INTEGRATED SAFEGUARDS DATA SHEET RESTRUCTURING STAGE Note: This ISDS will be considered effective only upon approval of the project restructuring

Transcription

1 Public Disclosure Authorized INTEGRATED SAFEGUARDS DATA SHEET RESTRUCTURING STAGE Note: This ISDS will be considered effective only upon approval of the project restructuring Date ISDS Prepared/Updated: 26-Jan-2016 Report No.: ISDSR16495 Date ISDS Approved/Disclosed: 26-Jan-2016 Public Disclosure Authorized Public Disclosure Authorized Public Disclosure Authorized I. BASIC INFORMATION 1. Basic Project Data Country: Western Africa Project ID: P Project Name: Task Team Leader(s): CEMAC - Transport-Transit Facilitation (P079736) Marc Marie Francois Navelet Noualhier Estimated 06-Feb-2007 Estimated 26-Jun-2007 Appraisal Date: Board Date: Managing Unit: GTIO1 Lending Specific Investment Loan Instrument: Sector: Theme: Rural and Inter-Urban Roads and Highways (59%), Railways (25%), Central government administration (10%), General transportation sect or (3%), Ports, waterways and shipping (3%) Trade facilitation and market access (29%), Infrastructure services for private sector development (29%), Regional integration (14%), Tax policy and administration (14%), Injuries and non-communicable diseases (14%) Is this project processed under OP 8.50 (Emergency U Recovery) or OP 8.00 (Rapid Response to Crises and No Emergencies)? Financing (in USD Million) Total Project Cost: Total Bank Financing: Financing Gap: 0.00 Financing Source Amount BORROWER/RECIPIENT International Development Association (IDA) IDA Grant Total Environmental B - Partial Assessment Category: Is this a Repeater project? No Page 1 of 12

2 O 2. Current Project Development Objectives The project development objective is to facilitate regional trade among the CEMAC member states and improve the Central African Republic, the Republic of Camero on's and the Republic of Chad's access to world markets. Proposed New PDO (from Restructuring Paper) The project development objective is to facilitate regional trade among the CEMAC member states and improve the Central African Republic, the Republic of Camero on's and the Republic of Chad's access to world markets. 3. Project Description General initial project and program description The original credit amount of the CEMAC Transport and Transit Facilitation Project was approved by the World Bank Board of Executive Directors on June 26, 2007, became effective on December 5, 2007 with a closing date of January 31, 2013 for a total amount of SDR million (US$201 million equivalent) of which SDR97.2 million were to be spent in Cameroon (Credit 4337-CM), SDR16 million were to be spent in Central African Republic (Grant H314-CA) and SDR 19.7 million were to be spent in Chad (Grant H315-TD). A first Additional Financing (AF1) was approved on November 5, 2009, became effective on April 8, 2010 with a closing date of January 31, 2015, for an amount of SDR138.6 million (US$217 million equivalent) of which SDR95.8 million was for Cameroon (Credit 4659-CM) and SDR42.8 million for Central African Republic (Grant H522-CF). A second Additional Financing (AF2) was approved by the World Bank Board of Directors on June 23, 2011 with a closing date of January 31, 2016, for an amount of SDR 70.7 million (US$112 million equivalent) for Cameroon (Credit CM). 0 0 A third Additional Financing (AF3) was approved by the World Bank Board of Directors on July 26, 2012 with a closing date of January 31, 2016, for an amount of SDR 80.7 million (US$125 million equivalent) for CAR (Credit H798-CF and Grant 5146-CF). This comprehensive program tackles most of the transit facilitation dimensions along the two targeted corridors: road rehabilitation, railway modernization, customs reform, transport regulation, support to the Douala single window and - though to a more modest scale, port modernization. A key project's objective is to reduce the dwell time in the Douala port (around 20 days) and the transit time from Douala to N'Djamena (15 days) and from Douala to Bangui (10 days). In addition to the IDA support, this program is also supported by the AfDB and the European Union. The original project and its first two additional financings have three components to be implemented in Cameroon, CAR and Chad: (i) First component: Roads and Railway Infrastructure Improvement. Activities include: (a) periodic maintenance, rehabilitation and upgrading works on selected road section along the corridors; (b) paving of existing gravel road sections; (c) harmonization and enforcement of axle load control policies; (d) construction and improvement of rest areas; (e) rehabilitation of critical rail infrastructure; and (f) implementation of HIV-AIDS awareness and mitigation measures. This Page 2 of 12

