AFRICAN DEVELOPMENT BANK GROUP

PROJECT: UPGRADING OF THE – MBUJI MAYI ROAD, TSHIKAPA –KAMUESHA SECTION (87 km) AND REHABILITATION OF RURAL ANCILLARY AGRICULTURAL INFRASTRUCTURE

COUNTRY: DEMOCRATIC REPUBLIC OF CONGO

ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT (ESIA) SUMMARY

Project team: Mr. Anatole Désiré BIZONGO, OITC.1/CDFO Mr. Khaled LAADJILI, OSAN.2 Mr. Jean Pierre Muimana KALALA, OITC.1 Mr. Modeste KINANE ONEC .3 Mr. Salim BAIOD, Consultant, ONEC.3 Project team

Sector Director: Mr. Amadou OUMAROU Regional Director: Mrs Marlène KANGA Division Manager: Mr. Jean Kizito KABANGUKA

ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT (ESIA) SUMMARY

------Project title : UPGRADING OF THE TSHIKAPA – MBUJI MAYI ROAD, TSHIKAPA – KAMUESHA SECTION (87 km) AND REHABILITATION OF RURAL ANCILLARY AGRICULTURAL INFRASTRUCTURE

Country : DEMOCRATIC REPUBLIC OF CONGO Project number : P-CD-DB0-009 Department : OITC/OSAN Division : OITC.1

1) Introduction This document is the summary of the Environmental and Social Impact Assessment (ESIA) relating the upgrading of the Tshikapa-Kamuesha Road (87 km) and rehabilitation of rural ancillary agricultural infrastructure project (including the reconstruction of 368km of feeder roads) in the Democratic Republic of Congo. The document falls within the framework of the CSP 2013-2017 for DRC which pillar n°1 relates to the rehabilitation of basic infrastructures. This summary has been elaborated in accordance with environmental and social assessment guidelines and procedures of the African Development Bank for Category 1 projects. The description and justification of the project are first outlined, followed by the relevant legal and institutional framework in the Democratic Republic of Congo. A brief description of the main environmental conditions prevailing in the project area is presented, as well as alternatives that are compared in terms of technical, economic, environmental and social feasibility. Environmental and social impacts are summarized and the unavoidable impacts throughout the phases of preparation, construction and use of the road. Improvement and mitigation measures are therefore proposed in order to increase profits and/or, prevent, minimize the negative impacts and, present the monitoring program. Public consultations held during the ESIA and additional initiatives relating to the Project such as the required Resettlement Action Plan are presented. An Environmental and Social Compliance Certificate was issued by the relevant authorities in DRC for the project.

2) Project description and justification The National Highway 1 (RN1) connects in Western DRC, to in Katanga in the East, and goes through the cities of , (Bandundu Province), Thsikapa, (Western Kasaï Province) and Mbuji-Mayi (Eastern Kasaï Province). The section covered by the detailed technical studies (Tshikapa – Mbuji Mayi section) is 437 km long. The section funded by the Bank is 87 km long and is links Tshikapa, Kassala, Biakabomba, Kakumba, Katalaye and Kamuesha. This section is a continuation of the road between Pont de Lovua and Tshikapa, including the bridge over the Kasaï River. (i) Road works consist in the construction of the road following a 10m transverse profile in open country and 15m at the crossing of the city of Tshikapa and that of main villages as Kakumba and Kamuesha. The works will focus on earthworks (cutting and backfilling), the construction of hydraulic and drainage facilities, the pavement of the road including fiber optic ducts, the setting of road signs (horizontal and vertical), the construction of two important multicellular culverts for the crossing of the cities of Sumbu and Luenda Rivers and the planting of rows of trees at the exit of the city of Tshikapa and of four main villages including Kakumba and Kamuesha. (ii) Rehabilitation of rural ancillary agricultural infrastructure including access infrastructures (368 km of feeder roads and 3 ferry docks), marketing facilities (14 markets, 13

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------warehouses and 10 slaughter areas, water supply facilities (30 boreholes, 7 water pipelines and100 water sources to be constructed), rehabilitation of agricultural training centers and of offices hosting administrations, NGOs and social reinsertion organizations involved in the project. Feeder roads are developed on 3 alignments: (1) Kasaï Bridge-Kalonda-Tshindemba-Lubilu River-« 2 trente deux » (towards Njokoponda) over 128 km; (2) NR1-Katalaye-Mukanga- Njokopunda over 110 km; (3) Kamuesha-Katshimu-Kabelekesse-Mungombe-Tshisanda- Bilenge-Kabodi/Kassala over 130 km. Therefore, in view of facilitating transport of rural products, the project relies on inland waterway transport to ensure the complementarity between waterways and their intermodal interfaces as well as with interconnecting feeder roads with the trunk road network, especially on the NR1. Rehabilitation and reconstruction of transport infrastructure to open up the country internally and externally are part of the main Government strategic pillars as stated in the Growth and Poverty Reduction Strategy Paper of June 2006 and in line with the first pillar of the CSP 2013- 2017 agreed with the Bank. The cost of road works and rural agricultural development is estimated at USD 94.34 Million.

3) The Political, Legal, and Administrative Framework 3.1) The political framework DRC has adopted several action and development plans at national level including: (i) the Tropical Forest Plan; (ii) the National Environmental Action Plan; (iii) the National Strategy and Action Plan on Biological Diversity; (iv) the Initial National Communication on Climate Change; (v) the Master Plan for Agricultural and Rural Development; (vi) the Master Plan for Fisheries and (vii) the National Action Plan for Housing. These participatory planning efforts bring together all stakeholders at the national level and give directions for achieving sustainable development. There are meant to ensure that a consensus is reached on environmental challenges to be met in relation with the social and economic development policy. They refer to the Social and Environmental Assessment as a key tool for environmental management. 3.2) The legislative and regulatory framework The Congolese legislative framework consists of a multitude of environmental instruments, most of which are outdated. They were complemented with an additional Framework Act No. 11/009 dated July 9, 2011 on Fundamental Principles of Environmental Protection, especially in its Chapter 1, Section 3. The Framework Act highlights, the need for: (i) a Social and Environmental Impact Survey (EIES) to be conducted for any industrial, commercial, agricultural project which activities are likely to pose a risk of pollution or environmental degradation and (ii) an environmental audit and public investigation to be carried out. Pending the promulgation of relevant specific decrees, the framework consists of: i. Decree-Act dated August 22, 1969 on nature preservation and the creation of preserved areas completed by Act 75-04 dated 22 July, 1975 relating to the creation of preserved areas; ii. Decree 75-231 dated July 22, 1975 which sets out the responsibilities of the Ministry of Environment, Nature Preservation and Tourism (MECNT); iii. Decree 75-232 dated July 25, 1975 which establishes the Interdepartmental Committee on Environment; iv. Ministerial Decree dated 25 June, 1998 which establishes the National Environment Information Center responsible for collecting, analyzing and disseminating all information relating to the countrywide state of environment;

