Central African Republic: Support Project for the Modernisation of Bangui M’Poko Airport

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CENTRAL AFRICAN REPUBLIC: SUPPORT PROJECT FOR THE MODERNISATION OF BANGUI M’POKO AIRPORT

Project Code : P-CF-DA0-002

Project Category : 2

ENVIRONMENTAL AND SOCIAL MANAGEMENT PLAN (ESMP) SUMMARY

May 2019

LIST OF ACRONYMS

ACI : Airports Council International

AfDB : African Development Bank

ANAC : National Civil Aviation Agency

ASECNA: Agency for Air Navigation Safety in Africa and Madagascar

BD : Bidding Document

AFCAC : African Civil Aviation Commission

ENERCA: Energy Corporation of Central African Republic

ESIA : Environmental and Social Impact Assessment

ESMP : Environmental and Social Management Plan

FD : Final Design

IATA : International Air Transport Association

ICAO : International Civil Aviation Organisation

NGO : Non-Governmental Organisation

PANA : National Climate Change Adaptation Action Plan

PD : Preliminary Design

PNAE : National Environmental Action Plan

PPE : Personal Protective Equipment

RCPCA : National Peace Building and Consolidation Plan

RUS : Roads and Utility Services

SODECA: Water Supply Corporation of Central African Republic

STI : Sexually Transmitted Infection

WHO : World Health Organisation

1. INTRODUCTION

The Support Project for the Modernization of Bangui/M'Poko Airport (PAMAB) was designed following successive appraisal missions to CAR between 2017 and 2018, particularly by ICAO, AFCAC, ASSA-AC, the French DGAC and ACI, and draws on the 2018-2020 roadmap proposed by ANAC for air transport safety and security activities. PAMAB seeks to support CAR in its efforts to gradually reinforce airport security and safety; indeed, it aims to enhance security/safety capacity in general, and upgrade air transport facilities and services in Bangui/M'Poko International Airport, in particular. The project is complementary to the Bangui M'Poko International Airport Modernization and Upgrading Project financed by various donors. By providing the airport with standard equipment, the project will facilitate the movement of people and goods, as well as launch air freight export activity.

The proposed investments for PAMAB will likely produce negative environmental and social impacts during the preparation, construction and commissioning phases. Consequently, to ensure sustainable development, Law No. 07/018 of 28 December 2007 on the Environment Code of the Central African Republic made Environmental and Social Impact Assessment (ESIA) mandatory for all development projects, physical structures and projects likely to harm the environment. An ESIA has already been prepared for the Bangui M'Poko International Airport Modernization and Upgrading Project. PAMAB will be limited to rehabilitation and equipment of the terminal building and the public car park, without any extension or major works. To that end, this Environmental and Social Management Plan (ESMP) has been prepared to take into account all measures to mitigate or prevent negative project impacts, as well as strengthen environmental and social enhancement and monitoring measures, in accordance with the relevant Central African Republic legislation and African Development Bank (AfDB) environmental management and protection procedures.

This summary briefly describes the project, the major expected environmental and social impacts, the mitigation and enhancement measures identified, and the capacity building plan for implementation structures, as well as presents its cost and implementation schedule.

2 BRIEF DESCRIPTION OF THE MAIN PROJECT COMPONENTS

The objective of the Support Project for the Modernisation of Bangui/M'Poko Airport (PAMAB) is to contribute to economic recovery and boost the productive sectors of the Central African Republic by improving air transport security and safety in the country. The project is therefore justified by the desire to enable CAR to gradually: (i) upgrade air transport facilities and services at Bangui/M'Poko International Airport; and (ii) improve airport security and safety, as well as enhance the security and safety capacity of the airport.

Specifically, the project aims to: (i) upgrade and improve the check-in and screening systems for passengers and their luggage (departure and arrival), as well as the passenger screening and identification systems at departure and arrival screening posts; (ii) upgrade the visa issuing system at arrival; (iii) upgrade the freight inspection and screening system and related procedures; (iv) ensure the airport's autonomy in terms of water and electricity supply; and (iv) build the capacity of staff responsible for airport security and safety.

The project is structured around five (5) main components:

Component A “Airport Safety” will cover the following activities:

From the onset: The project will provide and install: (i) complete passenger check-in and screening points (furniture, cabling, computer equipment for checking in and printing boarding passes and luggage tagging); (ii) large size scanners for luggage screening; (ii) police checkpoints (furniture, cabling, electronic passenger identification and passport control equipment, and Internet and Interpol connection); (iii) scanners for cabin luggage screening; (iv) security gates for passenger screening before entering the boarding lounge; (v) stations equipped for screening boarding passes; and (vi) metal mass sensors.

Component B "Airport Facilitation and Security" will cover the following activities: (i) development and rehabilitation of buildings, including replacement of furniture and ventilation and air conditioning systems in terminal offices and areas; (ii) embellishment of the terminal facades and roads and utility service works; (iii) supply and installation of staircases; (iv) supply of radio-communication equipment for links between safety/security staff; supply of computer and office equipment (computers, printers, etc.); (v) supply of office furniture (Police and Customs, departure scanner area, boarding lounge, luggage disputes office, VIP lounge, etc.); (vi) Internet connection; (vii) supply and installation of a 250-KVa standby generator; and (viii) supply and installation of a full VSAT.

Component C: Environmental and Social Measures: An Environmental and Social Impact Assessment (ESIA), with an Environmental and Social Management Plan (ESMP), has been prepared with ASECNA assistance. The assessment defined mitigation and enhancement measures for project impacts in the management plan as presented by this summary. The plan will be implemented in accordance with the ESMP environmental clauses and included in the business contract.

