Report No.: ISDSA1083

Transcription

1 Public Disclosure Authorized 0 o Date ISDS Prepared/Updated: 26-Apr-2015 INTEGRATED SAFEGUARDS DATA SHEET APPRAISAL STAGE Date ISDS Approved/Disclosed: 27-Apr-2015 Report No.: ISDSA1083 Public Disclosure Authorized Public Disclosure Authorized Public Disclosure Authorized O U I. BASIC INFORMATION 1. Basic Project Data Country: Brazil Project ID: P Project Name: Task Team Leader(s): BAHIA ROAD REHABILITATION AND MAINTENANCE PROJECT - 2ND PHASE (P147272) Gregoire Francois Gauthier Estimated 02-Mar-2015 Estimated 02-Jul-2015 Appraisal Date: Board Date: Managing Unit: GTIDR Lending Investment Project Financing Instrument: Sector(s): Rural and Inter-Urban Roads and Highways (80%), General transportation sector (20%) Theme(s): Export development and competitiveness (60%), Regional integration (20%), Rural services and infrastructure (20%) Is this project processed under OP 8.50 (Emergency Recovery) or OP No 8.00 (Rapid Response to Crises and Emergencies)? Financing (In USD Million) Total Project Cost: Total Bank Financing: Financing Gap: 0.00 a Financing Source Amount Borrower International Bank for Reconstruction and Development Total Environmental B - Partial Assessment Category: Is this a Repeater project? No 2. Project Development Objective(s) The Project Development Objective is to enhance, in a sustainable fashion, road accessibility and safety in selected regions of the State of Bahia. Page 1 of 11

2 3. Project Description Component 1 - Institutional strengthening (US$25.0 million) This is component supports the sustainability strand of the Project Development Objective. It includes the five following subcomponents, covering several sustainability aspects. a Subcomponent 1.1: New options for road financing, including the carrying out of studies on, inter alia: (i) setting-up a self-standing road maintenance fund; (ii) exploring possibilities for private sector financing of transport infrastructure; and (iii) exploring opportunities of land-value capture stemming from the valorization of transport infrastructure public right-of-way. Subcomponent 1.2: Road Asset Management, including, inter alia: (i) operationalizing the SEINFRA/SIT's Pavement Management System, including surveys of the Bahia's highway pavement condition and traffic; (ii) designing and building automatic traffic counting stations; (iii) designing and building a state-wide automatic weighing system for heavy vehicles; (iv) implanting a state-wide kilometric mark-points system, for more precise location of traffic crashes and other events; (v) geo-referencing Bahia's right-of-way asset; and (vi) setting up a database of the Bahia's geological conditions and potential quarries for road construction and rehabilitation. Subcomponent 1.3: Road administration efficiency, providing support for the setting-up and operationalization of SEINFRA/SIT, including, inter alia: (i) defining its mission, monitoring framework, processes and required resources; (ii) training and capacity building for SEINFRA/SIT technical and administrative staff; and (iii) support Project implementation in specific areas, namely on road safety, socio-environmental management and engineering. Subcomponent 1.4: Logistics planning, providing support for carrying out studies and surveys to, inter alia: (i) update the Bahia's transport and logistics master plan; (ii) promote railway transport in Bahia; (iii) identify maritime ports development opportunities in Bahia; (iv) analyze the Borrower's waterway development; and (v) plan urban logistics and mobility in the Itabuna-Ilheus conurbation. 0 Subcomponent 1.5: Transport investment impact assessment, carrying out surveys and studies to assess the impact of transport infrastructure investment in Bahia including, inter alia: (i) establishing a tool to inform the decision-making process for transport infrastructure investment; (ii) setting up an appraisal model aiming at quantifying the wider impact of transport investments and policies in Bahia; (iii) defining the methodology and undertaking the impact evaluation of local roads improvement on rural communities focused on the rural areas addressed through Part 3 of the Project; and (iv) carrying out yearly road users surveys to reach citizen feedback on the Borrower's highways condition and services. Component 2 - Performance-based State Highway Rehabilitation and Maintenance (US$199.5 million) This Component supports the sustainability and road safety dimensions of the Project Development Objective. Subcomponent 2.1: CREMA. This subcomponent includes the rehabilitation and maintenance works, thro ugh CREMA Contracts, on about 1,350 kilometers of identified sections of Bahia's paved highways, including, inter alia, road rehabilitation and maintenance. Subcomponent 2.2: CREMA-PPP. This subcomponent includes the rehabilitation and maintenance Page 2 of 11