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------v. Act No 011-2002 dated August 29, 2002 on the Forestry Code. This Act is of general application and encapsulates the will to better organize environmental management of forestry resources. It prohibits any deforestation action in areas exposed to risks of erosion and flooding, and imposes a clearing a distance of 50 meters on either side of streams and within 100 meters of their sources. However, the Act fails to define impact assessment study as a tool for analytic work and for the protection of forestry and fauna resources; vi. Decree-Act No 007-2002 dated July 11, 2002 relating to the Mining Code that sets the conditions to be fulfilled for digging and operating minerals deposits. Provisions of the Code include environmental aspects; vii. Decree-Act No 71-016 dated March 15, 1971 on the protection of cultural property; viii. Decree No 75-232 dated July2, 1975 on the establishment of the Inter-ministerial Committee for the Environment, Nature Preservation and Tourism; ix. Decree 76-252 dated 22 September, 1976 relating to the organization of specific services within the Ministry of Environment, Nature Preservation and Tourism MENPT); x. Ministerial Decree No. 037/CAB/MIN/ECN-EF/2004 dated June 2, 2004, which was promulgated as part of the organizational framework for the environmental and social components of the Emergency Minimum Program for Rehabilitation and Reconstruction (PMURR); xi. The Congolese regulatory framework on compensation in case of expropriation of property for public use shall be governed by the Act No. 77/01 of February 22, 1977 on expropriation for public interest. The terms of land tenure are governed by the Act No. 073-021 dated July 20, 1973 on the general arrangements for property and real estate and land tenure safety arrangements as amended by the Land Act No. 80-008 dated July 18, 1980. They are now considered as reference provisions in this field. 3.3) The institutional and administrative framework The main intervening institutions are the Ministry of Infrastructure, Public Works and Reconstruction (MITPR) and the Ministry of Environment, Nature Preservation and Tourism (MECNT) in charge of: (i) developing safety standards on environment; (ii) ensuring the implementation of environmental impact studies and (iii) monitoring the industrial pollution and environmental sanitation. The mission assigned to the MECNT relates to activities in the areas of Environment and Nature preservation which are carried out under the responsibility of the Congo Environmental Survey Group (GEEC) in charge of leading and coordinating the social and environmental assessment of projects. GEEC is responsible for assessing ESIAs and Environmental and Social Management Plans (ESMP) of projects, respectively categorized into class A and Class B (categories 1 and 2 for the ADB) and for preparing the social and environmental compliance certificate to be signed by the Minister of Environment for projects granted with no objection to implementation within the context defined in the ESIAs and ESMPs. In addition to GEEC, environmental officers are appointed in every Ministry and technical services are involved in the Social and Environmental Assessment of projects. They are responsible for ensuring the implementation of laws aiming at protecting the environment within the framework of development projects initiated by concerned Ministries and entities. MITPR is the implementing agency and has an Infratructure unit. An Environmental Unit is set up within this Infrastructure Unit, as the Owner’s Representative and is charged with ensuring the elaboration and effective implementation of the ESMPs. This Unit has the following responsibilities: (i) ensure the coordination and monitoring of environmental guidelines; (ii) 4 ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT (ESIA) SUMMARY

------centralize information on environmental and social issues related to road projects; and (iii) liaise with contractors companies and various services that may provide technical solutions for the mitigation of environmental impacts.

4) Description of the project’s environment 4.1) Physical environment i) Climate : The climate prevailing in western Kasaï is equatorial climate in the North and Sudan-like climate in the South. The Sudan-like climate is characterized by a hot and humid climate with a dry season that runs longer as one moves southwards. It lasts two months as in the North of , Mweka and Northeast Territory of Luebo. Western Kasaï has an annual temperature of 10.74°C on average. The provincial average temperature is around 24.18°C with peaks of 32°C in June in Tshikapa. The lowest temperature (15° C) is reached in July in Tshikapa. Rainfall depends on climate and is higher in the equatorial zone than in the so-called tropical zone. It actually varies between 1400 -1900 mm in Western Kasaï Province. DRC is vulnerable to climate change. Common climate risks include: intense rainfalls, flooding, scorching crisis and coastal erosion. It is expected that in the forthcoming period (2050-2100), annual rainfalls will be 7 to 11% higher than current figures; which will cause, in the one part, soil leaching, land degradation due to erosion and flooding and, in the other part, an increase in boil-off rate as a consequence of temperature increase of around 1.5 to 4.5°C. ii) Landscape and hydrology: The topography of the province of Western Kasaï is characterized by the existence of two major regions comprising, on the one part, the Northern part of the fourth parallel with altitudes lower than 500 m forming part of the Southern hills of the Central Basin and, on the other part, the Southern part of the fourth parallel where medium altitudes from 500 to 1000 m prevail, being part of the Kasaï faceplates which cover about three quarters of the areas of the Province. These faceplates are drained by the Kasaï River and its tributaries flowing from South to North, namely the Lulua, the Lukenie, the Sankuru, the Tshikapa and the Loange Rivers. These rivers offer a navigable waterway network, conducive to the transport of goods and people. Ilebo, located on edge of the Kasaï River, is the main port of the province and is the junction between the railway and the waterways, from Katanga to Kinshasa and vice-versa. iii) Geology and hydrogeology: Due to a fairly well developed coverage in the province of Western Kasaï, the base is composed of the Lulua (Kibara) group and ante-Lulua formations that are flush only in the valleys. These formations are essentially magmatic and appear in the Kasaï-Lulua confluence, mainly with chlorite-schist, amphibole-schist, gneiss and quartzite texture. The Lulua group appears in the valleys of the Lueta and the Lulua Rivers as well as in their tributaries and in the valley of the Kasaï in the southwest towards Angola. The southeastern area of Luiza (Masuika) could be lying upon a foundation consisting essentially of carbonate rocks, conglomerates, schist, quartzite and arkose. From a geological standpoint, the subsoil of Kasaï Occidental is essentially made of granitic rocks the outcrop of which composes two quarries of Kananga. It is full of geological resources including diamond in the Territories of Tshikapa, Luebo, Demba, Kazumba, Mweka, Ilebo, Dibaya, and Dimbelenge; gold and tin in the Territories of Luiza and Kazumba; iron in the Territories of Luebo, Tshikapa and Kazumba; nickel, chromium, and cobalt in Kananga and in the Territory of Kazumba; and oil in the Territory of Dekese.

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------4.2) Biological Environment The natural vegetation of Western Kasaï Province corresponds to the various climate types found in the area. Plant formations come in three types: i) Evergreen rainforest (Equatorial), covering the north of the province, the Salonga National Park, and occupies about half of the territory of Dekese. Afforestation rate is estimated at 75% in heterogeneous or homogeneous mass; ii) The dense semi-deciduous forest (Subequatorial) alternating with savannah area. Afforestation rate is estimated at 60% and this area includes South Dekese Territory, the Northern Territory of Demba, Dimbelenge, Mweka, Luebo Ilebo, and Tshikapa and; iii) The savannah area interspersed with gallery forests covering the South-west and the rest of the Province and the Project. These savannas are of two types, depending on the nature of the territory of their location. The first has prevailing Hyperrhenia on rich sandy soil in the region that includes southern Territory of Luiza. The second is predominated by Imperata on the heaviest soil (poor land) including the southern Territory of Demba, Dimbelenge and the entire Territories of Dibaya, Kazumba and the City of Kananga. This flora region is inhabited by a diverse wildlife including herbivores, carnivores, reptiles, and birds of various species. No protected area or of biological interest exists in the direct PIA. No fauna protected specy is identified in the same area.