3 O component finances in particular the rehabilitation of the following road sections: in Cameroon: Mb6r6 - Ngaound6r6 (86 km), Ngaound6r6 - Garoua (275 km) and Dabanga-Kousseri (78 km); in Chad: Bongor - Er6 - Kelo (131 km); in CAR: Famb616 - Bamboua (34 km), Famb616 - Bouar (33 kin) and Bossemb6-Yalok6 (10 km). It also finances the rehabilitation of 175 km of railway tracks in Cameroon (Batchenga - Ka'a). (ii) Second component: Transit and Transport Facilitation Investments. Activities include: (a) communication between stakeholders, especially within the port community, including Information and Communication Technology (ICT) interfacing; (b) transit regime and border crossing improvements through cargo tracking, border posts constructions and improvement; (c) port safety and security strengthening; and (d) improvement in intermodal interfaces. This component finances in particular the improvement of multimodal platforms in Ngaound6r6 and Douala (Cameroon) and the construction of a bus station in Bouar (CAR). (iii) Third component: Customs and Transport Sector Institutional Strengthening and Capacity Building. Activities include: (a) CEMAC Customs Union and national customs strengthening; (b) institutional support for transport facilitation institutions; and (c) coordination and management of the project's activities. This component finances in particular the improvement of local customs' offices in Garoua Boulai - Touboro and Kousseri (Cameroon) and in Belabo (CAR), as well as the construction of a training center for the Cameroonian customs and of new offices for the "cellule BAM-BAD", the project implementing unit in the Cameroonian Ministry of Public Works. The third additional financing includes the following additional activities to be executed in CAR: * Full rehabilitation of Bouar cross over road and of Bouar - Doaka road, including reconstruction of bridge at the exit of Bouar (full design study under way); * Routine and basic maintenance to be performed on selected sections of the corridor. The exact description of these activities will be refined during project preparation but are likely to include: (i) perio dic maintenance of most deteriorated sections between Bossemb616 and Bossent616, with recycling of existing surface dressing and application of a single asphalt layer; (ii) a 3-year performance-based maintenance contract, including the operation of weight control stations, on the sections Garoua Boulai - Bouar, about to be rehabilitated; as well as a (iii) basic maintenance of the road Doaka - Baoro; a * Improvement of Bangui by-pass (urban traffic survey to be performed to determine the optimal option; the objective is to divert some of the existing traffic of heavy vehicles entering the city from the highly-congested "avenue de l'ind6pendence" road). * Some transit facilitation activities consisting mostly in capacity building, institutional strengthening and technical assistance activities. The proposed Level II Restructuring of the CEMAC Transport and Transit Facilitation Project (CEMAC TTFP) supports (a) the extension of the Project's closing date by 36 months in order to allow for completion of activities, (b) the inclusion of specific execution arrangements for a designated Force Account in Cameroon, and (c) the reallocation of Credit/Grant proceeds for CAR, Cameroon, and Chad. The poor security in CAR and Northern Cameroon over the last three years has hindered the execution of all the civil works and routine maintenance activities as originally planned under the Project on both the Douala - Garoua BoulaY - Bangui and Douala - N'Djam6na corridors. The proposed restructuring should allow the completion of all of the relevant civil works and other activities funded under the project that are required to achieve the PDO. Moreover, considering the critical importance of the two corridors (Douala - Ndjamena and Douala - Bangui), which cover Page 3 of 12