Component D: Institutional Support: The project will train ANAC staff in screening and inspection, as well as update the regulations.

Component E: Project Management and Audit: This component has two aspects: (i) project management capacity building for the executing agency (ANAC); and (ii) project audit.

3. STRATEGIC, LEGAL, AND ADMINISTRATIVE FRAMEWORK

3.1. Air Transport Policy and Legal Framework in CAR

The current development activities in CAR are based on the National Peace Building and Consolidation Plan (RCPCA) for 2017-2021. The plan aims to boost economic development through promising sectors such as agriculture, mining and timber by providing them with a better business environment and appropriate infrastructure services. PAMAB falls within Pillar 3 aimed at ensuring economic recovery and boosting productive sectors.

The Government's action in the transport sector is based on development cluster strategies that take into account the demographic, economic and security characteristics of the various regions of the country. It also provides for structural reforms based on discussions between the Government and technical and financial partners to restore and upgrade the infrastructure of the various means of transport.

The Ministry of Transport and Civil Aviation has launched several actions to initiate a new cycle of sustained growth in the air transport sub-sector. Consequently, a partnership has been concluded between the Government of the Central African Republic and the Saudi Fund to accelerate works to upgrade Bangui-M'Poko International Airport. The projects, supported by AFD and ASECNA, involve the construction of the airport fence, as well as the installation of equipment and construction of the new technical block. Meanwhile, the country has embarked on establishing a legal and regulatory framework that meets international standards.

In addition, the political will of the Central African Government to protect the environment is clearly expressed in Strategic Thrust III of the Poverty Reduction Strategy Paper II (PRSP II). Indeed, in order to preserve the environment and guarantee sustainable human development, the Government’s strategy, through Poverty Reduction Strategy Paper II, consists in conducting impact assessments of development projects. This commitment is also reflected in various environmental planning documents that CAR has prepared, all of which recognize the importance of conducting environmental impact assessments of development projects as an environmental management tool. The main documents are the National Environmental Action Plan (PNAE), the National Climate Change Adaptation Programme (PANA), the National Action Plan to Combat Desertification, and the National Strategy for Conservation of Biological Diversity.

3.2. Environmental Management Legal Framework

CAR’s environmental policy is implemented by the Ministry of Environment and Sustainable Development, which is responsible for defining national environmental management guidelines and strategies, as well as preparing related laws. At regional level, the responsibilities of the Ministry are fulfilled by the Regional Water and Forestry Directorates. The Directorate-General for Environment and Sustainable Development is the structure responsible for monitoring the environmental impact assessment (EIA) procedure. Following CAR's accession to various international legal instruments, including the 1992 Rio Conventions, several major documents have been prepared to serve as an environmental policy framework, among which the most relevant for this project are:

- the National Environmental Action Programme (PNAE), adopted in 1999,

- the National Climate Change Mitigation Action Plan (PANA).

In addition, the Government has adopted a number of laws to regulate the implementation of the country's environmental and social policy and strategic guidelines, in particular:

 Law No. 07/018 of 28 December 2008 on the Environmental Code: Article 87 of the Environmental Code stipulates that any development project or physical works that can affect the environment must be subject to environmental impact assessment before implementation. An environmental and social analysis of this project is justified, because it falls within the category of works listed in Order No. 05/MEEDD/DIRCAB of 21 January 2014, the implementation of which is subject to mandatory environmental and social impact assessment;

 Law No. 63/441 of 9 January 1964 on State property: In accordance with the provisions of Law No. 63-441 of 9 January 1964 on State property, public property refers to property which, by its nature or purpose, is for the use of all and which, not being private property, cannot be traded, i. e. it is inalienable and imprescriptible. There are two categories of public property: natural public 5

property of the State and artificial public property of the State. This project falls within the artificial public property of the State, in particular the traffic sector. This is because, in accordance with the same text, civil or military airfields or airports are part of public property.

 Law No. 62/339 of 29 November 1962 which defines rules and regulations governing airfields and aeronautical easements, as well as punishment for offences relating to aeronautical easements: Section 1 defines an airfield as: "any land or water body specially developed for the landing, take-off and manoeuvring of aircraft, including ancillary facilities which may be provided for traffic and aircraft service". This Law creates special easements known as aeronautical easements (alternate aeronautical easements and aeronautical beaconing easements) required for the safety of aircraft traffic. Provisions concerning alternate aeronautical easements include a prohibition on creating obstacles or the obligation to remove obstacles that may constitute a danger to air traffic or may be detrimental to the operation of safety mechanisms for air navigation. In addition, Section 20 of the same Law provides that, where, for air traffic purposes, the competent authority decides to extend or install facilities intended to ensure the safety of air navigation, the required land, if it has not been reserved for that purpose by a municipal or inter-municipal development project, taken into consideration or approved, may be declared reserved by decree, following a procedure defined for that purpose. The reserved land may be provided with aeronautical easements in accordance with a surface traffic plan.

All persons affected by this project must be compensated in accordance with Law No. 61/262 of 23 December 1961 on public expropriation. It should be noted that Bangui M'Poko Airport was created in 1967 by Order of the Minister in charge of Civil Aviation. It has been constructed on several lands with titles. The land title for this project is TF 1624, in addition to the military zone. In accordance with the above-mentioned texts, it has an aeronautical surface traffic plan, as well as a safety plan. However, encroachment on the site through agricultural and brickyard activities, as well as its occupation by people displaced by the war, makes it impossible to implement the various plans. There are clods of earth, puddles of water, rubbish that attract birds and stray dogs, as well as graves. Under these conditions, it is necessary to remove people from the land.