4.3) Human environment

4.3.1 Project Influence Zone The project influence zoneis located between the city of Thsikapa and the village of Kamuesha in the territory of Tshikapa in the Kasaï District. It covers the area on the NR1 section starting from Tshikapa up to the PK100 moving towards Kananga over approximately 41.200SM, which represents around 27% of the territory of the Province. The Province administratively consists of a town/city, Kananga; an Urban District assimilated to city status, i.e. Tshikapa; and two Districts which are Kasaï and Lulua, comprising 11 territories, 50 sectors and 626 village centers. It constitutes the project’s expanded impact area while the direct impact area is limited to the Territory of Thsikapa which forms one of the 11 Territories of the Province. 4.3.2 Demographic patterns The total population in the Western Kasaï Province is estimated at around 5.5 Millions inhabitants, representing nearly 9% of the population in DRC, of which 73% living in rural areas (around 4 millions persons). With reference to the available data, the population is rather young with young people under 15 representing 42.44% of the population. The female population is the majority and represents 50.94%. The burden of social support is extremely important in the western Kasaï with an inactive people (young under 15 and people above 59) representing 49.12% of the population. Living conditions are mostly precarious in the very landlocked PIA. Diamond rush has resulted in a flow of thousands of people in the region. Migrants’ flows, as observed within the Province, are induced by attractiveness of urban centers. Artisanal diamond mining has negative effects on youth in particular: abandoning of agricultural activities and massive rural exodus. 4.3.3 Gender As is the case across the rest of DRC, women are the main agents of development. Subsistence agriculture mainly depends on their productivity. They contribute for more than 70% to the production of this type of agriculture. In addition, the rural women are involved in other revenue generating activities to support the household, such as children's education, medical care, clothing and various contributions to family expenses. Women are at the starting and at

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------the end of the overall family survival process. They are occupied at the same by income- generating and attend to household chores. This may be one of the reasons why development projects have not succeeded in involving women in their activities. Women remain marginalized and treated as second zone citizens. 65% of women and children have to spend more than 90 minutes per day walking over 2 to 3 km to stock up with water (CAP Survey, 2011) and 61.2% of women are said to be living below the poverty line against 59.3% of men. The present project incorporates social accompanying measures accordingly. 4.3.4 Social and economic activities The main activities in Kasaï are agriculture and diamond-digging. Tshikapa is the only city to have administrative department offices. Housing consists of huts and some mud houses. Besides agriculture, the main economic activities concentrate on small/informal trade (cheap restaurants, small shops, weekly markets) and are often run by women. With an estimated 1.75 million inhabitants of which around 51% of female, Tshikapa has 3 hospitals, 15 hotels, 6 provincial colleges, one judicial court, one city hall, one central bank, etc. The main activity in Tshikapa is the diamond trade (250 diamond trade counters). The project’s area has significant production basins for maize, beans, cassava and groundnuts between. Dues to access constraints to these basins, farmers are not keen to engage in agricultural activities. One of the main channels for ensuring agricultural products flowing to the center of Tshikapa is through the Kasaï River aboard frequently overloaded whaleboats. According to the River Police Station of Tshikapa, more than 450 whaleboats turnover per year between 2010 and 2013 was recorded and more than 60.000 tons goods were carried in the same period. Mobility on the NR1 is mainly ensured through walking and cycling. Very few trucks are met along the layout and the poor condition of the road does not allow for the use of small/light weighted vehicles. Cassava and maize are considered as the main revenue generating crops. Most of the food (cassava/corn flour, palm-oil) come from family farms which also supply markets. Stockbreeding consists mainly in cattle, goats, hogs, sheep and poultry. This stockbreeding is of intensive nature. Traditional fishing remains an important activity given the presence of many rivers in the region. As a source for proteins, fishing contributes also to revenue generation for households. Fish farming is not developed because of lack of ponds and the hilly landscape.

4.3.5 School facilities Several schools, including 67 primary, 36 secondary schools and 6 regional institutes are located. Greater female school attendance than male has been observed. This is due to a change in parents’ behavior (especially the mothers) who are more concerned with the future of their children. As the burden of the family expenditures is on women, they have decided to give education priority to their children, especially to girls.

4.3.6 Health facilities In addition to 9 health huts numbered, that are unfortunately under-equipped, 19 health centers, 5 dispensaries and 5 hospitals have been listed. However, this situation hides a disparity in terms of implementation. Among the five hospitals, three are located in the city of Tshikapa for a total capacity of 400 beds and the medical corps comprises of 120 doctors and 210 nurses, male nurses/midwives. The main diseases include: malaria, severe respiratory infections, typhoid, verminosis, HIV/AIDS.

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------4.3.7 Trading and tourism facilities 15 permanent and 6 weekly roadside markets have been numbered, none of which have commercial facilities. Products are laid on the ground or on makeshift stands. The project therefore includes the construction of sheds in certain settlements alongside the road. Tourism facilities comprise 103 hotels and inns in addition to 1,480 restaurants, most of them not being officially recognized. Furthermore, 13 filling stations, 1 airport, 2 bus stations and 5 landing stages have been identified. The project’s environmental profile is presented in the following table 1.

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------Table 1: PIA (Tshikapa- Kamuesha) environmental profile Environment Sensitivity Characteristics Indicators Baseline situation factors N Y imp Length Nearly 100 km x M* Width Variable: 2.5 to 12m - - Location Variable: 30 to 100m from the center-line - - Existing National Allure Road pattern Sinuous, in disrepair x Road Road allowance Condition Dilapidated to Inexistent x Roadway Type Sandy à Sandy-silty x Signaling Road signs Inexistent Frequency / Traffic Number of vehicles Very low (trucks) x Flat at crest and with a sharp slope in some x m Landscape areas in sandbanks and streams Soil Nature Silty and clayey in some areas x Erosion Frequent longitudinal washouts x M Ground water Vulnerable shallow underground water tables x M Hydrography 03 water courses: Sumbu and Luenda on the x M Surface water NR1; River___ Types Savannah x m Direct PIA Vegetation Species met Common and various x m Biophysical Herbaceous covering Dense x m Environment Fauna et Avifauna x m Fauna Species met Reptiles, Gazelle, Antelope, Monkey x m Importance Low to Important x m Important after flow of vehicles, in particular x m Atmosphere Dust during the dry season Noise Low to Important x M Range of vision High x m Landscape Urban at the exit of Tshikapa and Kamuesha, x m Feature Rural for the rest 5.5 Million (50.94% of women) of which Demography (Direct PIA) x M 73% in rural areas, 42.5% of young under 15 Administrative City 1 (Tshikapa) - -

buildings Municipality 1 (Tshikapa) - -

Markets 15 x m

Trade facilities Weekly markets 7 x M

Diamond central buying 265 in Tshikapa - -

Bus stations 2: (1 in Tshikapa et 1 in Kamuesha)