4 O ) about 75% of CAR's and Chad's international trade, the completion of the IDA funded road works are essential for both countries. In addition, despite the challenging security conditions on the ground, the project objectives remain fully relevant and it would be difficult to mobilize the resources available. Finally, the project is also key to Cameroon to improve the connectivity and integration of the Northern regions to the rest of the country, and create an easier access to the port of Douala, where operation and transactional dwell times have been reduced, and which is critical to national and regional economies. 4. Project location and salient physical characteristics relevant to the safeguard analysis (if known) The initial project finances activities at several different sites in Cameroon, CAR and Chad, including: (a) several sections of the road corridors linking N'Djamena and Bangui to Douala that need upgrading or long term maintenance; (b) rail sections in Cameroon between Yaound6 and Belabo and near Douala that need to be rehabilitated; and (c) a number of trade-related investment and technical assistance in the three countries. To date: (a) safeguards issues concerned relatively minimal environmental and social impacts resulting from the road, railway and bridge investment components of the project in Cameroon, and (b) in general, key social issues relevant to the project objectives are mostly in relation to social impacts of the road improvements in Cameroon. This is not likely to be modified under the restructuring since (a) the Project area remains the same, and (b) the proposed restructuring should allow the completion of all of the relevant civil works for which the environmental and social impacts have been already assessed, are already taken into account in the civil works contracts, and have not induced an EA category change so far. Moreover, to further ensure the achievement of the project PDOs, the proposed restructuring also (a) drops activities that are no longer relevant; and (b) adds some quick implementing high impact trade and transport facilitation activities that would further strengthen the achievement of the PDO with minimal environmental and social impacts. 5. Environmental and Social Safeguards Specialists Arbi Ben Achour (GSU1 1) Cheikh A. T. Sagna (GSU01) Emeran Serge M. Menang Evouna (GEN07) Kristyna Bishop (GSU01) Robert A. Robelus (GENDR) 6. Safeguard Policies Triggered? Explanation (Optional) Environmental Yes Assessment OP/BP 4.01 Natural Habitats OP/BP Yes 4.04 Forests OP/BP 4.36 No Pest Management OP 4.09 No Physical Cultural Yes Resources OP/BP 4.11 Indigenous Peoples OP/ No BP 4.10 Yes Page 4 of 12

5 Involuntary Resettlement tofdwp I1ams OP/BP No 4.37 O U Projects on International No Waterways OP/BP 7.50 Projects in Disputed Areas OP/BP 7.60 No II. Key Safeguard Policy Issues and Their Management A. Summary of Key Safeguard Issues 1. Describe any safeguard issues and impacts associated with the Restructured project. Identify and describe any potential large scale, significant and/or irreversible impacts: The project finances activities at several different sites in Cameroon, CAR and Chad, including (a) several sections of the road corridors linking N'Djamena and Bangui to Douala that need upgrading or long term maintenance; (b) rail sections in Cameroon between Yaound6 and Belabo and near Douala that need to be rehabilitated; and (c) a number of trade-related investment and technical assistance in the three countries. Safeguards issues concern relatively minimal environmental and social impact resulting from the road, bridge and rail investment components of the project in Cameroon, CAR and Chad, and to a more limited extent by some of the trade facilitation activities. Specific safeguards instruments have been prepared. In particular: - When the original project was prepared, three separate environment and social impact assessment studies (ESIAs) were prepared, one for Cameroon, one for Central African Republic and one for Chad. Environmental and Social Management Plans (ESMPs) were prepared, based on the ESIAs. U- Regarding the railway works, an Environmental and Safety Management Plan (ESMP) has been updated in 2007, based on the ESMF prepared for the purpose of an earlier IDA-financed project to support the railway concession. o - When the original project was prepared, three separate resettlement action plans (RAP) were also prepared, one for each country. These RAP were implemented in the satisfactory manner - When the first additional financing was prepared, it was determined that the Kousseri bypass required a specific environmental and social management plan (ESMP). This ESMP was already prepared and was expected to be implemented just before the sudden security threats from Boko Haram attacks, which resulted in the stop of activities. The ESMP will be fully implemented once the activities are re-launched. The Environmental Assessments of the road, bridge and rail track works has not revealed any significant direct environmental impacts. Most of the mitigation measures were satisfactorily implemented. Formal allocation of 4 hectares within the Benoue National Park is still awaited; the draft decrees were sent to the Prime Minister's office in 2014, and the signature of these decrees will continue to be followed by the Team. Thus far no encroachment of the national park area nor human settlement have been observed s based on the second hand information received (security concerns prevent the team to visit the site at the moment). Page 5 of 12