3 works through CREMA-PPP Contracts on about 550 km of identified sections of the Borrower's paved highways including, inter alia, road rehabilitation and maintenance. O Five-year CREMA contracts typically include: (i) a 6-month initial road recuperation; (ii) a 2-year period for pavement, drainage and road equipment rehabilitation; (iii) a 2 to 3-year routine maintenance period. Spot infrastructure improvement for road safety will be streamlined in the CREMA contracts. The "CREMA-PPP" contract will have a 10 to 12-year term and will focus on BA-052, BA-1 60 and BA-432 State highways; this contract will include similar types of works and services as CREMA contracts. Subcomponent 2.2 will be fully financed out of counterpart financing: The State of Bahia shows important commitment to this new contractual instrument, a premiere in Brazil, as a hybrid between CREMA and concession contracts. Main implementation risks in this Component stem from the novelty of this "CREMA-PPP". The Infrastructure Secretariat is contracting the International Finance Corporation to help structuring the contract and define its detailed specifications. Component 3 - Feeder Road Improvement (US$60.0 million) This Component supports the accessibility dimension of the Project Development Objective. This Component will provide support to improve road accessibility in Bahia, through the carrying out of works for the elimination of about 1,250 critical spots on selected municipal rural roads in 62 Selected Municipalities (the Municipal Road Subprojects) including, inter alia: (i) improving the drainage of the platform, including the replacement of existing unsafe wood bridges by concrete standardized bridges; (ii) the construction and/or reconstruction of culverts and longitudinal drainage; and (iii) the construction of fords and the elimination of quagmires. a This Component complements the interventions on Bahia's main highway network. Typically under municipal jurisdiction, rural roads are low traffic but play a key role for rural mobility and small farmers: removing rural roads are low traffic but for mobility and small farmers: removing critical points will enable selected roads to be all-season roads. Roads will be selected through a citizen engagement process at municipal level in the following Intermunicipal consortia: Consorcio Portal do Sertdo, Consorcio do Sisal, Consorcio do Vale de Paramirim and Consorcio da Bacia do Jacuipe. The complex logistics required to implement this component, including the citizen engagement process and managing many scattered small-scale works, is the main risk. Mitigation includes detailed procedures described in the Operation Manual. Component 4 - Road Safety (US$15.0 million) This Component supports the road safety dimension o f the Project Development Objective, through institutional strengthening and road safety corridors. Subcomponent 4.1: Institutional strengthening. This subcomponent will provide support to improve road safety in Bahia, including, inter alia: (i) defining the Bahia's road safety strategy; (ii) providing training and capacity building to SEINFRA/SIT on road safety; (iii) creating a traffic accident database for Bahia; and (iv) supporting the creation of the State a road safety Lead Agency. Subcomponent 4.2: Road safety corridors. This subcomponent will provide support to establish two Road Safety Corridors, and carry out the following interventions on those corridors: (i) carrying out small-scale works and goods for road safety infrastructure improvement; (ii) provision of equipment for traffic laws enforcement, including non-lethal equipment for crash reporting, speed and drinkdriving enforcement; (iii) carrying out communication campaigns for road safety; and (iv) provision Page 3 of 11

4 of training of road police officers for monitoring, reporting and disseminating road safety results on the Road Safety Corridors. Improving road safety is complex and requires a strong top-level political commitment. Within the ) Decade of action of the United Nations for road safety, the State of Bahia has shown strong ownership on the road safety agenda, in particular the creation of a Lead Agency for road safety. A cross-department task-force, headed by SEINFRA, will be created; this task-force, which would prefigure the Lead Agency, will initially work on the State road safety strategy and the traffic accident database. The task-force will coordinate the key State agencies involved in road safety. 4. Project location and salient physical characteristics relevant to the safeguard analysis (if known) State highways benefiting from Component 2 are located throughout the state. Component 3 targets the following Intermunicipal Consortia: Consorcio Portal do Sertdo, Consorcio do Sisal, Consorcio do Vale de Paramirim and Consorcio da Bacia do Jacuipe; yet, the specific roads to benefit from Component 3 will be selected through a consultative process at the municipal level. Direct beneficiaries from the highway rehabilitation (Components 2 and 4) are difficult to identify: some road users are local while others are international freight truckers. Project highways have annual average daily traffics ranging from 900 to 4,000 vehicles. It is estimated, based on average trip distances, that about 60,000 people would benefit daily from the highway improvement. Project beneficiaries from rural road improvement (Component 3) are easier to identify: the 62 targeted municipalities cover about 12% of the state surface and include about 1.1 million people (7.5% of the state population). Municipalities are vast and rural roads improvement will address only a fraction of municipal roads; it is estimated that about 250,000 people would directly from the Project. Most of the beneficiaries belong to the poorest fringe of the population, these municipalities being substantially poorer than the Bahia average excluding Salvador. The Project will seek to identify and build upon synergies with the areas of focus of the Bahia Sustainable Rural Development Project (P147157), which is expected to benefit approximately 100,000 family farmers, informal economy entrepreneurs, land reform settlers, indigenous and quilombola communities. 5. Environmental and Social Safeguards Specialists Jason Jacques Paiement (GSURR) Marcio Cerqueira Batitucci (GENDR) 6. Safeguard Policies Triggered? Explanation (Optional) Environmental Yes Direct environmental impacts resulting from rehabilitation Assessment OP/BP 4.01 (on existing State paved roads) works are expected to be minor, and mostly related to civil works' execution. For improvements of the municipal roads (the interventions consisting in the construction of small bridges, quagmire suppression and culverts allowing water crossing), direct environmental impacts are also expected to be minor and related to the construction phase. For these interventions, frameworks focused on the typologies of planned interventions establishes restrictions and conditions for works' environmental management. Page 4 of 11

