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World Bank Document INTEGRATED SAFEGUARDS DATASHEET APPRAISAL STAGE I. Basic Information Date prepared/updated: 09/11/2012 Report No.: AC6721 Public Disclosure Authorized 1. Basic Project Data Original Project ID: P125032 Original Project Name: Timor Leste Road Climate Resilience Project Country: Timor-Leste Project ID: P130975 Project Name: Timor Leste Road Climate Resilience Project - Additional Financing Task Team Leader: Mitsuyoshi Asada Estimated Appraisal Date: April 30, 2012 Estimated Board Date: March 21, 2013 Managing Unit: EASNS Lending Instrument: Specific Investment Loan Sector: Rural and Inter-Urban Roads and Highways (85%);Public administration- Transportation (15%) Theme: Climate change (60%);Rural services and infrastructure (20%);Regional Public Disclosure Authorized integration (20%) IBRD Amount (US$m.): 30 IDA Amount (US$m.): 10 GEF Amount (US$m.): 0 PCF Amount (US$m.): 0 Other financing amounts by source: Borrower 52.00 52.00 Environmental Category: B - Partial Assessment Simplified Processing Simple [] Repeater [] Is this project processed under OP 8.50 (Emergency Recovery) Public Disclosure Authorized Yes [ ] No [X] or OP 8.00 (Rapid Response to Crises and Emergencies) 2. Project Objectives The project will deliver sustainable climate resilient road infrastructure on the Dili- Ainaro corridor. 3. Project Description The project would provide additional financing for the ongoing Timor Leste Road Climate resilience Project (TLRCRP). The proposed Additional Financing will finance the following revised components under RCRP: Component A: Climate Resilient Road Infrastructure This component will invest in key road infrastructure to improve its climate resilience. Public Disclosure Authorized The objective is to reduce the impact of the increasing traffic volume and intensity of rainfall on the road corridor from Dili to Ainaro. The physical works will include: (i) construction or reinforcement of slope stabilization structures; (ii ) improvement of drainage structures to meet forecasted rainfall volumes and intensities; and, (iii) pavement rehabilitation/improvements of all the road sections (112 km). This component includes design and supervision by international consultants supported by local staff including environmental and social safeguard specialists to monitor the safeguard compliance of the civil works. Component B: Climate Responsive Maintenance and Emergency Planning and Response Systems Since the entire Dili-Ainaro road will now be improved, most of these components will be cancelled and an alternative maintenance approach will be adopted. The three-year routine and emergency maintenance contracts will be awarded to the works contractors, which would take effect at the conclusion of the two-year defects liability period. This would ensure that the rehabilitated road would be maintained for a minimum of 5 years in the project period. Component C: Project Support and Training This component will not change, and include: (i) support to the Project Management Unit (PMU) established for the ADB RNDP in order to enable it to meet the additional World Bank project requirements; (ii) a training program for MOI and other government staff, as well as contractors, aimed at bridging the capacity gap on maintaining mountainous roads and emergency responses 8; and, (iii) independent safeguards monitoring. Component D: Feasibility Study of the proposed road segments This new component will consist of feasibility studies of the proposed road segments linked to Dili-Ainaro road; Maubisse-Ermera-Gleno, Aileu-Same, and Ainaro-Cassa. 4. Project Location and salient physical characteristics relevant to the safeguard analysis The project will be located at key north-south links. The road from Dili to Ainaro was selected by government for TLRCRP because, as part of the 1,000 km Strategic Road Network, it is an important north-south artery providing access to residents along the road and to through traffic from Dili to the southern coast. The corridor is increasing in importance, because of the potential development of the Southern Corridor, related to the gas development. The Government has also expressed interest in including two further segments in the project depending on the availability of finance: (a) Maubessi-Same, which runs south towards Betano through areas of agricultural potential; and (b) a link to Ermera, which serves an important coffee growing area with tourism potential. 