6 o The studies that have been prepared for the purpose of the original project have been disclosed both in country and in the Bank's Infoshop on February 15, The Kousseri by-pass study was disclosed in country on September 1st, 2009 and in the Bank's Infoshop on September 2, For the second additional financing, the following safeguards were prepared: (a) Regarding the Magada - Maroua road: An Environmental and Social Impact Assessment (ESIA) - including an Environmental Management Plan (EMP) was prepared to mitigate the negative impacts caused by the rehabilitation of the Magada road. This ESIA was submitted for disclosure to the World Bank Infoshop on March 18, 2011 and published in country on March 23, A field mission of the Ministry of Public Works' environmental and social unit confirmed that no involuntary resettlement were expected prior to or during works' execution. (b) Regarding the Tilde Bridge: An abbreviated RAP (ARAP) was prepared by the Ministry of Public Works in order to mitigate the negative impacts caused by the displacement of 13 families as a result of the Tilde Bridge reconstruction works. This ARAP was disclosed in country on March 23rd, 2011 and submitted for disclosure to the World Bank Infoshop on March 18, The Tilde Bridge is located on the road section Dabanga - Kousseri (78 km) which is being rehabilitated, together with the Kousseri by-pass, as part of the 1st Additional Financin g to the CEMAC Transport and Transit Facilitation Project. The corresponding ESIA and ESMP were prepared and disclosed in country on September 1st, 2009 and in the World Bank Infoshop on September 2nd, For the purpose of the third additional financing, the following OPs were triggered: a Environmental Assessment: OP/BP 4.01 was triggered and an advanced draft of the Environment and Social Impact Assessment study for the rehabilitation of the corridor road section between Bouar and Baoro was already prepared by the Government. The Environmental Assessment of the road works has not revealed any significant direct environmental impacts in this section. OP 4.04 (Natural Habitats) and 4.11 (Physical Cultural Resources) have been triggered as some of the road works may take place near natural habitats and there may be some cultural artifacts; the ESIA/ ESMP includes mitigation measures. A Resettlement Action Plan (RAP) was also prepared, consulted and disclosed for the same road section. All safeguards documents (Environmental & Social Management Framework; resettlement Policy Framework) have been prepared, consulted upon, and disclosed in country and at INFOSHOP prior to appraisal. The Overall Safeguards Rating is Moderately Unsatisfactory due to the long pending signing of the following two decrees in Cameroon: (a) Allocation to the Benou6 National Park of a four hectare parcel of land with same ecological characteristics as the one affected by the project. In July 2011, the Ministry of Forestry & Wildlife alerted the Ministry of Public Works that the process would be long because of its complexity and, as a precaution, both the Ministries of Environment and of Forests & Wildlife issued a waiver to start the civil works while awaiting the signed decree. Therefore, in compliance with the national law: (a) the GoC publicly informed of the declassification/allocation process in November 2011; (b) technical works and consultations with the various stakeholders in the area were carried out between 2012 and 2013; and (c) the draft decrees were sent to the Prime Page 6 of 12