 Law No. 96/018 of 4 May 1996 which repeals Order No. 72,059 of 29 July 1972 abolishing severance pay and defining a general procedure for involuntary resettlement. The project does not intend to remove illegal occupants from the site. However, it should be noted that there is a General Involuntary Resettlement Procedure, which includes Law No. 96/018 of 4 May 1996 repealing Order No. 72.059 of 29 July 1972 that abolished severance pay and defined a general procedure for involuntary resettlement.

 Law No. 03/04 of 20 January 2003 on the Hygiene Code and its Implementing Decree of 13 January 2005: In accordance with the Code, the works contractor will take measures to ensure health and safety at work, in accordance with Article 105 of the said Code. To that end, measures will be taken to prevent disposal or discharge, on public roads and other public places, of wastewater, grease, waste oil, human waste, liquid and solid waste, household refuse, scrap

metal, vehicle carcasses, and dangerous, unhealthy or cluttering materials and objects.

 Law No. 06/001 of 12 April 2006 on the Water Code: In accordance with the provisions of the Water Code, measures will be taken to ensure that the works do not: (i) impede the free flow of water; (ii) affect the quality of aquatic ecosystems; (iii) reduce the quantity of water resources; (iv) significantly increase the risk of flooding; and (v) affect the quality and diversity of the aquatic environment. In the event of an incident that presents a danger to public safety, quality, traffic or conservation of water resources, the competent authority should be informed as soon as possible so that measures to be taken to remedy it are made known to the public.

 Law No. 09/004 of 29 January 2009 on the Labour Code: Pursuant to Law No. 09/004 of 29 January 2009 on the Labour Code, the works contractor will be required to take appropriate measures to ensure satisfactory health and safety conditions for its workers. In addition, with regard to HIV/AIDS, employers and workers will have to: (i) participate fully in the preparation and dissemination of ethical standards, guidelines, policies and frameworks for HIV/AIDS programmes; (ii) ensure that infected or affected workers are protected against all forms of stigma and discrimination; (iii) encourage and facilitate workers' access to voluntary counselling and testing, treatment and psycho-social assistance programmes in the workplace.

 Law No. 09/005 of 28 April 2009 on the Mining Code and its implementing decree of 29 April 2009: The preferred option for this project is to supply materials from existing and authorised quarries or at least to reuse excavated material as much as possible. Nevertheless, in the event of new quarries, the contractor will ensure that it obtains the required authorisations, in accordance with Article 83 of the Mining Code, from the Director-General of Mines, following payment of operational tax based on the volume of materials for which it is requested. There should be prior consultation with the administrative authorities and local communities concerned.

 In addition to these environmental laws, the Central African Republic signed the Convention on the Rights of Women in 1991, and ratified the Convention on the Rights of the Child and the African Charter on Human and Peoples' Rights and its Additional Protocol in 1992. In 1997, it adopted a Family Code and promulgated Bandayassi’s Law No. 06/005 of 20 June 2006 on reproductive health and Law No. 06/032 of 27 December 2006 on the protection of women against violence in CAR.

 Law on gender parity promulgated on 24 November 2016: Through this law, the Head of State requires 35% women in decision-making spheres in the Central African Republic. This quota applies to the public and private sectors, but the implementing decree that is supposed to make the law operational is still being awaited.

3.3. Relevant environmental and social policy of the African Development Bank

 In December 2013, the AfDB adopted an Integrated Safeguards System (ISS) to promote the sustainability of project outcomes by protecting the environment 7

and people from any negative project impacts. The objectives of AfDB safeguards are to: (i) avoid, as much as possible, negative project impacts on the environment and people concerned, while optimising potential development benefits; (ii) minimise, mitigate and/or compensate for negative project impacts on the environment and affected persons, if they cannot be avoided; and (iii) assist borrowers/clients in strengthening their safeguards systems and developing their capacity to manage environmental and social risks. The Bank requires borrowers/clients to comply with these safeguards when preparing and implementing projects. The Integrated Safeguards Policy Statement sets out key principles that underpin the Bank's approach to safeguards. Consequently, PAMAB must also comply with AfDB's environmental and social policies, guidelines and strategies and any other applicable policies, in particular:

. the three operational safeguards of the Integrated Safeguards System (ISS) that will be triggered:

 OS 1: Environmental and Social Assessment: This key OS governs determination of the environmental and social category of a project, as well as the resulting environmental and social assessment requirements;

 OS 4: Prevention and Control of Pollution, Greenhouse Gases, Hazardous Materials and Resource Efficiency: This OS covers the full range of impacts related to pollution, waste and key hazardous substances for which there are applicable international conventions, as well as comprehensive industry-specific or regional standards, particularly for the greenhouse gas inventory.

 OS 5: Labour conditions, health and safety: OS 5 defines the Bank's requirements for its borrowers or clients regarding labour conditions, as well as workers’ rights and protection.

Other relevant policies and guidelines applicable to the project are:

 Bank's Gender Policy (2001);

 Framework for Enhanced Engagement with Civil Society Organizations (2012);

 Policy on Disclosure and Access to Information (2012);

 Handbook on Stakeholder Consultation and Participation in Bank Operations (2001);

 Environmental and Social Assessment Procedures for Bank Operations (2014).

4. DESCRIPTION OF THE PROJECT’S ENVIRONMENT

Bangui M'Poko Airport is the only international airport in CAR with regular commercial links. The airport area covers approximately 6 km² and a 12-km rectangular area with an average altitude of 368 metres (1,208 feet). The single runway in Bangui M'Poko Airport is north-south oriented and is nearly 2,600 metres long. The first facilities of Bangui-M'poko Airport were built between 1964 and 1967, shortly after Independence. At that time, the terminal was

8 designed for a maximum capacity of 10,000 passengers per year; more than 50 years later, its capacity has far been exceeded, and in 2018 alone more than 300,000 passengers passed through it (UNMISCA, 2018).

As a whole, the airport no longer meets the standards required by the International Civil Aviation Organisation (ICAO). In addition, export air freight activities cannot be developed without modern equipment and procedures.

The project's direct area of influence is limited to Bangui M'Poko Airport where all site preparation, construction and operations activities will take place. The indirect area of influence will include the airport and surrounding areas, and takes into account all land disrupted during the works: roads created for construction machinery, material borrowing areas (sand and gravel quarry, etc.), areas subject to dust or noise, residential area for construction workers, etc.

4.1. Biophysical Characteristics

Bangui, where Bangui M'Poko Airport is located, is on the right bank of Oubangui River, which separates the country from DRC. In Bangui, average temperatures are constantly high and generally above 25°C. The annual average temperature is 26.7°C.

As regards rainfall, Bangui lies between isohyets 1600 and 1500 mm. It rains almost all year round, but the wettest period is between July and September. Humidity is very high (above 95% for maximum averages) from April to December.

Hydrology: Bangui is located on the banks of Oubangui River. This river has its own tributaries, the Umbella and the M'Poko. Runoff from the airport platform is collected by a drainage system and discharged to an outlet located on the east side (on the fence right-of-way) that connects to M'Poko River. It should be noted that M'Poko River has a specific flow of 12.9 l/s.km². There are also runoff waterways in the project rights-of-way.

Geology: Bangui's geology consists of cover and base formations. The cover formations (unconsolidated deposits) are made up of tertiary and quaternary sediments: sandy silts, loose and consolidated sands and gravels (quaternary system), shale, sandstone and conglomerates (tertiary system). Ferralitic soils cover three-quarters (3/4) of Umbella M'Poko and Bangui, particularly where high rainfall favours the hydrolysis of minerals from rocks to great depth. The very marked presence of brickyards on the outskirts of the airport is due to the clayey nature of the soil.

Flora and fauna: Bangui and its outskirts are interfaced between two phyto-geographical zones, one covered by a dense semi-deciduous forest which has, however, been greatly reduced due to intense deforestation for firewood, and the other by timber with high economic value. The project area is physiognomically quite heterogeneous, with trees and grasses of varying size and density. There are forest galleries everywhere along watercourses.

CAR’s fauna is abundant and diversified, with wildlife such as buffaloes, elephants, suids (warthogs and bush pigs), duikers, and reptiles, as well as abundant birdlife. However, the wildlife is threatened by local and commercial poaching. Bangui airport is surrounded by urbanized areas with no wildlife.

4.2. Socio-economic context

Population: The population of Central African Republic is approximately 5,745,062 inhabitants (2018 estimate), 38% of whom live in urban areas and 62% in rural areas. The annual growth rate is about 2.5%. The population of Bangui is mainly concentrated in the 5th and 3rd districts, which are close to the Airport. In addition to the fact that it is young, the population of Bangui is over-represented by men of working age (24-59 years) and elderly women due to migration (for school, work, health or safety reasons, in particular). The population of Bangui is now estimated at about 1,200,000 inhabitants, representing one-quarter of the country’s population. At the socio-cultural level, all the ethnic groups and religions are represented in Bangui.

Health: The health status of the population remains a cause for concern. The mortality rate is high, and life expectancy at birth has declined significantly. This drop in life expectancy is mainly due to poverty, HIV/AIDS infection, and low level of education of the population, especially women. Bangui covers health region No. 7 of the national health system; it has 55 health facilities. Health facilities (private and public) are unevenly distributed in the capital. One-quarter of them are located in the 1st district with the country's two main hospitals, while its demographic weight ranks it 8th among Bangui districts, i.e. exactly less than 2% of the population. This district alone has nearly half of the capital's hospital capacity.

Education: Despite recent improvement in the gross admission rate, the country’s enrolment rate has stagnated. There is also a very high drop-out rate in primary education as a whole. The education sector is marked by inadequate school infrastructure, especially in technical schools, inadequate teaching staff, low enrolment rates for girls (61% for boys and 39% for girls), and overcrowding of pupils in class and in schools. In Bangui, which is the project's area of influence, the literacy rate (25 years and above) stands at 26% compared to 62.8% for persons 10 years and above. The primary school enrolment rate stands at 48%.

Economic activities in the project area

Like the rest of the country, the main economic activities of Bangui area, in monetary terms, are based on the secondary and tertiary sectors, particularly formal and informal commercial activities, although some investments are made in primary education. The informal sector, however, is significant in Bangui. Currently, the exploitation of sand quarries for making bricks and market gardening are beginning to dominate trade in economic activities. It should be noted that recent military and political events in the country have shaken the country's economic (industrial and commercial) fabric, particularly in Bangui.

Unemployment is very high in Bangui, where one in four workers does not work. There are significant differences in occupations for men and women. In Bangui, most of the men work mainly as manual labourers/craftsmen (25.6%) and in the commercial sector (23.6%), while women are mainly concentrated in the commercial sector (58%).

5. MAIN ENVIRONMENTAL AND SOCIAL IMPACTS

PAMAB will not change the current area occupied in its intervention area. There will be no building extensions, land clearing, expropriations or relocations under the project. However, the building rehabilitation works and replacement/installation of equipment will cause negative impacts that can be managed, provided appropriate reduction/mitigation measures are implemented.

5.1 Negative impacts during works preparation and execution

10 a) Impacts on the biophysical environment:

 Air pollution: The production of dust and particles in the air is a major impact in airports. The demolition of some parts of the building will produce dust;

 Soil pollution: The soil will be polluted by occasional spilling of formwork oils, concrete slurries, spilling of fuels and other solvents, waste generated by the site activity; etc.

 Impact on water resources: Works on the site could require use of water that could affect its local availability for the local population. The airport site has a borehole and various reserve tanks; however, the quantity of water is not sufficient and a borehole will be required for the site and living base;

 Water pollution: Risks of water pollution are due to the existing wastewater and rainwater treatment and management system on the site. Other occasional water pollution can be caused by formwork oils, concrete slurries, spilling of fuels and other solvents, and waste generated by the site activity;

 Risk of damage of vegetation in the borrowing area: The project right-of-way is already developed, and no landscape modifications are scheduled. The construction site and living base will be within the project right-of-way and will not require any clearing. If the contractor needs to open a new quarry or borrowing area, the area must obtain authorisation from the control mission and an environmental and social screening must be conducted and mitigation measures taken.

(b) Socio-economic impacts

 Disruption of mobility for the local population and airport users: The circulation of construction machinery (trucks, in particular) to transport equipment may disrupt traffic and mobility in general, in addition to nuisance (noise, dust) that will be generated for the local population and airport users;

 Loss of income: The works could cause loss of income mainly because of the suspension of commercial activities inside the terminal building (snack bars, bars, shops, art galleries, etc.);

 Noise pollution and vibrations: The rehabilitation of the building will require the demolition of some parts of the building which will cause noise and vibrations;

 Disruption of water, electricity and Internet distribution networks: Construction works and the installation of new equipment could disrupt the drinking water and electricity networks.

 Risks of social tensions: These tensions would stem from the feeling of injustice among the local population in the project area during recruitment;

 Health risks and the spread of diseases: With the presence of many workers, there are risks of the spread of STI/HIV/AIDS on the site. In addition to sexually transmitted infections and diseases, there are also risks of diseases due to poor hygiene or consumption of non-potable water;

 Risks of construction site accidents: As with any civil engineering project, the site has a number of accident risks due to site machinery/instruments and the presence of poorly protected or misused construction materials, especially as the terminal building and parking lot will remain operational and accessible to airport passengers and users.

5.2 Positive impacts of the project

The project implementation will contribute significantly to major positive impacts of various kinds, in particular:

 job creation and increased income at local level;

 enhanced performance and safety of the terminal building. The safety risk is due mainly to human intrusions and uncontrolled movement inside the terminal building;

 improved comfort for terminal users; and

 increased trade following potential increase in freight traffic.

6. IMPACT ENHANCEMENT AND MITIGATION MEASURES

The mitigation measures for the above-mentioned negative impacts are listed in the Tables below. The measures mainly concern the construction phase. During the operational phase, the negative impacts will be managed in line with the environmental and social management system that will be established for the structure in charge of the airport management.

The Table also indicates the responsibilities for implementation and monitoring of each measure, as well as the monitoring indicators.

Phase Potential Mitigation Measures Implementation Monitoring Indicators Monitoring Period Impact Respons. Respons. Air quality Preparation of a site ESMP including the following Works -Absence or low dust content MdC Throughout the measures: Contractor in atmospheric air; works -covering of all trucks with AfDB/PAMA - place an information panel at the entrance to the site, with tarpaulin; B the dates of the main phases of the works, as well as the -control of the technical nature of potential associated nuisances; inspection of vehicles; - provide tarpaulin for all trucks carrying construction -systematic wearing of PPE materials (sand, gravel, etc.). - works area covered with rubble/dust nets. - construction vehicles and machinery with up-to-date technical maintenance; - prohibit speeds above 40 km/h around the construction site and 30 km/h inside the airport; - require the wearing of protective equipment; - sensitise the population living near the site; - install rubble/dust nets around areas under construction; - water areas likely to emit dust; - reduce the time required to complete the works so as to minimize the impact and carry out some works at night and during low traffic hours. Soil quality - Regularly clean storage areas and work areas; Works Contractor - Establish a waste management system with operations to reduce, sort, store, collect, transport, recover and treat waste by appropriate methods; - Store polluting liquids on a sealed surface; - subcontract with a contractor competent in the treatment of used oils and disposal of solid waste and inert materials; - Strictly prohibit the washing of equipment outside dedicated areas.

Water supply - Avoid water sources used by the population for supply Works Contractor - number of complaints by MdC Throughout the to the site; site residents for interruption works Works of water access;

- Contact water supply services for authorisations, as well - drinking water available for AfDB/PAMA as water quality tests before creating boreholes on a site workers; B living base or for the needs of the site; - cleanliness of sanitary facilities for construction site - Provide drinking water and toilets for site workers. workers. Water pollution - Store polluting liquids on a sealed surface; Works - absence of solid or liquid MdC Throughout the Contractor pollutants in water; works and - Use existing on-site or off-site drain pits for vehicle and AfDB/PAMA Operational truck maintenance; -presence of refuse cans; - Proper use of the oil- B phase - Consider subcontracting to a contractor competent in the change points on the site treatment of used oils; - Presence of absorbent kits; - Quantity of waste oils and - Formally prohibit the washing of equipment outside polluting liquids collected; dedicated areas; - Quantity of recorded waste - Supply the site with absorbent kits; and liquid polluting oils. - Install a wastewater management system commensurate with the capacity of the terminal building. Runoff water - Avoid uncontrolled runoff on the site; Works Contractor - Observation of runoff on MdC Throughout the the site works - Avoid any pollution of surface water by the rainwater AfDB/PAMA collection and drainage system or build a settling basin B if necessary Clearing - Beacon the works area and limit the works to selected Works - Number of tree seedlings MdC Throughout the rights-of-way; Contractor replanted in the borrowing works areas and on the project site AfDB/PAMA - Regularly clean areas affected by the works; (public parking area). B - Restore access roads to borrowing areas and greenery. Disruption of - Reduce the time required to complete the works so as to Works - Information panels in place; MdC Throughout the mobility minimize the impact on the mobility of the population; Contractor - Gateways and diversions works AfDB/PAMA - Limit the works to selected rights-of-way; are provided; - Number of complaints B - Provide temporary passages or diversions for the collected and resolved. population and airport users; - Place an information panel at the entrance to the site; - Appoint focal points (district heads) to serve as interface between the project and the population (collection and management of complaints);

- Reduce and optimize parking space for staff to minimise inconvenience or nuisance in surrounding streets; - Schedule deliveries and supplies to avoid deliveries at peak times or at times likely to create nuisance in the neighbourhood. Loss of income - Inform current business operators inside the terminal - Number of consultation MdC Throughout the building about the works start-up and areas concerned; and information works meetings with current AfDB/PAMA - Encourage ASECNA to grant a right of first refusal to business operators. B existing operators of shops inside the terminal building in the event of new competitive bidding for occupancy and management contracts; - Encourage ASECNA to open a temporary workers' canteen outside the terminal following closure of the current shops. Noise pollution - Reduce the time required to complete the works so as to - Information panels in MdC Throughout the and vibrations minimize the impact, and carry out some works at night place; works and during low traffic hours; - Number of workers AfDB/PAMA wearing PPE; B - Require workers and terminal users to wear PPE (masks, noise protection) Disruption of - Beacon the works; - Number of meetings MdC Throughout the networks with network providers works - Inform the population about works start-up and areas AfDB/PAMA concerned; B - Reduce the time required to complete the works so as to minimize the impact, and carry out some works at night and during low traffic hours; - Inform network providers for cable identification and rapid rehabilitation/connection Health risks - Conclude an agreement with a referral hospital for - Number of workers MdC Throughout the medical care for site staff; treated by the hospital; works - Number of accidents AfDB/PAMA - Inform and sensitise site workers; recorded; B - Distribute condoms on the site; - Preventive disease control sensitisation - Organize screening sessions for infectious diseases; sessions for site - Supply drinking water for site workers. workers and subcontractors;

- Number of toilets and water points available. Risks of site - Display safety instructions on the site; - Information panels in MdC Throughout the accidents place; works (handling and - Require the use of PPE (gloves, safety shoes); - Speed limitation AfDB/PAMA traffic) - Maintain the machinery regularly; measures in place; B - Preventive measures put - Establish a traffic plan; in place; - Limit the speed of machinery; - Number of workers wearing PPE; - Secure manoeuvring areas for machinery; - Number of accidents involving registered - Secure loads handled, record equipment and gear machinery and trucks. before intervention; - Train operators/drivers in safe driving; - Train staff in handling; - Limit manual handling to workstations; - Inform external contractors about risks and safety instructions (safety meeting); - Harmonise the environment-hygiene-safety clauses for all contractors involved in the project; - Include specific clauses in subcontractors’ contracts to ensure compliance with safety and environmental protection measures. Risks of falling - Beacon the risk areas; - Information panels in MdC Throughout the on the ground place; works - Install fall protection safety nets on the building; and falling - Speed limitation AfDB/PAMA objects) - Backfill excavations; measures in place; B - Preventive measures put - Check stability of formwork elements, props, etc.; in place; - Correctly secure the loads handled; - Number of workers wearing PPE; - Limit access to construction areas to persons outside the - Number of accidents site; involving registered machinery and trucks; - Establish a traffic plan; - Traffic plan in place. - Sensitise site staff on safety measures.

Risks of fire, - Prepare a safety and health plan before works start-up; - Safety and health plan MdC Throughout the electrocution, in place; works handling of - Inform workers of measures taken and ensure that they - Fire prevention AfDB/PAMA dangerous have been understood; measures in place; B products - Implement fire-fighting measures: fire extinguisher, - Measures to prevent sandbox at all stations with fire risk and risk of oil spills; hydrocarbon spills; - Training courses in risk - Train staff in fire extinguishing and first aid. prevention. Risks for - Safety measures for generators and hydrocarbon Generator - Safety measures for MdC Installation and generators and storage; supplier established/updated operational storage of generators; AfDB/PAMA phase hydrocarbons - Posting of obligations and prohibitions for high voltage - Training courses on risk B and confined spaces; prevention. - Wearing a helmet is mandatory; - No entry for unauthorized persons; - Prohibit use of open flame, make fire and smoke; Risks for X-ray - Ensure that the x-ray equipment for luggage screening Scanner - Safety measures for MdC Installation and scanners is installed in accordance with prescribed rules; equipment established/updated operational suppliers generators; AfDB/PAMA phase - Ensure that operators and maintenance staff have - Training courses on risk B received adequate training in the use of the equipment prevention. and that they understand the risks of exposure to radiation; - Define radiation protection rules in the Health, Hygiene and Safety Code concerning the use of equipment and measures to be taken in the event of emergency, and make a copy of the Code available to operators and maintenance staff; - Implement a verification, monitoring and periodic review procedure to ensure that all operators and maintenance staff have read and understood the relevant parts of the Code, including radiation safety rules and guidelines for the use of x-ray equipment for luggage screening (before using the equipment); - Prepare a maintenance programme for the x-ray equipment.