Transport facilities Landing stage 5 in Tshikapa

Airport 1 in Tshikapa

Primary and secondary 67 primary, 36 secondary and 6 regional School facilities x M schools institutes Health posts 2 inTshikapa and Kamuesha x M PIA Socio- economic Health centers and x M Environment Health facilities community clinics 22 Health centers and 5 community clinics 5 of which 3 in Tshikapa with 400bed x M Hospital capacity Agriculture and Extensive, Pluvial x - m Type Fishing River traditional fishing - - Gender Women’s’ groups 50 associations x M Civil Society NGOs and Associations 200 NGOs - - Trade and local crafts Many (sheet metal works, car repair…) x m activities Water supply services, Travel agencies x M Business activities x M Services Post, 3 ICT centers, 13 fuel supply posts Notaries, Real estate’s agents, Cyber stores, x m etc. Table legend: - : purposeless, m : minor, M : major *

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5) Alternative solutions of the project 5.1) The no-project scenario The no-project scenario would mean leaving the road section (RN1) and the access infrastructures under its current state, with the inconvenience they causes to the users. The effects on the environment are in the form of air pollution due to exhaust gas of trucks and dust during dry periods, likely to adversely affect the populations’ health and persistence of reduced access. This scenario is not in line with the DRC Government policy or the social and economic development strategy of the country. The statu-quo is not in line with the objectives aiming at improving the overall transport and infrastructure system in DRC. 5.2) Project alternatives In order to achieve optimal development, taking into account the various constraints related to the physical environment in place and the cost of investment, three (3) options or alternative routes have been analyzed : (i) Option 1 (Basic Option). The section begins at Tshikapa and expands towards Kamuesha and Kananga on the registered route. The rehabilitation of this section will require huge investment and displacement of people, since most of the settlements (houses) in the crossing villages fall within the premises of the road; (ii) Option 2: By using the same pattern as the one currently in use, the project will go across many human settlements with no bypassing option, therefore requiring the displacement of people and the destruction of forests; (iii) Option 3. Corresponding to Option 2 with by-passing of areas of important afforestation and high density of expropriation in areas located at a distance varying from 25 to 350m in the northern and southern parts of villages. Regardless the outcome of the process, the new road will induce a displacement of settlements alongside the new roadway, since most of the villages and/or settlements located in the vicinity of the road will get progressively closer to it in a near future. Rural roads complete the service by their connection to the road. 5.3) Selected option These alternatives have been evaluated based on environmental, economic, technical and social criteria. Three (03) criteria have been used, each of them being assigned a weighting factor: (i) 20% allocated to environmental aspects, (ii) 30% attributed to the technical and economic aspects of different developments and are related to the technical complexity/constraints on which the environment physical characteristics will depend, and (iii) the last criterion takes into account the importance of the populations’ trips. 50% have been assigned to aspect, due to the physical movement of households with the demolition of homes, loss of property and loss of income or livelihood. It stands out from an analysis of the various options that the pattern of the road should be aligned to the existing one while by-passing villages presenting very high social effects (displacement of people). Option 3 appears to be the one causing less negative impact on the atmospheric environment (noise, air pollution) with a better flow and significantly reduced accidents. The displacement of people remains important. Therefore, the pattern to be selected is the one currently in use. The assessment of environmental and social impacts of the project will focus on this option. The following map gives an overview of the alternative patterns.

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------Map 1: Alternative patterns

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5.4) Description of the road pattern and sensitivity analysis The road is entirely an earth road starting from Tshikapa. It is in a very poor condition and with a very low level of service. No section of the road has constructed sidewalks. Rural ancillary feeder roads consist of dirt roads with 2-4 meter cross-sectional profile. This profile will be extended to 6 meters, including sidewalks.

5.5) Summary A summary of sensitivities in the project area are presented in the following table 2: Table 2 Summary of constraints and sensitivities of the project area Environmental Baseline situation Sensitivity components Surface water Existence of many permanent water bodies alongside the road Medium to Strong Existence of aquifers inside quaternary sand at depths between 12 to 25 Ground water Medium to Strong meters. Land use alongside Existence of important agricultural activities (wintering crops) and small and in the vicinity of Strong trade business alongside the road the road Population Important high-density population alongside the road Medium Inexistence of infrastructure excepted in Tshikapa where the drainage Infrastructures Medium to Strong system is down Soil Subject to strong pressure and to water erosion (often instable) Strong

6) Potential Impacts and mitigation and compensation measures 6.1) Negative impacts Identification and assessment of impacts are conducted on the basis of the baseline situation as previously described and of various activities following project’s different phases: (i) Preparatory works; (ii) Works; (iii) Operation. Emphasis is put on environmental effects in sensitive areas. Indirect effects caused by the use of the paved road for the purpose of transportation and communication (residual impacts after completion of works) will be analyzed using the following criteria:

- Climate and air quality; - Soil resources; - Water resources; - Plant and wildlife resources; - Socio-economic activities (small trade); - Jobs and revenue creation; - Landscape; - Displacement of people.

6.1.1) The no-project scenario The traffic on the NR1and rural access is actually very low due to the poor state of the road. People living in the vicinity of the road are obliged to use the road to meet their mobility needs. Rural poverty is widespread in the PIA and is largely due to the state of acess roads and inaccessibility to these zones. Such a situation leads to excessive costs not only of transport but of all categories of goods and to a fall in productivity. A negative effect of this situation is observed in terms of accessibility to healthcare facilities. The absence of signaling is also

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------mentioned as one of the causes of accidents and fatalities on the road. Impacts in the no-project scenario are summarized as follows: i) Regions remaining in isolation; ii) Dust emission due to the nature of the soil, especially during the dry season; iii) Numerous diversions inducing soil compaction, overland flow and impeding vegetation regeneration; iv) Risks of accidents due the poor state of the road; v) Mobility disconfort; vi) Difficulties to evacuate agricultural products; vii) Loss of agricultural products (damaged products) viii) Very high travel time; ix) High transport and vehicles maintenance costs. 6.1.2) Construction phase : a) Biological Environment: The project will cause the clearing of 160ha. The alignment of the road and rural access exists and the road right of way is clear. The impacts of the project (during the preparation phase and the work phase) on plant resources will be marginal. During construction, it should be noted that some semi or fully protected tree species, which are too close to the road, may be logged. In such an event, the Contractor will have to approach the decentralized services of the Ministry of Environment, Nature Preservation, and Tourism to obtain required permits for logging such trees. The use of wood as an energy source at the road construction bases is prohibited. b) Human environment: The preparation phase is important for the deployment of bases and mobilization of equipment. The first physical damages to the environment and human environment occur during the first phase, followed by damages occurring during the construction phase.