7 Minister's office in O The government has delayed in fulfilling the covenant in the Financing Agreement that required that the allocation of the land be completed within 18 months of the effectiveness. To monitor the status and compliance with the relevant covenant during implementation, the task team will follow up and agree on action plan with the government. The covenant is likely to be completed by the GoC within the extended period of the Project implementation. (b) Compensation of people affected by the proposed Kousseri by-pass road construction works. In light of the delays in the signing of the decree required to compensate Project Affected People (PAP) living along the Kousseri bypass Right-of-Way (ROW), the proposed restructuring will substantially reduce the social and environmental impact of the project through the adjustment of the scope of the civil works to be executed. For that purpose, the current single carriage way improvement works that were planned will remain in the current ROW, instead of upgrading the road to a dual carriage way.no civil works will start without the prior payment of any compensation. 2. Describe any potential indirect and/or long term impacts due to anticipated future activities in the project area: During the construction phase, negative environmental and social impacts may include the destruction of physical habitat and the logging of fruit-trees along the road. However, no new road section will be constructed and the widening of some sections will only affect very partially the local agricultural activity and local habitat. Air quality in works areas will be somewhat degraded by intensive use of gas-powered machines and repetitive truck movements, but this air pollution will be temporary. Works can also affect rainwater streaming and the soils physical properties. After pavement, the road will become a waterproof strip that can considerably modify water streaming. The ESIAs/ESMPs and RAPs were prepared and disclosed in each country per the requirements of the policy. Proper environmental measures can avoid most of the negative environmental impacts resulting from the physical works and these measures will be included in all the procurement documents. For instance, strict water sanitation and drainage precautions have to be taken to avoid important changes in rainfall runoff causing erosion. A specific budget has also been allotted for the environmental mitigation measures to be undertaken in the three countries. A RAP was prepared in each country to address some small trader housing displacement issues. In particular, a RAP was prepared to mitigate the negative impact of resettlements to proceed with the Kousseri by-pass works at the border with Chad. That RAP would need to be updated with regards to the adjustment of the scope of works. As indicated above, an additional ESIA/EMP, and Abbreviated RAP have been prepared for works financed under the second and third Additional Financing. A major environmental benefit of the pavement of roads in this region lies in reduction of dust generation, particularly important on dirt roads during the dry season. Impacts during the operational phase of these facilities include increased noise and accident risks due to the increased traffic and HIV/AIDS propagation. High attention will be paid to road safety improvement. A dedicated part of the financing from the development partner community has been allotted to sensitize the local population to fight against HIV and promote road safety and environmental conservation. The second and third additional financing include specific resources to improve the road safety condition along the targeted corridors. These actions will be closely Page 7 of 12

8 coordinated with other initiatives aiming at improving road safety, in particular with other activities implemented by the EU and a new launched initiative between the World Bank and TOTAL Corporation in Africa. O Other possible long term adverse impacts identified by the ESIA in Cameroon and CAR include the potential increase in pressure on natural resources, particularly through illegal logging and the bush meat trade. Through this project, the relevant ministry in both Cameroon and CAR has received assistance to acquire equipment (motorcycles and/or a vehicle) to ensure a better control of such illegal activities. The various Governments have also indicated their willingness to send more field staff in the project region. Furthermore, during the civil works phase, the team will ensure that sensitive areas and natural habitats like national park or protected areas will not be encroached by the project activities. As the ESIA does not identify any sensitive cultural/archeological sites around the project area, all mitigation measures will be taken in case of a fortuitous finding of any archeological remains or high value cultural site. The project team will also ensure that contractors are compliant with the applicable International Labor Organization recommendations, especially regarding child labor. On the Cameroon Railway component, the wooden creosote sleepers' disposal was identified as an emerging environmental issue on which several options will need to be explored. So far Camrail has not yet moved on safe storage but plans to identify them soon in the works areas. Regulation is now preventing any use of Creosote, so Camrail has taken the option to use another product which is allowed. As the disposal of wooden creosote products is not only specific to railways in Cameroon, the extension of the closing date of the project will give the opportunity to open a dialogue with the authorities and other stakeholders on the best way to handle this concern. 3. Describe any project alternatives (if relevant) considered to help avoid or minimize adverse impacts. Under the proposed restructuring, and for the specific case of the Kousseri by-pass, the scope of the civil works to be executed is adjusted to substantially reduce the social and environmental impact of the project. As for road investments, the operation consists mainly in a rehabilitation of O existing roads so no alternative plotting is therefore conceivable. The most sustainable technical option has then been chosen with respect to the project's available resources. The project will * ensure that all mitigation measures are taken to reduce or avoid environmental and socials impacts/risks. 4. Describe measures taken by the borrower to address safeguard policy issues. Provide an assessment of borrower capacity to plan and implement the measures described. In each of the three countries, national institutions have been identified and strengthened to ensure the proper implementation of the safeguards instruments that have been prepared for the purpose for the original project and its three additional financing: -In Cameroon, the Ministry in charge of Environment is responsible for the approval of the ESIA, the ESMP, the RAP and the ARAP. Since the beginning of the 1990s, the government of Cameroon has significantly improved the legal framework for environmental management. Law no. 96/12 of August 5, 1996 sets the framework for environmental matters. The decree no. 2005/0577/PM of February 23, 2005 provides guidance for the EIA. The creation of the Ministry of Environment and Nature Protection in 2004 has reinforced the institutional capacity of the government to monitor environmental matters. An Inter-ministerial commission exists through the Page 8 of 12

