All figures are based on constant prices in 2011. The economic prices are calculated
excluding transferable items such as various taxes, customs duty and subsidies etc., from the
viewpoint of the national economy. In order to translate market price into economic price,
Standard Conversion Factor (SCF) as 0.85 is applied in the economic analysis referring
previous studies in Malawi.
(4) Inflation
Since it is difficult to estimate the inflation rate during the overall period of the project, it is
not considered in the analysis.
(5) Residual Value
The residual value in the last year (2049) of the analysis is counted as a negative investment
cost. The residual value is calculated based on the life cycle of the facilities stated below.
(6) Life Cycle of Facilities
The following durations are assumed for the life cycle of the facilities, based on previous
studies.
9 - 63
Table 9-30 Life Cycle of Facilities
Item Duration
Bridge (new) 100 years
Bridge (rehabilitated) 50 years
Track 40 years
Signal and telecommunication 25 years
Diesel locomotive 35 years
Freight wagon, passenger coach 50 years
Source: Study Team
(7) Shadow Prices

Shadow pricing in project appraisal is often recommended as a means of correcting for
economic distortions. However, for the same reason described in Section 8.8.2, it is not used in
this analysis.
(8) Cases of the Analysis
In the analysis, costs and benefits are defined as the difference between the cases of "With
project" and "Without project". The cases are summarised as follows.
• "With project" means implement the project case, and the proposed railway rehabilitation/
reconstruction between Limbe and Border (Marka) is expected to be conducted fully.
• "Without project" is the case that the proposed project is not implemented.
9.9.3 Results of Economic Analysis
(1) Project Costs

Project costs consist of investment costs and operation and maintenance (O&M) costs. All
costs are shown in economic price.
a) Investment Costs
The investment cost of "With project" is summarised in Table 9-31. An engineering cost of
10.0% and contingency of 10.0% are added to the total investment cost.
Table 9-31 Investment Costs of "With Project" (in economic price)
(Unit: US$ million)
Project 2017 2018 2019 2027 2028 2029 Total
Rehabilitation of Limbe–Luchenza 2.00 19.51 7.48 - - - 29.00
Rehabilitation of Luchenza–Makhanga 1.91 27.57 7.79 - - - 37.27
Reconstruction of Makhanga–Bangula 6.64 7.91 7.33 - - - 21.88
Reconstruction of Bangula–Nsanje - - - 2.04 15.37 6.40 23.81
Reconstruction of Nsanje–Border - - - 1.86 14.03 4.90 20.78
Procurement of Rolling Stock - 9.88 9.88 - 9.88 9.88 39.53
Engineering Cost (10%) 1.06 5.50 2.26 0.39 2.94 1.13 13.27
Contingency (10%) 1.06 5.50 2.26 0.39 2.94 1.13 13.27
Total 12.66 75.88 37.00 4.68 45.15 23.44 198.81
Source: Study Team
b) Operation and Maintenance (O&M) Costs

Annual O&M costs of the project are estimated from the differences in freight tonne-km and
unit cost of O&M. From CEAR’s financial statements, the unit cost of O&M is calculated at
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US$0.03/tonne-km as a variable cost. The annual fixed cost is estimated from the length of the
rehabilitated railway section at a unit cost of US$4,200/km. Furthermore, the cost of
maintaining the railway bridge once every 10 years after completion is added.
(2) Project Benefits
The quantified benefits of Vehicle Operating Cost (VOC) savings and Transport Time Cost
(TTC) savings are estimated in the analysis. The benefits and measures are summarised in Table
9-32.
Table 9-32 Project Benefits
Benefit Measure
Freight by railway ("With project" - "Without project" (tonne-km)) x (unit VOC of railway)
Freight by road ("With project" - "Without project" (tonne-km)) x (unit VOC of road)
VOC saving
Passenger transport ("With project" - "Without project" (vehicle-km)) x
by car and bus (unit VOC of car and bus)
Freight by railway ("With project" - "Without project" (tonne-hour)) x (unit time value)
Freight by road ("With project" - "Without project" (tonne-hour)) x (unit time value)
TTC saving
Passenger transport
("With project" - "Without project" (passenger-hour)) x (unit time value)
by car and bus
Source: Study Team
a) VOC Savings
The VOC savings are calculated by taking the difference in tonne-km between "With project"
and "Without project". The unit VOC for railways was estimated to be US$0.07/tonne-km from
CEAR’s financial statements. The unit VOC for roads was estimated to be US$0.10/tonne-km
from the average freight transport cost. The unit VOCs for cars and buses are US$0.30/km and
US$0.56/km, respectively.
b) TTC Savings
To calculate the TTC savings for road and railway, the unit time value of freight was
estimated to be US$0.03/tonne-km from the average freight value and hourly lending rate. The
unit time value of passengers is US$0.09/hour.
(3) Results of Economic Evaluation
The results of the economic evaluation based on the above conditions are summarised in
Table 9-33. Detail cash flow of economic cost and benefit is shown in Table 9-34.
Table 9-33 Results of Economic Analysis
(Social discount rate = 12.0%)
Total Investment Cost Economic Internal Benefit and Cost Economic Net Present
(in economic price) Rate of Return Ratio Value (ENPV)
(US$ million) (EIRR) (B/C Ratio) (US$ million)
198.81 17.40 % 1.53 72.43
Source: Study Team
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Table 9-34 Cash Flow of Economic Cost and Benefit

(Unit: US$ million)
Project Costs Project Benefits Net
Seq.
Year VOC TTC Economic
No. Investment O&M Total Total
Freight Passenger Freight Passenger Benefits
-3 2017 12.66 0.00 12.66 0.00 0.00 0.00 0.00 0.00 -12.66
-2 2018 75.88 0.00 75.88 0.00 0.00 0.00 0.00 0.00 -75.88
-1 2019 37.00 0.00 37.00 0.00 0.00 0.00 0.00 0.00 -37.00
1 2020 0.00 2.28 2.28 13.51 0.32 0.17 0.06 14.06 11.78
2 2021 0.00 2.36 2.36 14.24 0.62 0.18 1.02 16.06 13.70
3 2022 0.00 2.44 2.44 15.01 0.92 0.19 1.98 18.10 15.66
4 2023 0.00 2.53 2.53 15.82 1.22 0.20 2.94 20.18 17.65
5 2024 0.00 2.62 2.62 16.67 1.53 0.21 3.90 22.31 19.68
6 2025 0.00 4.08 4.08 30.39 1.83 0.17 4.85 37.25 33.16
7 2026 0.00 4.26 4.26 32.03 2.13 0.18 5.81 40.16 35.90
8 2027 4.68 4.44 9.12 33.76 2.43 0.19 6.77 43.16 34.04
9 2028 45.15 4.64 49.79 35.59 2.73 0.20 7.73 46.25 -3.54
10 2029 23.44 4.84 28.28 37.51 3.03 0.22 8.69 49.45 21.16
11 2030 0.00 6.18 6.18 37.31 3.33 0.26 9.65 50.55 44.37
12 2031 0.00 4.93 4.93 38.32 3.42 0.26 9.91 51.91 46.99
13 2032 0.00 5.04 5.04 39.35 3.52 0.27 10.18 53.32 48.28
14 2033 0.00 5.15 5.15 40.41 3.61 0.28 10.45 54.76 49.60
15 2034 0.00 5.27 5.27 41.51 3.71 0.29 10.73 56.23 50.96
16 2035 0.00 5.39 5.39 42.63 3.81 0.29 11.02 57.75 52.36
17 2036 0.00 5.51 5.51 43.78 3.91 0.30 11.32 59.31 53.80
18 2037 0.00 5.64 5.64 44.96 4.02 0.31 11.63 60.91 55.28
19 2038 0.00 5.77 5.77 46.17 4.13 0.32 11.94 62.56 56.79
20 2039 0.00 5.90 5.90 47.42 4.24 0.33 12.26 64.25 58.35
21 2040 0.00 8.14 8.14 48.70 4.35 0.34 12.59 65.98 57.84
22 2041 0.00 6.18 6.18 50.02 4.47 0.34 12.93 67.76 61.59
23 2042 0.00 6.32 6.32 51.37 4.59 0.35 13.28 69.59 63.27
24 2043 0.00 6.47 6.47 52.75 4.72 0.36 13.64 71.47 65.00
25 2044 0.00 6.62 6.62 54.18 4.84 0.37 14.01 73.40 66.78
26 2045 0.00 6.78 6.78 55.64 4.97 0.38 14.39 75.38 68.61
27 2046 0.00 6.94 6.94 57.14 5.11 0.39 14.78 77.42 70.48
28 2047 0.00 7.10 7.10 58.69 5.25 0.40 15.17 79.51 72.41
29 2048 0.00 7.27 7.27 60.27 5.39 0.42 15.58 81.66 74.39
30 2049 -65.39 7.44 -57.94 61.90 5.53 0.43 16.00 83.86 141.80
Source: Study Team
(4) Sensitivity Analysis

Table 9-35 shows the results of the sensitivity analysis by changing cost and benefit.
Table 9-35 Results of Sensitivity Study of Economic Analysis
Cost
-10% -5% 0% +5% +10%
Benefit
+10% 18.92% 18.84% 18.77% 18.69% 18.62%
+5% 18.25% 18.17% 18.09% 18.02% 17.94%
0% 17.56% 17.48% 17.40% 17.32% 17.25%
-5% 16.85% 16.77% 16.69% 16.61% 16.53%
-10% 16.13% 16.04% 15.96% 15.88% 15.80%
Source: Study Team
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As a result, even in the case of +10% increase in the costs and -10% decrease in the benefits,
the value of EIRR exceeds the 12% of social discount rate. It is therefore this project considered
to be economically viable from the viewpoint of the national economy.
9.9.4 Methodology of Financial Analysis
The objective of the financial analysis is to evaluate the financial adequacy of the project and
management soundness by the operation body. Financial Internal Rate of Return (FIRR) and
Financial Net Present Value (FNPV) are used as evaluation indexes. The methodologies of
these indexes are as follows.
(1) Financial Internal Rate of Return (FIRR)
The FIRR is the discount rate whereby the totals of revenue and expenditure (investment cost
and O&M cost) converted into the net present value become equal. The FIRR is evaluated in
comparison with the Financial Opportunity Cost of Capital (FOCC). In the analysis, the
Weighted Average Cost of Capital (WACC) serves as a proxy for the FOCC.
(2) Financial Net Present Value (FNPV)
The FNPV is the total net benefit calculated from the net present value of total revenue and
total expenditure.
9.9.5 Premises
The financial analysis is carried out based on the following premises.

(1) Period of the Analysis
The period of the analysis is set at 33 years including the construction (investment) period
from 2017, and 30 years of operation from 2020 to 2049.
(2) Exchange Rate
The exchange rate is assumed to be US$1.00 = MWK165.00 = JPY78.60 as the monthly
average of November 2011. All costs are given in US$.
(3) Financial Price
All figures are based on constant prices in 2011. The price for domestic products is the
market price including various taxes, and for imported products is the CIF price with import
duty, inland transportation cost and other fees. According Articles 4000.445 (a) of the “Customs
and Excise Act”, customs duty, excise duty and VAT are zero (0%) on goods under an
agreement between the Governments. Therefore, relevant materials and equipment of the
project are considered without including those duties.
(4) Inflation
Since it is difficult to estimate the inflation rate during the overall period of the project, it is
not considered in the analysis.
(5) Residual Value
The residual value in the last year (2049) of the analysis is counted as a negative investment
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cost. The residual value is calculated based on the life cycle of facilities stated in Table 13-30.
9.9.6 Results of Financial Analysis
(1) Financing Plan

Expected financing sources and terms are shown in Table 9-36. Financing terms are
determined based on the OECD arrangement and/or conditions for each project, and detailed
conditions such as interest rate and payment terms are considered by financing institutions at the
financing stage.
Table 9-36 Financing Sources and Terms
Financing Source Terms of Financing

Financing form: International Financial Institutions
Coverage: By negotiation
Interest rate: 1.80% (reference value of International Financial Institutions)
Development Partners
(6-month LIBOR 0.75% + fixed spread 1.05%)
Payment terms: Equal payment of principal
Up to 30 years including grace period
Financing form: Commercial banks in Malawi
Coverage: By negotiation
Interest rate: 13.00% (bank rate)
17.75% (minimum lending rate)
Domestic Loans
(reference values of December 2011 from Reserve Bank of
Malawi)
Payment terms: Equal payment of principal
By negotiation
Source: Own fund
Private Funds
Coverage: Generally 10 to 20% of project cost
Source: The central government of Malawi
Government Funds
Coverage: Generally 10 to 20% of project cost
Source: Study Team
The Weighted Average Cost of Capital (WACC) is assumed based on the combination of the
above financial sources. Table 9-37 shows the proposed financial plan and WACC of each case.
Table 9-37 Proposed Financing Plan
Case WACC Financial Source

Private Funds Domestic Loans
Case 1 11.05% ---
15.0% 85.0%
Private Funds Domestic Loans Government Funds
Case 2 7.74%
10.5% 59.5% 30.0%
Development Partners Government Funds
Case 3 1.53% ---
85.0% 15.0%
Source: Study Team
(2) Expenditure
The expenditure is composed of the investment cost and O&M cost as shown in Tables 9-38
and 9-39
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Table 9-38 Investment Costs

(Unit: US$ million)
Project 2017 2018 2019 2027 2028 2029 Total
Rehabilitation of Limbe–Luchenza 2.36 22.96 8.80 - - - 34.11
Rehabilitation of Luchenza–Makhanga 2.25 32.43 9.16 - - - 43.84
Reconstruction of Makhanga–Bangula 7.81 9.31 8.63 - - - 25.75
Reconstruction of Bangula–Nsanje - - - 2.40 18.08 7.53 28.01
Reconstruction of Nsanje–Border - - - 2.19 16.50 5.76 24.45
Procurement of Rolling stock - 11.63 11.63 - 11.63 11.63 46.50
Engineering Cost (10%) 1.24 6.47 2.66 0.46 3.46 1.33 15.62
Contingency (10%) 1.24 6.47 2.66 0.46 3.46 1.33 15.62
Total 14.90 89.27 43.53 5.50 53.12 27.58 233.89
Source: Study Team
Table 9-39 Annual O&M Cost

(Unit: US$ million)
Year Variable Cost Fixed Cost Bridge Maintenance Cost Total
2020 1.10 0.00 1.95
2030 0.84 5.86 1.37 8.07
2040 9.91 1.92 12.68
Source: Study Team
(3) Revenue
Annual fare revenue consists of fare revenue and non-fare revenue. According to CEAR’s
financial statements, non-fare revenue is estimated around 5% of fare revenue. The annual
revenue is summarised in Table 9-40.
Table 9-40 Annual Revenue
(Unit: US$ million)
Year Fare Revenue Non-fare Revenue Total
2020 2.47 0.12 2.59
2030 13.09 0.65 13.74
2040 22.15 1.11 23.26
Source: Study Team
(4) Results of Financial Evaluation

The results of financial analysis based on the above conditions are shown in Tables 9-41 and
9-42, respectively. As a result, the FIRR is found to be 2.05% and is considered financially
viable compared with 1.53% of WACC.
Table 9-41 Results of Financial Analysis
Financial Internal Rate of Return Weighted Average Cost of Capital Financial Net Present Value
(FIRR) (WACC) (FNPV)
2.05 % 1.53 % US$ 22.70 million
Source: Study Team
9 - 69
Table 9-42 Cash Flow of Financial Cost and Revenue

Unit: million US$
Seq. Investment Annual
Year O&M Cost Total Cost Net Revenue
No. Cost Revenue
-3 2017 14.90 0.00 14.90 -14.90 0.00
-2 2018 89.27 0.00 89.27 -89.27 0.00
-1 2019 43.53 0.00 43.53 -43.53 0.00
1 2020 0.00 1.95 1.95 0.64 2.59
2 2021 0.00 2.01 2.01 0.72 2.73
3 2022 0.00 2.07 2.07 0.81 2.88
4 2023 0.00 2.14 2.14 0.90 3.04
5 2024 0.00 2.21 2.21 0.99 3.20
6 2025 0.00 3.75 3.75 3.08 6.83
7 2026 0.00 3.91 3.91 3.29 7.20
8 2027 5.50 4.08 9.58 -1.99 7.59
9 2028 53.12 4.25 57.37 -49.38 8.00
10 2029 27.58 4.44 32.01 -23.58 8.43
11 2030 0.00 8.07 8.07 5.67 13.74
12 2031 0.00 7.02 7.02 7.47 14.49
13 2032 0.00 7.35 7.35 7.92 15.27
14 2033 0.00 7.70 7.70 8.39 16.09
15 2034 0.00 8.07 8.07 8.89 16.96
16 2035 0.00 8.46 8.46 9.42 17.88
17 2036 0.00 8.87 8.87 9.97 18.84
18 2037 0.00 9.31 9.31 10.55 19.86
19 2038 0.00 9.76 9.76 11.17 20.93
20 2039 0.00 10.24 10.24 11.82 22.06
21 2040 0.00 12.68 12.68 10.58 23.26
22 2041 0.00 11.29 11.29 13.22 24.51
23 2042 0.00 11.85 11.85 13.98 25.83
24 2043 0.00 12.45 12.45 14.78 27.23
25 2044 0.00 13.07 13.07 15.63 28.70
26 2045 0.00 13.73 13.73 16.52 30.25
27 2046 0.00 14.43 14.43 17.45 31.88
28 2047 0.00 15.16 15.16 18.44 33.60
29 2048 0.00 15.94 15.94 19.48 35.42
30 2049 -76.93 16.75 -60.18 97.51 37.33
Total 156.96 253.01 409.97 116.67 526.64
Source: Study Team
9 - 70
(5) Sensitivity analysis

Table 9-43 shows the results of the sensitivity analysis. The FIRR in the case of expenditure
increase of 10% and revenue decrease of –10% is 0.28%, which does not satisfy the WACC
(1.53%). This result means the sensitivity to variation of revenue and expenditure. It is
recommended that proper management should be carried out at the construction stage and in the
operation scheme.
Table 9-43 Results of Sensitivity Study of Financial Analysis
Expenditure
-10% -5% 0% +5% +10%
Revenue
+10% 3.78% 3.29% 2.83% 2.39% 1.96%
+5% 3.40% 2.91% 2.45% 2.00% 1.57%
0% 3.00% 2.52% 2.05% 1.60% 1.16%
-5% 2.59% 2.10% 1.63% 1.17% 0.73%
-10% 2.16% 1.66% 1.19% 0.72% 0.28%
Source: Study Team
9.10 Implementation Programme for Rehabilitation/Reconstruction of Railway

between Limbe and Border (Marka)
The rehabilitation/reconstruction of the railway requires the involvement of various engineers

for transport planning, earthworks, bridges, tracks, signalling, telecommunications, rolling stock
and other areas of expertise. Close coordination among them will be required to ensure the work
is done effectively. A detailed implementation programme should be drawn up in advance at the
detailed design stage.
According to past experience in similar railway projects, the following periods should be
allowed for each task. The project should also be divided into two phases, the mid-term project
and the long-term project, as described in the Master Plan.
• Feasibility Study: 12 months
• Decision on Investment: 3 months
• Selection of Engineering Consultant: 3 months
• Detailed Design: 12 months
• Selection of Contractor: 3 months
• Execution of Project: 72 months (36 months for each project)
• Commissioning: 12 months (6 months for each project)
• Start of Service: after completion of rehabilitation/reconstruction work
Of these tasks, the selection of a contractor is very important to ensure the success of the
project, because the contractor plays a key role in the project. Therefore, a good contractor with
a solid track record in railway projects should be selected.
The implementation schedule for the whole project, mid-term project and long-term project
with type of construction work are shown in Tables 9-44, 9-45 and 9-46, respectively.
9 - 71
Table 9-44 Construction Schedule (Whole Project)
Year 2014 2015 2016 2017 2018 2019 2020 2026 2027 2028 2029 2030
Task Duration
1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4
(month)
Feasibility Study 12
Decision on Investment 3
Selection of Engineering
3
Consultant
Detailed Design 12
Project for the Study on Development oh the Sena Corridor
Selection of Contractor 6
- Medium-term Project 3
- Long-term Project 3
9 - 72
Execution of Project 72
Start of Service
- Medium-term Project 36
Start of Service
- Long-term Project 36
Source: Study Team

Final Report
Table 9-45 Construction Schedule (Medium-term Project)

Section Task Year 2017 2018 2019 2020
Duration
1 2 3 4 1 2 3 4 1 2 3 4 1 2
(month)
Earth Works 12
Limbe Bridge 15
- Track 15
Luchenza Station 6
Level Crossing 3
Earth Works 12
Luchenza Bridge 15
- Track 15
Makhanga Station 6
Level Crossing 3
Earth Works 12
Makhanga Bridge 15
- Track 15
Bangula Station 6
Level Crossing 3
Signal & Telecommunication
12
Limbe System
- Rolling Stock 12
Bangula Commissioning 6
Start of Service ▼
Source: Study Team
Table 9-46 Construction Schedule (Long-term Project)

Year 2027 2028 2029 2030
Section Task Duration
1 2 3 4 1 2 3 4 1 2 3 4 1 2
(month)
Earth Works 12
Bangula Bridge 24
- Track 3
Nsanje Station 6
Level Crossing 3
Earth Works 12
Nsanje Bridge 15
- Track 15
Border Station 6
Level Crossing 3
Signal & Telecommunication
12
Bangula System
- Rolling Stock 12
Border Commissioning 6
Start of Service ▼
Source: Study Team
9 - 73
9.10 Overall Evaluation of Rehabilitation and Reconstruction of Railway between

Limbe and Border (Marka)
Overall evaluation of the railway rehabilitation/reconstruction project is summarised as

follows:
(1) Expected Economic Benefits of the Project
The rehabilitation and improvement of the railway between Limbe and Border would provide
several benefits on the national and local economy, such as reduction of import/export transport
cost by shifting trucks to the railway, positive economic and social benefits for residents along
the railway line between Luchenza and Makhanga, who lost their opportunity to sell agricultural
products in a big market, such as in Limbe and Bangula, the ability to commute to school, better
health care services, reduction of CO2 emissions, and foreign currency saving by diesel
consumption between trucks/trailers and locomotives.
(2) Design Standard
The design standard used in the Study is based on the current one. The aim of this application
is to minimize the cost for the rehabilitation/reconstruction by reusing the existing structures
which are still partially usable. The revision of the design standard, particularly axle loads,
should be carefully considered at the basic design stage taking into account the future freight
demand. The biggest matter to increase the axle load is a replacement of Kamuzu Truss Bridge
which will incur a high cost and long construction period.
(3) Earth Works
The main earth works to build new embankment are planned at Chiromo washaway. The
current embankment which is about 80 years old would not have enough soil bearing capacity
due to inadequate compaction work during its construction. Therefore, the compaction work for
the new embankment should be carefully executed.
(4) Bridge Rehabilitation and Reconstruction
The Chiromo Railway Bridge over New Shire River is planned as a steel truss bridge from a
viewpoint of vertical alignment and easiness of the construction. Other small bridges are
planned as RC or PC bridges which are popular these days. The maintenance of tracks on them
is easy.
(5) Track
The rails for the section are 30kg rails. It is recommended to upgrade to heavy rails, i.e. 50 kg
rails with PC sleepers which would achieve stable operation, track durability and the reduction
of noise.
(6) Signalling
The current signalling/communication system is not working at all. A new system should be
implemented on the line. Considering the train operation plan in Section 9.2, the section
between stations will form one block system without a continuous track circuit, and a token-less
9 - 74
block instrument system should be installed outside of the signals to check the trains in and out.
Regarding compatibility with the signalling system of Nacala Railway where Vale is planning
to construct a new line and rehabilitate the existing line, it is important and inevitable to secure
mutual compatibility.
Similarly, CEAR does not have any dedicated telecommunication system other than mobile
phones which do not cover the whole line. To overcome this situation, a new railway
telecommunication network is to be established by the combination of a transmission network
deployed along the rail line using voice cables, multiplex carriers, radio systems, or other forms
of transmission media, that are suitable for transmission between terminals, and voice/data
exchange equipment, data processing equipment, etc.
(7) Rolling Stock
At present, only 4 out of 10 diesel locomotives (DL) can be made available. It is necessary to
introduce new diesel locomotives. However, the Bombardier MX615 is not currently available. New
locomotives with similar specifications should be procured. The Japanese DF200 type diesel
locomotive would be a candidate diesel locomotive.
(8) Establishment of Railway Maintenance Plan
After rehabilitation or reconstruction of the section, the railway facilities should be
maintained properly by limited human resources and utilized longer to provide safe and stable
railway transport service. To achieve this, a reliable and efficient maintenance plan should be
established.
(9) Economic and Financial Analysis
In the economic analysis, all the values of the evaluation index are in good standard and this
project is considered to be economically feasible from the viewpoint of the national economy.
The results of the financial analysis also indicate that the project will be feasible. To implement
the project, a management plan including actual finance arrangement and financial plan must be
established in future. It is inevitable to arrange governmental subsidies for the infrastructure
portion of the project.
(10) IEE Results
According to the scoping results of the project, executing the project will generate various
positive impacts particularly for the local economy and social lives of local residents along the
railway line. On the other hand, negative effects under the environment and social consideration
are very limited. Mitigation measures for these limited negative impacts should be studied in
detail when the horizontal alignment of the road for improvement will be more concrete under
the feasibility study stage.
9 - 75
CHAPTER 10
ENVIRONMENTAL AND
SOCIAL CONSIDERATIONS
Chapter 10 Environmental and Social Considerations