i) Disruption of activities: During site preparation and then the project implementation, some of the activities in the immediate vicinity of the project will be disrupted specifically at Tshikapa along the NR1. Activities in that neighborhood will be either halted or reduced, which will result in a loss in terms of jobs and direct income, especially for women. ii) Disruption to traffic and access : The works will cause disruption of vehicle traffic and may affect pedestrians with increased risks of accidents due to: (a) the movement of machinery and construction vehicles, including diversion roads which will be obstructed or flooded during the rainy seasons and (b) vehicles parking alongside the road.

iii) Displacement of facilities, fences and hedges: Works will require the displacement of electric network facilities (pylons), destruction of some fences over a distance of 350m and uprooting of 90 trees on the edge of the existing National Highway 1.

iv) The acoustic state: The Impact will be relatively high during the works. Acoustic pollution from earthmoving, transport, stripping, paving will cause a localized and temporary inconvenience to local residents and especially for homes.

v) Deterioration of living conditions and health: The household garbage collection in the vicinity of houses will be disturbed. The works will generate huge amounts of fine dust on the site and in the project’s neighborhood. It will be less on rural access requiring minimal mechanized works . vi) Land occupancy and ground compaction: due to repeated flow of heavy equipment and following the installation and operating bases and road construction bases and the stripping of the ground caused by the clearing of vegetation on the installation site over nearly 160 ha. They involve risks of ground pollution because of potential oil spills, storage of construction 13 ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT (ESIA) SUMMARY

------materials from the road and possibly the abandonment of organic or inorganic waste. However, it should be noted that the construction bases are temporary construction facilities and that the affected areas could be renovated after construction and handed over to national entities in charge of road maintenance.

vii) Soil erosion and erosion of the banks of the Kasaï Stream: Exploiting borrowing areas can increase soil erosion. Non rehabilitated side areas are likely to promote the stagnation of dirty water and the proliferation of vectors of diseases such as mosquitoes. The quarries identified are: A) Tshinguvu where around 230,000m3 will be extracted; b) Katalaye: for a potential ≥ 100 000 m3; c) Kamuesha; d) Namakwa; e) Tshikapa; (mining waste in Tshikapa) where 300,000m3 can be extracted to be used for the construction of feeder roads and f) Kashanga (mining waste) where additional 250,000m3 can be extracted to complete feeder roads works. Non rehabilitation of quarries and borrowing sites can create a visual contrats and can give way to excessive extraction for various purposes (houses, shops, etc.). Erosion risks are also linked to the disruption of drainage during excavation.

viii) Pollution The coating facilities also include potential air pollution with dust and combustion-related releases. The construction bases can cause pollution due to sewage or waste mismanagement. 6.1. 2) Operational phase : a) Biological Environment: Since the planned works only pertain to the existing lanes marking, already integrated in its natural environment, the project will not affect the natural habitats, flora and fauna. The project has no negative impact on the natural parks, biosphere reserves or sensitive/protected areas. It provides no further deterioration in the quality of the abiotic environment (air, water, soil) during the operation of the renovated and redeveloped road. b) Human environment: The negative impacts of the project during the operational phase remain insignificant. However, it will involve nuisance to local residents limited to the pollution generated by a gradually higher traffic with the risk of accidents to pedestrians as a result greater speeds on the renovated and tarred road.

(i) Noise pollution: In the operating phase the reference speed on the road will be 50 km/h when crossing villages and the city of Tshikapa. The traffic will be constantly increasing. Noise will be exacerbated by the combined action of increased number of vehicles travelling on the road and its closeness to the surrounding residents.

(ii) Population and social life: The period of adaptation to the operation of the new road will affect some practices related to pedestrian traffic. The local population will be exposed to increase risk of traffic accidents due to traffic fluidity, increased traffic and speeds, particularly in the city of Tshikapa; hence the need for an awareness campaign. (iii) Economic activities and housing: Access will be limited for certain activities during the operational phase of the renovated road. Such activities will include those that used to be conducted on the sidewalk of the road, for the parking of customers or suppliers of the activities. Parking areas will be provided and as well as outlined parking spots for the temporary parking all along the road crossing Tshikapa. These arrangements are necessary to mitigate this constraint.

6. 2) Positive impacts The positive impacts of the road to the physical environment are all linked to the developments funded by the project and the establishment of a maintenance system to perpetuate quality of the road infrastructure. The positive impacts of the road and rural access on the biological

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------environment are all related to the opening it provides and will help administrative services, associations and NGOs to expand their activities throughout the project area. The road improvements will help have a more structured vehicle traffic (bidirectional road), smoother, cheaper trips, thereby improving the status of road safety. Expected benefits are mainly the following: (i) Reduced travel time: the standard of the current road between a Tshikapa and Kamuesha is very medium. Its rehabilitation will allow average travel speeds of about 90km / h for light vehicles and 40km / h for heavy trucks. (ii) Reduced accident rate: made possible with regulated traffic, and vehicle discrimination (heavy and light). (iii) Access facilitation: access to health, education and administration facilities in Thsikapa and Kamuesha will be facilitated and improved as well as exchanges within the province and between the province and other provinces, maily between Kinsaha and Kananga taking into account on-going renovation works between Batshamba and Thikapa asa well those between Tshionga towards Kananga. It is to be mentioned that planned activities include the construction of 3 ferry docks and of nearly 368 km of feeder roads. (iv) Job creation: During the construction, operation and subsequent maintenance phases, the number and qualifications of employees will be set by companies and their subcontractors according to their needs. Employment creation is likely to be around 3,500,000 man/day for the road and around 2,700,000 man/day for ancillary works. The project will generate around 6.16 man/day or 24,630 man/day in total. (v) Facilitation of the commercialization of agricultural products: 10 markets will be constructed including 2 lodges with 2.700 m2 capacity, a warehouse, 2 or 3 standard shops and stalls for salespersons, compacted facing of paths between the stalls, 10 slaughter areas and 23 warehouses of which 3 at the level of the ferry docks which will be equipped with latrines. (vi) Drilling and water supply facilities: in view of improving hygiene and ensuring the sanitization of the commercialization sites and solve water supply problems, 30 boreholls will be constructed, 7 water supply systems provided and 100 water sources improved. (vii) Development of social and economic activities: The presence of workers in the cities of Tshikapa or Kamuesha and Kananga will increase the demand for low, medium and high standard housing and will lead, consequently, to an increase in rents. During construction, the population located in the project area will experience an increase in size, not only as a result of the presence of company’s staff members but also that of the people coming to engage in business activities. (viii) A better environmental integration: improvement of hydraulic structures (culverts, pipes) and of drainage systems (ditches, drainage channels) of rainwater will contribute to fight soil erosion, protect water resources and keep the road neighborhood off flooding. Antierosive measures (rolling bassins, vetiver planting and sowing, and stabilization of erosion zones with rockfill, protective booms and walls) will help reduce landslide phenomena and land loss and contribute to the sustainability of the road itself. Environmental renovation of the roadside (slopes’ revegetation and planting of alignment trees) is meant to fix and stabilize the slops, improve the aesthetical aspect of the road and reduce the magnitude of noise and light pollution. The ongoing maintenance by Office des Routes will highly allow reduction of degradation risk.

