PROJECT INFORMATION DOCUMENT (PID)
APPRAISAL STAGE
Report No.:79887
Project Name
Region
Country
Sector
Theme
Lending Instrument
Project ID
Borrower
Implementing Agency
Environmental Category
Date PID Prepared/Updated
Estimated Date of Appraisal Completion
Estimated Date of Board Approval
Decision
I.
Enhanced Road Access Project
East Asia and Pacific
Independent State of Samoa
Transport
Natural Disaster Management
Emergency Recovery Grant
P145545
Ministry of Finance
Land Transport Authority
[ ] A [X] B [ ] C [ ] FI [ ] TBD
July 30, 2013
July 30, 2013
October 15, 2013
Decision to Appraise and Negotiate
Project Context
A. Country Context
1.
The Independent State of Samoa (Samoa) is a small remote Pacific Island state with a
population of approximately 180,000 people. Samoa consists of the two large islands of Upolu
and Savai’i, and several smaller islands, and has a total land area of about 2,935 square km. It is
located some 3,000 km from New Zealand, and 4,000 km from Hawaii and Australia. Samoa is
one of the wealthier and better performing Pacific Island Countries (PICs) with an average gross
national income of around US$3,000 per capita.
2.
Like all PICs, Samoa is vulnerable to extreme weather events, and the threat from
tropical cyclones, flooding, earthquakes, and tsunamis is growing. The latest information from
the Pacific Climate Change Science Program1 indicates that the frequency and intensity of
extreme weather and climate events (such as heavy rainfall, strong winds, storm surges, and high
sea levels) is already on the rise throughout the region. These events cause severe damage to
infrastructure and other economic assets, and have adverse effects on livelihoods. According to
the Global Climate Risk Index 2012 report, Samoa ranks 51st out of 179 countries in terms of
who suffers most from extreme weather events.2
3.
On December 13 and 14, 2012, Tropical Cyclone Evan (TCE) struck Samoa. Over the
two-day period, five people were killed and approximately 4,250 were temporarily displaced.
“Climate Change in the Pacific: Scientific Assessment and New Research, Volume 2: Country Reports,” Pacific
Climate Change Science Program, 2011.
2
S. Harmeling, “Global Climate Risk Index 2012: Who Suffers Most from Extreme Weather Events? WeatherRelated Loss Events in 2010 and 1991 to 2010,” briefing paper, German Watch, Bonn, 2011.
1
The Government of Samoa’s (GoS) Damage and Loss Assessment of Cyclone Evan, carried out
immediately after the TCE, estimates the combined physical damage and economic losses at
about US$210 million as a result of the cyclone’s impact on transport infrastructure, houses, and
tourism facilities. The damage was significant, given the small size of the Samoan economy,
with the total estimated damages and losses equivalent to about 30 percent of the total value of
goods and services produced in the country in 2011.
4.
GoS officials are aware that the country’s infrastructure assets, particularly roads and
bridges, are vulnerable to climate change and more intense storms and continue to take
appropriate actions. A key step was the recent approval by Cabinet of a plan to strengthen the
climate resilience and longevity of road assets throughout the country.
B. Sectoral and Institutional Context
5.
With approximately 70 percent of Samoa’s population living within one km of the coast,
and critical infrastructure, such as hospitals, schools, places of employment, tourist
infrastructure, port facilities, power plants, airports, and roads, located primarily in the coastal
zone, roads are doubly important. However, the Samoa road network faces a range of
vulnerability issues, in particular: (i) coastal exposure to sea-level rise, storm surge, wave action
during cyclones and tsunamis; (ii) inland flooding and landslips during extreme rainfall events;
(iii) damage from earthquakes; and (iv) accelerated pavement deterioration due to extreme
weather and rising water tables in some locations.
6.
On the principal islands of Upolu and Savai’i, there are about 1,150 km of classified
roads (747 km on Upolu and 403 km on Savai’i), and 52 bridges (44 bridges on Upolu and 8 on
Savaii). Samoa’s networks of roads are of critical importance to the country’s economy and
economic development. They support trade and promote commercial activity by facilitating the
movement of goods and services, and providing safe and efficient access to social services,
including schools and health facilities.
7.
The West Coast Road (WCR) is the primary artery on the main island of Upolu and
provides a vital land transport link connecting Samoa’s capital city Apia and the Port of Apia
with Faleolo International Airport, the Mulifanua inter-island ferry wharf (the main gateway to
Samoa’s second island, Savai’i), and communities and industry along the north-west coast. Its
upkeep is critical for continued economic development as more than 50 percent of Samoa’s
population and most of its industry is currently located along the WCR corridor. At the eastern
end of the WCR corridor is Vaitele Street, which is located in Apia and forms a critical part of
the Mulifanua to Apia Economic Corridor. It is considered the country’s most important section
of road and supports heavy traffic with frequent congestion, especially from Vailoa Road to
Atone Road through the Industrial Zone. During the TCE, it played a vital role in providing
access to and from affected areas, and strengthening this asset’s resilience to climatic events is a
priority for Government officials.3
3
The climate resilience of the WCR will be improved under the Bank’s CRWCR project, which became effective
in April 2013.
8.
Recognizing this fundamental role road sector assets play in the well-being of its citizens,
the Government has launched an ambitious program to strengthen the resilience of its roads and
bridges by reconstructing the most critical to higher standards so that they are better able to
withstand the impact of climate change and extreme weather events.
II.