10.1 National Environmental Framework and Legal Requirements
10.1.1 National Environmental Framework
The Constitution of Malawi 1995 provides a basis for the sustainable development of natural
resources and improved living conditions for people in Malawi. Section 13 (d) of the
Constitution states that the environment should be managed in order to i) prevent degradation of
the environment; ii) provide a healthy living and working environment, iii) accord full
recognition to the rights of future generations by means of environmental protection and iv)
conserve and enhance the biological diversity of Malawi. In line with this, the GoM launched
MGDS in 2006, which is to achieve “strong and sustainable economic growth, building a
healthy and educated human resource base, and protecting and empowering the vulnerable”.
The strategy for sustained economic growth described in MGDS recognises that sustainable use
of natural resources contributes to many of the goals in MGDS.
The World Summit on Sustainable Development held in Johannesburg in 2002, ten years
after the 1992 Earth Summit, called upon governments to develop “National Strategies for
Sustainable Development”. In line with the commitments made at the World Summit, the GoM
prepared the “National Strategy for Sustainable Development” in 2004, which became the basis
for Malawi’s “Sustainable Development Framework for Action”. There are nine thematic areas
of the Johannesburg Plan of Implementation. In the thematic area of “Poverty Reduction”, for
instance, poverty is to be reduced, among others, by transport and public works through:
• Building basic rural infrastructure, diversifying the economy and improving transportation
and access to markets to support sustainable agricultural and rural development
• Implementing transport strategies for sustainable development, reflecting specific regional,
national and local conditions, to improve the affordability, efficiency and convenience of
transportation as well as urban air quality and health and to reduce greenhouse gas
emissions.
The National Environmental Action Plan (NEAP) was also drawn up in 2002 with the
bottom-up involvement of all 27 district assemblies and the participation of all local
communities. The main purpose of NEAP is to integrate the strategies and measures for
environmental protection and management into plans and programmes for the social and
economic development of Malawi. The GoM launched the Malawi Decentralised Governance
Programme in 1998 and appointed Environmental District officers in all 27 districts. In
compliance with the Environmental Management Act 1996 (EMA), the district officers are to
produce District State of Environment Reports and Environmental Action Plans. In response to
NEAP, the National Biodiversity Strategy and Action Plan was prepared to provide a strategic
framework for action for the conservation and sustainable use of biodiversity by the year 2020.
10 - 1
10.1.2 Legal and Policy Framework
The legal and policy framework for environmental and social considerations in the transport
sector is summarised in Table 10-1. The details of the Environmental Impact Assessment (EIA)
process, land acquisition and resettlement process, and protected areas in the project area are
discussed in the following sections.
Table 10-1 Legal and Policy Framework in Malawi (1/2)
Law/Policies Description
EIA Process
Environmental Management The policy highlights the areas of high priority for the promotion of sustainable social and
Policy, 1996, Revised in economic development. The policy also provides that an Environmental Mitigation and
2004 Management Plan shall be required for all activities.
Environmental Management Sections 24-26 legislate the EIA Process and administration of EIA (Director of Environmental
Act, 1996 Affairs Department (EAD), Technical Committee on the Environment (TCE), and National
Council for the Environment (NCE)).
Guidelines for Environmental Guideline of the EIA process including: 1) screening process and project brief, 2)scoping
Impact Assessment, 1997 process and 3) undertaking the EIA study.
Land Acquisition/ Resettlement
Land Act Cap 57:01, 1965 The policy defines 1) government land, 2) public land, 3) private land, and 4) customary land.
The policy provides that a landholder is entitled to compensation if the owner’s property
happens to be acquired by the Government for public use. For customary land, compensation
shall be based on the open market value of the land and all permanent improvements on the
land. The policy states that developing activities in fragile ecosystems like wetlands will only
be permitted after the appropriate authority has conducted an environmental impact assessment
study.
Land Act Cap 57:01, 1965 The Act gives the Minister power to acquire customary land needed for a public purpose. The
Act also provides that any person who suffers from loss, damage, or disturbance to his/her land
shall be compensated (Section 28). There is a section to regulate unlawful use or occupation of
any land.
Land Acquisition Act Cap. The Act provides the procedure for land acquisition including: 1) notifying the person from
58:04 whom to acquire the land, 2) paying compensation, 3) assessing fair compensation, and 4)
transferring the land. No compensation shall exceed the current market value of the land.
Town and Country Planning The Act under Part VIII gives power to the Minister to acquire any land, either compulsorily or
Act Cap. 23:01 by agreement, paying such compensation as agreed and determined in accordance with law in
the interest of the implementation of any plan. Any acquisition of land and any payment of
compensation under this Act shall be in accordance with the Land Acquisition Act.
Public Roads Act, Cap. 69:02 The Act provides that the Minister may declare road reserves. Within a road reserve, no
compensation is required if the land is designated as a public road. The owner or occupier of
land in a road reserve is entitled to compensation. The compensation for customary land is
assessed after consultation with the Chief of the area.
Railway Act, Cap. 69:03, The Act gives the Minister power to acquire land for the purpose of a railway. The owner of
1907 land is entitled to compensation for any damage caused by the exercise. Compensation is
agreed with the owner.
Protected Areas
National Fisheries and The policy is to maximise the sustainable yield from the national waters of Lake Malawi,
Aquaculture Policy, 2001 Malombe, Chilwa, Chiuta, the Shire River and so on. The policy also promotes sustainable
utilisation of fish resources in the riverine and adjacent floodplains and wetlands to maintain
biodiversity.
Water Resources Act Cap. This regulates the pollution of public water and granting of water rights. Declaration of
72:03, 1969 controlled area.
10 - 2
Table 10-1 Legal and Policy Framework in Malawi (2/2)
Law/Policies Description
National Water Policy, 2005 The guiding principles include the ‘Polluter-Pays’ principle controlling the pollution of water
resources, and the principle that water allocations shall consider ecosystem integrity and
biodiversity.
The Forestry Act, 1997 The Act gives the Minister power to declare any public land not already reserved for another
public purpose to be a forest reserve (22). The Act also gives the power to any village
headman, with advice of the Director of Forestry, to demarcate on unallocated customary land a
village forest area which shall be protected and managed in the prescribed manner (30).
National Forest Policy of The policy guides the sustainable use of forest resources for improving the quality of life in the
Malawi, 1996 country. The policy mentions the limitation of the Forestry Act (1942) in providing a
mechanism for managing trees and forests on customary land and the lack of clarification of the
rights of individuals and communities to own, manage and utilize indigenous trees growing on
such land.
National Parks and Wildlife The Act declares protected areas of public land to be known as national parks, wildlife reserves
Act, 2004 or nature sanctuaries. The Act also gives the Minister power to declare any area of land or
water to be a national park or wildlife reserve (28 (1)).
National Wildlife Policy, The policy ensures that the Department of National Parks and Wildlife has the responsibility to
2000 take into account the environmental impact assessment procedures when proposals, plans or
projects that are likely to have adverse impacts on wildlife are formulated. There is a section on
the conservation of wetland, which states that wetlands “have high biodiversity and are of
international importance especially for migrating birds”.
Monuments and Relics The Act gives the Minister power to declare a monument or group of monuments or any relic
Arrangement of Sections or collection of relics to be a protected monument or a protected group of monuments or to be a
Cap. 29:01 protected relic or a protected collection of relics.
Health and Safety
Code of Practice for This code of practice is to ensure the highest possible standards of occupational safety, health
Occupational Safety, Health and welfare at all levels within RA.
and Welfare in the Main
Road Sector, 2010 (2nd draft)
Occupational Safety, Health The Act provides for the registration of workplace and duties of employers with respect to
and Welfare Act Cap. 55:07, working environment.
2003
Road Traffic Regulations, The Regulations provide conditions for the use of vehicles and safety.
2000
National Gender Policy, 2000
This policy provides a guiding principle for equal employment opportunities and benefits for
women, men, girls and boys.
Worker’s Compensation Act, The Act provides legislation for compensation for injuries suffered or diseases contracted by
2000 workers.
Employment Act Cap. 55:01 The Act provides legislation for employment contracts, anti-discrimination, and equal
remuneration for work of equal value.
Human Immunodeficiency Virus (HIV)/Acquired Immune Deficiency Syndrome (AIDS)
National HIV/AIDS Policy, The policy provides technical and administrative guidelines for the design, implementation and
2003 management of HIV/AIDS interventions, programmes and activities. It provides guidance on
measures to prevent HIV/AIDS, protection of vulnerable people, and responses to HIV/AIDS
in the workplace.
HIV and Aids Mainstreaming The guideline provides a step by step approach to the HIV/AIDS Mainstreaming Process for
Guidelines for the Public, Public, Private, and Civil Society Organisations.
Private and Civil Society
Organisations, 2007
Roads Authority HIV/AIDS This policy provides employees and employers with sufficient updated information on
Policy HIV/AIDS and promotes effective measures for managing HIV/AIDS.
Source: Study Team
10 - 3
10.2 EIA Process
The Environmental Management Act (1996) Section 24 stipulates that development projects
should be screened to establish major environmental and social considerations which may need
to be addressed before the commencement of project activities. Outlined below are legal
requirements and the process used to screen environmental and social impacts, in line with the
Malawi EIA process.
The EIA process is managed by EAD in the Ministry of Natural Resources, Energy, and
Environment (MoNREE). The implementation of EIA is guided by the National Environmental
Policy 1996, which was revised in 2004, and legislated by the EMA in 1996. Figure 10-1 shows
the EIA process in Malawi.
The first stage in the EIA is a screening process; a licensing authority determines if the EIA is
required. There are two categories of prescribed projects: 1) List A, those projects for which an
EIA is mandatory and 2) List B, those for which an EIA may be required. Table 10-2 lists the
prescribed projects relevant to this study. If the project is a prescribed project, then a project
brief must be submitted to the EAD, but if not, then no further action is required. Together with
advice from TCE, the director of EAD determines whether or not an EIA is required. If the
prescribed project is exempt from an EIA, no further compliance is required and the Director
issues a certificate along with any recommendations for environmental management activities.
If the screening criteria are not satisfied, an EIA must be undertaken.
The second stage is a scoping process in which the principal issues in the EIA are prepared
by the developer and approved by the Director. The scoping discussions between the developer
and EAD are undertaken to ensure that all potentially significant impacts are included in the
study.
After the preparation of TORs in the EIA, the developer then conducts an EIA. When the
draft EIA has been completed and submitted to the director of the EAD, a review process is
undertaken with assistance from the TCE. The EIA report is to be made available to the public
for consultation and a public hearing is mandatory under the EMA. The TCE then submits a
recommendation to the National Council for the Environment for approval. If the EIA report is
approved, the EAD issues a certificate to the developer. If some redesigns are required to
eliminate or reduce adverse impacts, the EIA report must be redone and resubmitted for the
revised project. Depending on the complexity of projects, it takes around two weeks for a
review by the TCE and around two weeks for a review by the National Council.
In Malawi, it is also mandatory to submit an Environmental Management and Monitoring
Plan together with the EIA report.
In addition to this EIA process, RA has prepared a guideline for environmental and social
management in the road sector. This guideline follows the EIA process described in the
Guidelines for Environmental Impact Assessment 1997. It also describes proposed mitigation
measures associated with road development projects.
10 - 4
* Appendix B of Guidelines for Developer checks Not in the List

Environmental Impact Assessment, list of prescribed No EIA requirement**
Dec.1997 projects*
**The licencing authority should
submit to the Director a copy of the
licence with attached project brief for
In the List record purpose
Developer prepares
Project Brief & submit
to DEA
Within 15 days
DEA determines Not required Environmental

whether EIA Management
required Recommendations
Within 10 days Required
DEA determines TOR

for EIA
Developer conducts *** Based on TOR approved by EAD

EIA***
Developer submits
draft EIA Report to
DEA
Within 50 days
Within 25 days
Developer redesigns or
DEA reviews draft
revises draft EIA
EIA Report
Report
DEA approves EIA
Source: Modified by JICA Study Team based on Guidelines for Environmental Impact Assessment (EAD, 1997)
Figure 10-1 EIA Approval Process
10 - 5
Table 10-2 List of Selected Prescribed Projects
List A – List of projects for which an EIA is mandatory

A4 Infrastructure Projects
A4.5 Construction of new highways and feeder roads or expansion of existing highways and feeder roads
A4.8 Construction of new, or expansions to, existing railway lines
A13 Projects in proximity to or which have the potential to affect:
A13.1 areas of unique historical, cultural, scientific or geographical significance or which have received some
kind of world heritage designation
A13.2 national parks, game reserves and protected areas
A13.3 Wetlands
A13.4 water bodies
A13.5 flood zones
A13.6 major sources of drinking water, including communal wells
A13.7 cemeteries or ancestral shrines
A13.8 residential, school and hospital areas, as designed in local planning documents
List B – List of projects for which an EIA may be required
B5 Infrastructure
B5.2 major roads and highways
B5.3 major railway lines
B.13 Areas protected under legislation
B13.1 Forest reserves, game reserves
B13.2 National parks
B13.3 Monuments and declared historical sites
B14 Areas containing rare or endangered flora and fauna
B15 Areas containing unique or outstanding scenery
B16 Tribal habitats
Cemeteries
Ancestral shrines
Source: Guidelines for Environmental Impact Assessment, 1997, EAD
In the railway sector, there is no guideline for environmental and social management.
However, the Railways Act 1907 provides the general legal framework applicable to
environment and social consideration in railway projects. The Act provides regulations for
railway safety and the process of land acquisition.
The EMA 1996 was revised in 2007 to provide a legal framework for the establishment of
EPA, but the revised EMA has not been submitted to, or approved by, the Parliament. EPA will
be the principal agency for environmental protection, and will coordinate, monitor and supervise
all activities relating to the environment, including the EIA process. The proposed EMA bill
requires a registration of persons who conduct the environmental impact assessments.
EAD in MoNREE is responsible for conducting the EIA process. The EIA process is guided
by the Technical Committee on the Environment. EAD assigns an environmental officer in each
district. In the case of road projects, the Environmental Management Unit (EMU) in RA, under
MoTPI, is in charge of conducting the EIA process and there is only one officer assigned in this
unit. When resettlement is required in a road project, EMU coordinates the resettlement process
with the Department of Construction. Environmental monitoring is implemented by EMU and
assisted by EAD under MoNREE. Figure 10-2 illustrates the institutional structure of the EIA
process in the road sector.
10 - 6
In the case of railway projects, RD in MoTPI is responsible for the EIA process. There are
only two staff in RD at the time of writing this report. Since there is no environmental officer in
this division, the EIA process in railway projects is to be jointly handled by RD and EAD under
MoNREE. The GoM signed a Concession Agreement with CEAR in 1998, and there is a
Director of Engineering and Safety in CEAR in charge of environmental and social
management.
Recommendati
Assist in on for Approval NCE
resettlement
Submit an EIA Study
EMU Environmental Impact
Roads Authority Assessment and Inspection
Dept. of Planning
Dept. of and Design Environmental
Construction Affairs Department
Provide advice TCE
Source: Study Team
Figure 10-2 Institutional Structure of the EIA Process in the Road Sector
10.3 Process of Land Acquisition
10.3.1 Categories of Land in Malawi
Malawi has a total area of 118,484 m2 (11.8 million hectares), of which 9.4 million hectares
are land. The Land Act 1965 defines three categories of land in Malawi, namely, 1) public land,
which is occupied, used or acquired by the GoM and any other land, not being customary land
or private land; 2) private land, which is owned, held or occupied under a freehold title, or a
leasehold title; and 3) customary land, which is held, occupied or used under customary law, but
does not include any public land. With due consideration of the land problems related to land
acquisition in the past, the Malawi National Land Policy 2002 introduced a new land category
of government land. The new land categories under this Malawi National Land Policy 2002 are
as follows:
• Government Land, which is acquired and privately owned by The GoM and dedicated to a
specified national use or made available for private use at the discretion of the GoM (e.g.,
government buildings, schools, hospitals)
• Public Land, which is held in trust and managed by GoM or TA openly used or accessible
to the public at large (e.g., national parks, forest reserves). This type of public land includes
1) the public land vested in the GoM as a result of uncertain ownership, abandonment and
land that is unusable for one reason or another, and 2) the community’s public land under a
TA, which includes all land within the boundaries of the TA not allocated exclusively to any
10 - 7
group, individual or family such as dambos (permanent wetland) and dry-season communal
grazing areas.
• Private Land, which is exclusively owned, held or occupied under 1) freehold tenure, and
2) customary land allocated exclusively to a clearly defined community, corporation,
institution, clan, family or individual, known as customary estate. A leasehold estate can be
created out of Government land or any private land including customary estates.
• Customary Land, which is all land falling within the jurisdiction of a recognised
Traditional Authority, which has been granted to a person or group and used under
customary land. The policy provides customary land with secure tenure by recognising such
customary allocations officially as a customary estate. The property rights contained in a
customary estate are private usufructuary rights in perpetuity.
A Special Law Commission on the Review of Land Related Laws was empanelled in 2003 to
review land related laws. The Special Law Commission recommends, pursuant to Section 133
(b) of the Constitution, that Government land shall be defined as land acquired and privately
owned by the GoM and public land shall be vested in the Republic, not the President as written
in the Land Act 1965.
Customary land accounts for around 66% of all land in Malawi, followed by public land
(21%) and private land (13%) (State of Environment Report, 2002). The statistics compiled by
MoAFS (2010) show that more than 76% of land in the Southern Region of Malawi used by
agricultural smallholders is customary land (Table 10-3). Apart from Chiradzulu District where
freehold land accounts for a majority of land tenure, most parcels of smallholders hold
customary land under the jurisdiction of Traditional Authority. Therefore, it is likely that land
required for the purpose of new construction or rehabilitation of transport projects in the Study
Area may fall under the category of customary land.
Table 10-3 Percentage Distribution of Parcels by Type of Land
(Unit: %)
Area Customary Leasehold Freehold Public
Land
Malawi 77 2 19 1
Southern Region 76 2 20 2
Blantyre City 70 2 26 2
Blantyre Rural 72 1 25 2
Zomba Rural 75 3 20 2
Chiradzulu 38 1 60 1
Thyolo 70 1 28 1
Mulanje 71 4 24 1
Phalombe 91 1 8 0
Mwanza 69 1 28 2
Chikwawa 83 0 14 2
Nsanje 98 1 0 0
Source: NCAL 2006/07, 2010
Note: A parcel of land is a piece of land that has been allocated to a member of a household, whether used for farming
or not. It includes grazing land, woodlot, orchard, and land where the household has built its dwelling unit.
Areas of parcels and plots were measured using GPS equipment.
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10.3.2 Policy and Legal Regulations on Land Acquisition
The principles and process of land acquisition for the purpose of development projects are
provided by the Constitution, Land Act 1965, Land Acquisition Act, Public Roads Act 1971,
Town and Country Planning Act 1988, Malawi National Land Policy 2002, Forestry Act 1997,
Local Government Act 1998, and Railway Act 1907.
Sections 28 (2) and 44 (4) of the Constitution provide the guiding principles of land
acquisition in Malawi, stating that “no person shall be arbitrarily deprived of property” and
“expropriation of property shall be permissible only when done for public utility and only when
there has been adequate notification and appropriate compensation, provided that there shall
always be a right to appeal to a court of law”.
Section 28 under the Land Act recognises the need for compensation to individuals who
suffer any disturbance, loss or damage as shall be reasonable. Meanwhile, the Land Acquisition
Act provides the procedure for land acquisition, including: 1) notifying the person from whom
land is to be acquired, 2) paying compensation, 3) assessing fair compensation, and 4)
transferring land. Section 6 (1) under this Act provides for the possession of land by the GoM
after expiration of the period specified in the notice given by the Minister. A revision to this
section was recommended by the Special Law Commission to insert a provision that the land
should only be yielded up after compensation has been paid.
The Malawi National Land Policy was formulated in 2002 after reviews of land issues in
Malawi. It highlights that any private land (including customary land) acquired for the benefit of
national development shall be valued and compensated based on the open market value
(commercial rate) paid to the owner for both the land and improvement. The open market value
is defined as “the best price at which the sale of an interest in property might reasonably be
expected to have been completed unconditionally for cash consideration on the day of
valuation”. A reasonable period of valuation is ensured for the agreement of price and terms and
for the completion of the sale by this policy. The policy refutes the notion that customary land
has no value because “land has value as a scarce resource and has other physical and intrinsic
attributes that also contribute to its economic and social value”.
The Public Roads Act provides more comprehensive land acquisition procedures for the road
sector. The Act gives the Minister power to declare the width of road reserves to be 60 m for a
main road, 36 m for a secondary road and a district road, and 18 m for branch roads and estate
roads outside land declared under the Town and Country Planning Act. Part II under this Act
provides the procedure for compensating for use of a road project. For customary land, the
amount of compensation is assessed after consultation with the Chief of the area and based on
the loss suffered by the claimant. For private land, the amount of compensation is based on the
loss or damage suffered by the claimant, which is valued at the valuation date and the market
value of the land is taken into consideration (Section 44-46). If the market value has increased
due to any improvement by the claimant in interest within two years before the valuation date,
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such increase is disregarded. The Special Law Commission recommended amending Section 44
(2) to assess the amount of compensation for customary land in the same way as private land
(open market value). There is a section which regulates the procedure for claims for
compensation in which the claim should be made in writing to the highway authority liable to
pay such compensation. Since the literacy rate in Southern Malawi is around 62% (Population
and Housing Census 2008), careful consideration should be given to those who cannot write a
claims letter for compensation.
The Railway Act 1907 provides the Minister power to acquire land for the purpose of a
railway. Section 10 ensures that the owner of land is entitled to compensation for any damage
caused by the exercise and this compensation shall be agreed by the owner. The Concession
Agreement between the GoM and CEAR includes a section on land acquisition, in which CEAR
may ask the Minister to implement the procedures for the acquisition of land by the GoM.
The Forestry Act 1997 provides for the licensing of forest land and utilization of forest
produce on customary land, public land, forest reserves and protected areas (Section 45).
JICA Guidelines for Environmental and Social Considerations 2004 require that people who
are required to resettle involuntarily and people whose means of livelihood will be hindered or
lost must be sufficiently compensated and supported by project proponents in a timely manner.
The recommended measures for this compensation include the provision of land and monetary
compensation for losses (to cover land and property losses), supporting means for an alternative
sustainable livelihood, and providing the expenses necessary for the relocation and
re-establishment of communities in the new area. The basic principle for involuntary
resettlement in the guidelines is to avoid involuntary resettlement wherever possible by
exploring all viable alternatives.
To apply the guidelines to the legal context of Malawi, the following resettlement framework
is considered:
• Involuntary resettlement should be avoided wherever possible by exploring all viable
alternatives.
• The study cites Section 28 (2) and 44 (4) of the Constitution as the basic principles for the
process of land acquisition.
• In the Study, the open market value outlined in the Malawi National Land Policy will be a
benchmark to assess private and customary land required for the benefit of development.
• Compensation should be paid by the GoM before the land is yielded up, as recommended by
the Special Law Commission.
• An appropriate grievance mechanism should be established to ensure the proposed project is
launched smoothly.
10.3.3 Current Land Acquisition and Resettlement Process
Table 10-4 illustrates the land acquisition process in a previous project in the road sector,
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financed by AfDB. The Resettlement Policy Framework for the Malawi Power System Project,
financed by Millennium Challenge Corporation, provides more detailed resettlement procedures.
For instance, the valuation of tree crops and perennial crops shall be based on the market price,
i.e., the current government schedule for valuing crops and trees (e.g., forest tree rates for 2010
and crop prices for September 2010), while residential dwellings are valued on the basis of the
cost of constructing a new replacement structure, which includes the market price of required
construction materials and labour, the cost of sanitation facilities, and the cost of access to water
supply.
The Study Team undertook a field investigation in Nsanje and Thyolo districts from
November to December 2011 to understand the current land acquisition and resettlement
process in the project area. It was found that, although not explicitly stated, the Local
Government Act 1998 provides certain power to district assemblies to conduct the land
acquisition and resettlement process at the district level. According to Nsanje District Assembly,
the first step of resettlement is to conduct an assessment (or a census of Project Affected
Persons (PAPs) and affected assets). The assessment is normally carried out by a Land Officer
of the District Assembly and a Regional Officer for Land and Evaluation, in consultation with
TAs.
Table 10-4 Land Acquisition Process in the Road Project between Zomba and Blantyre (M3)
Process Description
Identification For customary land, the Ministry of Land consults with the TA to identify land and persons for
compensation. For private land, the Ministry confirms the correct registered owners of the land from
the Land Registry.
Notification The Ministry notifies the public in widely circulated daily newspapers of its intention to acquire the
land.
Entitlement Displaced persons who encroach on the project area after the cut-off date (date of commencement of
the census of PAPs within the project area) are not entitled to compensation.
Compensation For the loss of land for property owners including those covered by customary land, the full
replacement value is provided.
Illegal For squatters who have no legal right or claim to the land they are occupying, compensation for loss
occupants of shelter is provided at cull replacement value for structures and relocation to a resettlement site, with
payment of site rent.
Grievance A complaints and grievances mechanism was proposed.
Source: Proposed Rehabilitation of the Zomba-Blantyre (M3) Road: Environmental and Social Impact Assessment Report: Abbreviated
Resettlement Action Plan, 2008
The assessment is based on the market price, whose value shall be determined in consultation
with a District Commissioner, TAs, and the Road Authority, in case of a road project. The
District Commissioner declares the date of this assessment as a cut-off date. The assets for
compensation normally include lands (including agricultural land), houses, forests, and other
assets. After the assessment, consultation with PAPs is carried out, in which many local people
are usually involved in order to ensure transparency in the consultation process and incorporate
their views and opinions (Nsanje District Assembly). Regarding compensation for houses, the
developer normally provides a residential dwelling equivalent to, or better than, the previous
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one, while agricultural land is usually compensated in cash.