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6. 3) Mitigation and Enhancement Measures 6. 3 .1) Compensatory measures related to the release of the sidewalks

i) Moving activities and compensation for PAP: a total amount of CDF 265,248,000 has been allocated to compensation for PAPs that result in expropriation and loss of fruit trees and revenues. ii) Construction of markets: this action will allow for the installation of small traders amongst the poorest affected by the project with a priority to women having lost their activities. At least 1,000 stalls and shops will be allocated to them.

iii) Relocation of utilities (electrical and telephone infrastructure) is necessary. This is integrated into the project and subject to a separate line item in the DQE. 6. 3 .2) Mitigation measures during the construction phase

The main mitigation measures, primarily focused on the organization of work and the base equipment, as set up in the specifications of the company to reduce the overall pollution of the work are as follows:

(i) Site facilities: contractors shall ensure their living bases are located away from wells and rivers to avoid pollution of the resource. No deposit of materials that may release pollutants shall be permitted within a given security perimeter. Access facilities will be guarded to minimize interactions between the construction site and the outside environment. Machines’ speed will be limited on the construction and other sites. (ii) Traffic and deviations plan: A plan for movement of machines will be developed to allow greater mobility and accessibility for residents. It must be scalable depending on the phasing planned for works, especially in Tshikapa. This plan will be reinforced by the installation of signs and information. Work areas will be clearly marked. (iii) Deployment of fuel and lubricants warehouses: Storage units of hydrocarbon products will be either tanks or barrels in surface placed in appropriate containment areas to avoid spillage or tank failure and a minimal risk of fire. Cleaning up equipment for any spills will be provided. This material will be maintained in perfect condition. (iv) Containment of flammable and hazardous substances : Storage zones of flammable and substances (bitumen, lubricants and other petrochemical-derived substances) should be provided with an appropriate and well maintained emergency equipment Oxygen, propane and acetylene for welding operations will be stored in a designated area, fenced for this purpose and protected from any possibility of accident with a vehicle. Waste oils will be collected in drums for recycling and sent off-site under the conditions imposed by the GEEC in connection with the Supervision mission.

(v) Soil contaminated by fuels and lubricants: a special area will be dedicated for potential treatment of the soil contaminated by oil products. They will be excavated and placed in containment trays sealed and decontaminated using solvents. The treated soil will be disposed of in an approved garbage dump.

(vi) Cutting down trees and hedges: cutting 40 trees (apart from 50 fruit trees) requires prior authorization from GEEC decentralized services. The cutting of wood must imperatively be evaluated. In compensation, vetiver (chrysopogonis, zizanioids) plantation and seeding will be carried out in the area covered by the works (after completion). Planting of nearly 1,000 trees at the crossing areas in the villages will have a positive impact on plant resources. Local tree

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------species will be used. Other benefits of planting include: (i) thermic improvement; (ii) delimitation effect; (iii) mitigation of atmospheric pollution by CO2 captation. (vii) The movement of soil: The quarries or the sites designated for deposits of excess soil will be chosen so as not to generate landscape impact or be dangerous; they will be restored at the end of the work. (viii) Dust emissions: To reduce dust emissions from the traffic of engines and transportation of materials, site managers will conduct watering activities on adjacent tracks to populated areas. The temporary storage of filling or excavation may also require humidification. (ix) Liquid waste, risks of water pollution, solid waste: Effluent will be collected and disposed of according to their composition, in mobile collection systems. The water for washing and maintaining equipment should undergo treatment of oil-water separation, water will be discharged into septic tanks and oil and bitumen residues collected, recycled or destroyed. Any deposits of oil and petroleum products (by machines) are rigorously designed to avoid spills on the ground and in rivers. Solid wastes from the sites will be sent to authorized garbage dumb and will allow the selection and recycling of wood, metal and organic matter into compost. (x) The risk of erosion and evaluation of soil stability: Monitoring the evolution of soil stability will be done by contractors; it will consist in identifying the areas of their projects/work that are vulnerable to erosion during and after construction. Drainages will be positioned and physical techniques of talus stabilization will be applied (booms, gabion, low walls, etc...). Table 3 below shows a summary of the main environmental and social measures.

An environmental and Social Assessment of the ancillary works that are likely to generate negative environmental and social impacts will be carried out. The reports of such assessments will be submitted for review and approval to the Bank’s safeguards department prior to the signing of the contract related to the ancillary works.

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------Table 3: Summary of the Social and Environmental Management Plan

Performance Cost Responsible for Responsible Implementation Potentiel negative impacts Recommended mitigation mesures indicators implementation for monitoring schedule

Preparatory Compensation Continuous monitoring of the progress of the compensation procedure CPAR CPAR / Prior to works Number of Included in the RAP Supervisor complaints/disputes (234,789 USD) Compensation paid before starting the works Demolition of buildings/fences Continuous monitoring of the progress of demolition after the closing Number of CPAR/ statement for compensation and resettlement/Reoval and transfer of debris CPAR/Contractor Prior to works complaints/disputes Supervisor to authorized garbage dump Clearing, deforestation of all vegetation found Choice of less arborous areas or relatively close to the site area Number of complaints Included in the within the base life area Contractor / OR / OR/ GEEC works’ budget Limiting the area occupied by the sites facilities GEEC / Relevant Supervisor Prior to works departments Seeking permission from relevant departments prior to any tree cutting Air pollution (dust) Watering emission sources Supervisor Number of complaints Included in the Contractor During works works’ budget Clearing, deforestation of all vegetation found Seeking permission from relevant departments prior to any cutting of trees Supervisor within the road area and deviations within the area / Forestry Prior to works Protection/Revegetation and Alignment planting along road sections Contractor /OR/ Departments GEEC Permission from 931,000 USD OR/ GEEC During and after forestry Departments included in the Supervisor the works project’s budget Construction works

Soil pollution including Development of Pollutants and Waste Management Plan (PAE) 10,000 USD / Contractor Soil contamination by oil products or releases Collection of waste oil to keep in authorized storage of used oil Collection and disposal of stripping and demolition waste to authorized Prior to works Approval by GEEC OR/ GEEC/ Loss of agricultural value, and landscape dump as the works are getting on Contractor degradation by the accumulation of waste Supervisor (from soil cuttings, earthworks, etc.). Setting in place of garbage and waste collection system on site base

Collection and disposal of garbage from the site to the authorized dump Included in the During works Supervisor Report works’ budget

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Responsible for Responsible Implementation Performance Cost Potentiel negative impacts Recommended mitigation mesures implementation for monitoring schedule indicators Noise and air pollution Awareness of the Contractor for the compliance with noise standard on Supervisor During works Included in the cost site (75dB) and the good maintenance of equipment fo the work site installation Dedusting system with sleeves for the coated material drying / Fireplace At installation of Number of complaints Contractor line crusher and bitumen unit Watering operating tracks and site tracks if necessary Supervisor During works Limiting loads for trucks and/or tarpaulin covering Accident risks and health consequences of air Development and implementation of PPSPS Prior to works Validation by GEEC 4,500 pollution GEEC / Control and USD/Contractor Contractor Incuded in the Health and Safety risks Workers’ safety gears (boots, helmets, masks) Consultant During works Nombre de works’ budget contestations