9 O 96 Environment Law and plays its role in term of approving EIA and EMP. The Ministry of Public Works has a special unit for environmental and social issues - the Division de la Protection du Patrimoine et de l'environnement (DPPER). This Unit presents all competencies able to ensure the implementation of the process with the monitoring of the Ministry of Environment and Nature Protection and its creation was set up through IDA funding under the Transport Sector Project. This unit closely coordinates with the Ministry of Fauna and Forest (MINFOF) regarding the control of bush meat trade and other environmental mitigation activities (tree planting in particular). The members of this Unit receive training financed by the project in the area of Bank social safeguards to allow them to properly monitor the implementation of the ESIAs and RAPs. The project also provides capacity-building targeting the Ministry of Environment and Nature Protection, and the Ministry of Forests and Wildlife. So far, the country has performed a good follow up of environmental and social dimensions in the project, fact that is very encouraging. Nevertheless, this performance has to be further continued and strengthened through the present additional financing. - In CAR, implementation is supported by the Unit6 Environnementale et Sociale (UES) within MED, in close coordination with the Ministry of Environment (MEFCPE). A specific attention is brought to the issue of timber trade. For instance, the project supports the internet publication of the timber trade data being provided by MEFCPE. The UES has been also actively engaged in preparing and supervising the implementation of a detailed action plan to address some social and environmental issues detected in the execution of the Fambele - Baboua works. - In Chad, the project is building capacity in the Ministry of Infrastructure, in coordination with the Ministry of Environment and Water. 0 Consequently, the project has provided targeted technical assistance and institutional strengthening to the identified social and environmental institution in the three countries. 5. Identify the key stakeholders and describe the mechanisms for consultation and disclosure on safeguard policies, with an emphasis on potentially affected people. Key stakeholders have been identified in the ESIA and RAP. These also include representatives from the following entities, State at different levels, private sector, NGOs, local communities, elected authorities and development partners. The Consultation Mechanisms were as follows: All safeguards instruments were carried out on the basis of a participative approach. Individual interviews, group discussions and several meetings were organized during the execution of the study and will be planned during the approval process. The project contents, in terms of economic, social, cultural, environmental stakes, as well as mitigation impacts and compensations measures were developed and discussed with diverse stakeholders. In Cameroon, a consultation was organized during the preparation of Magada-Maroua road section and Tilde bridge design and the associated ESIA and ARAP. Regarding the Tilde Bridge, a consultation was organized with community leaders from the Tilde village. Translation in local language (Kotoko) was ensured. During the consultation, local stakeholders raised the issue that many owners did not have official land titles and that some affected people may be renting the land. Measures in line with the World Bank policy on involuntary resettlements (OP 4.12) were included in the ARAP to address these issues. Regarding the ESIA, a consultation of local stakeholders was performed by the Social and Environmental Unit of the Ministry of Public Works during the period February 7-14, Consultations highlighted the benefits that the proposed rehabilitation of the Magada - Maroua road would bring to the local populations and the Page 9 of 12