Trees are also compensated if a community owns/uses it, which requires the assessment and
consultation process, as in the case of houses. Customary forest is often used as a woodlot for
energy use and other means of livelihoods of local people. A Village Natural Resource
Management Committee (VNRM) is established in each village, which manages a free access
forest for the community. The acquisition of forest under the management of VNRM requires
consultation with TAs. Trees owned by individuals required consultation with, and
compensation for, individual owners. A forestry officer in the District Assembly is in charge of
the assessment of trees. Compensation for trees is normally done in cash, or by replanting trees
in case of felling.
The ROW of secondary road is 18m×18m while the ROW of the railway between Limbe and
Border (Marka) is 15m×15m. However, there is much agricultural land extending to the ROW
of the railway between Limbe and Sandama and some vendors occupy the ROW of the road
near Makhanga Market. According to Thyolo District Assembly, since the land within the ROW
of railways is normally located within the boundary of customary land, local people think that
the land within ROW is not utilised, in particular where trains pass once a week, and thus
occupy ROW for agriculture and business purpose. In other words, local people do not know the
boundary between railway/road reserves and customary land. The occupied land and buildings
in ROW are illegal, but in some cases, these occupations are recognized locally as customary
occupation. According to RA, houses that have occupied ROW for more than 5 years are
entitled to receive compensation.
10.3.4 Resettlement Policy Framework
JICA Guidelines for Environmental and Social Considerations April, 2010 (hereafter referred
to as “JICA Environmental Guidelines” require that people who are required to resettle
involuntarily and people whose means of livelihood will be hindered or lost must be sufficiently
compensated and supported by project proponents in a timely manner. To apply the guidelines
to the legal and customary context of Malawi, the following resettlement framework is
considered:
• Involuntary resettlement should be avoided wherever possible by exploring all viable
alternatives.
• Where resettlement is unavoidable, the resettlement process should be planned and
conducted as a sustainable development programme, enabling those displaced by the project
to share in its benefit.
• The study cites Section 28 (2) and 44 (4) of the Constitution as the basic principles for the
process of land acquisition.
• In the Study, the open market value outlined in the Malawi National Land Policy will be a
benchmark to assess private and customary land required for the benefit of development.
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The valuation shall be based on the market price of building a new replacement structure
equivalent to, or better than, the previous one for residential dwellings and business
structure, and the current government schedule for trees and crops. Compensation for trees
shall be done either in cash or by replanting trees in case of felling.
• As in the case of Nsanje District, valuations shall be assessed by the District Assembly, in
consultation with community/TAs, executing agents, and financial providers.
• PAPs shall be (a) those who have the formal legal right to land (including customary and
traditional rights recognized under the law of Malawi), (b) those who do not have formal
legal rights to land at the time when the assessment begins but have a claim to such land or
assets (for instance, those who reside in ROW for more than 5 years), (c) those who have no
recognized legal right or claim to the land they are occupying.
• Full replacement cost must be provided wherever possible for those who need to be resettled
involuntarily and those whose means of livelihoods will be hindered or lost (for PAPs of 6.
(a) and (b) above). Measures to achieve this include: i) providing land and money for losses
of residential dwelling and business structure, ii) supporting means for an alternative
sustainable livelihood for those whose income sources or means of livelihood will be lost,
and iii) providing the expenses necessary for the relocation of agricultural crops and forest
resources. For squatters who have no legal and customary right or claim to the land they
occupy, resettlement assistance to relocate to a resettlement site can be provided, if they
occupied the area prior to a cut-off date established by the local government.
• Appropriate consultation with stakeholders and PAPs needs to be conducted in the
following stages:
Consultation with stakeholders during the Pre-F/S stage: consultation with District
Assembly, Working Group Meetings, Consultation with stakeholders in Lilongwe and
Blantyre
Consultation with PAPs during the F/S stage: during the assessment (census), public
hearings
Consultation with PAPs during the implementation and post-resettlement monitoring
Consultation with PAPs includes the dissemination and gazetting of alignment information,
which is required under the law of Malawi, the assessment of affected people/assets, and
public hearing on resettlement plans and mitigation measures. As many people as possible
should be involved in the consultation in order to ensure transparency in the resettlement
process and to incorporate the views and opinions of local people.
• Compensation should be paid by the GoM before the land is yielded up, as recommended by
the Special Law Commission.
• An appropriate grievance mechanism should be established to ensure the proposed project is
launched smoothly.
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10.4 Strategic Environmental Assessment (SEA) for Master Plan
10.4.1 SEA Methodology
This study applies the Initial Environmental Examination (IEE) level study for the Master
Plan and the IEE level for the pre-Environmental Impact Assessment for priority projects,
which will be selected by the Master Plan. The IEE level study means, “an analysis of
alternative plans, a prediction and assessment of environmental impacts, and a preparation of
mitigation measures and monitoring plans based on easily available information including
existing data and simple field surveys” (“JICA Environmental Guidelines”). At the Master Plan
stage, a methodology of Strategic Environmental Assessment (SEA) is normally required to
assess environmental and social impacts from an early stage, according to the “JICA
Environmental Guidelines”. The SEA is an assessment that is implemented at the policy,
planning, and programme levels and uses a range of “analytical and participatory approaches
that aim to integrate environmental considerations into policies, plans and programmes and
evaluate the inter-linkages with economic and social considerations” (Organization for
Economic Co-operation and Development (OECD), Applying Strategic Environmental
Assessment, 2006). In this study, the proposed nine options, including the zero option, are
regarded as regional transport programmes, and each programme will be evaluated based on the
analytical tools of the SEA. The following approaches are considered at the Master Plan stage:
(1) Screening of Proposed Projects
The screening process is carried out by using the Malawi EIA process and the SEA
methodology. After screening by the EAD guidelines, the proposed projects are briefly checked
to assess whether they are in line with the objectives of the proposed development programme
and if there are clear economic, social, and environmental benefits. The objectives of the
development of the Sena Corridor are to facilitate sustainable economic growth and poverty
reduction in the Study Area by improving the inadequate transport network, and to promote
regional development in Southern Africa. The SEA mainly focuses on the first objective of the
Sena Corridor Development in the Study Area15.
(2) Scoping and SEA for the Master Plan for the Sena Corridor
After the selection of candidate projects by the screening process, the Study applied the SEA
methodology to evaluate qualitatively the environmental, social, and economic impacts of the
regional transport development programme for the Sena Corridor. The main analytical tools of
the SEA used in this study include:
• Assessment of cumulative environmental, economic, and social impacts at the programme
level (including zero option)
• Consideration of alternatives
• Participatory approaches to bring in relevant stakeholders
15
The contribution to regional development in Southern Africa is assessed by other evaluation criteria.
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• Identification of measures to enhance opportunities and mitigate adverse impacts

After identifying a priority programme for the Sena Corridor, the Pre-Environmental Impact
Assessment will be undertaken for priority project(s) at the IEE level. The IEE for priority
projects requires public participation from the Project Affected Persons (PAPs) during the
scoping process, according to the Environmental Management Act 1997. To encourage public
participation, a public hearing will be held to convey information about the IEE study and
gather comments and opinions from the public. The participants may consist of representatives
from relevant government agencies, donors, NGOs, representatives of communities affected,
and traditional chiefs. Both English and the local language (Chichewa) will be used and the
gender balance to represent affected communities will be considered. The presentation will be
conducted by Malawian counterparts with assistance from Japanese experts as part of the
capacity development programme.
The proposed projects for the IEE at the Master Plan stage are shown in Table 10-5. The
proposed projects in Mozambique are excluded from the IEE level study because this study only
applies Malawi’s EIA process.
Table 10-5 Proposed Projects for the SEA in the Master Plan
Transport Length Width Designed

Route Section
Mode (km) (m) Width (m)
S152 Upgrading of Thabwa–Seven (Scenario 2) 59.1 5 to 6 10
Road S151 Reconstruction of Makhanga–Bangula (Scenario 2) 8.7 4 to 5 10
M1 Upgrading of Blantyre–Thabwa (Climbing Lane) 36.9 9.7 +3
Operated/ Section Length Vertical ROW
Not Operated (km) Gradient (m)
Operated Rehabilitation of Limbe–Luchenza (Scenario 2) 44.0 Steep 15
Operated Rehabilitation of Luchenza–Makhanga (Scenario 2) 76.6 Steep 15
Railway Not operated Reconstruction of Makhanga–Bangula (Scenario 2) 8.7 Flat 15
Not operated Reconstruction of Bangula–Nsanje (Scenario 2) 45.3 Flat 15
Not operated Reconstruction of Nsanje–Border (Marka) (Scenario 3) 26.4 Flat 15
Source: Study Team.
10.4.2 Environmental and Social Impacts in the Project Area
The main negative anticipated environmental and social impacts found in the Study relate to
air pollution, water pollution, noise, biodiversity, soil erosion and topography, hydrology, and
resettlement. There are also positive impacts expected from the proposed transport projects in
terms of local economy, social infrastructure and social services.
(1) Air Pollution
Air quality is not measured or monitored in Malawi. There is no environmental standard to
regulate air pollution in the transport sector. However, the number of motorized vehicles has
been sharply increasing as evidenced by congested roads in the major cities in Malawi.
According to the State of Environment Report 2002, air pollution occurs countrywide in both
urban and rural areas in Malawi. In particular, diesel vehicles are poorly maintained and make a
10 - 15
significant contribution to the levels of air pollution in urban areas. The major pollutants to
roadside air quality by motorized vehicle emissions are dust, gaseous emissions (nitrogen oxides
(NOx), sulphur dioxide (SO2), hydrocarbons (HC), and carbon monoxide (CO)) and
particulates.
However, the traffic volume in the project area is relatively low compared to other regions in
Malawi: traffic volumes of motorised vehicles on M1 (Bangula) and S151 (Seven) in 2006 were
216 veh./day and 37 veh./day, respectively. The average speed of vehicles on unpaved roads in
the project area was about 32-40 km/h. In the proposed projects, the roads in the project area are
designed for an average speed of 70 km/h, which will result in more efficient combustion of
fossil fuels than at present. Some dust will be produced during construction, but no significant
adverse impacts are expected since most of the construction work will be done in open
agricultural/vegetation areas in dispersed settlements. The dust may be more intense during the
dry season in Malawi. It is possible to reduce dust generation to some extent by using
manpower for construction and sealing highly-used earth roads by water application.
Railway is an environment friendly means of transport in terms of air pollution. For the
section between Limbe and Makhanga, diesel locomotives are currently utilised for passenger
trains, which run once a week. Diesel engines emit combustion products such as NOx and
particulate matter (PM). In the designed railway projects, passenger trains will run daily
between Limbe and Nsanje (or Border Station (Marka)). Freight trains from Bangula to Limbe
are expected to resume operation after the rehabilitation of this section, and the trucks that are
currently used to carry sugar from Illovo may be replaced by freight trains, for instance.
Although there may be increased air pollutants emitted by locomotive engines, this increase
may be partially, offset by the change of transport mode from minibus/truck to railway.
(2) Water Pollution
As shown in Section 2.4.3, three major rivers, namely, the Shire River, Ruo River, and
Mwanza River flow into the project area. In addition, two wetlands, Elephant Marsh and Ndinde
Marsh, extend along the Shire River Basin in this region. The GoM launched the Greenbelt
Irrigation initiative to transform the lakeshore, the Shire Valley and other valleys in the 17
major catchment basins into a planted green belt. Many river basins and wetlands are under
pressure from human activity, which may cause a deterioration in water quality. The Shire
Valley and rivers that flow into Lake Chilwa accumulate soil loads, which could change the
channel configuration and increase the risk of flooding. Agricultural and industrial wastes are
the main causes of degradation of water quality.
Groundwater is also an important source of water for the rural population in this region: there
were 14,074 wells in the Southern Region in 2006. Groundwater resources are thought to be
diminishing, especially with the ever-increasing number of wells being dug (State of
Environment Report 2002). In the Lower Shire Valley, groundwater holes tend to have high
levels of salt, causing boreholes to be abandoned.
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In the transport projects, diesel fuels and other fuel products will be transported and used
throughout the worksite. In addition, solid and liquid wastes generated by the construction work
will be of particular concern where the projects involve crossing rivers and wetlands. If proper
management is not ensured, waste oils could contaminate groundwater and affect the health of
the surrounding population. This potential negative impact can be mitigated by proper siting of
work camps to avoid sensitive areas such as water catchments, and by locating the stockyard for
all construction materials far from rivers, wetlands and drinking water source. According to the
Environmental and Social Management Guidelines in the Road Sector, it is recommended to
stockpile waste materials 15 km away from water resources.
(3) Noise and Vibration
Noise associated with road projects has four main sources: a) vehicle noise; b) friction
between vehicles and road surface; c) driver behaviour; and d) construction and maintenance
work. On the other hand, noise/vibration associated with railway development is generated from
three main sources: a) rolling noise between wheel and rail during normal movement and
braking; b) aerodynamic noise generated by the train pushing air; and 3) engine noise.
The proposed projects do not pass populous cities except Limbe, but people living close to
the roads and railways could be disturbed. To mitigate the potential noise and vibration during
the rehabilitation period, working hours can be set from morning to evening to avoid disturbing
the people. Noise barriers can also be used to reduce noise levels in residential areas.
(4) Protected Areas and Biodiversity
Malawi is endowed with unique and diverse flora and fauna, with over 800 species of fish
and 651 species of birds. The GoM has designated protected areas as a measure to conserve and
protect the unique ecosystem and species. The total protected area covers approximately
180,000 ha or 20% of the total land area (National Biodiversity Strategy and Action Plan 2006).
There are three categories of protected area:
i) Game Reserves, which are protected by the National Park and Wildlife Act 2004 and the
Forestry Act 1997
ii) National Parks, which are protected by the National Park and Wildlife Act 2004 and
guided by the National Wildlife Policy 2000
iii) Forestry Reserves, which are protected by the Forestry Act 1997 and guided by the
National Forestry Policy of Malawi 1996
The National Park and Wildlife Act 2004 gives the Minister power to declare any area of land
or water to be a national park or wildlife reserve (28 (1)). An environmental impact assessment
on wildlife species or community must be conducted with a public hearing, which includes an
account of the species, communities, and habitats affected, and a statement of whether rare,
endangered or endemic species are or may be affected (23 (1), 25 (1)).
The National Wildlife Policy 2000 ensures that the Department of National Parks and
Wildlife is responsible for taking into account the environmental impact assessment procedures
10 - 17
when proposals, plans or projects are formulated that are likely to have adverse impacts on
wildlife. The guiding principles state that infrastructure development in national parks and
wildlife reserves shall be undertaken according to the guidelines for such activities. The policy
also requires that road construction, maintenance, and traffic do not inflict damage on wildlife
resources. There is a section on the conservation of wetlands, which states that wetlands “have
high biodiversity and are of international importance especially for migrating birds”.
The area of forests and woodlands in Malawi is estimated at 3,237,000 ha, accounting for
about 34% of the total land area (Food and Agriculture Organization (FAO), 2010). The
Forestry Act 1997 gives the Minister power to declare any public land not already reserved for
another public purpose to be a forest reserve (22). The Act also gives the power to any village
headman, with advice from the Director of Forestry, to demarcate on unallocated customary
land a village forest area, which shall be protected and managed in the prescribed manner (30).
The National Forestry Policy provides guidelines on the sustainable use of forest resources to
improve the quality of life in the country. The Policy mentions the limitation of the Forestry Act
(1997) in providing a mechanism for managing trees and forests on customary land and the lack
of clarification of the rights of individuals and communities to own, manage and utilise
indigenous trees growing on such land.
In the project area, there are three national parks and game reserves: 1) Lengwe National Park,
2) Majete Wildlife, and 3) Mwabvi Wildlife Reserve. There is a Ramsar protected lake, Lake
Chilwa. Figure 7-3 shows the locations of the protected areas along the Lower Shire River.
The Lengwe National Park, for instance, was established to conserve the northernmost
population of Nyala antelope in its range in Southern Africa. The number of Nyala was found to
be in the low hundreds by the Wildlife Society of Malawi in 1999. Rare, endangered, and
endemic mammal species in this park were listed as follows: Rhynchocyon cirnei-shirensis (a
subspecies of chequered elephant shrew endemic to Malawi), Cercopithecus albogularis
(Nchima monkey), Tragelaphus angasi (Nyala), Neotragus moschatus (a particular subspecies
of Livingston’s Suni, which occurs in Lengwe and has a very restricted range) and Hippotragus
niger (Sable antelope, the Lengwe population may be a subspecies restricted to Malawi and
eastern Zambia). For birds, Apalis ruddi caniviridis (a subspecies of Rudd’s Apalis),
Francolinus sephaena zambesia (a subspecies of Crested Francolin) and Nectarinia veroxii (the
Grey Sunbird, confined to Lengwe within Malawi) are regarded as important species within the
park.
The current park plan for the Lengwe National Park includes two separate systems of zoning,
namely: 1) the delineation of compartments for ecological management based on the landscape
classification and, 2) the designation of zones for public use and development according to a set
of established categories. The park plan specifies five categories of zone to separate public use
zones from development zones within the park. The zoning categories include: 1) special areas
(relatively small sites designated to protect unique, unusual or otherwise important biotic,
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abiotic or cultural features), 2) wilderness areas (relatively large tracts of undisturbed land
intended for aesthetic recreational experience and conservation of biological diversity), 3)
semi-wilderness area (relatively undisturbed but accessible land designated primarily for public
use, 4) resource use zones (areas where controlled consumptive use of wild resources is
permitted, 5) utility areas (sites for management and visitor purposes).
In general, the faster access to the National Park brought by transport development projects
poses a serious risk of escalated poaching activities, solid wastes from tourists, and pressure for
wildlife resources. Although the current National Parks seem to be effectively managed by the
zoning process, further reviews of the park management plan and conservation measures may be
necessary when a transport development project is planned.
There are currently 23 gazetted forest reserves in the project area (Table 10-6).
Table 10-6 Gazetted Forest Reserves as of June 2010
Forest Name District Area Area Year Gazetted

(km2 Registered) (ha)
Mulanje Mountain Mulanje 552.09 55,209 1927
Sambani Mulanje 1.29 129 1948
Thuchila Mulanje 24.34 2,434 1925
Masatwe hills Mwanza 73.88 7,388
Michiru mountain Mwanza 14.48 1,448
Mkanya hills Mwanza 3.16 316
Mindi hills Mwanza 6.88 688
Nankhwazi hills Mwanza 1 100
Neno escarpment Mwanza 68.44 6,844
Nkula/Tedzani Mwanza 30.92 3,092
Phirilanjoka Mwanza 2.76 276
Thambani Mwanza 106.7 10,670 1927
Tsamba Mwanza 32.4 3,240 1928
Twiti mountain Mwanza 10.32 1,032
Zaka hills Mwanza 0.56 56
Matandwe Nsanje 262.05 26,205 1931
Amalika Thyolo 5.2 520 1974
Kalulu hills Thyolo/Nsanje 28.23 2,823 1958
Lichenya Thyolo 1.29 129 1948
Masambanjati Thyolo 0.92 92 1914
Masenjere Thyolo 1.01 101 1930
Thyolo Thyolo 13.21 1,321 1924
Thyolomwani Thyolo 9.32 932 1930
Source: Malawi State of Environment and Outlook 2010
However, the actual forest areas in forest reserves have decreased due to encroachment,
illegal cutting and charcoal production. For instance, Thyolo Mountain has suffered significant
encroachment, resulting in the total elimination of forest cover by 2004 from 1,321 ha in 1996
(State of Environment Report in Thyolo District). The protected forest reserves comprise mostly
Miombo species such as Mbawa (Khaya anthothica), Mlombwa (Pterocarpus angolensis),
Tsamba (Brachystegia species), Masuku (Uapaca kikiana) and Mwanga (Pericopsis
angolensis).
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The section between Chikwawa and Mwanza (S136) passes through 106.7 km2 of the
Thambani Forest Reserve. The improved access to commercial sites in Chikwawa may cause
deforestation and a threat to the forest ecosystem of the Thambani Forest Reserve. To mitigate
this adverse impact from the road development project, ROW can be minimized for the road
section through the Reserve. The clearance of trees along the road should be carried out in an
environmentally friendly way, i.e., by cutting instead of bulldozing, and without using chemical
and fertilizer. Further investigation on the ecosystem in the Thambani Forest Reserve may be
required before undertaking the road project in this section.
Wetlands are not protected
areas under Malawian law.
Most of the wetland areas are
under customary land tenure
and accessed openly, except
at Lake Chilwa, which is
protected by the Convention
on Wetlands, internationally
known as the Ramsar
Convention.
Lake Chilwa has a wide
water catchment area,
comprising Phalombe
District, most of Zomba
District, and 43% of
Machinga District (Figure
10-3). The lake and wetland
contain water most of the
time, but the water has
completely dried up three
times in the last 100 years.
Lake Chilwa has up to 164
species of birds, of which 41 Source: Lake Chilwa Wetland Management Plan, 2001
species are Palearctic migrant Figure 10-3 Biodiversity and Hot Spots
species that migrate from Europe through the Rift Valley. The Shire River flows through an
area of swamp called Elephant Marsh. The marsh is bound on the east by the Thyolo
escarpment and on the immediate west by the alluvial floodplain of the river. This marsh was
around 150 square miles in area and about 10 miles wide, as shown in Figure 10-4.
Following the flooding of the Shire River in 1997, the marsh area became larger. Elephant
Marsh is not a protected area by law in Malawi and some farmers have cultivated this area
10 - 20
openly. However, the wetland plays an important role in biodiversity as a bird sanctuary and as
a destination for migrant birds (a draft “Malawi State of Environment and Outlook 2010” and
interviews with the Department of National Parks and Wildlife in Lengwe National Park).
Ninety-eight bird species were recorded in an inventory survey of birds in Elephant Marsh done
by the Cambridge Expedition to Malawi July-August 1991. The Palearctic birds, which are
migrant birds from the Palearctic region including Europe, North Africa and all of Asia except
its southern region, come from Europe to Elephant Marsh through the Rift Valley during the
European winter.
Source: Department of National Parks and Wildlife
Figure 10-4 Lower Shire Valley Conservation Areas
10 - 21
In addition, some inter-African migrant birds were recorded in Elephant Marsh as shown in
Table 10-7. A more recent inventory survey was conducted in August 2008 on the lower side of
the Kamuzu Truss Bridge (Chiromo) and found one species of inter-African migrant bird and
several resident birds. Birdlife International listed 32 bird species occurring in Malawi as
Globally Threatened Species (Red List Category).
Table 10-7 Examples of Migratory Bird Species from Elephant Marsh
Species Name Scientific Name Status
Little Bittern Ciconia Ciconia Palearctic migrant
Ruff Philomachus pugnax Palearctic migrant
Greenshank Tringa nebularia Palearctic migrant
African Skimmer Rynchops flavirostris Inter-African migrant
Mascarene Martin Phedina borbonia Malagasy migrant
Source: Data adapted from a bird checklist by Cambridge Expedition to Malawi July-August 1991;
Perspectives on wild birds in Malawi in relation to avian bird flu, by W. O. Mgoola
The National Parks and Wildlife Act (2004) provides a classification of protected species,
some of which are also classified as game species for the purpose of hunting. Based on the
inventory surveys in 1991 and 2008 in Elephant Marsh and a book detailing the 650 bird species
in Malawi, the Study Team compiled a list of Red Listed species that may exist in Elephant
Marsh in Table 10-8. Although Elephant Marsh is not a protected area, its biodiversity and
importance as a destination for migrant birds need to be taken into consideration when
undertaking a development project in this area (interview with the Department of National Parks
and Wildlife). For instance, a developer may need to take measures to reduce the negative
effects on biodiversity in terms of noise, water pollution, and air pollution, as discussed above.
Other possible mitigation measures to protect biodiversity in this area are to minimize water
crossing and reclamation, design a narrower ROW, and minimize the felling of trees in which
birds nest.
Table 10-8 Possible Existence of Red Listed and Protected Species in Elephant Marsh
English Scientific Red Status Description in “The Elephant Kamuzu
Name Name List Birds of Malawi” Marsh Truss
Bridge
(2006) (1991) (2008)
Madagascar Ardeola idea EN Non breeding visitor The earliest photographed
Squacco Heron from Madagascar on 18 April 2002 in
Elephant Marsh
Long-crested Lophaetus Resident Widespread species Recorded
Eagle* occipitalis
African Rynchops NT Moved from the Most regularly seen on the Recorded Recorded
Skimmer flavirostris Shire River to the Shire River.
lake shore
Spotted Eagle Bubo Resident The most common and Recorded
Owl* africanus widely spread
Lilac-breasted Coracias Mainly resident Widespread and fairly Recorded
Roller* caudatus common
Sources: The Birds of Malawi, Françoise Dowsett-Lemaire and Robert J. Dowsett (2006); Data obtained from the Department of
National Parks and Wildlife.
Notes: EN=Endangered, NT=Near Threatened. * means a protected species by law in Malawi.
10 - 22
The number of hippo has fallen significantly since the peak of 234 counted in 1998 in the
Lower Shire (Hippo and Crocodile Counts in the Lower Shire, 1998). The Crocodile and Hippo
Census in the Shire River in 2009 estimated the number of hippo in the Lower Shire River at 38,
a drastic decline from the 1998 level (Table 10-9). The conflicts between wildlife and humans,
increasing cultivation in the Shire River, and poaching are the main reasons for the decline of
hippo in Elephant Marsh. Some 754 crocodiles were recorded in 1998, but due to conflicts with
human activities and hunting, the number had decreased to 464 by 2008. There used to be some
800 elephants in Elephant Marsh when Livingstone travelled through this area, but it is thought
that the elephants moved either to the Majete Wildlife Research or dispersed to Mozambique
along the Ruo River. No elephant has been recorded in this area in recent times.
The improved accessibility around the marsh might lead to increased poaching activities and
encroachment. As the marsh is not only rich in biodiversity but also a source of human
livelihood, an appropriate wetland management plan, as illustrated in the case of Lake Chilwa,
is desired.
Table 10-9 Hippo and Crocodile Counts in the Lower Shire River
Hippo Crocodile
Area Sightings Density Population Sightings Density Population
(Animal/km) Estimate (Animal/km) Estimate
Chikwawa–Illovo 16 0.76 25 98 4.7 150
Illovo–Chiromo 2 0.03 13 29 0.6 234
Chiromo–Nsanje 0 0 0 63 1.5 80
Total 18 0.26 38 190 2.27 464
Source: Hippo and Crocodile Counts in the Shire River, National Parks and Wildlife Research Unit, 2009
(5) Topography and Soil