Difficult access for people in domestic sectors Marking the site, construction of pedestrian walkway

OR/ GEEC / Spread of STIs – HIV AIDS Development and implementation of HIV-AIDS Awareness Program Contractor / NGO During works Supervisor Report Supervisor

Protection of cargo Clearing indicating works being performed (display boards, reflectorized tapes, etc.) Contractor OR/ GEEC Prior to works Supervisor Report Provide for a pharmacy unit for first aid

Prepare and display a health and safety notice as hygiene guidelines for the Environnemental At the settlement site Contractor Expert Supervisor Report of base vie Prepare and display safety instructions and guidelines in case of accident OR/ GEEC Water pollution by oil, waste oil Provision of storage facilities for liquid products in tanks Settlement of Included in the cost base vie fo the work site Sealing handling areas matched with a hydrocarbon oil separator installation Groundwater Contamination by sewage (site Contractor GEEC Implementation extent base ) During works for technical and Construction of site base in compliance with health standards environmental

During works provisions Regular emptying and disposal of sanitary blocks to the authorized Supervisor/ OR/ A la fin des Included in the Contractor/NGO locations GEEC travaux works’ budget

Implementation extent Included in the Changing oil in specific areas of servicing/petrol stations nearby or for environmental works’ budget collecting it in suitable tanks and take it to authorized location Contractor Supervisor After the works provisions

Operational phase 19 ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT (ESIA) SUMMARY

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Responsible for Responsible Implementation Performance Cost Potentiel negative impacts Recommended mitigation mesures implementation for monitoring schedule indicators Noise pollution Setting in place of speed bumps Included in the Implementation extent works’ budget Frequent traffic Accidents Indicating the speed limit by notice board Contractor Supervisor After the works for environmental provisions Setting in place of vertical and horizontal signs Indirect Impacts on vegetation and landscape Alignment planting/landscaping Implementation extent Included in the Contractor /Land aspects Supervisor After the works by forestry departments works’ budget Management/GEEC

Erosion and chronic waterways pollution Technical measures for drainage/anti-erosion protection and rolling basins 491,000 USD Included in the works’ budget

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6.4. Residual impacts Residual impacts are impacts remaining after the implementation of mitigation at the completion of the works. During the operational phase, they relate to: (i) landscaping due to the presence of slope and paved infrastructure; (ii) safety in the road neighborhood taking into account the very high speed attained by vehicles when exiting the site; (iii) noise pollution due to the same factor. These impacts are summarized in the following table 4. Table 4: Summary of residual impacts

Activities linked Residual Potential negative impacts Recommened mitigation measures to the impacts impacts Phase Preparatory

Clearing – deforestation of the Selection of less arborous sites or close to the works’ area Minor entire vegetation within the premises Installation of Limitation of the surface occupied by the worksite camp of the worksite camp Minor worksite camp Handing over of buildings to the ‘Office des Routes’ or to Positive ‘ENER’ Clearing – deforestation in the rigt- of-way premisses Revegetation by planting alignment trees in compensation of Positive Right-of-way tree cutting alongside the raod sections. clearance Clearing – deforestation of the entire vegetation within the premises of the Positive sections of the road Phase Construction Development of Pollutants and Waste Management Plan (PAE) Positive

Soil pollution, notably soil Collection of waste oil to keep in authorized storage Positive contamination due to hydrocarbon spillage or discharge of waste oils / Collection and disposal of stripping and demolition waste to authorized loss of agricultural land and dump as the works are getting on Positive landscape degradation as a

consequence of uncontrolled solid Setting in place of garbage and waste collection system on site base waste disposal (excavations…) Positive

Collection and disposal of garbage from the site to the authorized dump Positif Awareness of the Contractor for the compliance with noise standard on Minor site (75dB) and the good maintenance of equipment Dedusting system with sleeves for the coated material drying / Minor Noise and air pollution Fireplace line Road works Watering operating tracks and site tracks if necessary Minor Limiting loads for trucks and/or tarpaulin covering

Development and implementation of PPSPS Accident risks and health consequences Minor of air pollution Clearing indicating works being performed (display boards, reflectorized tapes, etc.)

Difficult access for people in domestic Construction of pedestrian walkways including displacement of the 2 Positive sectors bridges

Spread of STIs – HIV AIDS Development and implementation of HIV-AIDS Awareness Program Minor Construction of site base in compliance with health standards Water pollution by hydrocarbons, Sealing of hydrocarbons handling areas to be handed over to Minor waste oils maintenance units. Phase Operational phase Noise pollution Indicating the speed limit by notice board Minor Frequent traffic Setting in place of speed bumps Road accidents Minor Setting in place of vertical and horizontal signs Impacts on vegetation and Alignment planting/landscaping Positive landscape

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7) Climate Change and Management of Environmental Risk 7. 1) Project Risks The specifications require the development of Environmental Action Plans (EAPs) and Protection Plan of Sites Environment (PPSE) and HSE in companies. They will include the emergency procedures and emergency response. The detailed PPSE of sites show all the precautionary measures adopted. This does not exclude the risk of runoff of polluting matters in ditches (or streams) and / or groundwater that may be a result of accidental spills of waste oils and fuels or dripping on the stored materials. In some areas there may be additional pressure on water supplies for the needs of the population and farmers due to samplings. In areas with steep slopes, it is suitable to prevent the risk of erosion at the covered areas of rectifications (mudslide, landslide and talus of the platform). In forested areas, it is necessary to prevent hazards and provide their management. Deposits of potential fuels have some risks of soil and water pollution due to accidental spills of oils, fuels or lubricants and fire hazards. 7. 2) Climate Change As indicated in section 4.1, iv), the climate risks are: heavy rainfall, prolonged droughts and floods. The most important impact relating to climate change is land degradation, which leads to partial/total productivity as a consequence of phenomena as erosion, land structure deterioration, deforestation, inadequate agricultural practices and use of marginal farmlands. In the adaptation purpose and for the prevention of leaching soils, soil degradation by erosion and flooding, the project includes technical disposals by setting up pools for rolling slopes greater than 2%, (ii) the design of structures referring to 50 year flood flows. Besides, to offset the felling some tree, alignment trees and shading trees will be planted. As such, the project will contribute to the mitigation of climate change (carbon sequestration and reduction of greenhouse gas emissions in the atmosphere).

