INTEGRATED SAFEGUARDS DATASHEET
RESTRUCTURING STAGE
I. Basic Information
Date prepared/updated: 09/13/2010
1. Basic Project Data
Country: Madagascar
Project Name: Rural Transport Project
Task Team Leader: Pierre Graftieaux
Estimated Appraisal Date: February 8,
2002
Managing Unit: AFTTR
Report No.: AC5463
Project ID: P073689
Estimated Board Date: November 14, 2002
Lending Instrument: Adaptable Program
Loan
Sector: Roads and highways (81%);Railways (9%);General transportation sector
(7%);Ports, waterways and shipping (3%)
Theme: Rural services and infrastructure (67%);Other rural development (33%)
IBRD Amount (US$m.):
0.00
IDA Amount (US$m.):
80.00
GEF Amount (US$m.):
0.00
PCF Amount (US$m.):
0.00
Other financing amounts by source:
BORROWER/RECIPIENT
181.60
African Development Bank
7.40
US: Agency for International Development (USAID)
2.70
EC: European Commission
19.60
FRANCE: French Agency for Development
3.00
JAPAN: Japan International Cooperation Agency (JICA)
1.70
NORWAY: Norwegian Agency for Dev. Coop. (NORAD)
4.00
220.00
Environmental Category: A - Full Assessment
Simplified Processing
Simple []
Repeater []
Is this project processed under OP 8.50 (Emergency Recovery)
Yes [ ]
No [X]
or OP 8.00 (Rapid Response to Crises and Emergencies)
2. Project Objectives
The development objective of the project is to sustainably improve the access of rural
communities to markets, schools, health centers and other economic and social
infrastructure, and to enhance the mobility of the rural population, in order to improve
their quality of life and promote economic development.
3. Project Description
The original project has five components:
(A) Capacity Building
(B) Rehabilitation of Rural Roads
(C) Maintenance of the Rehabilitated Roads
(D) Rehabilitation of the Fianarantsoa to Manakara corridor
(E) Promotion of Intermediate Means of Transport
A) Capacity building. Assistance to the Rural Transport Unit (RTU) to oversee the
implementation of the rural transport policy and strategy.
B) Rehabilitation of rural transport infrastructure. This component includes the
following: (i) the rehabilitation of of rural roads, the vast majority of which will be
improved to "basic access standard" to make the roads all-round passable for the
prevailing means of transport. Basic access interventions focus on the elimination of
trouble spots. For roads with higher traffic levels (50-150 vpd) full rehabilitation to earth
road standard will be sought and above 200 vpd paving of the road will be an option..
C) Maintenance of the rehabilitated network. This component has made an integral
part of the project to ensure that maintenance of the rehabilitated network is executed
adequately and appropriately, and that this is closely monitored. It is estimated that an
additional amount of 2.5 million person-days of work will be created on average each
year by the maintenance program.
D) Rehabilitation of the corridor Fianarantsoa-Manankara: This corridor relies heavily
on the FCE Railway (Fianarantsoa-Côte d'Est) and the Port of Manakara. The 163-km
long railway runs through a very unique ecosystem of some of the last remaining primary
forest on the highlands. About 100,000 people have no other access than the train and
depend on the transport services for their livelihoods; additional 1,000,000 people live in
the region that is served by the railway.
E) Promotion of intermediate means of transport (IMT): This component would put
into practice the first strategic axis of the Government's rural transport policy. National
and international experience with the promotion of IMT has rarely gone beyond very
limited pilot projects and this would be the first initiative to upscale. Intensive
networking and implementation assistance would be required to ensure successful
execution. Despite road improvements in recent years, much transport in Madagascar
involves walking and head-loading. The project would aim to improve rural mobility by
increasing the overall number of IMTs in use, increasing and diversifying their uses and
improving the technology used.
The project would also promote water and river IMTs which so far have been largely
neglected. It is expected that within a five-year period, as many as half a million people
would directly or indirectly benefit from increased use of IMTs. Four broad categories of
IMTs would be promoted through information campaigns, networking and micro
projects: (i) cycle-based technologies; (ii) animal-powered carts; (iii) human-powered
carts; and (iv) water-based transport (motorized and non-motorized). The component
would also include spot improvements of waterways and jetties.