According to the topographical categories described in Section 2.1.1, the project areas in the
Study are mainly in the topographical categories of 1) the Rift Valley Escarpment (two railway
sections and S136 and M1 road sections) and 2) the Rift Valley Plains (3 railway sections and 3
road sections). The Rift Valley Escarpment is characterised by a series of stepped faults and
hills. The soils in the East African Rift Valley are mainly Lithosols, which are shallow stony
soils associated with steep slopes, while the Rift Valley Plains are mainly characterised by
alluvial soils. The average annual rainfall in the escarpment area ranges from 800 mm to 1,700
mm, suggesting that large volumes of water flow overland from the surrounding areas. The
steep slope of the Rift Valley Escarpment in some road sections of S136 and climbing lane, and
railway sections of Limbe–Luchenza and Luchenza–Makhanga, together with the large volume
of rainfall during the rainy season have the potential to cause slope failure, landslides, rock fall,
washaway and soil erosion (see Photos 10-1 to 10-3).
For the section between Limbe and Makhanga, several landslides and slope failures along the
hilly areas of the railway have occurred during the rainy season, imposing an additional burden
on the railway company to carry out emergency repairs of slope failures and landslides (see
Table 10-10 and Photo 10-3). Deforestation in this region has accelerated the occurrence of
10 - 23
landslides and slope failures, and there is now an urgent need to stabilize the slopes along the
railway line.
In the proposed railway rehabilitation projects, the risk of landslides and slope failures will be
minimized by replanting vegetation and trees on cleared areas and slopes, using slope retaining
techniques, improving the drainage system, and conducting a community education programme
to protect slope vegetation along the railway line.
Photo 10-1 M1 Section for Climbing Lane Photo 10-2 Section between Sandama and
Thekerani
Photo 10-3 Sand flew on Railway Track

Caused by Slope Failure at Hilly Area
Photo by Study Team, June 2011.
Table 10-10 Occurrence of Landslides and Slope Failure between Limbe and Makhanga
Year Jan. Feb. Mar. Apr. May Jun. Jul. Aug. Sep. Oct. Nov. Dec. Total
2008 3 4 0 0 0 0 0 0 0 0 1 4 12
2009 2 4 0 0 0 0 0 0 0 0 0 1 7
2010 1 1 0 0 0 0 0 0 0 0 0 2 4
2011 2 1 6 0 0 - - - - - - - 9
Source: CEAR
(6) Hydrology
As shown in Section 2.4.3, the roads and railways in this study are within the drainage area of
the Lower Shire Valley and cross several rivers/streams. The section between Makhanga–
Bangula passes through the Shire River and Elephant Marsh, while S152 receives regular
torrential rains from the escarpment, which occasionally cause inundations on the road and
10 - 24
disrupt transport. Roads and railways that intersect river/streams generally have the potential to
modify the natural flow of overland surface water by increasing the water flow in the roadside
drains. To prevent severe impacts on the hydrological environment, water crossings should be
minimized. Other mitigation measures include providing of relief culverts, and techniques for
reducing water speed such as riprap, settling basins, and infiltration ditches.
(7) Resettlement
The proposed road and railway projects follow the existing alignments, except for the
disconnection section at Chiromo on S151. The population density in the project area varies by
district from 92.3 persons/km2 in Chikwawa to 342.5 persons/km2 in Thyolo, as shown in Table
2-19 and Figure 2-19.
a) Upgrading of S152 between Thabwa and Seven
The current width of S152 is around 6 m and the additional land required for upgrading work
is around 9-10 m in width or 0.6 km2 (10 m×59.1 km). Most houses on this road are located
outside of ROW, but this area is a populous area of Thyolo. Photo 10-4 shows the houses along
the S152 road. On the other hand, there are some agricultural fields illegally occupying ROW in
this section. These illegally extended agricultural fields result from the shortage of available
arable land and increasing population in this region. The illegally occupied fields need to be
relocated for the upgrading.
Photo 10-4 Houses along S152

Photo by Study Team in November 2010
b) Upgrading M1 (Blantyre-Thabwa Section: Climbing Lane)
The lands required for constructing climbing lanes are in the hilly area and generally away
from human settlements and human activities. However, a few charcoal vendors along the road
may need to be relocated. One charcoal vendor was found along the proposed climbing lane
during the field visit, but this structure is temporarily built and can be relocated to the nearest
roadside. The impact of resettlement along this section is thus expected be negligible.
10 - 25
c) Reconstruction of S151 between Makhanga and Bangula

The section of Makhanga–Bangula (S151) passes the market and town of Makhanga, and a
few vendors and houses may need to be relocated during the reconstruction. A boat association
was established in the disconnected area in Chiromo in 1998 and the members rely on ferry
operations for their livelihoods. The boat association comprises 52 members and the fare is 100
MWK per adult. There are several bicycle taxis operating between the east riverbank of the
disconnection and Kamuzu Truss Bridge. If the disconnected area is reconstructed, the project
developer needs to consult the boat association, bicycle taxi operators, and surrounding vendors
as to alternative means of sustaining their livelihoods.
d) Rehabilitation of Railway between Limbe and Luchenza
A 15 m ROW is secured for the railway line between Limbe and Nsanje. Along the railway
line between Limbe and Luchenza, several houses are located near the railway line and will
need to be relocated during the upgrading, particularly near Limbe.
e) Rehabilitation of Railway between Luchenza and Makhanga
There are few houses along the railway line between Luchenza and Makhanga, and no
significant negative impact of resettlement is anticipated in this section. However, a lot of
agricultural fields have extended to ROW of the railway line between Luchenza and Makhanga.
Photo 10-5 shows a banana field close to the railway line. The agricultural fields that currently
illegally occupy ROW need to be relocated during the upgrading work. There are also some
vendors selling agricultural products and clothes near Thekerani Station (Photo 10-7), but this
market is temporarily created and there is no vendor’s association to form social institutions at
this market. When the stakeholder meeting is held to discuss resettlement issues, careful
consideration should be taken for those vendors who do not form a social institution and thus
are more vulnerable during consultations.
f) Reconstruction of Railway between Makhanga and Bangula
The railway line between Makhanga and Bangula is not operated currently. At Makhanga and
Bangula Stations, vendors have illegally built small buildings along the railway line, but these
are temporarily constructed. The vendors need to be relocated for the reconstruction of the
railway line, which will have a negative affect during the reconstruction, but will benefit their
business by the increased number of customers at the Stations after the reconstruction. A similar
impact of the road project in this section is predicted concerning the resettlement of boat
associations, bicycle taxi operators, and vendors at the disconnection in Chiromo.
g) Reconstruction of Railway between Bangula and Nsanje
For the section between Bangula and Nsanje, there is one maize field close to the railway line,
which was identified by the railway inventory survey (Photo 10-8). There are some houses
between the railway line and the road near Bangula, but not expected to have a significant
impact since the M1 road adjacent to the railway can be used to transport construction materials
and there is no need to construct a temporary road for the reconstruction
10 - 26
h) Reconstruction of Railway between Nsanje and Border (Marka).

There are some illegal occupations by villagers between Nsanje and Border (Marka) (Photo
10-9). According to the consultant who conducted the inventory survey, some settlements near
the railway line were seen near the Border Station (Marka).
Photo 10-5 Banana Field Close to Railway Line Photo 10-6 Market near Makhanga Crossing
Photo 10-7 Market at Thekerani Station Photo 10-8 Maize field between Bangula and Nsanje
Photo 10-9 Illegal Occupation between Nsanje

and Border (Marka)
Photos by Study Team in November 2010 and June 2011
10 - 27
(8) Socio-Economy
The average poverty headcount (percentage of people below the poverty line) in the Study
Area is 61.1%, 9 points higher than the national average of 52.4%. The lowest levels of annual
household expenditure are found in Thyolo District (MWK69,195.6) and Phalombe District
(MWK70,530.4). The unemployment rate is highest in the urban areas such as Blantyre City
(21.3%) and Zomba Municipality (15.9%), although some rural areas have unemployment rates
of more than 10% (Blantyre Rural, Thyolo). The deterioration of the livelihoods of people in
Chiromo and along the railway line between Luchenza and Makhanga is described in details in
Chapter 2.
The Study Team undertook a brief field survey on in February 2011 and June 2011 to
research the social and economic impacts of Chiromo washaway in 1997 and along the railway
line between Thekerani and Luchenza. The objectives of this survey were to understand the
level of poverty in terms of infrastructure and other socio-economic issues. The methodology
for this survey was based on key informant interviews due to the limited time at the site. The
interviews for the impact of the washaway were conducted with a local person residing near
Kamuzu Truss Bridge and local people near the Thekerani and Sandama stations. The interview
for local infrastructure was conducted with a head teacher at Makhanga Primary School. The
results of this survey are as follows:
a) Impact of Chiromo Washaway
• Before the washaway, there was a lot of traffic using the road with more than 50 cars,
around 100 bicycles, 5-6 trucks, and 2 buses each day. There were two bus routes: a)
Blantyre–East Bank (S152 via Chikwawa)–Nsanje and b) Blantyre–Thyolo–Nsanje. In
addition to passenger traffic, trucks and trains used to carry cash crops such as cotton and
tea, and food crops such as bananas and oranges from Thekerani in Thyolo District.
• After the washaway, life became very difficult. For instance, to go to Nsanje, it costs MWK
100 by boat and a bicycle taxi costs MWK70, placing a significant burden on living
expenditure.
• Since the washaway, railway freight arrives only once a week, and as a result, food supplies
have fallen significantly. Food such as bananas and oranges is not produced in this area, so
the people depend on rail transport from Thekerani in Thyolo District for their livelihoods.
• School access became difficult after the washaway. In the past, people use to go to the
primary school at Makhanga by train, but now there is no train to commute to school, and
life has become very difficult. Access to a hospital is not difficult since there is a hospital
located nearby.
b) Impact of Chiromo Washaway at Thekerani and Sanaama Stations
• The livelihoods of people near Thekerani Station became worse after the washaway; in
particular, transporting agricultural products such as banana, cassava, and orange from this
area became very difficult. In the past, there were two passenger trains and one freight train
10 - 28
every day between Nsanje and Blantyre, but there is now only one mixed train a week. The
train fares to Makhanga, Luchenza and Limbe are MWK200, 200 and 300, respectively. The
railway is much cheaper than minibus16, but due to the lack of availability of trains, some
people travel by bicycle. There are schools and hospitals near Thekerani, but there is no
well, energy, or cell phone coverage.
• After the major washaway, the living conditions of people near Sandama Station worsened
due to the decrease of income sources. For instance, one businessman in Sandama used to
transport charcoal, lemon and banana to Limbe and brought fishes and food groceries from
Limbe, but he could not work as a businessman after the washaway and was forced to
change job from businessman to ticket collector at the station. In the past, he used to go to
school or hospital (3 km away from Sandama) by train, but must now go on foot. A mixed
train come to Sandama once a week, but is often too crowded to get on board.
c) Local Infrastructure between Makhanga and Chiromo
A mapping exercise was used to identify the location of local infrastructure and protected
areas in Makhanga and Nsanje. The map drawn during the interview with the head teacher at
Makhanga is shown in Figure 10-5. The results of the mapping exercise were as follows:
• There is now only one school in this area (Makhanga Primary School). There used to be a
primary school in Chiromo but it was closed.
• A health post is located near the Makhanga Research Station.
• There are four wells in this area, located at a) the primary school, b) the Makhanga Research
Station, c) Mwanabvumbwe village, and d) Mkolimbo village. Water near the Ruo River
contains a lot of salt and therefore some boreholes are not used.
• There is no cemetery or protected area such as a forest reserve along the railway line and the
road.
• There are some irrigated areas along the Ruo River. The Kalonga Irrigation Programme has
been implemented near Elephant Marsh.
• There are no job opportunities except for governmental institutions such as the school.
There are no factories.
• There is a market along the railway line.
• The water level rises to the railway line two or three times a year, normally between January
and March. No cars can use the road when there is a flood, and occasionally water covers
the railway line.
The above interviews revealed that the washaway in 1997 had a significant impact on the
local economy and social services in Chiromo and along the railway line. Due to the
disconnection, local people living in the eastern side of the washaway section need to spend
MWK100 to go to Nsanje to sell their products. Agricultural products from Thekerani, on which
the local people living in the eastern side of the washaway section are heavily dependent,
16
The minibus fare costs MWK700 between Limbe and Luchenza,
10 - 29
became very limited after the washaway. Since there is no road nearby, local people along the
railway line could not sell their agricultural products as occasionally as before, thus reducing
their sources of income.
Source: Study Team
Figure 10-5 Mapping between Makhanga and Chiromo
Photos by Study Team in February 2011

Photos 10-10 A Boatman Carrying Passengers on the Washaway Section
Improving in these sections will significantly improve the livelihoods of the local population,
particularly the poor, and revitalize the local economy through improved access to agricultural
products, schools, and hospitals. The mapping exercise indicates the existence of an irrigation
scheme and four bore holes in Chiromo, which need to be taken into consideration when
considering the realignment of the road and railway line.
10 - 30
(9) Cultural Heritage

Section 29 of the Monuments and Relics Arrangement of Sections provides that new
development projects must carry out rescue archaeology of a monument or relic if an important
cultural heritage is located in the project area. “Rescue archaeology” means the removal of
cultural heritage to another location. The site survey is normally carried out by the Department
of Antiquity and the cost of the site survey is borne by the developer.
In the case of rehabilitation of existing transport projects, a site survey should be
implemented in advance, and an additional site survey is normally not required (interview with
the Department of Antiquity). If a transport project is to construct a new road/railway or to
increase the width of a road/railway, a site survey is required. The districts of Chikwawa,
Thyolo, and Nsanje have some archaeological and cultural sites. A list of archaeological sites in
these districts was acquired by the Study Ream and the Khulubvi Rain Shrine is located near the
railway line near Nsanje.
10.4.3 Screening of Proposed Projects using the EAD Guidelines and the SEA Methodology
As described in Section 10.1, a proposed project needs to be screened according to a list for
prescribed projects. If the project is under List A, an EIA is mandatory and the developer needs
to prepare a project brief. If the project is under List B, an EIA may be required and the
developer needs to prepare a project brief. Table 10-11 shows the necessity of submitting a
project brief to the EAD. The EAD will evaluate the project brief and determine whether an EIA
is required.
All proposed projects are expected to contribute to the objectives of the Sena Corridor to
facilitate sustainable economic growth and alleviate poverty in the Study Area. Since all
projects are under List B, less significant environmental and social impact is expected. The
detailed economic, social, and environmental impacts of the proposed projects will be analysed
in the next scoping process.
Table 10-11 Screening of Proposed Projects
Project List A List B Project Brief

Category Category is Required
Reconstruction of S151 between Makhanga and Bangula No B 5.2, B 14 X
Upgrading of S152 between Thabwa and Seven) No B 5.2 X
Upgrading of M1 between Blantyre and Thabwa (Climbing Lane) No B 5.2 X
Rehabilitation of Railway between Limbe and Luchenza No B 5.3 X
Rehabilitation of Railway between Luchenza and Makhanga No B 5.3, B14 X
Reconstruction of Railway between Makhanga and Bangula No B 5.3 X
Reconstruction of Railway between Bangula and Nsanje No B 5.3 X
Reconstruction of Railway between Nsanje and Border (Marka) No B 5.3 X
Source: Study Team
10.4.4 Scoping of Proposed Projects for the Master Plan
A scoping checklist for each proposed project is provided in the following tables, which is
10 - 31
based on the analysis of Section 10.5. Both negative and positive impacts are evaluated in a
scoping matrix. The non-project option is also evaluated to compare the impact of the proposed
project.
Table 10-12 Reconstruction of S151 between Makhanga and Bangula
Construction
Non-project
Operation
Phase
Phase
Impacts
1 Resettlement/land acquisition B B D
2 Local economy such as employment and livelihood, etc. B+ B+ A
3 Land use and utilisation of local resources C C D
4 Social institutions such as social infrastructure and local decision-making institutions B B D
Social Environment
5 Existing social infrastructure and services C A+ A

6 The poor, indigenous and ethnic people D A+ A
7 Misdistribution of benefit and damage D D D
8 Cultural heritage C C D
9 Local conflicts of interest C C D
10 Water usage or water rights C C D
11 Sanitation C D D
12a Hazards (risks) B B+ B
12b Infectious diseases such as HIV/AIDS B B B
13 Topography and geographical features B C D
14 Soil erosion B B+ A
Natural Environment
15 Groundwater C C D
16 Hydrological situation B B D
17 Coastal zone D D D
18 Flora, fauna and biodiversity B B B
19 Meteorology D D D
20 Landscape B C D
21 Global warming D D D
22 Air pollution B B D
23 Water pollution B D D
24 Soil contamination B C D
25 Waste B D D
Pollution
26 Noise and vibration B B D

27 Ground subsidence C C D
28 Offensive odour B D D
29 Bottom sediment B D D
30 Accidents B A+ B
Note: A = A significant impact is expected, B = Some impact is expected, C = Extent of impact is unknown, D = No or negligible impact is
expected. + indicate a positive impact
Source: Study Team
10 - 32
Table 10-13 Upgrading of M1 between Blantyre and Thabwa (Climbing Lane)
Construction
Non-project
Operation
Phase
Phase
Impact
2 Local economy such as employment and livelihood, etc. B+ D D
4 Social institutions such as social infrastructure and local decision-making institutions D D D
Social Environment
5 Existing social infrastructure and services D D D

6 The poor, indigenous and ethnic people D D D
9 Local conflicts of interest D D D
11 Sanitation C D D
12a Hazards (risks) D D D
12b Infectious diseases such as HIV/AIDS C C D
13 Topography and geographical features B B C
14 Soil erosion B C B
Natural Environment
15 Groundwater D D D
16 Hydrological situation D D D
18 Flora, fauna and biodiversity C D D
20 Landscape B B D
25 Waste B D D
Pollution
26 Noise and vibration B D D

28 Offensive odour B D D
30 Accidents B B+ D
Source: Study Team
10 - 33
Table 10-14 Upgrading of S152 between Thabwa and Seven
Construction
Non-project
Operation
Phase
Phase
Impact
1 Resettlement/land acquisition A A D
2 Local economy such as employment and livelihood, etc. B+ B+ B
3 Land use and utilisation of local resources B B D
Social Environment
5 Existing social infrastructure and services C B+ B

6 The poor, indigenous and ethnic people D B+ D
11 Sanitation C D D
13 Topography and geographical features D D D
14 Soil erosion B B+ B
Natural Environment
20 Landscape D D D
25 Waste B D D
Pollution

28 Offensive Odour B C D
30 Accidents B C D
Source: Study Team
10 - 34
Table 10-15 Rehabilitation of Railway between Limbe–Luchenza
Construction
Non-project
Operation
Impact
Phase
Phase
2 Local economy such as employment and livelihood, etc. B+ B+ D
Social Environment
5 Existing social infrastructure and services B B+ B

6 The poor, indigenous and ethnic people D B+ B
10 Water usage or water rights C C C
11 Sanitation C D D
Natural Environment
18 Flora, fauna and biodiversity C C D
20 Landscape D D D
22 Air pollution B B+ D
Pollution
25 Waste B C D
28 Offensive odour B C D
30 Accidents B B+ B
Source: Study Team
10 - 35
Table 10-16 Rehabilitation of Railway between Luchenza and Makhanga
Construction
Non-project
Operation
Phase
Phase
Impact
2 Local Economy such as employment and livelihood, etc. B+ A+ A
3 Land use and utilisation of local resources B B D
4 Social Institutions such as social infrastructure and local decision-making institutions D D D
Social Environment
5 Existing social infrastructure and services B A+ A

9 Local conflict of interest D D D
11 Sanitation C D D
12a Hazards (Risk) B B+ B
13 Topography and geographical features B B+ A
Natural Environment
18 Flora, fauna and biodiversity B B D
20 Landscape B B D
Pollution
25 Waste B C D
30 Accidents B B+ B
Source: Study Team
10 - 36
Table 10-17 Reconstruction of Railway between Makhanga and Bangula
Construction
Non-project
Operation
Phase
Phase
Impact
2 Local Economy such as employment and livelihood, etc. B+ B+ A
4 Social Institutions such as social infrastructure and local decision-making institutions B B D
Social Environment
5 Existing social infrastructure and services C A+ A

8 Cultural heritage D D D
9 Local conflict of interest C C D
10 Water usage or water rights B B D
11 Sanitation C D D
12a Hazards (Risk) B B+ B
13 Topography and geographical features B C D
Natural Environment
20 Landscape C C D
Pollution
25 Waste B C D
30 Accidents B A+ B
Source: Study Team
10 - 37
Table 10-18 Reconstruction of Railway between Bangula and Nsanje
Construction
Non-project
Operation
Phase
Phase
Impact
2 Local economy such as employment and livelihood, etc. B+ B+ D
Social Environment
5 Existing social infrastructure and services B B+ D

8 Cultural heritage D D D
9 Local conflict of interest D D D
10 Water usage or water rights C C C
11 Sanitation C D D
Natural Environment
18 Flora, Fauna and biodiversity C C D
20 Landscape D D D
25 Waste B C D
Pollution

28 Offensive Odour B C D
30 Accidents B B D
Source: Study Team
10 - 38
Table 10-19 Reconstruction of Railway between Nsanje and Border (Marka)
Construction
Non-project
Operation
Phase
Phase
Impact
2 Local economy such as employment and livelihood, etc. B+ B+ B
4 Social Institutions such as social infrastructure and local decision-making institutions D D D
Social Environment
5 Existing social infrastructure and services B B+ D

11 Sanitation C D D
Natural Environment
18 Flora, Fauna and biodiversity C C D
20 Landscape D D D
Pollution
25 Waste B C D
30 Accidents B B D
Source: Study Team
10 - 39
10.4.5 SEA for the Master Plan
Based on the results of the scoping matrix for the proposed projects of nine transport network
alternatives, the Study attempts to evaluate the three alternative transport network options for
the Master Plan on the development of the Sena Corridor, using the SEA methodology at the
IEE level. The option of no investment on the Sena Corridor (zero-option) is also evaluated for
comparison. As explained in Section 10.4.1, the SEA methodology integrates environmental
considerations into economic and social aspects and the study evaluates each project in terms of
economic, social and environmental aspects. The results of each alternative are then cumulative
at the programme level in order to compare the three alternatives of the Master Plan for
Development of the Sena Corridor from the SEA perspective.
Table 10-20 shows the local economic impact, social impact, and environmental impact of
the three alternatives. The overall cumulative results for the Sena Corridor’s Master Plan are
summarised in Table 10-21. These shows that Alt. 1 (Scenario 3: connection to Beira by road
and railway) and Alt. 3 (Scenario 3: connection to Beira by road and connecting to Nsaje by
railway) have the relatively positive impacts. Both cases will improve the disconnection at
Chiromo washaway, which will benefit the local population in terms of access to agricultural
products, schools and health posts. Although the boat association, bicycle operators and vendors
at the disconnection site will lose their sources of income by the upgrading and the appropriate
compensation for affected people is needed, the project will significantly improve the
livelihoods of poor people, who currently suffer from expensive transport costs due to the
disconnection. The overall impact on the local economy by connecting at Chiromo washaway is
anticipated to be positive. The population living between Luchenza and Makhanga, where there
is no road nearby and the train service is currently not sufficient to meet the demands along the
railway line, are expected to benefit significantly from the improved mobility by the
rehabilitation of the railway. Improved transport at the disconnection will help reduce the
number of accidents by boats. The rehabilitation of the railway line is expected to change the
transport mode from truck/car to railway, which will reduce total air pollutants emissions. The
current landslides, slope failure, and soil erosion that occur along the railway line are expected
to be improved by the stabilisation of slopes and soil while the occurrence of floods and
overflow of water on the road are expected to be minimized.
On the other hand, the zero option is expected to deteriorate the local economy due to the
limited availability of transport, especially at the disconnection at Chiromo washaway, and will
cause a significant negative social impact in terms of boat accidents at Chiromo washaway and
the soial transport services to schools and health posts.
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Table 10-20 SEA Results for Master Plan on the Development of the Sena Corridor
Alternative
Project Zero Alt. Alt. Alt. Local Economic Impact Social Impact Environmental Impact
Option 1 2 3
The non-project option will cause significant
Since the local population suffers from the limited negative impact in terms of boat accidents at No negative impact on biodiversity and forest resources
availability of transport, especially due to the is expected, but the current landslides, slope failure
Zero Option X D disconnection at Chiromo, the non-project option is D Chiromo, and the social transport services in C floods, and overflow of water on the roads and railways
terms of access to agricultural products, schools,
expected to deteriorate the local economy. and health posts remain limited in the region. will remain.
Since the local population currently suffers from the Some negative impact of resettlement of
S151 disconnection at Chiromo, the improved access to households and boat associations is expected. The project passes the wetland and the Shire River,
Improved transport will help reduce the number which may affect biodiversity and the hydrological
Makhanga– X X A agricultural products and improved mobility will B of boat accident. Local people will benefit from C situation. Soil erosion is expected to be improved by
Bangula significantly benefit the local population, including the
(8.7 km) poor who suffer from expensive transport costs due to the improved transport services in terms of access the project. The occurrence of floods and overflow of
to agricultural products, schools, health posts, and water on the road are expected to be minimized.
the disconnection. so on.
M1 The lands acquired for constructing climbing lane Although some negative changes of geographical
Blantyre–Thabwa Some employment opportunities for local people are are in the hilly area and largely away from human features are expected, the project does not pass through
X X X C expected, but in general, no negative or positive impact C C
Climbing Lane on the local economy is expected. settlements. Therefore, the impact of resettlement an ecologically sensitive area and its impact on the
(5.0km) and social services is negligible. environment is expected to be negligible.
Some negative impact of resettlement of
households is expected. Since this is a populous Since the project passes near the sensitive area of forest
reserves and wetland, cutting trees and vegetation
Project for the Study on Development of the Sena Corridor
S152 The local population is expected to benefit from the area, the extent of resettlement could be during the upgrading work could cause further stress
Thabwa–Seven X X X B improved access to agricultural products and improved C significant. The local population will benefit from C
(59.1 km) mobility. the improved transport services in terms of access and deterioration of biodiversity and forests. The soil
erosion and overflow of water on the road are expected
to agricultural products, schools, health posts, and to be minimised.
so on.
Some negative impact of resettlement is expected.
Railway The local population is expected to benefit from the The local population will benefit from the The railway line does not pass through an ecologically
Limbe–Luchenza X X X B improved access to agricultural products and improved B improved transport services in terms of access to B sensitive area. Air pollution will be reduced by the
(44 km) mobility. agricultural products, schools, health posts, and so change of transport mode from truck/car to railway.
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on.
Since there is no road nearby and the train service is
currently not sufficient to meet the demands along the Some impact of resettlement of households, The current landslides, slope failure, and soil erosion
agricultural fields, and vendors along the railway
Railway railway line, the local population is expected to benefit line is expected. The improved track and bridge along the railway line are expected to be improved by
significantly from the improved access to agricultural the stabilisation of slopes and soils. Air pollution will
Luchenza– X X X A products and improved mobility. Due to the limited B will help reduce the number of derailment B be reduced by the change of transport mode from
Makhanga accidents and engine troubles. Local people will
(76.6 km) access to transport, the poverty rate is high in this area benefit from the improved transport services in truck/car to railway. The occurrence of floods and
and the project will benefit all strata of the local overflow of water on the railway are expected to be
population, including the poor, to provide less terms of access to agricultural products, schools, minimized.
and health posts.
expensive transport.
Since the local population currently suffer from the Some impact of resettlement of households and The project passes the wetland and the Shire River,
disconnection at Chiromo, the improved access to boat associations is expected. Improved transport which may affect biodiversity and the hydrological
Railway situation. Soil erosion is expected to be improved by
Makhanga– X X X A agricultural products and improved mobility will B will help reduce the number of boat accidents. B the project. Air pollution will be reduced by the change
benefit the local population, including the poor who Local people will benefit from the improved
Bangula (8.7km) suffer from expensive transport costs due to the transport services in terms of access to of transport mode from truck/car to railway. The
occurrence of floods and overflow of water on the road
disconnection. agricultural products, schools, and health posts. are expected to be minimised.
Some illegally occupied agricultural fields and
Railway The local population is expected to benefit from the vendors need to be resettled. Local people will The project does not pass through an ecologically
Bangula–Nsanje X X X B improved access to agricultural products and improved B benefit from the improved transport services in B sensitive area. Air pollution will be reduced by the
(45.3 km) mobility. terms of access to agricultural products, schools, change of transport mode from truck/car to railway.
health posts, and so on.
Railway Some negative impact of resettlement of houses,
Nsanje–Border The local population is expected to benefit from the agricultural fields, and vendors is expected. Local The project does not pass through an ecologically
X X B improved access to agricultural products and improved B people will benefit from the improved transport B sensitive area. Air pollution will be reduced by the
(Marka) mobility. services in terms of access to agricultural change of transport mode from truck/car to railway.
(26.4 km)
products, schools, and health posts.
Notes: A = A significant positive impact is expected, B = Some positive impact is expected, C = Some negative/negligible impact is expected, D = Significant negative impact is expected.
Final Report
Source: Study Team