8) Social and Environmental Monitoring Program The environmental monitoring program is part of the environmental and social to be elaborated by the works’ supervisor. The responsibility of monitoring the achievements of the project will be organized and chaired by MITPR trhough the Environmental Monitoring Unit to centralize the observations made by the other Ministries and stakeholders involved the project (MECNT, GEEC etc...). The MITPR, through the environmental unit of Office des Routes (Road Authority), assisted by the Works’ Supervisor, will conduct regular monitoring of the project’s achievements up to the reception of the works. It will monitor the imapcts of the project’s activities all over the duration of the project. The works contract will contain a description of the penalties to be applied to companies for non- compliance with specific environmental and social technical requirements. Environmental monitoring aims to regularly assess the degree of implementation or enforcement of the mitigation measures recommended by the EIES through the Environmental and Social Management Plan (ESMP) to allow the promoter to specify , adjust, refocus and possibly adapt certain measures as regards the characteristics of the environment components. To this end, the ESMP is to plan the proposed protection measures and identify the different partners and their responsibilities for the implementation of these measures. It takes place during the phases of preparation and implementation of the project and takes into account the environmental monitoring. The site general measures are taken in the Specifications of the company. Those relating to human perceptions (deviations, noise reduction, and work schedules, watering ...) are included in the project costs. Also included are the measures for raising awareness of the local populations: (i) regarding the rules to be observed for keeping them away from the fields of action of engines and site equipment during mechanized works, (ii) regarding road safety issues and compliance to the Highway Code.

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The measures of conservation and preservation, protection of Kasaï banks, soil and water, and vegetation represent USD 491,600 and are part of the DQE. All these measures put together will require a total budget estimated at USD 1,470,600. Table 5: Cost of mitigation measures

Responsibility for Timing of Mitigation measures Cost in USD implementation implementation Environmental Action Plan Contractor Before the works 10,000 Development of a PPS, HSE Contractor Before the works 4,000 Anti-erosion devices Contractor During the works 491,600 Tree planting and bank protection Contractor / Land During and at 931,000 Management completion of the Administration/GEEC work Awareness campaign against STI / AIDS Contractor / Land 34,000 (IEC contract) Management Administration/GEEC Alignment - planting and landscaping During the works Company / Land Affairs / GEEC TOTAL 1,470,600 The cost for the Awareness campaign against STI / AIDS covering the overall project, including ancillary works stands at USD 180,000. The cost of the monitoring activities is included in the budget of the works’ Supervisor and stands at Euros USD 150,000. The total cost of Environmental and Social Management Plan (including the Monitoring Committee and GEEC’s members), is included in the works’ Supervisor contract. It stands at USD 195,000. Table 6: Total cost of ESMP Map Estimated cost in Euros Budget Impact mitigation plan 1,461,500 Contractor’s Budget Work Monitoring plan 35,000 Works’ Supervisor’ Budget Works’ Supervisor’ Budget / Monitoring Plan 40,000 Monitoring Committee/GEEC GRAND TOTAL 1,536,000

The total cost of the Environmental and Social Management Plan (ESMP) stands at USD 1,815,600. An amount of USD 690,000 is devoted to the project’s sub-component ‘Capacity building and Studies’ (C7).This includes an amount of USD 25,000 for the purpose of the environmental assessment and its management plan.

9) Public Consultation and Information Dissemination

EEIES has been elaborated on the principle of public consultation and was based, on the one hand, on field trips, use of basic documents, and, on the other hand, on interviews with centralized and decentralized Technical service, regional services traders’ heritage, socio-professional groups, local residents, and administrative and traditional authorities. The Representatives of the Project Manager (Cellule Infrastructures) and those of the Implementation Manager (Office des Routes) met the target groups in the presence of the Governor, the Mayors of the municipalities concerned, traditional authorities and the decentralized services of OdR, OVD, land registry, and environment. 23 ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT (ESIA) SUMMARY

During the preparation mission conducted by the Bank, in Tshikapa, a participatory meeting was held at the the city hall. More than 76 people from various stakeholders groupings involved in the project (Administrative authorities, technical services, women’s, youth’s associations, SMEs, diamond diggers and ONGs) participated in the gathering. Similar meetings were organized in Kakumba, Kamuesha, Kamonia and Port-Tit in the District of Dibumba in Tshikapa. Furthermore, a special meeting was held in Thsikapa only with representatives from 50 women’s associations. Project’s content and economic, social and cultural challenges were presented followed by a debate. These meetings allowed to understand local realities experienced by different social groups within the PIA, discuss about the project’s components and to agree on ancillary works to be achieved within the framework of the project. Many associations and Development NGOs expressed in writing their main proposals as well estimates concerning a set of requests. It was then possible to select the ancillary works that may bring more profit to the majority of the population. Other accompanying measures are planned to promote transparency and fairness in the process of compensation.

GEEC and local authorities will be involved in the organization of an information seminar during the launching workshop of the project. During the works, the population consultation process will rely on the ESMP. It will be developed around three main objectives: (i) highlight the overall identified impacts and explain in details the anticipated mitigation/improvement measures; (ii) ensure the involvement of the population; (iii) mandate local population to handle the maintenance of the road as well as of community infrastructure on a contract basis.

The consultative process to be implemented will follow the action plan recommended in the ESMP and will be set up in three steps; a preparatory step before the works using a close social communication approach; a second step to fix the sequences of the works and a last step marked by the completion of the works and the planning of the operational phase.

10) Additional initiatives It has been decided during various interviews and further to various consultations conducted with NGOs, women's associations, the village communities in the project influence area including other stakeholders, that other related facilities can be included in the project. These include access infrastructures (368 km of feeder roads and 3 ferry docks), trade facilities (14 markets, 13 warehouses and 10 slaughter areas), water supply facilities (30 boreholes, 7 water systems and 100 contructed water supplies), rehabilitation of agricultural training centers and buildings hosting public administrations as well as ONGs involved in social reinsertion. These ancillary works are part of the project’s components and will be also supervised. The construction of 14 markets will allow for the installation of small traders from the poorest part of the people affected by the project with a priority to women having lost their activities by allocating them at least 1,000 stalls and small shops. The implementation of the project will require the compensation of 663 PAP responsible for attending to 2,240 people. Therefore, the Government has elaborated a Resettlement Action Plan (RAP) to facilitate the compensation activities. Te total cost for the compensation stands at CDF 265,248 Millions. This includes operating and equipement cost of the Committee in harge of the compensation and the external audit associated to the process. The indicative budget allocated for the implementation of the RAP stands at CDF 515,03 Millions.

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11) Conclusion The main topics arising from the environment analysis and evaluation have discussed. Appropriate measures have been associated to identify impacts with a view to offsetting s or reducing such impacts. Impacts are localized in the public domain of the state. Taking into account the impacts and measures identified, the project is considered as environmentally and socially acceptable. The project holds an environmental compliance certificate issued by the Ministry of Environment, Nature preservation and Tourism.

12) References and Contacts  Environmental and Social Impact Assessment Procedures for ADB Public Sector Operations, June 2001;  ESIA Report for the Tshikapa- Mbuji-Mayi Road Rehabilitation – Tshikapa-Kamuesha Section.

For additional information, please contact:

 Mr. Kurt LONSWAY, Environment and Climate Change Division Email : [email protected]

 Mr. Anatole Désiré BIZONGO, Transport Division 1, Email : [email protected]

 Mr. Modeste KINANE, Environment and Climate Change Division Email : [email protected]

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