Current situation: After the March 2009 coup, the Bank and other donors stopped
disbursements and on-going activities. Due to lack of resources, road assets have not
been properly maintained, and some works have not been completed. As a consequence,
the overall situation in the road sector is very poor. Large key sections of the national
road network that need urgent periodic maintenance and/or rehabilitation works will
deteriorate since it is highly likely that overall donor support will not resume for some
time yet. The same goes for key bridges on the verge of collapse that are located on the
main roads of Madagascar. The outcome of the efforts made since 2002 to catch up with
severe maintenance backlogs on key sections is now in jeopardy. The risks of seeing the
condition of the network worsening over the next two or three years is high.
New Project scope: As a consequence, if only for road safety reasons, it was deemed
crucial to selectively reengage quickly at least on some emergency works, such as the
increasingly fragile bridges on key national roads. Priorities have continued to shift since
the 2009 restructuring was designed, and it was agreed between the Bank Team and the
Road Authority following the official request of Government in December 2008 that it
would make sense to focus on key sections of the national road network in rural areas: (i)
works on RN44, the road connecting the main rice growing areas of Madagascar, with the
aim of making it an all-weather road, through limited investments on bridges, erosion
gullies and road surface (crushed stone base and single surface dressing), bearing in mind
the food crisis and the need to mitigate the increase in food prices by reducing transport
costs; (ii) emergency interventions circumscribed to isolated sections of the national road
network, such as those affected by cyclones, bridges that have collapsed or which require
urgent reinforcement, such as on RN13, etc.; (iii) the construction of jetties, needed to
provide for safe and smooth decking/mooring, especially in bad weather conditions, in
order to avoid an early deterioration of the APL3-financed ferries (which are part of the
national road network and are used to cross wide rivers for which the construction of
bridges would be overly expensive and economically unjustified) ; (iv) limited support to
agencies, such as the Road Authority and technical departments within the Ministries of
Transport and Public Works; and (v) contingencies.
4. Project Location and salient physical characteristics relevant to the safeguard
analysis
The sub-projects under this proposed restructuring are spread over the Malagasy territory.
RN44 is located in the Alaotra Region (North-East of Antananarivo), the jetties will be
built between Fenerivo and Maroansetra on the East Coast. RN13 is the road linking
Fort-Dauphin to Ihosy (South-East).
5. Environmental and Social Safeguards Specialists
Mr Gordon Appleby (AFTQK)
Mr Paul-Jean Feno (AFTEN)
6. Safeguard Policies Triggered
Environmental Assessment (OP/BP 4.01)
Natural Habitats (OP/BP 4.04)
Forests (OP/BP 4.36)
Pest Management (OP 4.09)
Physical Cultural Resources (OP/BP 4.11)
Indigenous Peoples (OP/BP 4.10)
Involuntary Resettlement (OP/BP 4.12)
Safety of Dams (OP/BP 4.37)
Projects on International Waterways (OP/BP 7.50)
Projects in Disputed Areas (OP/BP 7.60)
Yes
X
No
X
X
X
X
X
X
X
X
X
II. Key Safeguard Policy Issues and Their Management
A. Summary of Key Safeguard Issues
1. Describe any safeguard issues and impacts associated with the proposed project.
Identify and describe any potential large scale, significant and/or irreversible impacts:
Road rehabilitation has a positive overall impact, particularly on the social and
economical environments. The potential environmental and social impacts of these
proposed sub-projects in this restructuring may include: soil erosion, noise and dust
presumed to induce adverse physical environmental impacts during road construction
works, increase of accidental risks, impairment of natural habitat close to quarries,
disturbance in water quality, marine and aquatic disturbances (contamination, oil/waste
spills/disposal). No land acquisition is foreseen as proposed works are limited to: (i) basic
access interventions to eliminate the trouble spots, within the existing road alignments,
and (ii) works on bridges collapsed by the cyclones.
2. Describe any potential indirect and/or long term impacts due to anticipated future
activities in the project area:
No long-term adverse impact is anticipated.
3. Describe any project alternatives (if relevant) considered to help avoid or minimize
adverse impacts.
Not applicable.