Table 10-21 Overall Results of SEA
Item Zero-option Alt.1 Alt.2 Alt.3

Local Economic Impact D A B A
Social Impact D B B B
Environmental Impact C B B B
Notes: A = A significant positive impact is expected, B = Some positive impact is expected, C = Some negative/negligible
impact is expected, D = Significant negative impact is expected
Source: Study Team
10.4.6 Recommendations for Mitigation Measures of the Master Plan
Based on the results of scoping checklists, several measures are recommended to minimize
adverse impacts from the proposed Master Plan.
(1) Air Pollution
a) Utilization of Environment-friendly Mode of Transport
The increase in air pollutant emission from motor vehicles can be offset by the change of
transport mode from truck/car to railway. The proposed rehabilitation of railways would
significantly reduce the amount of air pollution in the project area. In general, one diesel
locomotive can replace the amount of air pollutants generated from 20–30 trucks, which would
reduce the overall amount of air pollution in Malawi.
b) Design to Minimise Air Pollution from Motor Vehicles
The average speed of 60–70 km/h is considered to be the most efficient in combusting fossil
fuels of motor vehicles. The roads in the proposed projects are designed to be operated at the
average speed of 70 km/h, which will improve the efficiency of fossil fuel combustion. To
promote the efficient use of fossil fuels, the road alignment can be designed to avoid traffic
congestion, sharp curves, and steep grades, which would cause acceleration and deceleration.
c) Minimization of Dust by Appropriate Instructions to Contractors
The dust produced during the construction phase can be minimized by providing appropriate
instructions to contractors, such as spraying water on provisional earth road.
(2) Water Pollution
a) Proper Siting of Work Camp and Stockyard
The potential water pollution can be mitigated by proper siting of work camps, that is, by
avoiding sensitive areas such as water catchments, and by locating the stockyard for all
construction materials far from rivers, wetlands and drinking water intake. The recommended
siting from the Environmental and Social Management Guidelines in the Road Sector is to
stockpile waste materials 15 km away from water resources. This is possible in the proposed
projects.
(3) Mitigation Measures for Biodiversity in Wetlands
a) Environmentally Friendly Construction Work in Wetlands
The biodiversity in Elephant Marsh will be taken into consideration in the Master Plan, in
particular, the avoidance of water pollution and preservation of trees used by nesting birds will
10 - 42
be considered as much as possible. It is also recommended to minimize water crossing and

reclamation work in wetlands in order to preserve the biodiversity of the aquatic ecosystem.
(4) Resettlement
a) Minimization of Resettlement and Avoiding Disturbance to the Local Community
The negative impact from resettlement can be minimized by an analysis of alternatives and a
better understanding of local productive resources, sacred sites, and burial grounds of the local
population. Local mobility and local economic activities should be carefully considered to avoid
major changes in community interaction. The Department of Land and Evaluation in the
Ministry of Land should be involved from an early stage to avoid delays in the resettlement
process.
b) Undertaking Public Consultation with PAPs
At the stage of F/S, public consultation with the PAPs should be held to disseminate
information on the proposed projects.
10.5 IEE for the Pre-Feasibility Study
10.5.1 IEE Methodology
The Study Team has conducted an IEE of the pre-Environmental Impact Assessment for the
proposed priority projects. The IEE is a preliminary analysis of alternative plans, a prediction
and assessment of environmental impacts, and preparation of mitigation measures and a
monitoring plan on the basis of existing data and simple field surveys (“JICA Environmental
Guidelines”).
The proposed priority projects selected by the Master Plan are 1) Reconstruction of the S151
Road between Makhanga and Bangula, and 2) Rehabilitation/Reconstruction of the Railway
between Limbe and Border (Marka). This survey follows the standard methodology of IEE, but
due to the limited information on socio-economic data and flood damage in the project area, a
field investigation was carried out for the section between Makhanga and Bangula. This
includes a questionnaire survey of PAPs, data collection on agriculture and land use in the
project area, and consultation with district governments.
In addition, the IEE for priority projects requires consultation with stakeholders during the
scoping process, according to the Environmental Management Act 1997 and “JICA
Environmental Guidelines”. A stakeholder meetings were held to encourage relevant
stakeholders to understand the project needs, the project design and adverse impacts on the
environment and society, and to participate in the analysis of alternatives and mitigation
measures at an early stage of the proposed projects. Table 10-22 shows an outline and the main
features of the proposed projects for the IEE in the Pre-F/S.
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Table 10-22 Outlines of Priority Projects for the IEE in the Pre-F/S
Project Outline of Projects Main Features

Reconstruction of 1) Reconstruction of road between Makhanga and • Length: 9.5 km
S151 Road Bangula • Existing width: 4-5 m
between 2) Construction of the Chiromo Road Bridge • Design width: 9.7 m
Makhanga and 3) Construction of the New Shire Bridge • Required width for construction: 23 m
Bangula
Rehabilitation and 1) Construction of the Chiromo Railway Bridge • Length: 201 km
Reconstruction of 2) Rehabilitation of the Kamuzu Truss Bridge Limbe–Luchenza: 44.0 km,
Railway between 3) Rehabilitation of railway line between Limbe and Luchenza–Makhanga: 76.6 km,
Limbe and Border Makhanga Makhanga–Bangula: 8.7 km,
4) Reconstruction of railway line between Makhanga Bangula–Nsanje: 45.3 km,
and Border Nsanje–Border (Marka): 26.4 km
• ROW: 30 m (15 m each side)
Source: Study Team
10.5.2 Socio-Economic Survey
Due to the limited existing documents and data on the socio-economic situation and flood
damage in the project area, the survey carried out a field investigation in the project area
between Makhanga and Bangula. The proposed projects require an analysis of alternative routes
(road project) and mitigation measures for PAPs, especially for the loss of income of the boat
association and vendors after the Chiromo washaway is connected (both road and railway
projects). Therefore, a questionnaire survey was undertaken to assess the impact on the
livelihoods of people affected, and their willingness to find alternative sources of income, and to
analyse possible mitigation measures for PAPs. This questionnaire survey focused on specific
groups and was not statistically representative, since the sample size was limited due to the
study schedule. However, the survey collected some useful information to understand the
socio-economic situation and flood damage, which is not well known from existing documents
and data. The detailed findings of the field investigation are provided in Appendix 5. Table
10-23 describes the major findings of the survey.
10.5.3 IEE Results
Based on the analysis of environmental and social impacts, the Study evaluates the proposed
projects in the scoping matrix and describes the major impacts on each project section.
10.5.3 IEE Results for Reconstruction of the S151 Road between Makhanga and Bangula
(1) Scoping Matrix
Table 10-24 shows the scoping matrix for the reconstruction of the S151 road between
Makhanga and Bangula (9.5 km).
10 - 44
Table 10-23 Major Findings of Socio-Economic Survey

Survey Item Major Findings
Boat association • Around 68 members are registered in the boat association.
• There are two occupations, i.e., boat owners and oarsmen. Both have another occupation such as
farming or fishing.
• Boat owners are entitled to work for 5–8 days per month in shifts, while oarsmen normally work 3
days a week.
• Boat fares are MWK100 for business people, and MWK10 and MWK50 for farmers and
agricultural crops respectively.
• The surveyed boat owners earn around MWK1,000/day (about MWK116,000/year) while oarsmen
earn MWK400–800/day (about MWK86,400/year).
• Their preferred future occupations if the Chiromo washaway is connected are to do another
business (boat owners) or to continue their current other occupation such as farming or fishing
(oarsmen).
Bicycle taxi • There are about 200 members in the bicycle taxi association at the disconnection.
association • The surveyed pedaler works every day and earns MWK1,000 per day.
• The fare is MWK50 for one journey and MWK850 for a ride from Bangula to hospital in Mission.
• The surveyed pedaler wishes to continue his occupation as a bicycle taxi pedaler if the Chiromo
washaway is connected.
Agricultural • Of the area of Makhanga EPA (36,082 ha), 8,494 ha are cultivated. Uncultivated arable land totals
production and about 13,000 ha.
land use in • Major food crops are maize, sorghum, and sweet potato while major cash crops are cotton, pigeon
Makhanga peas, and cow peas.
• Most residential areas are located in the upland above the railway line and near the Makhanga
Market. Most agricultural lands are located near the Ruo River and the marsh area.
• The price of cotton rose from MWK35/kg last year to MWK200/kg this year. The estimated annual
income from cotton for the surveyed samples is MWK72,000–140,000, which is equivalent to or
more than the average income of boat owners and oarsmen.
• There are the Chiromo 1 irrigation scheme (19 ha), Chiromo 2 irrigation scheme (8 ha) and
Chitsukwa irrigation scheme near the project area. Pumping engines and treadle pumping pedals
are used to pump up water from the Ruo River and marsh through the canal, and wells. As a result,
farmers can produce two harvests of maize during the dry season, which has significantly
improved the food security and livelihoods of participating farmers. The GoM plans to expand
cotton cultivation and irrigation schemes under the Green Belt Initiative.
• Before the Chiromo washaway in 1997, 3 out of 10 farmers used to transport their crops by train.
• In Makhanga, most farmers cannot transport their crops during the rainy season and are forced to
use boats to transport their crops.
Fishermen • The number of fish in the Shire River has decreased by around 50% from 10 years ago.
• There are no fish farm around the project area.
• One fisherman earns MWK6,000/month while another earns MWK4,500/day.
Flood damage • The most significant floods in the Chiromo area occurred in 1976, 1989, 1997, and 2009, which
indicates that major floods have returned almost every 10 years.
• In 1997, the house near Chiromo Station was totally destroyed mainly by backwater from the Shire
River, with inundation to a depth of about 2 m.
• On the other hand, houses around Makhanga were usually damaged by floods from the Ruo River.
• People in the Makhanga and Chiromo area need to use a boat during the rainy season to transport
agricultural crops and to buy groceries from the Makhanga market. A farmer near the former
Chiromo Station used a rented boat to take his children to the Makhanga primary school when
flooding occurred, which continued for one week.
• Farmers near Chiromo Station often evacuated to the railway platform and built a temporary hut
there.
• Flood water usually did not reach the level of the railway line, but in 1989 and 1997, water
overflowed the railway line and local people had to evacuate to Bangula.
Limbe-Luchenza • Several markets are formed in Namiango, 4.8km from Limbe Station, where access to roads is
railway line limited.
• Many farmers cultivate land within the ROW of the railway.
• Some livestock such as cows and goats, and small animals were found during the site survey.
Source: Study Team
10 - 45
Table 10-24 Scoping Matrix for Reconstruction of S151 Road between Makhanga and Bangula
(1/2)
Construction
Non-project
Operation
Phase
Phase
Impact Outline
1 Resettlement/land acquisition B B D - Due to the realignment and upgrading of the road, the resettlement of some houses
and shops in Makhanga is expected.
- Some land acquisition is expected due to the change of alignment. Proper mitigation
measures need to be taken.
2 Local economy such as B+ B+ A - The local population is expected to benefit significantly from the improved access to
employment and livelihood, agricultural products and improved mobility.
etc. - Employment opportunities for local people are expected to be created during the
reconstruction.
- Members of the boat association and vendors at the Chiromo washaway section will
lose their sources of income, and the incomes of members of the bicycle taxi
association may decrease due to construction of the Chiromo Road Bridge.
- Appropriate compensation for affected people is needed. The overall impact is
anticipated to be positive.
3 Land use and utilisation of B B D - Land acquisition will be necessary for some plots of farmers’ land which will be
local resources affected by the new alignment of the reconstructed S151 at Makhanga and both sides
of the Chiromo washaway and the New Shire Bridge.
- In addition, land will need to be rented during construction for temporary
construction yard(s).
- Water pumped up from shallow wells has the potential to be affected by the
reconstruction works.
- In order to identify the impact of the project, detailed observation will be required
during the F/S stage.
4 Social institutions such as B C D - The boat association and bicycle taxi association will be affected by the
social infrastructure and local reconstruction.
decision-making institutions
5 Existing social infrastructure B A+ A - The local population will significantly benefit from the improved transport services in
and services terms of access to agricultural products, schools, and health posts.
Social Environment
- During the construction work, detour routes will be provided.

6 The poor, indigenous and D A+ A - The project will benefit all strata of the local population, including the poor. The
ethnic people poverty rate is high in the project area, partly due to the disconnection at the
Chiromo washaway.
7 Misdistribution of benefit and D D D - Equal employment opportunities for the local population can avoid the
damage misdistribution of benefit.
8 Cultural heritage D D D - No important cultural sites have been identified near the project area.
9 Local conflicts of interest B C D - Boat oarsmen and bicycle taxi pedalers could be adversely affected by the upgrading
while most other people will benefit.
- It is necessary to appropriately compensate the disadvantaged groups to avoid local
conflict.
10 Water usage or water rights C C D - Some farmers using irrigation could be affected by realignment of the road.
- Appropriate consideration for the shallow wells can prevent adverse effects.
11 Sanitation C D D - Sewage will be discharged from the toilets and food courts of the construction camp
into surrounding water flows if appropriate measures are not taken.
12a Hazards (risks) B B B - There is serious erosion on the right-side bank of the Ruo River near Makhanga and
this could have a negative impact if it is decided to improve the existing road
alignment, which passes only 30 m from the river bank.
- Planned road reconstruction on the existing alignment with an embankment of 1.1 m
to 2.0 m embankment near Makhanga may provide protection against flood water
from the Ruo River for residences north of the existing road, while also preventing
water from flooding the central part of Makhanga. This is a combination of positive
and negative impacts.
- Construction of the Chiromo Road Bridge is planned and the location of abutments
and piers are planned so as not to disturb the present water flow. However, there is a
risk of frequent flooding due to a narrow river section caused by the existing road
embankment on the Bangula side of the Chiromo washaway.
- It will be a difficult to drain flooded water on the land between the existing railway
embankment and the planned road embankment from the Chiromo washaway section
towards the Shire River. This is a negative impact for land use for cultivation.
12b Infectious diseases such as B B B - Construction workers could increase the prevalence of HIV and other infectious
HIV/AIDS diseases, if proper preventive measures are not taken.
10 - 46
Table 10-24 Scoping Matrix for Reconstruction of S151 Road between Makhanga and Bangula
(2/2)
13 Topography and geographical B C D - Construction of embankments with a height of 1.1 m to 4.0 m will modify
features existing geographical features in the project area.
14 Soil erosion B B+ A - Further soil erosion is anticipated at construction sites of the Chiromo Road Bridge
and the New Shire Bridge due to excavation of the river bank and river bed, unless
proper revetment works are carried out for the excavated river bed and
abutments/piers of the newly constructed bridges.
15 Groundwater C C D - Construction of embankments may have adverse effects on groundwater.
- Appropriate consideration for existing water sources (shallow wells) can prevent
adverse effects on groundwater.
Natural Environment
16 Hydrological situation B B D - Construction of the Chiromo Road Bridge is planned and the locations of abutments
and piers are planned so as not to disturb the present water flow. However, there is a
risk of frequent flooding due to a narrow river section caused by the existing road
embankment on the Bangula side of the Chiromo washaway unless this road
embankment is demolished.
- It will be difficult to drain flooded water on the land between the existing railway
embankment and the planned road embankment from the Chiromo washaway section
towards the Shire River. This is a negative impact for land use for cultivation.
17 Coastal zone D D D - The project does not pass near the coast.
18 Flora, fauna and biodiversity B B B - The planned alignment of S151 will pass through the outer edge of Elephant Marsh,
which is not a protected area by law in Malawi.
19 Meteorology D D D - There is no activity that might affect meteorology.
20 Landscape B C D - Construction of the Chiromo Road Bridge and the New Shire Bridge could change
the landscape.
21 Global warming D D D - Due to the volume of traffic in this area, the impact on global warming is expected to
be negligible.
22 Air pollution B B D - In the proposed projects, the roads in the project area are designed for an average
speed of 70 km/h, which will result in more efficient combustion of fossil fuels than
at present.
- Some dust will be produced during construction and some adverse impacts are
expected in the residential area at Makhanga, but other places will suffer no
significant impact since most of the construction work will be done in open
agricultural/vegetation areas amid dispersed settlements.
23 Water pollution B D D - There are potential sources of pollution of surface and groundwater flows in the
Project. These are: 1) runoff soil from the construction site, particularly due to
excavation of river beds and banks for constructing the foundations of bridges and
demolition of the road embankment on the Bangula side, 2) surface soil erosion
caused by rain water from the excavation site, 3) accidental leakage of fuel/oil and 4)
structures, such as drains and bridges, connected to or placed in/under surface water
flow.
- Sewage will be discharged from the toilets and food courts of the construction camp
into surrounding water flows if appropriate measures are not taken.
24 Soil contamination B C D - During the construction, accidental leakage of fuel/oil is anticipated to cause soil
Pollution
contamination.
25 Waste B D D - Solid waste will be produced during the road improvement process, starting with
surplus soil and rocks from the excavation work and also metallic parts, cut wood
from road sides and slopes, and food waste from construction workers.
26 Noise and vibration B B D - Trucks and heavy equipment working along the road will be noisy and cause
vibration.
27 Ground subsidence C C D - There is no extraction of groundwater which might lead to ground subsidence.
28 Offensive odour B D D - Offensive odour is temporarily expected due to exhaust gas from construction
vehicles and heavy equipment.
29 Bottom sediment B D D - The construction work could generate dust from construction materials and
excavation work.
30 Accidents B B B - During the construction process, there will be more heavy traffic, which may increase
A+ the risk of traffic accidents.
- During the operational phase of the project, the higher speed and increase amount of
traffic may hinder the movement of farmers and livestock, and the risk of traffic
accidents may increase.
- There have been boat accidents at the disconnection site every year and some people
have died in such accidents. Improved transport at the Chiromo washaway will help
reduce the number of boat accidents significantly in this area.
expected. + indicates a positive impact
Source: Study Team
10 - 47
(2) Major Impacts