10 strong support for the project expressed by the local authorities. O In CAR, a consultation was organized during the preparation of the safeguards documents for the proposed Bouar and Baoro road rehabilitation works with community leaders from the project area. The team will ensure that this participatory consultation process continues on a regular basis during project implementation. Supervision missions will be the opportunity to assess the whole process. The HIMO activities under implementation are also environmentally and socially reinforced. During the project extension period, the UES staff will continue to be trained and enforced in the Environmental and social safeguards monitoring. B. Disclosure Requirements Environmental Assessment/Audit/Management Plan/Other Date of receipt by the Bank /// Date of submission to InfoShop /// For category A projects, date of distributing the Executive /// Summary of the EA to the Executive Directors "In country" Disclosure Africa Comments: Resettlement Action Plan/Framework/Policy Process Date of receipt by the Bank // Date of submission to InfoShop // "In country" Disclosure Africa Comments: 04-May May-2012 If the project triggers the Pest Management and/or Physical Cultural Resources policies, the respective issues are to be addressed and disclosed as part of the Environmental Assessment/ Audit/or EMP. If in-country disclosure of any of the above documents is not expected, please explain why: C. Compliance Monitoring Indicators at the Corporate Level OP/BP/GP Environment Assessment Does the project require a stand-alone EA (including EMP) Yes [ X] No [ ] NA [ ] report? If yes, then did the Regional Environment Unit or Practice Yes [ X] No [ ] NA [ ] Manager (PM) review and approve the EA report? Are the cost and the accountabilities for the EMP incorporated Yes [ ] No [ ] NA [ ] in the credit/loan? OP/BP Natural Habitats Would the project result in any significant conversion or Yes[ ] No[X] NA [ ] degradation of critical natural habitats? Page 10 of 12

11 If the project would result in significant conversion or Yes No NA X degradation of other (non-critical) natural habitats, does the project include mitigation measures acceptable to the Bank? OP/BP Physical Cultural Resources Does the EA include adequate measures related to cultural Yes[X] No[ NA property? Does the credit/loan incorporate mechanisms to mitigate the Yes[X] No[ NA potential adverse impacts on cultural property? OP/BP Involuntary Resettlement Has a resettlement plan/abbreviated plan/policy framework/ Yes [X] No [ ] NA [ ] process framework (as appropriate) been prepared? If yes, then did the Regional unit responsible for safeguards or Yes [ X] No [ ] NA [ ] Practice Manager review the plan? Is physical displacement/relocation expected? Yes [ ] No [ ] TBD [ X] Provided estimated number of people to be affected Is economic displacement expected? (loss of assets or access to Yes [ ] No [ ] TBD [ X] assets that leads to loss of income sources or other means of livelihoods) Provided estimated number of people to be affected The World Bank Policy on Disclosure of Information Have relevant safeguard policies documents been sent to the Yes [ X] No [ ] NA [ ] World Bank's Infoshop? Have relevant documents been disclosed in-country in a public Yes [ X ] No [ ] NA [ ] place in a form and language that are understandable and accessible to project-affected groups and local NGOs? All Safeguard Policies o Have satisfactory calendar, budget and clear institutional Yes [X] No [ ] NA [ ] responsibilities been prepared for the implementation of measures related to safeguard policies? Have costs related to safeguard policy measures been included Yes [ X] No [ ] NA [ ] in the project cost? Does the Monitoring and Evaluation system of the project Yes [ X] No [ ] NA [ ] include the monitoring of safeguard impacts and measures related to safeguard policies? Have satisfactory implementation arrangements been agreed Yes [ X] No [ ] NA [ ] with the borrower and the same been adequately reflected in the project legal documents? III. APPROVALS Task Team Leader(s): Name: Marc Marie Francois Navelet Noualhier Approved By Safeguards Advisor: Name: Johanna van Tilburg (SA) Date: 26-Jan-2016 Page 11 of 12

12 Practice Manager/ Name: Supee Teravaninthorn (PMGR) Date: 26-Jan-2016 Manager: Page 12 of 12