4. Describe measures taken by the borrower to address safeguard policy issues. Provide
an assessment of borrower capacity to plan and implement the measures described.
Prior to appraisal of the original project, the borrower had prepared an Environmental and
Social Management Framework (ESMF) and a Resettlement Policy Framework (RPF).
The two reports have been reviewed and final versions disclosed in the Country and at
the Bank#s Infoshop.
Under Components B and C: The Borrower has made an environmental and social
screening on the identified 1,400km rural roads, and prepared Environmental and Social
Impact Assessments (ESIA) for each road section. As a result, no land acquisition was
identified; works were limited to "basic access standard" improvements to make the roads
all-round passable for the prevailing means of transport. The ESIA reports were approved
by the Bank and have been disclosed in each sub-project areas and in the Bank#s
Infoshop in 2001. The Environmental Management Plan (EMP) for each road section has
been integrated in each bidding document and taken into consideration by the Contractors
and the Supervisors. The implementation of EMPs with the mitigation measures has
regularly been assessed by the Bank during each supervision mission and consistently
rated as satisfactory, as the Contractors and the Consultants took into consideration all the
Bank's remarks before the end of each contract. In addition to the environmental and
social aspects of the project, an HIV-AIDS program have also been carried out by the
Government through PSI Madagascar to sensitize the Contractors employees and the
local population living all along the roads. This program has been conducted on all the
civil work sites financed by the project, and reached more than 2,000 persons in the rural
area (please, see attached report).
The ESIA for the works on RN44 has already been prepared, commented upon by the
Bank and revised. The one for RN13 is currently being completed by the PIU.
Under Component D: The Borrower has prepared an environmental audit of Manakara
Port and Railway FCE and Resettlement Action Plan for the railway FCE line. Both
documents have been approved by the Bank and disclosed in the project Site and
Infoshop in 2006. However, since this component was supposed to be financed by the
Bank subject to the outcome of a detailed study to review business and financial
prospects of the FCE as well as relevant legal and social issues, the Government
officially requested the reallocation of those funds to rural roads, as the study eventually
concluded in early 2008 that the Southern Railway cannot be operated without significant
subsidies. Therefore, the RAP could not be implemented, and the EMP of the Port and
Railway FCE has been partially implemented but not assessed by the Bank.
In accordance with the recommendations into the ESMF, a PIU was set up within the
Road Authority, which recruited an environmental and social specialist in charge of the
follow-up of the implementation of the environmental and social safeguards documents.
An international consultant provided support to the PIU team and the Ministry of Public
Works for capacity building purposes, and elaborated an environmental and social
technical manual with them.
The PIU (Road Authority) is composed of an operational environmental and social
specialist who will be responsible for following up safeguards issues as and when they
arise during project implementation. Capacity building sessions have been provided by
the team and to the Ministry of Public Works to insure smooth implementation and
safeguards compliance. The revised scope of the Rural Transport Project includes the
same kind of works (road rehabilitation including spot improvements; no greenfield
project) as the original project in component C. These works will benefit RN44, the
social and environmental impact of which had been assessed under APL3, and RN13
(bridge rehabilitation).
Activities proposed under the proposed restructuring are very similar to the activities
already covered under the project's existing safeguards framework in the three APLs in
the Transport sector under Bank's assistance. Only minor environmental impacts could be
expected from the installation activities and site works, similar to the impacts of the
rehabilitation works covered within the existing safeguard framework. These
amendments will not trigger any new safeguard policies. The project revised scope
focuses mainly on the rehabilitation of existing bridges and works on existing roads. No
new environmental risks are expected to arise under the project. However, prior to the
approval of the bidding documents for each subproject by the Association, the Borrower,
through the Road Authority, will submit for the Bank#s review and approval : (i) an
environmental and social impact assessment and environment management plan to assess
and manage potential environmental risks and mitigate adverse impacts, and (ii) where
land acquisition and involuntary resettlement may occur, a RAP satisfactory to the
Association will be prepared. In addition, the Terms of Reference for the consultants in
charge of monitoring the works for each subproject will include (i) before the works
actually start, the fine-tuning/validation of the environmental management plans defined
by the Road Authority and the monitoring guidelines of the same, and (ii) during the
works, the monitoring of the implementation of the environment management plan.