a) Major Impact on the Social Environment
The Chiromo washaway in 1997 had a significant impact on transport infrastructure and
social services in the project area. Due to the disconnection, local people living in the project
area need to spend at least an extra money of at least MWK 100 on the boat crossing to sell
agricultural crops, to go to hospital, and so on. The proposed road project will significantly
benefit the local population by improving transport services and hence access to agricultural
products, schools, and health posts.
The members of the boat association are expected to be affected by the proposed project.
Their sources of income will diminish after the construction of the Chiromo Road Bridge, since
people will then be able to cross the Chiromo washaway without having to pay to oarsmen.
Bicycle taxi pedalers may continue their business after the Chiromo washaway section is
connected, but their income may decrease due to the improvement of transport access: for
instance, local people will be able to transport agricultural crops by vehicle, their own bicycle or
on foot between Makhanga and Bangula. Vendors at the disconnection may also be affected by
the construction of the Chiromo Road Bridge. Appropriate mitigation measures need to be
taken.
b) Involuntary Resettlement and Land Acquisition
The proposed reconstruction of S151 between Makhanga and Bangula will change the
alignment at the New Shire Bridge, the Chiromo Road Bridge, and in Makhanga. The area near
the Chiromo Road Bridge and the Chiromo Railway Bridge is not a residential area. The area
near the New Shire Bridge is not inhabited. There are several shops close to the road near the
Makhanga Market. In the project area between the Makhanga Market and the Kamuzu Truss
Bridge, there are 373 households and 1639 people within 300 m of the road and the railway.
The section of the existing S151 Makhanga–Bangula passes through the Makhanga Market
and the town of Makhanga, and some vendors and houses may need to be resettled for the
reconstruction of the road. There are about 20 shops with concrete brick structures within 10 m
of the centre- line of the road at the Makhanga Market, which may need to be resettled if the
existing road is selected for improvement. There are also about 10 shops in temporary structures
shops selling some fruits and vegetables. There are some houses along other parts of the road in
Makhanga, which may need to be resettled for the improvement works.
The ROW of S151 is determined as 18 m each side from the centre line of the road according
to the Public Road Act.
c) Local Economy
The proposed project will affect member of the boat association and vendors near the
Chiromo washaway who will lose their sources of income, as well as members of the bicycle
taxi association whose income may decrease, after the construction of the Chiromo Road Bridge.
However, the local population is expected to benefit significantly from the improved access to
agricultural product and social services, and improved mobility. Employment opportunities for
10 - 48
local people are expected to be created during the reconstruction works. The local population
will also benefits from improved transport access for agricultural crops during the rainy season,
and some people may no longer need to borrow a boat to transport agricultural crops.
Reconstruction of the S151 road may reduce the income of some vendor, whose shops are
relocated.
d) Land Use and Utilisation of Local Resources
Land acquisition will be necessary for some plots of farmer’s land which will be affected by
the new alignment of the reconstructed S151 at Makhanga and both sides of the Chiromo
washaway and the New Shire Bridge. In addition, land will need to be rented during
construction for temporary construction yard(s). These will be negative impacts caused by the
project.
Water pumped up from shallow wells has the potential to be affected by the reconstruction
works. In order to identity the impact of the project, detailed observation will be required during
the F/S stage.
e) Hazards
There is serious erosions on the right-side bank of the Ruo River near Makhanga and this
could have a negative impact if it is decided to improve the existing road alignment, which
passes only 30 m from the river bank.
Planned road reconstruction on the existing alignment with an embankment of 1.1 m to 2.0 m
near Makhanga may provide protection against flood water from the Ruo River for residences
north of the existing road, while also preventing water from flooding the central part of
Makhanga. This is a combination of positive and negative impacts.
Construction of the Chiromo Road Bridge is planned in the Study and the locations of
abutments and piers are planned so as to disturb the present water flow. However, there is a risk
of frequent flooding due to a narrow river section caused by the existing road embankment on
the Bangula side of the Chiromo washaway.
It will be difficult to drain flooded water on the land between the existing railway
embankment and the planned road embankment from the Chiromo washaway section towards
the Shire River. This is a negative impact for land use for cultivation.
During the construction process, there will be more heavy traffic, which may increase the risk
of traffic accidents. During the operational phase of the road and railway of the Project, the
higher speed and increased volume of traffic may hinder the movement of farmers and livestock,
and risk of traffic accidents may increase.
f) Forests Biodiversity and Social Condition
• It is expected that no forest cutting will be necessary for the Project.
• There are no historical and cultural heritages, including World Heritage Sites, along the
selected roads.
10 - 49
• There are no indigenous people in Malawi. However, there are minority people living in the
country since Malawi is a conglomerate state that consists of multi-ethnic groups and
religious sects.
g) Flora, Fauna, and Biodiversity
As noted in Section 10.4, the proposed projects pass through the outer edge of a wetland
called Elephant Marsh, which is not a protected area by law in Malawi. However, the wetland
plays an important role in biodiversity as a bird sanctuary and as a destination for migrating
birds, and its biodiversity and importance as a destination for migrating birds need to be taken
into consideration when undertaking a road project in this area.
The Lower Shire Valley is a breeding site for crocodiles and hippos, as noted in Section 10.4.
Improved accessibility around the marsh might lead to increased poaching activities and
encroachment. As the marsh is not only rich in biodiversity but also a source of human
livelihood, an appropriate wetland management plan, as illustrated in the case of Lake Chilwa,
is desired.
h) Topography and Soil
Construction of road embankments with height of 1.1 m to 4.0 m will modify the existing
geographical features in the project area.
i) Hydrology
Construction of the Chiromo Road Bridge is planned and the locations of abutments and piers
are planned so as not to disturb the present water flow. However, there is a risk of frequent
flooding due to a narrow river section caused by the existing road embankment on the Bangula
side of the Chiromo washaway unless this road embankment is demolished.
It will be difficult to drain flooded water on the land between the existing railway
embankment and the planned road embankment from the Chiromo washaway section towards
the Shire River. This is a negative impact for land use for cultivation.
j) Air Pollution
The traffic volume in the project area is relatively low compared to other regions in Malawi:
the volumes of motorised vehicles on the S151 (Seven) in 2006 was 37 veh./day. The average
speed of vehicles on unpaved roads in the project area was about 32–40 km/h. In the proposed
projects, the roads in the project area are designed for an average speed of 70 km/h, which will
result in more efficient combustion of fossil fuels than at present.
Some dust will be produced during construction and some adverse impacts are expected in
the residential areas of Makhanga, but other places will suffer no significant impact since most
of the construction work will be done in open agricultural/vegetation areas amid dispersed
settlements. The dust may be more intense during the dry season in the project area.
k) Water Pollution
There are potential sources of pollution of surface and groundwater flows in the Project.
These are: 1) runoff soil from the construction site, particularly due to excavation of river beds
and banks for constructing the foundations of bridges and demolition of the road embankment
10 - 50
on the Bangula side, 2) surface soil erosion caused by rain water from the excavation site, 3)
accidental leakage of fuel/oil and 4) structures, such as drains and bridges, connected to or
placed in/under surface water flow.
Solid waste will be produced during the road improvement process, starting with surplus soil
and rocks from the excavation work and also metallic parts, cut wood from road side and slopes
and food waste from construction workers.
Sewage will be discharged from the toilets and food courts of the construction camp into
surrounding water flows if appropriate measures are not taken.
Groundwater is also an important source of water for the rural population in this region. In
the Lower Shire Valley, groundwater tend to have high levels of salt, causing shallow wells to
be abandoned. There are two shallow wells in the project area, and a detailed survey of the
groundwater near the shallow wells is needed to prevent water pollution from construction
work.
l) Noise and Vibration
Trucks and heavy equipment working along the road will be noisy and cause vibration.
10.5.4 IEE Results for Rehabilitation of Railway between Limbe and Luchenza
(1) Scoping Matrix
Table 10-25 shows the scoping matrix for the rehabilitation of railway between Limbe and
Luchenza (44.0 km).
Table 10-25 Scoping Matrix for Rehabilitation of Railway between Limbe and Luchenza (1/2)
Construction
Non-project
Operation
Phase
Phase
Impact Outline
1 Resettlement/land acquisition B B D - Land acquisition will be necessary for some plots of farmers’ land
which will be affected by changing of the alignment for small bridges
to be reconstructed.
- Illegal farming activities within the railway ROW need to be stopped.
2 Local economy such as B+ B+ D - The local population is expected to benefit from the improved
employment and livelihood, mobility. Employment opportunities for local people are expected to
etc. be created during the rehabilitation.
3 Land use and utilisation of B B D - Land will need to be rented during construction for temporary
local resources construction yard(s).
Social Environment
4 Social institutions such as D D D - There is no social association affected by the railway project.
social infrastructure and local
5 Existing social infrastructure B B+ B - The local population will benefit from the improved transport services
and services in terms of access to agricultural products, schools, and health posts.
6 Poor, indigenous and ethnic D B+ B - The rehabilitation will benefit all strata of the local population,
people including the poor.
7 Misdistribution of benefit and D D D - Equal employment opportunities for the local population can avoid
damage the misdistribution of benefit.
9 Local conflicts of interest D D D - There is no significant local conflict caused by the rehabilitation
project.
10 Water usage or water rights C C D - Major damage to water usage by the local population is not
anticipated, but it is necessary to confirm the water sources near the
railway line.
10 - 51
Table 10-25 Scoping Matrix for Rehabilitation of Railway between Limbe and Luchenza (2/2)
11 Sanitation C D D - The construction camp will adversely affect sanitation if proper
measures are not taken.
12a Hazards (risks) D D D - Major hazards such as floods and washaways are not expected in this
section.
12b Infectious diseases such as B B B - In general, the construction workers could increase the prevalence of
HIV/AIDS HIV and other infectious diseases, if proper preventive measures are
not taken.
13 Topography and geographical D D D - The project site is on hilly terrain and a major impact on geographical
features features is not expected.
14 Soil erosion B B+ B - Soil erosion due excavation and water flow diversion is expected
during the rehabilitation work and proper mitigation measures are
required to prevent it. The improved drainage system will minimise
further soil erosion.
15 Groundwater C C D - In-situ piling of the foundations of bridges for reconstruction will
Natural Environment
have adverse effects on groundwater. Appropriate consideration for

the existing water sources (wells) can prevent adverse effects on
groundwater.
16 Hydrological situation B B D - Since the rehabilitation will be carried out over several rivers/ streams,
some impacts on the hydrological situation are expected.
18 Flora, fauna and biodiversity D D D - The railway line does not pass through an ecologically sensitive area
and the impact on biodiversity is expected to be negligible.
19 Meteorology D D D - There is no activity that may affect meteorology.
20 Landscape D D D - The rehabilitation of the railway line follows the existing line, and a
major change of landscape is not expected in this section.
21 Global warming D D D - Due to the volume of traffic in this area, the impact on global
warming is expected to be negligible.
22 Air pollution B B+ D - Dust and other air pollutants are expected to be produced during the
rehabilitation.
23 Water pollution B D D - Accidental leakage of fuel/oil and discharge of sewage from the toilets
and food courts of the construction camp into surrounding water flows
may occur if appropriate measures are not taken.
24 Soil contamination B C D - During the rehabilitation, some chemical grouting is expected to cause
soil contamination.
25 Waste B C D - Solid waste will be produced during the road improvement process,
starting with surplus soil and rocks from the excavation work and also
metallic parts, cut wood from railway sides and slopes, and food waste
from construction workers.
- The increase of passenger trains could increase waste at stations.
26 Noise and vibration B B D - Trucks and heavy equipment working along the road will be noisy and
cause vibration.
Pollution
- Increased train operations could generate more noise and vibration

along the railway line.
27 Ground subsidence D D D - There is no extraction of groundwater that could lead to ground
subsidence.
28 Offensive odour B C D - Offensive odour is temporarily expected due to exhaust gas from
construction vehicles and heavy equipment.
- The operation of diesel locomotive will generate some offensive
odour.
29 Bottom sediment B D D - The rehabilitation work could generate dust from construction
materials and excavation work, in particular near the river.
30 Accidents B B B - After the completion of rehabilitation and reconstruction works, the
number of trains will increase between Limbe and Luchenza. This
may increase the risk of accidents between a train and a vehicle,
bicycle or pedestrian at the three main level crossings with M2, M4
and a secondary paved road.
- Accident involving pedestrians and bicycles along railway line are
also anticipated.
expected. + indicates a positive impact.
Source: Study Team
10 - 52
(2) Major Impacts

a) Involuntary Resettlement and Land Acquisition
There are several houses and latrines located near the railway line between Limbe and
Luchenza, especially in the suburbs of Limbe. These houses may not need to be relocated. A
cemetery near the Namiango Market may also not need to be relocated. Some shops in the
Namiango Market are located within 10 m of the railway line, but may not need to be relocated.
Agricultural fields currently occupying the railway ROW in this section need to be relocated.
The ROW in the section between Limbe and Border is determined as 15 m each side from the
centre line of the railway according to the MoTPI regulation.
b) Land Use and Utilisation of Local Resources
Land acquisition will be necessary for some plots of farmers’ land which will be affected by
changing the alignment for small bridges to be reconstructed. In addition, land will need to be
rented during construction for temporary construction yard(s). These will be negative impacts
caused by the Project.
c) Hazards
The rehabilitation and reconstruction of the railway between Limbe and Luchenza is planned
mainly to follow the existing horizontal and vertical alignment. Hence, there is expected to be
no major impact on flooding.
After the completion of the rehabilitation work, the number of trains will increase between
Limbe and Luchanza. This may increase the risk of accidents between a train and a vehicle,
bicycle or pedestrian at three level crossings with paved roads. This will be a potential negative
impact.
d) Forests Biodiversity, and Social Condition
• The railway line between Limbe and Luchenza does not pass through an ecologically
sensitive area and the impact on biodiversity is considered to be negligible.
selected roads.
religious sects.
e) Flora, Fauna, and Biodiversity
The railway line between Limbe and Luchenza does not pass through an ecologically
sensitive area and the impact on biodiversity is expected to be negligible. Most of the
construction work will be done within the ROW.
f) Air Pollution
Railway is an environment-friendly means of transport in terms of air pollution. For the
section between Limbe and Luchenza, diesel locomotives are currently used for passenger trains,
which run once a week. Diesel locomotives emit combustion products such as NOx and
10 - 53
particulate matter (PM). In the planned railway projects, passenger trains will run daily between
Limbe and Nsanje, some freight trains will run between Limbe and Border, and trucks that are
currently used to carry sugar from Nchalo and cotton from Bangula will be replaced by freight
trains. Although there may be an increase in air pollutants emitted by locomotives, this increase
may be partially offset by the change of transport mode from minibus/truck to railway.
g) Water Pollution
These are: 1) runoff soil from the construction site, 2) surface soil erosion caused by rain water
from the excavation site, 3) accidental leakage of fuel/oil and 4) structures, such as drains and
bridges, connected to or placed in/under surface water flow.
h) Noise and Vibration
10.5.5 IEE Results for Rehabilitation of Railway between Luchenza and Makhanga
(1) Scoping Matrix

Table 10-26 shows the scoping matrix for the rehabilitation of railway between Luchenza and
Makhanga (76.6 km).
Table 10-26 Scoping Matrix for Rehabilitation of Railway between Luchenza and Makhanga
(1/2)
Construction
Non-project
Operation
Phase
Phase
Impact Outline
1 Resettlement/land acquisition B B D - Land acquisition will be necessary for some plots of farmers’ land which
will be affected by changing the alignment for 2.3 km of the section
between Makhanga and Sankhulani and small bridges to be
reconstructed.
2 Local economy such as B+ A+ A - Since there is no road nearby and the train service is currently not
Social Environment
employment and livelihood, etc. sufficient to meet demands along the railway line, the local population is
expected to benefit significantly from the improved access to agricultural
products and improved mobility.
- Employment opportunities for local people are expected to be created
during the rehabilitation.
3 Land use and utilisation of local B B D - Land will need to be rented during construction for temporary
resources construction yard(s).
4 Social institutions such as social D D D - There is no social association affected by the railway project.
infrastructure and local
5 Existing social infrastructure and B A+ A - The local population will significantly benefit from the improved
services transport services in terms of access to agricultural products, schools,
and health posts.
10 - 54
Table 10-26 Scoping Matrix for Rehabilitation of Railway, Luchenza–Makhanga Section (2/2)
6 Poor, indigenous and ethnic D A+ A - The rehabilitation will benefit all strata of the local population,
people including the poor. The poverty rate is high in the project area, partly
due to the limited access to transport.
Social Environment
9 Local conflicts of interest D D D - There is no significant local conflict caused by the rehabilitation
project.
10 Water usage or water rights C C D - Major damage to water usage by the local population is not anticipated,
but it is necessary to confirm the water sources near the railway line.
12a Hazards (risk) B B+ B - The occurrence of floods and overflow of water on the railway are
expected to be minimised by the improved drainage system.
12b Infectious diseases such as B B B - In general, construction workers could increase the prevalence of HIV
HIV/AIDS and other infectious diseases if proper preventive measures are not
taken.
13 Topography and geographical B B+ A - The current landslides and slope failures that occur along the railway
features line will be improved by the stabilisation of slopes and soils. The
rehabilitation work could change geographical features in the project
area.
14 Soil erosion B B+ B - Soil erosion due to excavation and water flow diversion is expected
during the rehabilitation work and proper mitigation measures are
required to prevent it. Slope failures cause soil erosion at the moment,
which can be improved by the better drainage system, and replanting
Natural Environment
vegetation and trees in cleared areas and on slopes.

15 Groundwater C D D - In-situ piling of the foundations of bridges for reconstruction will have
adverse effects on groundwater.
16 Hydrological situation B B D - Since the rehabilitation will be carried out over several rivers/streams,
some impacts on the hydrological situation are expected.
18 Flora, fauna and biodiversity B B D - The railway line does not pass through an ecologically sensitive area
and the impact on biodiversity is expected to be negligible. However,
cutting of trees and vegetation during the rehabilitation work may
affect the forest resources in this area.
20 Landscape B B D - The rehabilitation of the railway line requires the cutting of hillside,
which could change the landscape.
21 Global warming D D D - Due to the volume of traffic in this area, the impact on global warming
is expected to be negligible.
rehabilitation.
24 Soil contamination B C D - During the rehabilitation, some chemical grouting is expected to cause
soil contamination.
Pollution
cause vibration.
- Increased train operations could generate more noise and vibration
subsidence.
- The operation of diesel locomotives will generate some offensive
odour.
29 Bottom sediment B D D - The rehabilitation work could generate dust from construction
materials and excavation work, in particular near the river.
30 Accidents B B B - After the completion of rehabilitation and reconstruction works, the
number of trains will increase between Luchenza and Makhanga. This
may increase the risk of accidents between a train and a vehicle,
bicycle or pedestrian along the railway line or at a level crossing.
expected. * indicates a positive impact.
Source: Study Team
10 - 55
(2) Major Impacts

Local residents along the railway line between Luchenza and Makhanga face serious
problems as they have lost almost all opportunities to take agricultural products by train to sell
at a major market, because the train runs only one a week or less since the disconnection of the
railway line at the Chiromo washaway section.
There are few houses along the railway line between Luchenza and Makhanga, and no
significant negative impact of resettlement is anticipated in this section. However, many
agricultural fields have extended to the ROW of the railway line between Luchenza and
Sandama; those currently illegally occupy the ROW need to be relocated for the rehabilitation.
There are also some vendors selling agricultural products and clothes near Thekerani Station,
but this market is temporary and there is no vendors’ association to form social institutions at
this market.
c) Local Economy
For the section between Luchenza and Makhanga, the local population is expected to benefit
significantly from the improved access to agricultural products and improved mobility by the
proposed railway project, since there is no road nearby.
After the completion of rehabilitation and reconstruction of the railway between Limbe and
Nsanje, or even Bangula, the local economy in Makhanga is expected to change dramatically,
because Makhanga Station will become just one of the small station between Luchenza and
Bangula, and most of the passengers from Limbe and Luchenza will continue their trip to
Bangula or Nsanje, instead of using Makhanga Station as a transit point for their trip as at
present. This is a very common situation all over the world when a bypass is constructed for
either a railway or road, and indirect negative impacts for the local economy are unavoidable.
To address this issue, a rural development plan will be necessary rather than mitigation
measures in this project.
changing the alignment for 2.3 km of the section between Makhanga and Sankhulani and the
small bridges to be reconstructed. In addition, land will need to be rented during construction
for temporary construction yard(s). These will be negative impacts caused by the Project.
e) Hazards
The rehabilitation and reconstruction of the railway between Luchenza and Makhanga is
planned mainly to follow the existing horizontal and vertical alignment. Hence, there is
expected to be no major impact on flooding.
After the completion of the rehabilitation and reconstruction work, the number of trains will
increase between Luchanza and Makhanga. This may increase the risk of accidents between a
train and a vehicle, bicycle or pedestrian at level crossings. This will be a potential negative
10 - 56
impact.
f) Forests Biodiversity and Social Condition
• The railway line between Luchenza and Makhanga does not pass through an ecologically
selected roads.
religious sects.
g) Flora, Fauna and Biodiversity
The railway lines between Luchenza and Makhanga, does not pass through an ecologically
sensitive area and the impact on biodiversity is expected to be negligible. Most of the
construction work will be done within the ROW.
h) Topography and Soil
In the proposed railway rehabilitation projects, the risk of landslides and slope failures
between Luchenza and Makhanga will be minimized by replanting vegetation and trees on
cleared areas and slopes, using slope retaining techniques, improving the drainage system, etc.
i) Air Pollution
Railway is an environment-friendly means of transport in terms of air pollution. For the
section between Luchenza and Makhanga, diesel locomotives are currently used for passenger
trains, which run once a week. Diesel locomotives emit combustion products such as NOx and
particulate matter (PM). In the planned railway projects, passenger trains will run daily between
Limbe and Nsanje, some freight trains will run between Limbe and Border, and trucks that are
currently used to carry sugar from Nchalo and cotton from Bangula will be replaced by freight
trains. Although there may be an increase in air pollutants emitted by locomotives, this increase
may be partially offset by the change of transport mode from minibus/truck to railway.
j) Water Pollution
k) Noise and Vibration
10 - 57
10.5.6 IEE Results for Reconstruction of Railway between Makhanga and Bangula
(1) Scoping Matrix
Table 10-27 shows the scoping matrix for the reconstruction of railway between Makhanga
and Bangula (8.7 km).
Table 10-27 Scoping Matrix for Reconstruction of Railway between Makhanga and Bangula (1/2)
Construction
Non-Project
Operation
Phase
Phase
Impact Outline
1 Resettlement/land B B D - Due to the reconstruction of the railway, the eviction of some vendors near
acquisition Makhanga and Bangula Station is expected.
- Some land acquisition is expected due to the change of alignment for construction
of the Chiromo Railway Bridge.
2 Local economy such as B+ B+ A - The local population is expected to benefit significantly from the improved access
employment and to agricultural products and improved mobility. Employment opportunities for
livelihood, etc. local people are expected to be created during the reconstruction. The overall
impact is anticipated to be positive.
- After the completion of rehabilitation and reconstruction of the railway between
Limbe and Nsanje, or even Bangula, the local economy in Makhanga is expected
to change dramatically, because Makhanga Station will become just one of the
small stations between Luchenza and Bangula, and most of the passengers from
Limbe and Luchenza will continue their trip to Bangula or Nsanje, instead of using
Makhanga Station as a transit point for their trip as at present. This is a very
common situation all over the world when bypass is constructed for either a
railway or road, and indirect negative impacts for the local economy are
unavoidable. To address this issue, a rural development plan will be necessary
rather than mitigation measures in this project.
3 Land use and utilisation of C C D - Land will need to be rented during construction for temporary construction
local resources yard(s).
4 Social institutions such as B C D - The bicycle taxi association will be affected by the reconstruction of the railway
social infrastructure and line and resumption of operation of passenger trains to Bangula.
Social Environment
local decision-making
institutions
5 Existing social D A+ A - The local population will benefit significantly from the improved transport
infrastructure and services services in terms of access to major markets, schools, and health posts.
6 Poor, indigenous and D A+ A - The reconstruction will benefit all strata of the local population, including the
ethnic people poor. The poverty rate is high in the project area, partly due to the disconnection at
Chiromo.
7 Misdistribution of benefit D D D - Equal employment opportunities for the local population can avoid the
and damage misdistribution of benefit.
9 Local conflicts of interest C C D - Bicycle taxi pedalers may be disadvantaged by the reconstruction project while
most other people will benefit. It is necessary to appropriately compensate the
disadvantaged groups to avoid local conflict.
10 Water usage or water rights C C D - Some farmers using irrigation could be affected by the reconstruction. Some
fishermen could be affected by the construction of the Chiromo Railway Bridge.
11 Sanitation C D D - The construction camp will adversely affect sanitation if proper measures are not
taken.
12a Hazards (risks) B C B - Construction of the Chiromo Railway Bridge is planned and the location of
abutments and piers are planned so as not to disturb the present water flow.
However, there is a risk of frequent flooding due to a narrow river section caused
by the existing road embankment on the Bangula side of the Chiromo washaway.
embankment and the planned road embankment from the Chiromo washaway
section towards the Shire River. This is a negative impact for land use for
cultivation.
12b Infectious diseases such as B B B - Construction workers could increase the prevalence of HIV and other infectious
HIV/AIDS diseases, if proper preventive measures are not taken.
10 - 58
Table 10-27 Scoping Matrix for Reconstruction of Railway between Makhanga and Bangula (2/2)
13 Topography and B C D - Construction of new embankments at the approach section of the Chiromo
geographical features Railway Bridge will modify existing geographical features in the project area.
14 Soil erosion B B+ A - Further soil erosion is anticipated at construction sites of the Chiromo Railway
Bridge due to excavation of the river bank and river bed, unless proper revetment
works are carried out for the excavated river bed and abutments/piers of the newly
constructed bridge.
15 Groundwater C D D - Construction of a new embankment at the approach section of the Chiromo
Railway Bridge may have adverse effects on groundwater. Appropriate
consideration for existing water sources (shallow wells) can prevent adverse
effects on groundwater.
Natural Environment
16 Hydrological situation B B D - Construction of the Chiromo Railway Bridge is planned and the locations of
abutments and piers are planned so as not to disturb the present water flow.
However, there is a risk of frequent flooding due to a narrow river section caused
by the existing road embankment on the Bangula side of the Chiromo washaway
unless this road embankment is demolished.
embankment and the planned road embankment from the Chiromo washaway
section towards the Shire River. This is a negative impact for land use for
cultivation.
18 Flora, fauna and B B B - The existing railway alignment passes through the outer edge of Elephant Marsh,
biodiversity which is not a protected area by law in Malawi.
19 Meteorology D D D - There is no activity that might affect meteorology.
20 Landscape C C D - Construction of the Chiromo Railway Bridge could change the landscape..
21 Global warming D D D - Due to the volume of traffic in this area, the impact on global warming is expected
to be negligible.
reconstruction.
- The change of transport mode from truck/car to more environment-friendly
railway will reduce total pollutant emissions.
23 Water pollution B D D - There are potential sources of pollution of surface and groundwater flows in the
Project. These are: 1) runoff soil from the construction site, particularly due to
excavation of river beds and banks for constructing the foundations of bridges and
demolition of the road embankment on the Bangula side, 2) surface soil erosion
caused by rain water from the excavation site, 3) accidental leakage of fuel/oil and
4) structures, such as drains and bridges, connected to or placed in/under surface
water flow.
- Sewage will be discharged from the toilets and food courts of the construction
camp into surrounding water flows if appropriate measures are not taken.
24 Soil contamination B C D - During the construction, accidental leakage of fuel/oil is anticipated to cause soil
contamination.
25 Waste B C D - Solid waste will be produced during the road improvement process, starting with
surplus soil and rocks from the excavation work and also metallic parts, cut wood
Pollution
from railway sides and slopes, and food waste from construction workers.
26 Noise and vibration B B D - Trucks and heavy equipment working along the road will be noisy and cause
vibration.
- Increased train operation could generate more noise and vibration along the
railway line.
27 Ground subsidence C C D - There is no extraction of groundwater which might lead to ground subsidence.
28 Offensive odour B C D - Offensive odour is temporarily expected due to exhaust gas from construction
vehicles and heavy equipment.
- The operation of diesel locomotives will generate some offensive odour.
29 Bottom sediment B D D - Reconstruction work could generate dust from construction materials and
excavation work.
30 Accidents B B B - During the construction process, there will be more heavy traffic, which may
increase the risk of traffic accidents.
- After the completion of rehabilitation and reconstruction works, trains will resume
operation between Makhanga and Bangula. This may increase the risk of accidents
between a train and a vehicle, bicycle or pedestrian at the one main level crossing
with M1 and on the Kamuzu Truss Bridge (rail cum road bridge).
- Accident involving pedestrians and bicycle along the railway line are also
anticipated.
Source: Study Team
10 - 59
(2) Major Impacts

The improvement in railway services is expected to bring the same benefits for local people
in the section between Makhanga and Bangula.
The railway line between Makhanga and Bangula is not operating currently. At Makhanga
and Bangula Stations, vendors have illegally built huts along the railway line, but these are
temporary structures. The vendors need to be relocated for the reconstruction of the railway line,
which will have a negative impact, but their business will benefit by the increased number of
customers at stations after the reconstruction.
c) Local Economy
The railway project is expected to have the same impact on the local economy as the road
project between Makhanga and Bangula.
changing the alignment for both sides of the Chiromo washaway. In addition, land will need to
be rented during construction for temporary construction yard(s). These will be negative
impacts caused by the Project.
e) Hazards
The rehabilitation and reconstruction of the railway between Makhanga and Bangula is
planned mainly to follow the existing horizontal and vertical alignment. Hence, there is
expected to be no major impact on flooding.
Construction of the Chiromo Railway Bridge is planned in the Study and the locations of
abutments and piers are planned so as not to disturb the present water flow. However, there is a
risk of frequent flooding due to a narrow river section caused by the existing road embankment
on the Bangula side of the Chiromo washaway.
After the completion of the rehabilitation and reconstruction work, operation of train will
resume between Makhanga and Bangula. This may increase the risk of accidents between a train
and a vehicle, bicycle or pedestrian at a level crossing and on the Kamuzu Truss Bridge. This
will be a potential negative impact.
f) Forests Biodiversity, and Social Condition
• The railway line between Makhanga and Bangula does not pass through an ecologically
selected roads.
religious sects.
10 - 60
g) Flora, Fauna, and Biodiversity

The railway line between Makhanga and Bangula passes through the outer edge of Elephant
Marsh and crosses the Shire River and the New Shire River, and is expected to have similar
impact to the above road project.
h) Hydrology
Construction of the Chiromo Railway Bridge is planned and the locations of abutments and
piers are planned so as not to disturb the present water flow. However, there is a risk of frequent
flooding due to a narrow river section caused by the existing road embankment on the Bangula
side of the Chiromo washaway unless this road embankment is demolished.
i) Air Pollution
Railway is an environment-friendly means of transport in terms of air pollution. In the
planned railway projects, passenger trains will run daily between Limbe and Nsanje, some
freight trains will run between Limbe and Border, and trucks that are currently used to carry
sugar from Nchalo and cotton from Bangula will be replaced by freight trains. Although there
may be an increase in air pollutants emitted by locomotives, this increase may be partially offset
by the change of transport mode from minibus/truck to railway.
j) Water Pollution
These are: 1) runoff soil from the construction site, particularly due to excavation of river beds
and banks for constructing the foundations of bridges and demolition of the road embankment
on the Bangula side, 2) surface soil erosion caused by rain water from the excavation site, 3)
accidental leakage of fuel/oil and 4) structures, such as drains and bridges, connected to or
placed in/under surface water flow.
Groundwater is also an important source of water for the rural population in this region. In
the Lower Shire Valley, groundwater tend to have high levels of salt, causing shallow wells to
be abandoned. There are two shallow wells in the project area, and a detailed survey of the
groundwater near the shallow wells is needed to prevent water pollution from construction
work.
k) Noise and Vibration
10.5.7 IEE Results for Reconstruction of Railway between Bangula and Nsanje
(1) Scoping Matrix

Table 10-28 shows the scoping matrix for the reconstruction of railway between Bangula and
10 - 61
Nsanje (45.3 km).