7 ENVIRONMENTAL AND SOCIAL SURVEILLANCE AND MONITORING PROGRAMME

The purpose of environmental monitoring is to ensure compliance with: (i) the measures proposed in the environmental management plan, particularly mitigation measures, and (ii) the requirements of other laws and regulations relating to public health and hygiene, management of the living environment of the population, and protection of the environment and natural resources. Environmental monitoring will cover the construction and operational phases.

Environmental monitoring will ensure field verification of the accuracy of assessment of some impacts and effectiveness of some mitigation or compensation measures provided for in the ESMP. The items below will be monitored during the construction phase:

Monitoring Items Monitoring Methods Responsible Period

- Monitoring of waste water - MdC discharge procedures and installation; - ASECN - Water control around the A living base - construction site. During the - DGE works Water: Pollution - Hygiene Service

- Local Authorities

Water: Drainage Monitoring the operation of drains and - ASECN Commissioning (operational phase) collectors (visual observation) A of infrastructure

- DGE

- Local Authorities

Soils (construction - Monitoring of pollution - MdC phase): control measures; - ASECN Pollution/degradation - Visual assessment of A pollution control measures. Continuously - DGE

- Local Authorities

Vegetation/Wildlife - Visual assessment of - MdC Start – vegetation degradation; - Degradation - Forestry midterm and rate - Visual assessment of Services completion of reforestation/plantation measures; works - Reforestation - Local rate - Control of reforestation Authorities activities. - DGE

Monitoring Items Monitoring Methods Responsible Period

Human Environment - Surveys, interviews to verify: - Consulti ng Firm - Socio- - hiring of local workers as a priority; Start – economic activities - ASECN - information for administrative and A midterm and - Land use local authorities; completion of - Local works - Hygiene and - sensitisation of the Authorities health population. - Labour - Pollution and Inspectorate nuisance Verification of: - MdC Start – - Safety on construction sites - the presence of disease - Departm midterm and vectors and appearance of diseases ent of Public Health completion of related to the works; works - Local - compliance with hygiene Authorities measures on the site.

Verification of:

- availability of safety instructions in the event of an accident; existence of appropriate signs, Consulting Firm compliance with traffic regulations, compliance with speed limits, and Monthly wearing of adequate protective equipment.

During the construction phase, environmental and social monitoring should be conducted by a Consulting Firm or Control Mission (MdC), which will be mainly responsible for: (i) ensuring compliance with all current and specific project mitigation measures; (ii) reminding contractors of their environmental obligations and ensuring that they are fulfilled during the construction phase. In addition, the MdC will serve as interface between the population living near the airport platform and the contractors in the event of complaints.

8 PUBLIC CONSULTATIONS AND DISCLOSURE OF INFORMATION

Public consultation is a key step in identifying and assessing the social and environmental impacts of a project. In particular, it responds to the need to involve stakeholders in the decision- making process, while they can still influence project decisions.

For this project, the consultation process consisted of visits to assess the condition of the terminal building and its environment, as well as to identify socio-cultural and ecological issues related to the project implementation.

Meetings were held with the following structures operating in the airport's rights-of-way: Airport Police, Customs, Ground Handling Contractor (AHS), ANAC; ASECNA, SODIAC, UNMIK, IOM, shop managers (shops, bars, duty-free shops, art galleries, etc.), security and freight staff, as well as airlines serving the platform (CAMAIR, Air France, Royal Air Maroc, etc.).

Participants were informed of ongoing discussions on the rehabilitation of the terminal and the expected environmental or social impacts/nuisances.

The main concerns are as follows:

 Inclusion, in the construction specifications, of the need to share information on the conduct of works with the terminal managers and airlines;

 Health and safety measures should be taken into account as from works start-up to reduce nuisance as much as possible and include, if necessary, workers and users of the terminal as beneficiaries of PPE;

 Consultations with airlines, as well as AHS, in the design of the building to be renovated and if possible obtain offices with view on the runway for better monitoring of activities and have at least 6 boarding gates to take into account the increasing passenger flow (338,000 passengers in 2018);

 Enhanced security in the terminal building and throughout the airport to avoid any danger associated with the presence of construction site workers. An identification card system (pass) will be put in place to limit their circulation area;

 At least two production generators will be provided for users of the terminal upon works start-up for operations to run smoothly during the works. They will subsequently be connected to the new electricity system;

 Need to increase water supply for the toilets and cleaning. The installation of a borehole and two tanks at least 5 m³ each will meet the needs;

 Waste site: Explore the possibility of transporting solid waste from the airport to Kolongo landfill, which is the only one authorized and where solid waste is buried, or having the Ministry and Bangui Municipality involved in identifying an appropriate site;

 Fear of loss of income by airport operators during the works;

 Provision of a temporary or permanent canteen outside the terminal for airport workers to continue having their meals during the works;

 Risks of job losses: The rehabilitation of the airport and the use of modern safety and security equipment may result in the loss of some jobs;

 Adaptation to climate change: Need for the airport to be powered by a specific power line and for the purchase and installation of photovoltaic panels to comply with pilot glare prevention standards.