5. Identify the key stakeholders and describe the mechanisms for consultation and
disclosure on safeguard policies, with an emphasis on potentially affected people.
1.
During the preparation of original project, intensive consultations have been held
with the affected population along the alignments of the roads to be rehabilitated (for that
purpose the engineering consultants who prepared the preliminary designs of the roads
where strengthened by environmental and social specialist). The environmental and
social impact assessment and the framework for the compensation of affected people
have been disclosed in the regional and national level. For the proposed project#s
restructuring, public consultations and participatory approach will also be carried out. As
indicated above, the Borrower has prepared an ESIA for the works on RN44, which has
been commented upon by the Bank and revised. The ESIA for RN13 is currently being
completed by the PIU. EMPs and RAPs #as necessary- for certain sections of RN44 and
RN13, which would include public consultations and a participatory approach by civil
society. This will be incorporated in the bidding documents after Bank's approval and
disclosure.
B. Disclosure Requirements Date
Environmental Assessment/Audit/Management Plan/Other:
Was the document disclosed prior to appraisal?
Date of receipt by the Bank
Date of "in-country" disclosure
Date of submission to InfoShop
For category A projects, date of distributing the Executive
Summary of the EA to the Executive Directors
Resettlement Action Plan/Framework/Policy Process:
Yes
10/10/2001
01/17/2002
01/17/2002
01/17/2002
Was the document disclosed prior to appraisal?
Yes
Date of receipt by the Bank
10/10/2001
Date of "in-country" disclosure
01/17/2002
Date of submission to InfoShop
01/17/2002
Indigenous Peoples Plan/Planning Framework:
Was the document disclosed prior to appraisal?
N/A
Date of receipt by the Bank
Date of "in-country" disclosure
Date of submission to InfoShop
Pest Management Plan:
Was the document disclosed prior to appraisal?
N/A
Date of receipt by the Bank
Date of "in-country" disclosure
Date of submission to InfoShop
* If the project triggers the Pest Management and/or Physical Cultural Resources,
the respective issues are to be addressed and disclosed as part of the Environmental
Assessment/Audit/or EMP.
If in-country disclosure of any of the above documents is not expected, please
explain why:
C. Compliance Monitoring Indicators at the Corporate Level (to be filled in when the
ISDS is finalized by the project decision meeting)
OP/BP/GP 4.01 - Environment Assessment
Does the project require a stand-alone EA (including EMP) report?
If yes, then did the Regional Environment Unit or Sector Manager (SM)
review and approve the EA report?
Are the cost and the accountabilities for the EMP incorporated in the
credit/loan?
OP/BP 4.12 - Involuntary Resettlement
Has a resettlement plan/abbreviated plan/policy framework/process
framework (as appropriate) been prepared?
If yes, then did the Regional unit responsible for safeguards or Sector
Manager review the plan?
The World Bank Policy on Disclosure of Information
Have relevant safeguard policies documents been sent to the World Bank's
Infoshop?
Have relevant documents been disclosed in-country in a public place in a
form and language that are understandable and accessible to project-affected
groups and local NGOs?
All Safeguard Policies
Have satisfactory calendar, budget and clear institutional responsibilities
been prepared for the implementation of measures related to safeguard
policies?
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Have costs related to safeguard policy measures been included in the project
cost?
Does the Monitoring and Evaluation system of the project include the
monitoring of safeguard impacts and measures related to safeguard policies?
Have satisfactory implementation arrangements been agreed with the
borrower and the same been adequately reflected in the project legal
documents?
Yes
Yes
Yes
D. Approvals
Signed and submitted by:
Task Team Leader:
Environmental Specialist:
Social Development Specialist
Additional Environmental and/or
Social Development Specialist(s):
Name
Date
Mr Pierre Graftieaux
Mr Paul-Jean Feno
Mr Gordon Appleby
09/13/2010
09/13/2010
09/13/2010
Ms Alexandra C. Bezeredi
09/13/2010
Ms Supee Teravaninthorn
09/13/2010
Approved by:
Regional Safeguards Coordinator:
Comments:
Sector Manager:
Comments: