Democratic Republic of Congo MINISTRY OF INFRASTRUCTURE, PUBLIC WORKS AND RECONSTRUCTION Infrastructure Unit KINSHASA-BRAZZAVILLE ROAD-RAIL BRIDGE ACCESS ROAD CONSTRUCTION PROJECT AFRICAN DEVELOPMENT BANK (AfDB) FINANCING CONSTRUCTION OF THE KINSHASA-BRAZZAVILLE ROAD-RAIL BRIDGE ACCESS ROAD FROM PK 0+00 (CARREFOUR MULELE) TO PK 6.8+00 (ON THE BANKS OF THE CONGO RIVER) IN MALUKU MUNICIPALITY/ KINSHASA CITY-PROVINCE FULL RESETTLEMENT PLAN (FRAP) SUMMARY – Updated version August 2019 1. INTRODUCTION Central African States have decided to pool their efforts, depending on their economic potential and resources, to develop a viable and competitive sub-regional market. Considering the low level of integration of infrastructure networks and high transport costs in the subregion, the Heads of State and Government of the Economic Community of Central African States (ECCAS) expressed their commitment to strengthen road and rail infrastructure by adopting a Central African Consensual Transport Master Plan that mainstreams the priority infrastructure projects of the New Partnership for Africa’s Development (NEPAD). Against this backdrop, the Governments of the Democratic Republic of Congo and the Republic of Congo commissioned a study on a road bridge between Kinshasa and Brazzaville, and on the Kinshasa-llebo railroad. Resources are being mobilised to build this important infrastructure. In this regard, the Governments of the Republic of Congo and the Democratic Republic of Congo submitted a joint request to the African Development Bank to contribute to financing the construction of roads to link the Brazzaville-Kinshasa road-rail bridge to the existing road networks. Environmentally and socially, the project is classified under Category 1 in view of its scope and the main social impacts identified, notably the resettlement of more than 200 people. The construction of the road-rail bridge access road will entail the displacement of 490 households due to the disruption of socio-economic activities and damage to the means of livelihood of people living in the road right-of-way. Furthermore, in keeping with the requirements of national regulations and the African Development Bank’s Involuntary Resettlement Policy (Operational Safeguard 2 – OS2), the DRC Government, through the Infrastructure Unit, commissioned the preparation of a Full Resettlement Plan (FRAP) to ensure the compensation and resettlement of project- affected persons (PAPs). The objectives of the plan are to: (i) minimise, as much as possible, involuntary resettlement; (ii) avoid, as far as possible, the destruction of property; and (iii) compensate project affected persons for the loss of housing plots, farmlands, buildings, equipment and income. The FRAP, which is the subject of this summary, lays down the principles, terms and conditions for compensating and resettling people affected by the project. 2. PROJECT AND IMPACT AREA DESCRIPTION 2.1. Project Description The absence of a permanent crossing between the two banks of the Congo River greatly hinders the implementation of regional and continental economic development and integration policies. Thus, the project to build a road-rail bridge (RRB) between Kinshasa and Brazzaville is intended to accelerate trade between the two countries and to: (i) ensure continuity and fluidity of the transportation system along the Tripoli-Windhoek corridor and its arterial roads, adopted under the NEPAD Short-Term Action Plan whose central link will make it possible to connect N’Djamena, Yaoundé, Libreville, Brazzaville, 2 and Kinshasa; (ii) reduce travel time and transport costs; and (iii) improve access to basic services by the people in the project impact area. The road-rail bridge between the Democratic Republic of Congo and the Republic of Congo will span 1 757 metres. The Maluku Tréchot site chosen for the road-rail bridge layout in the Republic of Congo is situated 65 kilometres from Brazzaville. The Maluku site chosen in DRC is situated 87 kilometres from Kinshasa. At this point, the Congo River is about 1 300 metres wide and 25 metres to 35 metres deep. The road links are 10 kilometres long, that is 6.8 kilometres on the left bank (DRC) and 3.2 kilometres on the right bank (RC) of the Congo River. This Environmental and Social Impact Assessment (ESIA) focuses on the 6.8 kilometre-long access road. The road section is located in the Maluku neighbourhood, Maluku Municipality in Kinshasa City-Province. This African Development Bank-funded project comprises three components. This study focuses only on road works. The project comprises the following components: - A. Road works: (i) construction and asphalting of the 6.8 kilometre-long access road to the road-rail bridge, including central reservations for the laying of optical fibre cables, and a four-way junction in Maluku village; (ii) works control and supervision; (iii) implementation of environmental and social measures; and (iv) sensitisation on road safety and compliance with axle load limitations. - B. Road studies: (i) conduct of comprehensive studies on Grand