In conclusion, participants in the consultations expressed support for the project, but requested more consultations with airlines and airport users.

9. INSTITUTIONAL ARRANGEMENTS AND CAPACITY BUILDING REQUIREMENTS

Responsibilities and institutional arrangements

Responsibilities for the ESMP implementation will involve the following stakeholders:

 Project Coordination and Monitoring Unit: It will be responsible for coordinating and monitoring the site so as to handle the environmental aspects and ensure proper technical organization of the various interventions. It will also ensure that the environmental and social clauses in the ESMP are taken into account in the contractor’s specifications;

 The Control Mission: It will be responsible for supervising and monitoring environmental practices and compliance with the ESMP and Site Environmental Protection Plan (SEPP) and the Health and Safety Plan (HSP);

 The Works Contractor and its QSE/HSE Engineer or Internal Control: It will be mainly responsible for carrying out the works, designing the Site Environmental Protection Plan (SEPP), and controlling the worksites during and at works completion.

Capacity Building

Effective inclusion of environmental and social issues in project implementation activities requires training and capacity building of the stakeholders. These stakeholders will be responsible for project implementation and for monitoring and surveillance of the identified mitigation measures. They also include users of the airport platform and the population living near the site. The capacity building plan is designed to meet the specific needs of the various stakeholders. Indeed, the capacity building plan will be based on information and sensitisation campaigns on environmental management, best environmental practices, health and safety measures, etc. The Project Coordination Unit will be responsible for implementing the capacity building plan, which covers several aspects of project management. It will involve the Quality, Health, Safety and Environment Manager. Here below is a summary of the proposed plan.

Phase Targeted Measures Targets Capacity Building Needs Works Implementation of ESMP Works Contractor Implementation of environmental measures and other best and social recommendations, practices during the works clauses and best practices in the (waste management, nuisance ESMP. limitation, etc.) Environmental surveillance and Consulting firm Training in monitoring during the monitoring plan construction phase Sensitisation of workers on Site workers Prevention campaigns to combat safety and the various HSE waterborne diseases and STD/HIV- risks; Prevention of health risks, AIDS, HSE risks and preventive safety and HIV/AIDS. measures. Operation Monitoring and control plan ASECNA Training in monitoring the Quality Officer recommendations of the Health, Hygiene Safety Safety and Environment Environment Management System.

10. COST ESTIMATES FOR THE ESMP IMPLEMENTATION The cost of the ESMP implementation is shown in the table below. It should be noted that the activities to be included in the competitive bidding for works have not been budgeted. They will be included in the cost of the works.

Table: Summary ESMP Costs

Measures Total Cost Source of Financing Landscaping for reforestation of degraded areas in Project Owner 3 000 000 compensation for the trees that will be felled. Sensitise workers on bylaws and safety regulations, various Project Owner (NGO Sub- 3 000 000 HSE risks, and preventive measures Contractor) Organise prevention campaigns to fight against Project Owner (NGO Sub- waterborne diseases and STD/HIV-AIDS for workers of 3 000 000 Contractor) the Contractor, Project Manager and sub-contractors Construct a drainage and wastewater management system Project Owner (to be included in the adapted to the airport's new capacity works design) Provide the airport platform with an autonomous water Project Owner (to be included in the source adapted to the airport's new capacity works design) Take measures to promote green growth in the airport (to be included in the (natural lighting and ventilation, photovoltaic panels, etc.) Project Owner works design) Water roads under construction in the dry season to reduce Project Owner Memorandum Item dust levels Provide appropriate PPE to workers 10 000 000 Project Owner Provide the site with fall and dust protection nets and Project Owner 15 000 000 information panels Provide the terminal building with a fire prevention team (to be included in the Project Owner works design) Conclude an agreement with a referral hospital for medical Project Owner 15 000 000 care to site staff Provide a first aid kit Project Owner 1 000 000 Involve environmental services in works monitoring MdC & ASECNA 6 000 000 Provide training in monitoring of environmental MdC & ASECNA recommendations during the construction and operational 5 000 000 phases Conduct an audit and prepare a health, safety and ASECNA (Consultant) environment system for the airport 20 000 000 Total cost of measures 81 000 000 Surveillance and monitoring of implementation 25 000 000 Total 106 000 000

11. CONCLUSION

The Support Project for the Modernization of Bangui/M'Poko Airport (PAMAB) responds to an urgent need to improve safety in CAR's only international airport. In addition to helping to revive the current faltering economy, this airport also plays a key regional role.

In accordance with national regulations and the Bank's Environmental and Social Safeguards Policy, this project requires an Environmental Impact Assessment (ESIA) and an

Environmental and Social Management Plan (ESMP). The impact assessment identified potential impacts, and the ESMP provided appropriate mitigation measures. The cost of implementing the mitigation measures has been estimated at CFAF 106,000,000,000. If properly implemented, the project will be viable and environmentally and socially sustainable.

12. REFERENCES AND CONTACTS

References

- Air Navigation Safety Agency for Africa and Madagascar (ASECNA), Delegation of National Air Navigation Activities in Central African Republic: Environmental and Social Management Plan. March 2019.

Contacts

For the Central African Republic:

- Mrs. KAÏMBA SALAMATE Francine, Director-General of Environment.

Telephone: + (236) 75 12 42 40 or 72 19 51 50.

For the African Development Bank:

- Augustin KARANGA, Chief Transport Economist, RDGC

E-mail: [email protected]

- Patrice HORUGAVYE, Chief Socio-Economist, SNSC

E-mail: [email protected]