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Social Safeguards Due Diligence Report

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Social Safeguards Due Diligence Report Social Safeguards Due Diligence Report Project Number: 48444 January 2017 PNG: Multi-tranche Financing Facility for the Sustainable Highlands Highway Tranche 1 This social safeguards due diligence report is a document of the borrower. The views expressed herein do not necessarily represent those of ADB's Board of Directors, Management, or staff, and may be preliminary in nature. Your attention is directed to the “terms of use” section on ADB’s website. In preparing any country program or strategy, financing any project, or by making any designation of or reference to a particular territory or geographic area in this document, the Asian Development Bank does not intend to make any judgments as to the legal or other status of any territory or area. Contents Page A. Introduction 1 B. Investment Program Background 1 C. Socioeconomic situation along the Highlands Highway 3 a) Geography 3 b) Population 5 c) Economic situation 6 d) Household incomes and poverty 10 e) Social services 11 f) HIV/AIDS and health issues 13 g) Gender 14 h) Stakeholders of the Program 15 D. Subprojects and outstanding land issues 15 a) Components and activities 15 b) A history of land acquisition for road building 16 c) Types of problem sites 18 d) Summary of issues 21 E. Involuntary resettlement and scope of land acquisition for T1 22 F. Consultation and site visits 22 G. Summary of impacts and mitigation measures 54 H. Overall involuntary resettlement assessment and categorization 66 I. Conclusion and recommendations 66 Annexes Annex 1: Minutes of provincial consultations Annex 2: Record of people consulted Annex 3: Other identified problem sites (not assessed during fieldwork) Annex 4: Screening and categorization form Annex 5: HIV/AIDS and gender training providers Highlands Highway: Kaduwaga to Nadzab A. Introduction 1. This report comprises the Due Diligence Report (DDR) for land acquisition and resettlement for Tranche 1 works and subproject activities of the Multi-tranche Financing Facility (MFF): Sustainable Highlands Highway Program (SHHIP or ‘the Investment Program’). Tranche 1 of SHHIP involves the maintenance and upgrading of the PNG Highlands Highway (HH) from the Kagamuga junction near Mt Hagen to the Nadzab junction near Lae, a distance of 430 km. The categorization for the individual subproject under SHHIP will be assessed in accordance to the Land Acquisition and Resettlement Framework (LARF). The LARF defines the maximum acceptable level of adverse impact and IR selection criterion that the subprojects are expected to meet. 2. The MFF loan modality adopted for the SHHIP project implementation is such that while the broad outlines of all components are clearly identified and known during the program preparatory phase, the detailed designs of works or subprojects are not always known until the implementation phase. Consequently, works, activities, and subprojects identified during implementation are subject to proper due diligence to confirm their respective land acquisition and resettlement categorization. This DDR will determine the actual IR categorization for Tranche 1 activities. The DDR will also inform the project design on the extent of adverse impacts that need to be avoided, or if avoidance is not possible, for which effective mitigation measures are required. The confirmed land acquisition and resettlement categorization will also determine what other IR instruments, including land acquisition and resettlement plans (LARP) need to be prepared. Category B subprojects require a LARP, while Category C subprojects, which have no foreseeable involuntary resettlement effects, do not. 3. As part of the due diligence for possible land acquisition and resettlement impacts, a rapid appraisal, was conducted along the HH between 8–13 December 2016 by the PPTA team.1 A second field visit to the Markham Valley area was undertaken in the last week of January 2017. These quick assessments concentrated on potential problem sites identified by the experienced Provincial Works Managers, who have had long experience in their areas and are very familiar with both the engineering and social challenges along the route. Where time did not permit investigation and village meetings, DOW provided reports from their files, and briefing on the sites to the PPTA team. The provincial DOW staff accompanying the PPTA team provided existing reports on the problem spots along the highway, as well as skillful assistance and facilitation of meetings with communities. They have much knowledge to contribute to future social assessments. B. Investment Program Background 4. The proposed SHHIP will be financed with assistance from the Asian Development Bank, with the Department of Works (DOW) as the executing agency (EA). The funding provided through the MFF will comprise discrete subprojects to be implemented sequentially over ten years under an envisaged three tranches. The estimated total cost of the Investment Program is about $1 billion over ten years. The Investment Program includes 1 The PPTA team consisted of Social Development specialist consultant, Wendy Lee, accompanied by Lalio Erasi, SHHIP Project Manager, Ako Nalo, Department of Works (DoW) Safeguards Officer, and the respective provincial DoW managers and engineers. In Jiwaka the team were ably assisted by Amos Dakma (PWM Jiwaka); in Simbu, by Amos Dakma (former PWM Simbu), Terry Phillip (PWM Simbu), and Simon Urambo (Engineer, Simbu Provincial DoW); and in Eastern Highlands by Gideon Timothy (Acting OIC Kainantu District and DoW Project Engineer). 2 physical components (i.e. transport infrastructure repair and development) some of which will involve limited land acquisition and resettlement impacts, as well as non-physical works such as institutional strengthening. This relates to improving the capacity of PNG’s transport agencies to manage bridges, roads, and other assets, as well as capacity building in various areas, including to provide greater transparency and accountability in safeguards, particularly land acquisition and resettlement processes. 5. The core 430 km section of the HH covered by the Investment Program connects four landlocked provinces of the Highlands region and branches out to nearly 1,800 km of feeder roads, servicing more than 40% of the population. On its eastern side, the HH connects to the lowlands of Madang and Morobe provinces and extends to PNG’s main port and manufacturing centre in Lae. Mineral and petroleum outputs from the Highlands region account for nearly 80% of national exports, especially natural gas, while 85% of the people connected by the HH derive their livelihood from agriculture, mainly coffee, a major income earner for the rural population, but also tea, sweet potato, vegetables, and fruit in the Highlands, and cattle, copra, cocoa, bananas, and sugar cane in Morobe. 6. The overarching objective of the Investment Program is to (i) improve access to health and education, and raise standards of living; (ii) to increase opportunities for equality and prosperity in rural areas; and (iii) to provide a well-integrated, safe, financially and environmentally sustainable transport system. The expected outcome is to make the movement of people, goods, and services between the Highlands region and domestic and international markets safer and more efficient. The ten-year Investment Program has been designed to: Restore, upgrade and effectively maintain the entire 430km section of the HH from day one; Increase the resilience to climate change and the safety of pedestrians and vehicle occupants; Improve transport logistics and services between the provincial capitals; and Develop DOW managerial and operational capacity to delivery the program and sustain its benefits 7. The Investment Program concept is based on the observation that the failures of the road pavement are primarily due to a prolonged lack of maintenance, not to an inadequate structural design, except for the flood-prone sections in the Morobe Province. Many sections can be restored without engaging in costly reconstruction if corrective actions are implemented rapidly. The current two-lane design is sufficient to carry the projected traffic over the next 20 years, except in the vicinity of Goroka town. Road traffic safety is very poor and pedestrians are especially at risk, including children who use the highway to walk to school. Twenty-nine one-lane bridge constitute a primary safety hazard and 40 two-lane bridges need repairs, if not reinforcement or full reconstruction. Climate change, is also a threat, although of uncertain nature, and the budget for the program is constrained, given PNG’s recent economic downturn. 8. The Investment Program has been sliced into three overlapping tranches: Tranche 1 (T1) from 2017-2021; Tranche 2 (T2) from 2019-2024, and Tranche 3 (T3) from 2023-2027. Maintenance and upgrading works, and road safety improvements will start immediately under two Output and Performance Based Road Contracts (OPRC) of about 200 km in length each. The rehabilitation of the entire crossing of Simbu Province, including road safety improvements, will be executed under a third contract during Tranche 1, since it is in very poor condition. The maintenance and upgrading works and road safety improvements will be pursued gradually over the ten-year Investment Program period particularly works with resettlement impacts and land acquisition to be implemented during T2 and T3, the 3 bridge improvement program will be executed under T2, and the Goroka road bypass, the truck climbing lanes,
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