Table 10-28 Scoping Matrix for Reconstruction of Railway betwen Bangula and Nsanje (1/2)
Construction
Non-project
Operation
Phase
Phase
Impact Outline
1 Resettlement/land acquisition B B D - A few illegally occupied agricultural fields and some illegally occupied
huts of vendors need to be relocated.
- Since the adjacent road can be utilised to transport construction
materials during the reconstruction, resettlement is not expected to have
a significant impact.
2 Local economy such as B+ B+ D - The local population is expected to benefit from the improved access to
employment and livelihood, agricultural products and improved mobility.
etc. - Employment opportunities for local people are expected to be created
during the reconstruction.
3 Land use and utilisation of C C D - Land will need to be rented during construction for temporary
local resources construction yard(s).
4 Social institutions such as D D D - There is no social association affected by the railway project.
social infrastructure and local
Social Environment
5 Existing social infrastructure B B+ D - The local population will benefit from the improved transport services
and services in terms of access to agricultural products, schools, and health posts.
6 Poor, indigenous and ethnic D B+ B - The reconstruction will benefit all strata of the local population,
8 Cultural heritage C C D - No important cultural sites have been identified near the project area.
9 Local conflicts of interest D D D - There is no significant local conflict caused by the reconstruction
project.
but it is necessary to confirm water sources near the railway line.
12a Hazards (risks) D D D - The occurrence of floods and overflow of water on the railway are
taken.
13 Topography and geographical D D D - The project site is on the flat plain in the Lower Shire Valley and a
features major impact on geographical features is not expected.
14 Soil erosion B B+ A - Soil erosion due to excavation is not anticipated because there are only
wadis where reconstruction of bridges is planned.
- Soil erosion of wadis only during rainy season will be minimised by the
improved drainage system.
15 Groundwater C C D - In-situ piling of the foundations of bridges for reconstruction will have
Natural Environment
adverse effects on groundwater. Appropriate consideration for existing

water sources (wells) can prevent adverse effects on groundwater.
16 Hydrological situation B B D - Since the reconstruction of bridges will be carried out over several
wadis, some impacts on the hydrological situation are expected.
18 Flora, fauna and biodiversity C C D - The railway line does not pass through an ecologically sensitive area
and the impact on biodiversity is expected to be negligible. However,
cutting of trees and vegetation during the reconstruction work may
affect the forest resources in this area.
20 Landscape D D D - The reconstruction of the railway line follows the existing line and a
10 - 62
Table 10-28 Scoping Matrix for Reconstruction of Railway betwen Bangula and Nsanje (2/2)
reconstruction.
- The change of transport mode from truck/car to railway is expected to
reduce total pollutant emissions.
24 Soil contamination B C D - During the reconstruction, some chemical grouting is expected to cause
soil contamination.
Pollution
cause vibration.
- Increased train operation could generate more noise and vibration along
the railway line.
subsidence.
odour.
29 Bottom sediment B D D - Reconstruction work could generate dust from construction materials
and excavation work, in particular near the river.
30 Accidents B B D - During the construction process there will be more heavy traffic, which
may increase the risk of traffic accidents.
- After the completion of rehabilitation and reconstruction works, trains
will resume operation between Bangula and Nsanje. This may increase
the risk of accidents between a train and a vehicle, bicycle or pedestrian
at the one main level crossings with M1.
Source: Study Team
(2) Major Impacts

For the section between Bangula and Nsanje, there is one maize field close to the railway line,
which was identified by the railway inventory survey. There are some houses between the
railway line and the road near Bangula, but these are not expected to suffer a significant impact
since the M1 adjacent to the railway can be used to transport construction materials and there is
no need to construct a temporary road for the reconstruction. Hence, neither resettlement nor
land acquisition is expected.
Land will need to be rented during construction for temporary construction yard(s). This will
be negative impacts caused by the Project.
c) Hazards
The rehabilitation and reconstruction of the railway between Limbe and Border is planned
10 - 63
resume between Bangula and Nsanje. This may increase the risk of accidents between a train
and a vehicle, bicycle or pedestrian at a level crossing with paved road. This will be a potential
negative impact.
d) Forests Biodiversity, and Social Condition
• The railway line between Border and Limbe does not pass through an ecologically sensitive
area and the impact on biodiversity is considered to be negligible.
selected roads.
religious sects.
e) Flora, Fauna, and Biodiversity
The railway line between Bangula and Nsanje does not pass through an ecologically sensitive
area and the impact on biodiversity is expected to be negligible. Most of the construction work
will be done within the ROW.
f) Water Pollution
g) Noise and Vibration
10.5.8 IEE Results for Reconstruction of Railway between Nsanje and Border (Marka)
(1) Scoping Matrix
Table 10-29 shows the scoping matrix for the reconstruction of railway between Nsanje and
Border (Marka) (26.4 km).
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Table 10-29 Scoping Matrix for Reconstruction of Railway between Nsanje and Border (1/2)
Construction
Non-project
Operation
Phase
Phase
Impact Outline
1 Resettlement/land acquisition B B D - A few illegally occupied huts of vendors need to be relocated.

- Since the adjacent road can be utilised to transport construction
materials during the reconstruction, resettlement is not expected to have
a significant impact.
2 Local economy such as B+ B+ B - Employment opportunities for local people are expected to be created
employment and livelihood, etc. during the reconstruction .
- After completion of reconstruction work, employment opportunities for
local people are also expected with the resumption of operation of
Border Station as a transit station for trade with Mozambique.
3 Land use and utilisation of local C C D - Land will need to be rented during construction for temporary
4 Social institutions such as social D D D - There is no social association affected by the railway project.
infrastructure and local
Social Environment
5 Existing social infrastructure and B B+ D - No significant impact on the mobility of people is expected because
services only freight trains are planned to operate on this section.
6 Poor, indigenous and ethnic D B+ B - The reconstruction will benefit all strata of the local population,
8 Cultural heritage C C D - One cultural site has been identified near the project area. It is
necessary to confirm the locations of cultural sites at the F/S stage.
9 Local conflicts of interest D D D - There is no significant local conflict caused by the reconstruction
project.
but it is necessary to confirm water sources near the railway line.
12a Hazards (risks) B B+ B - The occurrence of floods and overflow of water on the railway are
taken.
13 Topography and geographical D D D - The project site is on the flat plain in the Lower Shire Valley and a
features major impact on geographical features is not expected.
14 Soil erosion B B+ A - Soil erosion due to excavation is not anticipated because there are only
wadis where reconstruction of bridges is planned.
- Soil erosion of wadis only during the rainy season will be minimised
by the improved drainage system.
15 Groundwater C C D - In-situ piling of the foundation of bridge for reconstruction will have
adverse effects on groundwater. Appropriate consideration for existing
Natural Environment
water sources (shallow wells) can prevent adverse effects on

groundwater.
16 Hydrological situation B B D - Since the reconstruction of bridges will be carried out over several
wadis, some impacts on the hydrological situation are expected.
18 Flora, fauna and biodiversity C C D - The railway line does not pass through an ecologically sensitive area
and the impact on biodiversity is expected to be negligible.
- However, cutting of trees and vegetation during the reconstruction
work may affect the forest resources in this area.
20 Landscape D D D - The reconstruction of the railway line follows the existing line and a
10 - 65
Table 10-29 Scoping Matrix for Reconstruction of Railway between Nsanje and Border (2/2)
reconstruction.
24 Soil contamination B C D - During the reconstruction, some chemical grouting is expected to cause
soil contamination.
cause vibration.
Pollution
- Increased train operation could generate more noise and vibration

subsidence.
odour.
29 Bottom sediment B D D - Reconstruction work could generate dust from construction materials
and excavation work, in particular near the river.
30 Accidents B B D - During the construction process there will be more heavy traffic, which
may increase the risk of traffic accidents.
- After the completion of reconstruction works, trains will resume
operation between Nsanje and Border. This may increase the risk of
accidents between a train and a vehicle, bicycle or pedestrian at one
main level crossings with M1.
expected. + indicates a positive impact
Source: Study Team
(2) Major Impacts

There are some illegal occupations by villagers between Nsanje and Border (Marka). There
are also some settlements near the railway line near the Border Station. Hence, some
resettlement of illegal occupants is necessary. However, no land acquisition is required.
Land will need to be rented during construction for temporary construction yard(s). This will
be negative impacts caused by the Project.
c) Cultural Heritage
One cultural site has been identified near the project area.
d) Hazards
The rehabilitation and reconstruction of the railway between Nsanje and Border is planned
resume between Nsanje and Border. This may increase the risk of accidents between a train and
a vehicle, bicycle or pedestrian at a level crossing with paved road. This will be a potential
negative impact.
10 - 66
g) Forests Biodiversity, and Social Condition

• The railway line between Border and Limbe does not pass through an ecologically sensitive
area and the impact on biodiversity is considered to be negligible.
religious sects.
h) Flora, Fauna, and Biodiversity
The railway line between Nsanje and Border does not pass through an ecologically sensitive
area and the impact on biodiversity is expected to be negligible. Most of the construction work
will be done within the ROW.
i) Water Pollution
j) Noise and Vibration
10.6 Analysis of Alternatives and Recommendations for Mitigation Measures
The Study Team proposed the preliminary design for the reconstruction of the S151 road
between Makhanga and Bangula and rehabilitation and reconstruction of the railway between
Limbe and Border (Marka). In order to avoid or alleviate the possible impacts of the Project,
mitigation measures should be taken during the construction and operational phases of the
Project. The expected negative impacts identified in the scoping matrices and possible
mitigation measures are shown in Table 10-30. These mitigation measures should be discussed
with stakeholders at public consultation meetings during the course of the F/S.
10 - 67
Table 10-30 Anticipated Negative Impacts and Proposed Mitigation Measures (1/2)
Environmental and Negative Impact Possible Mitigation Measure(s)

Social Issue
Resettlement/land Resettlement of houses and shops. * Payment of appropriate amount of compensation according to
acquisition the government regulation to those people affected.
* Provision of similar type/size of house or shop at a nearby
location to those people affected.
Land acquisition. * Acquisition of necessary plots of land according to the
appropriate amount of land plots.
* Provision of similar type/size of land plots to be able to
continue farming of same crop(s).
Resettlement of huts of vendors * Payment of appropriate amount of compensation according to
who are illegally occupying railway the government regulation to those people affected.
ROW.
Cessation of farming of land within * Payment of appropriate amount of compensation according to
railway ROW. the government regulation to those people affected.
Local economy such Members of boat association will * Provision of job opportunities during construction of the
as employment and lose their source of income. Chiromo Road Bridge, Chiromo Railway Bridge and New
livelihood, etc. Shire Bridge.
* Mitigation measure to create a source of income will be
prepared in the F/S.
Income of members of bicycle taxi * Provision of information on alternative job opportunities to
association may decrease. those people affected.
Land use and Land will need to be rented during * Payment of appropriate amount of renting charge according to
utilisation of local construction for temporary the government regulation to those people affected.
Water pumped up from shallow * Detailed analysis of shallow wells near the road alignment
wells has the potential to be should be carried out during the F/S stage.
affected by the reconstruction
works.
Water usage or water Some farmers using irrigation could * Detailed analysis of shallow wells near the road alignment
rights be affected by realignment of the should be carried out during the F/S stage.
road.
Sanitation Sewage will be discharged from the * Environmental management plan of a contractor to protect the
toilets and food courts of the environment.
construction camp into surrounding
water flows.
Hazards (risks) Serious erosions on the right-side * Realignment of S151 to avoid effects of river bank erosion.
bank of the Ruo River near
Makhanga.
Infectious diseases Construction workers could * The contractor should instruct workers about the risks and
such as HIV/AIDS increase the prevalence of preventive measures for HIV/AIDS and other infectious
HIV/AIDS and other infectious disease under the environmental management plan.
diseases
Soil erosion Further soil erosion is anticipated at * Installation of appropriate protection measures for the
the construction sites of the abutments and piers of bridges, railway embankments and
Chiromo Road Bridge, Chiromo excavated river bed.
Railway Bridge and New Shire
Bridge due to excavation of the
river bank and river bed.
Groundwater Construction of embankments may * Detailed analysis of groundwater near the road alignment
have adverse effects on should be carried out during the F/S stage.
groundwater.
10 - 68
Table 10-30 Anticipated Negative Impacts and Proposed Mitigation Measures (2/2)
Environmental and Negative Impact Possible Mitigation Measure(s)

Social Issue
Hydrological situation There is a risk of frequent flooding * Demolish the existing road embankment to widen the river
due to a narrow river section caused cross-section.
by the existing road embankment
on the Bangula side of the Chiromo
washaway.
It will be difficult to drain flooded * Provide culvert boxes with sufficient capacity on the road
water on the land between the embankment to drain flooded water.
existing railway embankment and
the planned road embankment from
the Chiromo washaway section
towards the Shire River.
Water pollution There are potential sources of * Environmental management plan of a contractor to protect the
pollution of surface and ground environment.
water flows mainly in the
construction camp.
Waste Solid waste will be produced during * Dumping waste at appropriate places instructed by related
the road and railway construction District Councils.
process, starting with surplus soil * Environmental management plan of a contractor to protect the
and rocks from the excavation work environment.
and also metallic parts, cut wood
from road and railway side and
slopes and food waste from
construction workers.
Accidents Risk of traffic accidents caused by * Installation of warning signs in populated areas.
heavy vehicles and heavy * Assignment of security staff in populated areas and near
equipment for construction works. schools.
Risk of traffic accidents after * Installation of traffic safety devices (warning signs, sidewalks
completion of reconstruction work. and pedestrian crossings, humps to reduce vehicle speed, etc.)
in populated areas and near schools.
* Traffic safety education at primary schools.
Risk of accidents between a train * Installation of warning signs on approach section of road.
and a vehicle, bicycle or pedestrian * Installation of barriers at major level crossings.
at a railway level crossing and on * Assignment of guard personnel at level crossings and Kamuzu
Kamuzu Truss Bridge. Truss Bridge to control vehicle traffic.
* Traffic safety education at primary schools.
Source: Study Team
10.7 Consultation with Stakeholders
The consultation with stakeholders aims to encourage stakeholders to understand the project
needs, the project design, and the adverse impacts on the environment and society. In the Study,
consultations with stakeholders were held according to the following schedule:
• April 2011: First Technology Transfer Seminar in Lilongwe and Blantyre
• October 2011: Second Technology Transfer Seminar in Lilongwe and Blantyre
• November and December 2011: Consultation with related District Councils
• January 2012: Third Technology Transfer Seminar in Lilongwe and Blantyre
10 - 69
Discussion memos at the technology transfer seminars are attached in Appendix 6.

Major items discussed in consultations with stakeholders are summarized in Table 10-31
Table 10-31 Major Items Discussed in Consultations with Stakeholders
Consultation Major Items Explained Items Discussed related to Environmental and Social
Considerations
First Technology Explanation of progress of No specific discussions related to environmental and social
Transfer Seminar study for preparation of the considerations.
Master Plan
Second Technology Explanation of outline of Question: How to determine the compensation cost for resettlement?
Transfer Seminar the Master Plan Response: The level of compensation will be determined based on
standards defined by district and RA (RA).
Question: Who is going to carry out the EIA?
Response: During the F/S stage, an independent consultant employed
by RA or MoTPI will carry out the EIA. (RA)
Consultation with Possible improvement plans * Process of resettlement and land acquisition in Nsanje District.
Nsanje District Council for road and railway * There are frequent flood damages in Makhanga and Chiromo.
and other related * Members of the boat association and vendors carrying out business
personnel near the boat landing point will lose their main source of income by
(see Appendix 5) construction of the Chiromo Road Bridge.
* Members of the bicycle taxi association may be affected by
construction of the Chiromo Road Bridge.
* Vendors in the Makhanga Market should be resettled if the existing
road alignment is improved.
* There are irrigation system from shallow wells between Makhanga
and the Chiromo.
Third Technology Explanation of outline of Comment: The EIA should be carried out at an early stage of the F/S
Transfer Seminar the Master Plan and Pre-F/S because of the size of the project.
Question: How much will the amount of compensation be?
Response: There is no standard compensation amount. It is calculated
based on the building and number of valuable trees, such as mango
and banana trees.
Comment: During the construction of projects, there were problems of
increased prevalence of HIV/AIDS among the workers of a contractor.
Mitigation measures should be noted in the report.
Source: Study Team
10.8 Environmental Management and Monitoring Plan
An Environmental Management and Monitoring Plan (EMMP) provides environmental

standards for rehabilitation, operation, and routine maintenance of the proposed projects. As
described in Section 10.2, the project developer needs to submit a project brief before
implementation. The developer then may submit an EIA, if required. The results of the EIA
should be incorporated in the EMMP, which is mandatory in Malawi. Tables 10-32 and 10-33
show the environmental management plan and the environmental monitoring plan for the
proposed projects.
10 - 70
Table 10-32 Environmental Management Plan

Environmental Mitigation Measures Responsible Time-framework
and Social Institutions
Impact
Involuntary Payment of compensation for people affected by resettlement Execution agency, Before construction work
resettlement of houses and shops. District Council
Provision of similar type/size of house or shop at a nearby
location.
Land acquisition Execution agency, Before construction work
Provision of similar type/size of land plots to be able to District Council
continue farming of same crop(s).
Payment of compensation for vendors affected by Execution Agency, Before construction work
resettlement of huts occupying railway ROW. District Council
Payment of compensation to farmers required to stop Execution Agency, Before construction work
farming land within railway ROW. District Council
Loss of income Payment of compensation according to the government District Council, During construction of
sources regulation to those people affected (member of boat Execution Agency, the Chiromo Road Bridge
association and vendors doing business at the boat landing before completion
point of the Chiromo washaway section).
Provision of information on alternative job opportunities to District Council, During construction of
those people affected. the Chiromo Road Bridge
before completion
Provision of job opportunities for construction of the Contractor During construction of
Chiromo Road Bridge, Chiromo Railway Bridge and New the Chiromo Road
Shire Bridge with a boat. Bridge, Chiromo Railway
Bridge and New Shire
Bridge
Land use and Renting of land for temporary construction yard(s) and Contractor During construction work
utilisation of detour route.
local resources
Water usage or Detailed analysis of shallow wells near the road alignment. Execution Agency, During F/S stage
water rights for Consultant
groundwater
Soil erosion Installation of appropriate protection measures for the Execution Agency, During construction work
abutments and piers of bridges, railway embankments and Contractor
excavated river bed.
Hydrological Demolition of the existing road embankment to widen the Execution Agency, During construction work
situation river cross-section. Contractor
Provision of culvert boxes with sufficient capacity on the Execution Agency, During construction work
road embankment to drain flooded water. Contractor
Water pollution Environmental management plan to the protect environment. Contractor During construction work
Waste Dumping of waste at appropriate places instructed by related District Council During construction work
District Councils. Contractor
Environmental management plan of a contractor to protect
the environment.
Accident Installation of warning signs and assignment of security staff Execution Agency, During construction work
in populated areas during construction. Contractor
Installation of traffic safety devices in populated area and Execution Agency, During construction work
near schools. Contractor and operation period
Installation of warning signs and barriers at major level Execution Agency, During construction work
crossings, and assignment of guard personnel at level Contractor and operation period
crossings and Kamuzu Truss Bridge to control vehicle
traffic.
Traffic safety education at primary schools Execution Agency, During construction work
Ministry of and operation period
Education
Source: Study Team
10 - 71
Table 10-33 Environmental Monitoring Plan

Project Monitoring
Parameters Location Frequency Notes
Phase Item
Surface water pH, BOD, In surface waters Once a month Place to take samples
Construction quality Suspended solids downstream of to be defined in
Phase (SS), hydrocarbons construction collaboration with the
activities EDO concerned
Liquid pH, COD, BOD, SS Downward of the Once a month
discharge exit of the
from the construction site
construction
site
Solid waste Waste from food, In the temporary Once a month To control the
plastic, cardboard, yard for implementation of
metal products, etc. construction work PPM (Plan for
and road Protective Measures)
construction sites for those wastes
Hazardous Fuel, oils, solvents In the temporary Once a month To control the
waste paints, used tyres, yard for implementation of
batteries, etc. construction work PPM for this type of
and road waste
construction sites
Biodiversity Pollution from work The entire project Once every 3 To control the
sites in and near water area months implementation of
flows PPM
Plantation of The entire project Once every 3
vegetation and trees area months
where possible
Biodiversity General flora In and near 2 times a year To control the
Operation conditions inhabited areas, near implementation of
Phase water flows, on PPM
slopes and forested
area along roads
Increase of Amount of disposed Along the project 2 times a year To control the
waste disposal domestic wastes, road and railway, implementation of
surface water quality and water flow PPM
(pH, BOD, SS) downstream of the
road and railway
Source: Study Team
10.9 Environmental Items to be Further Studied in the F/S
The following environmental items should be studied in detail in the F/S.