Kinshasa’s South-East bypass and arterial roads, including environmental and social aspects; (ii) conduct of comprehensive studies on the upgrade and rehabilitation of National Road No. 43 (RN 43) from Maluku to the link with National Road No. 1 (RN 1) at the Nsele junction, including environmental and social aspects; and (iii) evaluation of the reform of transport sector enterprises in DRC. - C. Project management and coordination: (i) accounting and financial audit; (ii) monitoring and evaluation of project socio-economic impacts; and (iii) institutional support to and operation of the Project Executing Agency. The cross-section of the road includes: - two carriageways each 7 metres wide; - a 1.60-metre wide median strip with a 0.60-metre wide central separator and two hard shoulders each 0.50 metres wide; - two hard shoulders each 2.00 metres wide on either side with two 0.30- metre wide guidance trails; - a 0.75 metre-wide grass verge or a longitudinal drainage system comprising water downspouts in areas of soil fill; - central reservations for optical fibre cables. 3 2.2. Project Impact Area The project study area comprises a project direct impact area or restricted study area and a project indirect impact area or expanded study area. The project direct impact area (PDIA) includes: (i) the neighbourhood of Maluku directly concerned by the project; (ii) worksites (road right-of-way and other project sites – workers’ camp, asphalt plant, crushing plant, etc.); and (iii) material borrow areas (borrow pits and quarries). Kinshasa City-Province is the project indirect impact area (PIIA). 3. ANALYSIS OF PROJECT ALTERNATIVES The maximum width of the right-of-way on Mulele Avenue is 8 metres, that is 4 metres on each side of the main road. To achieve project objectives while minimising resettlement, two alternatives were considered. 3.1. Alternative 1 Variant 1 consists of impacting 15 m on either side of the main road axis (Avenue Mulele) in order to reach the 30 m right-of-way required for the work. This variant will result in the expropriation of 130 parcels, 65 on either side of the road. This has a huge disadvantage and violates the guiding principle of resettlement in accordance with AfDB Operational Safeguard 2, which is to "Minimize, to the extent possible, involuntary resettlement and land acquisition along the road, both in terms of right-of-way and deviations, by making appropriate decisions to minimize land acquisition needs". In addition, the left bank of Mulele Avenue has the following natural constraints: Rough relief below towards "the Congo River"; Presence of erosion heads; Existence of a swampy area. This alternative will increase the number of PAPs and consequently the cost of involuntary resettlement as well as the cost of carrying out the work. Indeed, carrying out the work under these conditions would require significant backfilling that would indirectly affect the parcels located along the Congo River. This variant was therefore abandoned. 3.2. Alternative 2 Variant 2 proposes to expropriate only the right-hand side of Mulele Avenue, which would impact 103 parcels, i.e. 73 on this avenue and 30 on Ngantaba Avenue located behind it at locations where the dimensions of Mulele Avenue parcels are not uniform. 4 This Alternative minimizes involuntary resettlement and avoids the allocation of the natural constraints listed in Option 1 by reducing the number of PAPs on the one hand, and reduces the cost of compensation on the other. Conclusion Variant 2 was selected because it significantly reduces the number land loss from 130 PAPs to 103, as well as the cost of involuntary resettlement and, above all, does not raise the cost of the structure in an inconsiderate way because it avoids all the natural constraints mentioned in Variant 1. 5 4. POTENTIAL IMPACTS Since the potential impacts on the human and natural environments are presented in detail in the Environmental and Social Impact Assessment (ESIA) report, this section focuses only on impacts on the human environment in terms of expropriation and socio- economic losses due to the release of the road right-of-way and the execution of works, reducing to the maximum the nuisances that could be generated. It should be noted that the dimensions and locations of worksites have been reduced to minimise the damage that could be caused to property owners located within the project right-of-way. 4.1. Positive Social Impacts The table below summarises the positive project impacts. Phase Positive Impacts - Employment prospects for the local population and small- and medium-sized enterprises (SMEs) during works execution. - Intensification of economic and commercial activities around the Construction worksite. - Job creation during works execution. - Consolidation of local expertise. - Improvement of road network drainage conditions. - Improvement of the living conditions and environment of the inhabitants of the neighbourhood of Maluku. Operation - Increase in commercial activities. - Better spatial and landscape planning. - Ownership of the road by the population.