Project Development Objective
9.
The project development objective is to restore key road sector assets damaged by
extreme weather events and enhance the climate resilience of critical roads and bridges in
Samoa.
III.
Project Description
10.
The Enhanced Road Access Project (ERAP) consists of the following three components:
Component 1: Road and Bridge Reconstruction (total estimated cost US$29.50 mil.,
estimated IDA contribution US$17.70 mil.). This component would help to repair roads
and bridges damaged by TCE, and upgrade, rehabilitate and/or reconstruct existing road
sector assets to higher standards to strengthen their resilience to climate change and
extreme weather events. During the first year of the project, LTA intends to repair or
replace the Leone Bridge, and to widen Vaitele Street. While Leone Bridge and Vaitele
Street were the only priority projects identified for improvement during Year 1 of
implementation, other road and bridge projects will be selected based on both economic
and social factors, including: (i) condition of asset and urgency of repair or replacement;
(ii) cost-benefit analyses; (iii) issues of safety; and (iv) population served.
Component 2: Technical Assistance (total estimated cost US$2.00 mil., estimated IDA
contribution US$1.30 mil.). Funding would be provided to support institutional and
regulatory reforms in how road sector assets are managed and maintained, including
measures to strengthen local capacity, and to increase the sustainability of sector
investments. Attention would be given to: (i) revising standards for maintaining and
constructing roads and bridges to be more climate resilience; (ii) updating legal,
regulatory and enforcement arrangements for enforcing axle load limits; (iii)
strengthening LTA’s technical capacity to effectively plan and manage the sector,
including developing a bridge maintenance program; and (iv) addressing emerging
priority issues that could have an impact on the Government’s ability to create more
climate resilient road sector assets.
Component 3: Project Management (total estimated cost US$1.50 mil., estimated IDA
contribution US$1.00 mil.). The services of a firm to support implementation of the
ERAP would be financed through the project. That same firm will be selected to support
implementation of both the Enhancing the Climate Resilience of the West Coast Road
Project (CRWCR) and the ERAP, which are implemented by LTA.
IV.
Financing (in US$ million)
Source:
Borrower/Recipient
IDA
Government of Australia
Amount
Total:
V.
20.00
13.00
33.00
Implementation
11.
The Ministry of Finance (MoF) would serve as the Executing Agency and the Land
Transport Authority (LTA) would be the Implementing Agency for the ERAP. The LTA will
manage the ERAP on behalf of project beneficiaries from other ministries and agencies should
the need arise.
12.
To help manage and implement the project and ensure that the Bank’s fiduciary,
safeguards and reporting requirements are met, a consulting firm will be selected to support the
implementing agency (LTA) for both the Enhancing the Climate Resilience of the West Coast
Road Project (CRWCR) and the ERAP. It is expected that key staff will include a qualified
project manager, procurement specialist, and financial management specialist/accountant.
13.
The Project Steering Committee (PSC) that provides general oversight and policy
direction during implementation of the on-going Second Infrastructure Asset Management
Project (SIAM-2) and CRWCR Projects, will do the same for the ERAP.
VI.
Safeguard Policies (including public consultations)
14.
The project is Category B from an environmental safeguards perspective. This is
consistent with the categorization of similar and previous road and bridge projects carried out in
Samoa. The following safeguards policies are triggered: (i) OP 4.01 Environmental Assessment;
(ii) OP 4.10 Indigenous Peoples; and (iii) OP 4.12 Involuntary Resettlement.
15.
Since the ERAP is being processed as an emergency operation, an Environmental and
Social Screening and Assessment Framework (ESSAF) has been prepared that includes the
GoS’s Codes of Environmental Practice, which provide guidance on the operational procedures,
including specific guidance and regulations for quarry operations.
16.
As the overwhelming majority of beneficiaries are indigenous peoples, the project has
incorporated the elements of the Indigenous Peoples Plan (IPP) directly in the proposed project
design, and no separate IPP has been prepared.
17.
Minor land acquisition can be expected under the project, particularly in the upgrading of
roads and bridges to higher standards. The ESSAF provides guidance on land acquisition and
resettlement. The previously approved Land Acquisition and Resettlement Framework for the
World Bank-funded CRWCR and SIAM-2 projects will be adapted for the ERAP.
18.
All project activity will be screened by the LTA using the ESSAF. When required,
environmental assessments will be carried out and an environmental management plan (EMP)
generated. The findings of the EA will be used by the LTA to improve the design of the road
and bridge repairs and reconstruction, and the EMP will be included in the bidding documents
and subsequently made part of the winning bidder’s contractual obligations.
VII.
Contacts
World Bank
Contact:
Title:
Tel:
Email:
Jim Reichert
Sr. Infrastructure Specialist
+61-2/9235-6538
jreichert@worldbank.org
Borrower/Client/Recipient
Contact:
Mr. Tupa'imatuna Iulai Lavea
Title:
Chief Executive Officer, MoF
Tel:
(685) 34333
Email:
iulai.lavea@mof.gov.ws
Implementing Agency
Contact:
Mr. Leasi J. Galuvao
Title:
Chief Executive Officer, LTA
Tel:
(685) 26740
Email:
galuvao@lta.gov.ws
VIII. For more information contact:
The InfoShop
The World Bank
1818 H Street, NW
Washington, D.C. 20433
Telephone: (202) 458-4500
Fax: (202) 522-1500
Web: http://www.worldbank.org/infoshop