5. Environmental and Social Safeguards Specialists Ms Francisca Melia Setiawati (EASIS) Mr Virza S. Sasmitawidjaja (EASIS) 6. Safeguard Policies Triggered Yes No Environmental Assessment (OP/BP 4.01) X Natural Habitats (OP/BP 4.04) X Forests (OP/BP 4.36) X Pest Management (OP 4.09) X Physical Cultural Resources (OP/BP 4.11) X Indigenous Peoples (OP/BP 4.10) X Involuntary Resettlement (OP/BP 4.12) X Safety of Dams (OP/BP 4.37) X Projects on International Waterways (OP/BP 7.50) X Projects in Disputed Areas (OP/BP 7.60) 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: Identify and describe any potential large scale, significant and/or irreversible impacts: The project triggers the Environmental Assessment policy (OP 4.01) and is rated as a Category B project. The project is not expected to have long-term direct, induced or cumulative impacts on the environment including on natural or critical natural habitats. The Additional Finance project proposes three additional links – Aitutu village to Same (26 km), Ainaro to Cassa (21 km) and junction south of Maubisse to Ermera (57 km) for potential inclusion. Of the three links, only the Aitutu village to Same link (26 km) passes near the proposed Mount Cablaque and Lake Welenas Protected Area (PA) near Same. No boundaries or ground survey by the Department of Protected Area have been fixed for the proposed PA but near the road corridor the boundaries are expected to be about 10 km (plus or minus) away from the road. The field visit concluded that none of the three links will be impact the natural habitat or any of the designated or proposed PAs and the construction of the proposed Aitutu village to Same link and the other two links are unlikely to result in any direct or indirect adverse environmental impacts on the natural habitat in the area.. In fact, if properly implemented, the project could improve the existing environmental conditions such would significantly reduce slope failures, reduce erosion and channel and redirect road side drainage. The proposed project is therefore designated as a environmental safeguard Category B project. The adverse environmental impacts associated with the construction the three links are expected to be mostly limited to construction related impacts. These impacts are expected to be short lived, occurring mostly along the alignment of the three road links and are expected to be confined limited to the right of way. Some impacts are expected to occur at offsite locations such as river bed gravel extraction sites, quarry, crusher, and asphalt mixing plant sites and spoil or excess material disposal sites. These impacts can be avoided or minimized through careful design and good construction practices, or otherwise effectively mitigated during construction by use of appropriate mitigation measures and effective environmental supervision. The main potential impacts identified include: (i) disturbance from noise, vibration and dust arising from loading, unloading, and transportation of construction materials (aggregates and bitumen) by trucks; (ii) noise and dust arising during construction of slope protection and retaining structures, construction of the new road base and construction of the new surface in selected road segments; (iii) erosion and sedimentation from exposed surfaces that may affect the nearby farms and water bodies during the construction phase; (iv) risks from the use and improper disposal of hazardous materials such as used fuel and lubricants; and, (v) potential increase in accidents during construction and operation from increased vehicle movements, confined space, narrow right of way, and inadequate road safety signage . Subject to confirmation of the links during negotiations, MOI will prepare an Environmental Management Plan (EMP) as per the Environmental Assessment and Review Framework (EARF) and as part of the road investigation and detailed engineering design. The EMP (which will use elements of the already approved EMP for TLRCRP) will be disclosed to the public for comments and feedbacks. The EMP will summarize the anticipated environmental impacts and the associated mitigation measures during design, construction and operational phases of the project. It will make reference to the relevant laws of TL and contract documents, approximate location, timeframe, mitigation measures and costs, and the responsibility for its implementation and supervision. A field monitoring checklist will be prepared based on the EMP and monitoring plan. The field monitoring checklist will be used by the contractors supervising engineers. The signed checklists will be provided to the PMU/MOI who will be responsible for the appropriate follow-up and compliance reporting. The project is triggering the Bank's Indigenous Peoples Policy (OP 4.10). The Timorese population is indigenous because it has: (i) collective attachment to geographically distinct territories;
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