• Houses, huts and shops necessary to be resettled
• Land necessary to be acquired
• Illegally occupied ROW of railway by huts and farming
• Relation between shallow wells and road alignment
• Quarries and borrow pits for construction works
• Possible camp site(s) for construction
10 - 72
CHAPTER 11
INSTITUTIONAL ARRANGEMENTS
FOR IMPLEMENTATION OF
THE MASTER PLAN PROGRAMME
Chapter 11 Institutional Arrangement for Implementation of the Master Plan Programme
Chapter 11 Institutional Arrangements for Implementation of the Master

Plan Programme
11.1 Institutional Arrangements for the Road Sub-sector
RA under MoTPI is currently responsible for the planning, design, construction and O&M of
Main, Secondary and Tertiary roads, while district assemblies are responsible for budget
allocation for improving other local roads. RA has implemented projects with general
government budget, financial assistance from foreign development partners, and allocation from
the Road Fund, which is funded by a fuel levy collected from sales of fuel in Malawi.
Improvement of most of the arterial roads in the Study Area is expected to be completed in
the medium term (2020), and O&M works to secure the functions of road assets will become
more important in the near future.
Therefore, the following programmes are considered to be desirable to maintain existing and
newly improved road assets to secure their functions.
• Routine maintenance work such as cleaning ROW and small-scale repairs of pavement
surface should be carried out according to the O&M programmes.
• Periodic maintenance works such as pavement repair or overlay works should be carried out
according to the O&M programmes. The road database with the Highway Development and
Maintenance Model 4 (HDM-4) is a suitable tool for identifying the priority of road sections
for periodic maintenance, as RA has already introduced this model.
• Inspection and maintenance of drainage structures and bridges should be carried out
annually to identify and repair/clean disorderly parts of structures.
The Road Fund is the most appropriate resource for these periodic and routine maintenance
works, as the revenues of the Road Fund each year are reasonably stable. However, the Road
Fund should not be allocated to development projects, in order to leave sufficient funding for
O&M.
O&M of local roads can be performed as part of community development programmes as
these roads cannot be improved as economically reliable projects.
11.2 Institutional Arrangements for the Railway Sub-sector
11.2.1 Institutional Arrangement
The institutional arrangements for the railway sub-sector have various functions and
structures. The functions range from information-sharing and consensus-building to the
planning and implementation of rehabilitation/reconstruction projects. Each function of an
arrangement can be used to establish institutional arrangements as follows:
(1) Objectives
The main objectives of the institutional arrangements are:
11 - 1
• To utilize the Sena Corridor as an efficient, reliable and cost-effective corridor

• To establish an infrastructure rehabilitation plan to re-open the corridor
• To promote sustainable maintenance of the infrastructure of the line
• To implement the plan for the One-Stop Border Post (OSBP) system at the borders
• To cooperate with neighbouring countries with similar intentions
(2) Legal Instruments
The legal instruments for the institutional arrangements should define the objectives of the
implementing authorities and the roles and responsibilities of the various parties. A review of
the legal instruments for railway transport should include the following characteristics of the
relevant legal instruments:
• They are international or written agreements between two or more nations or independent
public law entities such as states or international organizations, intended to create rights and
obligations between parties.
• They are governed by international law.
• They are designated as treaties, conventions, agreements, protocols, covenants, compacts,
exchanges of notes, memoranda of understanding, agreed minutes, letters, etc.
• They can consider two ways, either bilateral or multilateral: bilateral treaties are contracts in
which two parties balance their claims on a specific matter whereas multilateral treaties set
rules of law to be observed by all parties to the treaty, in their joint or individual interest.
• A treaty is a contract and must be interpreted as such. Enforcement of its terms and
conditions by a government agency is more than the implementation of domestic law
provisions.
(3) Management of Arrangement
To maintain an arrangement, the followings are required:
• Monitoring the performance of train operation on the Sena Corridor
• Supporting the development and implementation of common/standard procedures and
regulations
• Supporting capacity-development initiatives of key institutions engaged in transport
operations (customs, clearing and forwarding agents, insurance companies, transport
infrastructure management agencies, transport operators, etc.)
• Networking with international, regional, and local partners affiliated with transport corridor
management
(4) Railway Freight Performance Indicators
The performance indicators should be monitored to improve and maintain train operations.
The main indicators are based on time and cost, which can help in identifying those components
on the corridor. The performance of rail freight transport can be improved by reducing the time
and cost at specific points or sections on the line. In addition to these indicators, the turn-around
time of locomotives and wagons is important to improve profitability.
11 - 2
The performance indicators are composed of:

• Transport time
• Transport cost
• Transport volume
• Turn-around time of locomotives and wagons including station stopping times for
loading/unloading and transit times at border posts
(5) Options for Ownership and Operation of the Branch Line of the Sena Railway
At present, CEAR operates freight trains under a concession agreement with MoTPI that is
somewhat vague regarding the rehabilitation of infrastructure.
In general, there are two options for the ownership and operation of railways which should be
considered when the current concession agreement is revised:
• Option 1: Both ownership of rail infrastructure and the right to operate trains to be in the
same agency; and
• Option 2: The ownership of rail infrastructure and the right to operate trains to be in two
different agencies.
Each option has its advantages and disadvantages. In the context of options of ownership and
operation of the railway, the following alternatives may be evaluated:
• The GoM rehabilitates the dilapidated railway facilities and operates the trains on its own by
creating a central authority.
• The GoM rehabilitates the dilapidated railway facilities on its own, but gives the right to
operate the trains to an independent operator on a revenue-sharing basis under a concession
agreement for a fixed-period tenure. In this arrangement, the GoM retains ultimate
ownership of either the physical assets or the right to supply, but grants operation rights to a
concessionaire. The concessions include leasing, franchising and BOT arrangements.
(6) Examination of Implementing Organization
MoTPI acts as an implementing organization of the rehabilitation project. It should exchange
a revised concession contract with CEAR and implement financing, EPC (engineering, purchase,
and construction), and O&M (operation and maintenance) of the Branch Line of the Sena
Railway. The project implementation structure of the rehabilitation is shown in Figure 11-1.
11.2.2 Tariff Policy
To decide the freight tariff, a tariff policy is required. The tariff policy should be established
based on a system of definite unified principles and priorities, rules and methods of the operator
regarding rolling stock, freight cars handled, and transit by freight tariff.
The main objective of the tariff policy is to preserve the balance between the operating
company and service consumers, for which the following matters should be considered:
11 - 3
GoM
Representation Ministry of Finance

Letter of Guarantee
Grant Aid
or Loan ODA
MoTPI
from international donors
Debt
Rehabilitation Contract
EPC Contractor Private Banks
Railway Division
(Management Authority
for Railway)
O&M contract
Administrative Management - Right of Concession
on Train Operation &
- Land Provision
Maintenance
- Partial Investment
- Subsidies
- Tax Incentive
Private Company Equity
(Vale, etc.) CEAR
Source: Study Team
Figure 11-1 Project Implementation Structure
• To value and make reasoned decisions regarding the tariffs

• To provide a stable situation and conditions for development of the operator
• To determine an acceptable standard of tariffs for services
• To follow economically sound investment policy
• To make long-term development plans and organize the development outlook based on
long-term contracts
Regarding international freight traffic, the railway administrative bodies of Malawi,

Mozambique and Zambia should establish a tariff policy for such traffic, based on the following
principles:
• The tariff policy on international freight traffic should be agreed once a year.
• Each railway administrative body should have the right to raise and lower the tariff rates and
additional charges for transportation in its territory.
• The railway administrative bodies should try to converge their tariffs in order to optimize
the share of transport cost in setting prices and to increase the competitiveness of railway
transport compared to other modes.
• A committee on the tariff policy should be established. The Terms of Reference of the
committee should be drawn up by the railway administrative bodies.
11 - 4
• The railway administrative bodies should exchange lists of forwarding companies/agencies

that have signed contracts for the coming year for payment for the international
transportation of goods at rates based on the tariff policy.
• The committee should be responsible for monitoring the implementation of the tariff policy
by the railway administrative bodies.
11.2.3 Revision of Concession Scheme
The current concession with CEAR will expire in 2019. According to the concession
agreement, both parties should discuss revision or extension of the agreement 5 years before
expiration of the contract. Therefore, the discussion will start within 3 years from now.
This clause describes general matters regarding the concession to assist the revision of the
concession scheme.
(1) Characteristics of Railway Concessions
From a macroeconomic perspective, Malawi faces important structural changes to maintain
sustained economic growth and improve living standards. It requires more transport services to
import and export products. To provide stable transport services, operation and maintenance of
the railway were shifted from public to private operation by CEAR as a concession. However,
this concession has not worked well.
The “Review of Selected Railway Concessions in Sub-Saharan Africa” by the WB analyses
the major characteristics of railway concessions in Sub-Saharan Africa as follows:
• There is no evidence of a clear link between tariffs and rail market share. Instead, a strong
correlation exists between tariff levels and commodity value.
• The threat of the transport mode shifting from rail to road limits railway operators’ ability to
charge excessive tariffs to their customers.
• Increasing the competitiveness of rail appears to benefit transport users first through lower
road rather than rail transport costs.
• The profitability results achieved by private rail operators in terms of net income, net cash
flow and return on equity do not suggest excessive profiteering.
• Concession contracts generally contain an array of clauses designed to protect rail users
against excessive market/pricing power of rail operators. However, their enforceability
remains questionable due to information asymmetry between concessionaires and
regulators. Weak technical and financial capacity will limit the regulator’s enforcement
ability.
(2) Forms of Private-Sector Participation
There are many forms of private-sector participation (PSP) as summarized in Table 11-1. The
current concession with CEAR is one form of private-sector participation.
The forms of concession are summarized as follows:
• Operation management is conducted by the private sector.
11 - 5
• The funds for investment are subsidised by the GoM.

• The private sector is responsible for operations, fund raising and investment.
• The operating efficiency is greatly improved.
• The private sector can receive incentives.
• Private financial institutions are attracted.
Table 11-1 Forms of Private-Sector Participation
Form Advantages and Disadvantages

Service Contracts - Promotes competition during bidding for service contracts
- Government’s risk is relatively low
- Contracts of short or long duration with easy retendering if contractor fails
- Well tested easy-to-implement contractual terms
- Potential starting point for PSP
- Can increase focus on core business
- Potential for efficiency gains in the area covered by the contract
Management - Can improve service quality
Contracts - Reduced risk for the GoM
- Potential first step to concession contract
- Potential for setting performance standards with incentives and penalties
- Allows introduction of private-sector management skills
- Limited commercial risk
- Can revert to in-house management or contract may be retendered if problems arise
- Potential to encourage competition in bidding
Lease - Can increase efficiency of asset management and utilization
- Reduced commercial risk for the GoM
- Guaranteed collection of lease revenue
- Management responsibility and commercial risk transferred to private sector
- Incentives for contractor to minimize costs, provide reliable services and maximize revenue
collection
- Increased GoM revenue
Concession - Private-sector management of operations
- Relieves government of need to invest funds
- Full responsibility for operations, capital raising and investment assumed by private sector
- Encourages potentially large improvements in operating efficiency
- Full private-sector incentives
- Attractive to private financial institutions
BOT/BOOT/BTO - Full responsibility for operations, fund raising and investment assumed by private sector
- Potentially large improvements in operating efficiency of bulk assets
- Mobilizes private finance for new investments
- Addresses future funding shortfalls
Divestiture - Full responsibility for operations, capital raising and investment assumed by private sector
- Addresses any funding shortfall
- Could be successful where there is a good track record of private-sector ownership
- Mobilizes private finance for key investments
Source: Best Practices for Private Sector Investment in Railway, AfDB and WB
(3) Problems and Issues of Current Concession

The problems and issues in the current concession between MoTPI and CEAR are as
summarized in Table 11-2. These matters should be considered in the course of discussing the
concession revision work.
11 - 6
Table 11-2 Problems and Issues in the Current Concession
Problems and Issues of

Problems and Issues Description
Current Concession
Unprofitable passenger The GoM should provide unprofitable passenger CEAR operates a passenger train weekly by
services for remote services for remote regions through the public PSO, but it does not meet the demand and is
regions service obligation (PSO). not profitable for CEAR.
Insufficient rolling stock Concessionaire is using old assets transferred from CEAR does not have enough funds to
the public entity. procure new rolling stock.
Restriction on revision Often prices do have to increase because the CEAR cannot set competitive tariffs against
of tariffs revision of tariffs is restricted by the concession road transport without approval from the
agreement. GoM.
Operation faces The GoM should be prepared to step in and assist, CEAR is not profitable due to external
financial difficulty due if the financial viability of the concessionaire is factors such as frequent washaways.
to lower than expected threatened due to reasons beyond the private The GoM should be responsible for the
income or other external company's control. As a general rule, however, the maintenance of infrastructure.
factors government should avoid assuming commercial
risks.
Staff capability The private company should select and hire CEAR faces insufficient staff capability. A
capable staff from the public entity when it begins staff training system should be established.
the concession.
Investment needs are too The GoM should assist with financing for The deteriorated infrastructure influences
large to be borne by one rehabilitation and maintenance. the freight operation by CEAR. The
private company rehabilitation cost should be borne partially
by the GoM.
Separation of regulator Regulation and oversight must be kept as a public The GoM’s regulatory functions do not
from the operator function with operations transferred to the private work well.
sector.
Separation of For small railways with light traffic density, the The large-scale repair of infrastructure is
infrastructure from preoccupation with infrastructure and operating ambiguous in the concession agreement.
operations units appears to be misplaced. The agreement should be reviewed.
Rail reform is a The GoM needs to establish mechanisms to ensure The GoM is not managing the
continuous process proper industry governance and supervision, to concessionaire.
review and approve challenging business plans,
monitor achievements and take action to hold
management accountable for performance.
Inconsistent GoM policy The GoM must avoid changes in policy which are The GoM does not have any concrete policy
inconsistent with the previous policy under which for railway development.
PSP was implemented.
Source: Study Team
11 - 7
CHAPTER 12
CAPACITY DEVELOPMENT
PROGRAMME
Chapter 12 Capacity Development Programme

12.1 Capacity Development Programme in the Study
The Study consists of a comprehensive transport master plan covering the road, railway and
inland waterway sub-sectors and a pre-F/S of selected priority projects in the Southern Region
of Malawi and Mozambique. Personnel in the executing agency, MoTPI, and other related
agencies have had limited experience of being involved in the preparation of transport master
plans in the past and it was desirable for them to learn the process of formulating a transport
master plan and understanding its contents for implementation in the near future.
The Study Team planned a capacity development programme in order to improve the skills of
counterpart personnel in related agencies in preparing a transport master plan and conducting a
pre-F/S of selected priority projects to improve the roads and railways in the Study Area.
Capacity development was planned to be carried out mainly through on-the-job (OJT)
training while Japanese experts were carrying out their studies in Malawi. The main activities of
the capacity development programme are as follows:
• Accompanying field surveys
• Discussion in the Working Group meetings
• Peer review of draft reports
• Preparation of materials for technology transfer seminars
• Presentation at technology transfer seminars
In addition to the capacity development in the Study, JICA selected one counterpart
personnel for one of the Training and Dialogue Programmes entitled “National and Regional
Development Policy” which was carried out in Japan and Malawi between August 2011 and
January 2012 with the Core Phase conducted in Japan from September to October 2011. This
programme was designed to give participating government officers lectures on practical
planning methods and management capacity, so that they could plan national and regional
development policies or schemes useful for regional development in their countries in an
appropriate manner according to particular social situations.
Since the commencement of the Study in October 2010, the following capacity development
activities have been performed with the active involvement of counterpart personnel to improve
their skills.
• Accompanying Study Team members of respective fields to assist supervision of the road
inventory survey, railway inventory survey, traffic survey, logistics survey and field
observation for social and environmental considerations carried out by local consultants
(November 2010 to February 2011)
• Discussion in the Working Group Meeting for road and railway planning, hydrological
analyses, traffic demand forecasting, and environmental and social considerations (first
12 - 1
meeting on 2nd November 2010, second meeting on 25th November 2010, third meeting on
21st January 2011, fourth meeting on 9th June 2011, fifth meeting on 14th December 2011)
• Peer review of draft of the Progress Report, the Interim Report and the Draft Final Report
by counterparts of road planning, road design, railway planning, and social and
environmental considerations (March, September and December 2011)
• Preparation of materials for the first and second technology transfer seminars by
counterparts of road planning and railway planning (March and October 2011)
• Presentation at the first technology transfer seminars by two counterpart personnel on the
following contents (15th April 2011 at Lilongwe and 18th April 2011 at Blantyre):
Present situation of the road network in the Study Area (Counterpart of road planning)
From a perspective of railways (Counterpart of railway planning)
• Presentation at the second technology transfer seminars by three counterpart personnel on
the following contents (26th October 2011 at Lilongwe and 28th October 2011 at Blantyre):
Development of the road network in the Study Area (Counterpart of road planning)
From a perspective of railways (Counterpart of railway planning)
Environmental and social considerations (Counterpart of environmental and social
considerations)
• Presentation at the third technology transfer seminars by three counterpart personnel on the
following contents (24th January 2012 at Lilongwe and 26th January 2012 at Blantyre):
Pre-F/S on Reconstruction of S151 Road between Makhanga and Bangula (Counterpart
of road planning)
Pre-F/S on Rehabilitation/Reconstruction of the Railway between Limbe and Border
(Marka) (Counterpart of railway planning)
Initial Environmental Evaluation of Projects for Pre-F/S (Counterpart of transport
planning)
Table 12-1 shows the capacity development programme in the Study.
12.2 Evaluation of Capacity Development Programme in the Study
During the course of the Study from commencement up to the end of December 2011, the
following counterpart personnel actively worked together with the Study Team to improve their
ability to prepare the transport master plan and pre-F/S for both the road and railway projects,
even though the number of personnel in the executing agencies is limited and they have their
existing duties.
• Railway Planning: Controller of Rail Transport Services, MoTPI
• Transport Planning: Transport Economist of Planning Dept. MoTPI
• Road Planning: Civil engineer of Road Dept. MoTPI
• Economic Evaluation: Transport Specialist, RA
• Bridge Planning: Senior Engineer, RA
12 - 2
• Environmental and Social Considerations: Environmental Specialist, RA

These counterpart personnel have their own knowledge and experience in their own
specialities. Even as part-time counterparts, their ability to prepare the transport master plan and
pre-F/S for both the road and railway projects has definitely been improved, particularly the
process of study carried out by JICA through OJT, such as transport network formulation based
on basic concept of regional development potentials and transport redundancy point of view,
and preparation/presentation in technology transfer seminars.
In order to secure the sustainability of capacity development in MoTPI and other agencies, it
is recommended to assign one transport specialist (engineer) in MoTPI.
Table 12-1 Capacity Development Programme in the Study
Study 2010 2011 2012

Activity 11 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2
Traffic
Demand
Forecast
Regional
Development
Bridge Study
Environmental
and Social
Consideration
Railway Study
Economic and
Financial
Analyses
Hydrological
Study
Road Planning
Study
Preparation for
Seminar
Working
Group
Meeting
Source: Study Team
12 - 3
CHAPTER 13
CONCLUSIONS AND
RECOMMENDATIONS
Chapter 13 Conclusions and Recommendations

13.1 Conclusions
Conclusions for the Master Plan of Development of the Sena Corridor and the Pre-F/S of
projects selected in the Master Plan are as follows:
• The Basic Policy for development of the Sena Corridor is proposed in line with the national
development policy for sustainable economic growth and poverty alleviation in three main
areas: Southeastern Africa, Malawi and the Study Area.
• Based on the Basic Policy, development of the Sena Corridor is examined in terms of the
international north-south axis, the domestic north-south axis and arterial transport networks
in the study area, and then the targeted international transport corridor and arterial transport
network in the study area are identified. The development of transport infrastructure in
Mozambique is defined as an external factor and it is assumed that both the road and railway
will be developed up to 2030.
• Master Plans for the road and railway sectors are proposed divided into three terms, i.e.
short-term (2015), medium-term (2020) and long-term (2030), followed by the
Development Concept and Strategy for both sectors. Among the three alternatives, the entire
transport network including both the road and railway connecting to Beira Port is evaluated
as the most desirable for the Master Plan in terms of economic evaluation (EIRR=17.1%),
environmental impact and transportation.
• The proposed projects for the Master Plan in the Study, which consist of four road projects
(M1, S151, S152 and D379) and three packages (railway line rehabilitation and
reconstruction, procurement of rolling stock, and installation of signal and
telecommunication system) of railway projects, are judged as technically and economically
feasible. Hence, it is necessary to start preparing an investment programme for the Master
Plan.
• The projects in the Master Plan will greatly contribute to sustainable economic growth,
poverty alleviation and improvement of living conditions in the Study Area by improving
access to rural growth centres from local communities, particularly from isolated
communities with very limited access at present.
• These projects will also contribute to sustainable economic growth, improve the
international competitiveness of export products, and strengthen the redundancy of the
transport network in Malawi by improving access to ocean ports and international markets
for exporting cash crops and importing fuel and fertilizer from a view point of Malawi.
• These projects will strengthen the international north-south axis in the region by creating an
alternative international transport corridor to/from Beira Port from a view point of
Southeastern Africa.
13 - 1
• The Selected road project for the Pre-F/S, i.e., ”Reconstruction of S151 Road between
Makhanga and Bangula”, is judged as technically and economically feasible, based on the
preliminary design for improvement of the road section between Makhnaga an Bangula, and
construction of the Chiromo Road Bridge and the New Shire Bridge for the short term and
medium term programme.
• The Selected railway project for the Pre-F/S, i.e., ”Rehabilitation and Reconstruction of the
Railway between Limbe and Border (Marka)” is technically and economically feasible,
based on the preliminary design of rehabilitation and reconstruction of railway line,
including tracks and road bed, bridges, including the Chiromo Railway Bridge, installation
of a signalling/telecommunication system, and procurement of rolling stock. Financial
analysis results also indicate that the project will also be feasible.
• Results of IEE for both road and railway projects identified minimal negative environmental
and social impact as a result of these projects.
13.2 Construction Method
(1) Construction Method

During the rainy season, the water level of rivers, including the Shire River and wadis, rises
and causes flooding in some areas. Hence, it is recommended to avoid performing major earth
works, pavement works and construction of bridge foundations during the rainy season.
(2) Rehabilitation of Railway Line
In rehabilitating the railway line between Limbe and Makhanga, it is necessary to secure
provisional roads for rehabilitation works to transport equipment and materials. As a fact, it is
not easy to construct a provisional road along the existing railway line due to the existence of
many small rivers and very limited available land at certain sections. To solve this problem, it is
recommended to improve some local roads connecting to villages along the railway line and to
use them as provisional roads for rehabilitation of the railway line. This can also improve access
to those isolated villages along the railway line.
For the rehabilitation works of the railway line, it is also recommended to install gangplanks
in order to provide safe passage for pedestrians and cyclists who use the railway tracks as a
path.
(3) Disposal of Construction Waste
In order to prevent pollution in rivers and lakes/ponds, mitigation measures should be strictly
obeyed by contractors when disposing of construction waste located near water bodies.
Therefore, either RA or CEAR should reserve land as disposal sites for construction waste and
oblige contractors to transport waste to these sites.
13 - 2
13.3 Execution, Operation and Maintenance of the Project
13.3.1 Project Executing Agency
(1) Road Project

As Main, Secondary and Tertiary road improvements have been carried out by RA, they are
the most appropriate agency to execute the Project. Since RA is a government agency, any
intervention related to the Project will be done by MoTPI.
(2) Railway Project
The private concessionaire of railway operation is CEAR at present. They have a concession
agreement with the GoM for the operation of trains and maintenance of track, but they have not
carried out proper maintenance work due to financial difficulties. It is not clear whether there
will be any investment from Vale.
Since most of the projects in the Master Plan are investment for infrastructures, the Railway
Division of MoTPI should be the project executing agency. It is necessary to strengthen their
function and manpower for executing projects, because the small number of staff in the division
at present is not sufficient to control the many aspects of the projects.
13.3.2 Operation and Maintenance of the Projects
(1) Road Project

In order to carry out effective and adequate maintenance on the Project roads, the Study
Team recommends that RA outsource O&M to private enterprises with resources from the Road
Fund. The priority of periodic maintenance should be identified by using the road database
system of RA.
(2) Railway Project
Under the present concession agreement, CEAR is supposed to carry out appropriate
maintenance of railway track, but this is inadequate in practice because no government body has
supervised CEAR’s performance.
Therefore, it is strongly recommended to strengthen the authority of the Railway Division of
MoTPI to supervise O&M by CEAR. It is also necessary to outsource maintenance of the
railway tracks to ensure the work is done properly.
.
13.4 Recommendations
Recommendations for the Master Plan of Development of the Sena Corridor and Pre-F/S of
priority projects in the Master Plan are as follows:
(1) Recommendations for the Project Implementation
• The GoM will have to continue dialogs with counterparts in the GoMZ after the first
dialogue in November 2011, since it is necessary to coordinate with the GoMZ for
13 - 3
implementing projects in the Master Plan. The main topics to be discussed are
reconstruction of the branch line of the Sena Railway between Villa Nova de Frontera and
Dona Ana and improvement of the secondary roads N300 and N322 between Villa Nova de
Frontera and Caja via Mutarara.
• MoTPI can inform the outcome of the Master Plan as well as the Pre-F/S, particularly
“Reconstruction of S151 Road between Makhanga and Bangula” and “Rehabilitation and
Reconstruction of Railway between Limbe and Border (Marka)”, to development partners
for possible assistance with project implementation.
• MoTPI should carry out the F/S of priority projects identified as feasible under the Pre-F/S
at an early stage. Also, MoTPI should carry out a full-scale EIA, including public
consultations, during the course of the F/S for both the road and railway projects.
• MoTPI should allocate sufficient budget to the compensation for resettlement and land
acquisition necessary for executing the projects based on the results of the F/S.
(2) Recommendations for the Institutional Arrangements
• RA can consider changing the classification of S151 to “Main Road” after the completion of
upgrading to create complete arterial network in the Study Area.
• MoTPI needs to secure adequate budget for operation and maintenance of the road
sub-sector to maximise the use of existing road assets, including M1 between Blantyre and
Marka, S151 between Thyolo and Bangula, S152 between Thabwa and Seven, and S136
between Chikwawa and Muwanza.
• MoTPI needs to strengthen the organisation of the Railway Division (increase number of
staff from two at present) in the and develop capacity of personnel (to train newly appointed
or young staff to give them knowledge of railway management, operation and maintenance),
and revise Railway Act to supervise and check the performance of CEAR.
• MoTPI will have to review the present concession with CEAR starting from 2014. The past
performance of CEAR in management and operation of railway lines in Malawi will require
carefully checking.
13 - 4

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CHAPTER 9

Chapter 9 Pre-Feasibility Study on Rehabilitation/Reconstruction of

9.2 Route Alignment Study

9.2.1 Horizontal Alignment

9.2.2 Vertical Alignment

9.3 Basic Transportation Plan

9.3.1 Freight Train

Section Required time = Operation time + Waiting time

(2) Transportation Volume and Number of Trains

Source: Study Team

Figure 9-1 Horizontal Alignment between Border and Limbe

Source: Study Team

Figure 9-2 Vertical Alignment between Border and Limbe

Figure 9-3 Horizontal Alignment at Chiromo Washaway Section

Source: Study Team

曲 線 測 点 単距離 累加距離 地盤高さ

0+00.000 0.000 0.000 50.70 51.00

20.000 20.000 50.60 51.00

20.000 140.000 48.50 51.00

520.000 45.00 52.00

6+00.000 20.000 600.000 41.50 52.00

20.000 620.000 44.40 52.00

Figure 9-4 Vertical Alignment at Chiromo Washaway Section

Table 9-2 Transportation Volume and Number of Train Operations

Freight Transport Number of

(3) Number of Locomotives Required

Number of Rolling Stock

9.3.2 Passenger Trains

(1) Outline of Train Operation

Number of Number of Rolling

Legend: Blue line – freight train, Red line – passenger train

Figure 9-5 Diagram of Train Operation in 2020

Legend: Blue line – freight train, Red line – passenger train

Figure 9-6 Diagram of Train Operation in 2030

9.4 Rehabilitation/Reconstruction Plan for Railway Infrastructure

9.4.1 Design Standard

Table 9-5 Construction Standards

Figure 9-7 Design Train Load

Figure 9-8 Vehicle Gauge at Typical Section

Min. height of platform RAIL LEVEL

4880mm 3350mm 2130mm

Figure 9-10 Structure Gauge at Station

0.3m 2.0m 0.3m

FORMATION WIDTH 5.5m [18'-0"]

0.4m 2.0m 0.3m

Figure 9-11 Typical Cross-section

Section Ground Volume

Source: Study Team

Figure 9-12 Major Earthworks along the Railway Line

Table 9-7 Fills between Nsanje and Bangula

Section Ground Volume

Table 9-8 Fills between Bangula and Makhanga

Section Ground Volume

Table 9-9 Fills between Makhanga and Luchenza

Section Ground Volume

Table 9-10 Fills between Luchenza and Limbe

1 157.000 201.000 44,000 n.a. 5,940 Assumed 0.135 m3 per m

Source: Study Team

Flooding Area Ruo River adjacent to the Track

曲　線測　点単距離累加距離地盤高さ