5 For the rehabilitation works, an environmental management plan establishing specific environmental programs was prepared by the Borrower, and reviewed by the Bank. Its implementation will be monitored by specific environmental supervision and Bank's team field visits. An Environmental and Social Impact Assessment (ESIA) was prepared during Project preparation to evaluate potential impacts and propose mitigation measures. In accordance with the potential impacts, adequate mitigation and monitoring measures were established based on specific EMP for the component activities and sub-projects. For all road segments identified during Project preparation as part of the set to be improved during project implementation, specific EA and EMP were prepared, consulted, and will be disclosed before Project appraisal. The elaboration of the ESIA was contracted to specialized consulting firm, through Terms of Reference agreed upon by the Bank. The ESIA contains: (i) the environmental and social impact assessment for the identified road segments; and (ii) an Environmental Management Plan and an Environmental and Social Framework focused on the typologies of planned interventions on dirty roads;(iii) mitigation measures, institutional capacity building measures, and monitoring and evaluation arrangements as necessary. Natural Habitats OP/BP Yes While the works on paved and feeder roads may affect riparian vegetation in water crossings on a very marginal fashion, the Project may result in indirect or induced impacts. Also considering that the specific dirty road segments and their locations have not yet been identified, the safeguard has been triggered, and the ESIA identified the presence of natural habitats, assessed potential impacts, and determined appropriate measures to avoid, mitigate, or compensate for any possible direct or indirect impacts. Forests OP/BP 4.36 No The Project will not directly involve forest management or activities in forest areas. In accordance with OP/BP 4.01, Environmental Assessment, the Project's ESIA assessed the potential impact of the Project on forests and/ or the rights and welfare of local communities. Pest Management OP 4.09 Yes Although the Project will not finance the manufacture, use, or disposal of environmentally significant quantities of pest control products, this policy is triggered in a precautionary basis, as there is a potential for future use of pesticides/ herbicides outside of the project timeline. The Page 5 of 11

6 Project Operational Manual and Catalogue for contractors will explicitly prohibit the use of pesticides/herbicides for works and services financed by the Project. Physical Cultural Yes Negative impacts on physical cultural resources are not Resources OP/BP 4.11 expected during project implementation, as the Project's civil works will normally be located within the existing right-of-ways of road sections. However, "chance findings" during works are possible, and to handle such findings, Brazil has a well-developed legislative and normative framework, which is under the oversight of the National Institute for Protection of Historical and Archeological Sites (IPHAN). These procedures are described in the ESIA mentioned above and a physical cultural resources management framework that includes measures for avoiding or mitigating any adverse impacts on physical cultural resources and provisions for managing chance finds was prepared. Provisions for proper handling of the issue by contractor will be part of bidding documents and works contracts. Indigenous Peoples OP/ Yes The ESIA identified 41 indigenous and quilombola BP 4.10 communities within the area of influence (10km radius) of the pre-selected roads to be rehabilitated under Component no.2. The borrower has prepared an Indigenous Peoples Plan consistent with OP 4.10 for the interested communities. Key elements of this Plan include measures to ensure free, prior and informed consultations to design appropriate social and economic benefits for these communities. Another core component of the ESIA is the Indigenous Peoples Planning Framework (IPPF). Given that the 62 municipalities eligible for Component no. 3 include much of the northern, eastern and central parts of the state, several of the state's estimated 11,000 indigenous peoples and hundreds of quilombola communities may potentially benefit. The IPPF will assist the executing agencies to determine whether indigenous peoples or quilombola communities are present in the project area, and if so, to ensure that the interested communities support the proposed activities as well as any additional measures required to maximize their culturally appropriate benefits and/or avoid potentially adverse effects. The IPPF was reviewed and adapted during public consultations on April 17, Involuntary Resettlement Yes The project is not expected to require any land OP/BP 4.12 acquisition; however, because the exact location and design specifications for many of the proposed road works will only be determined during Project implementation, a Resettlement Policy Framework (RPF) Page 6 of 11

7 was prepared. The Resettlement Policy Framework clarifies resettlement principles, organizational arrangements, and screening and design criteria to be applied to subprojects prepared during project implementation. The Resettlement Policy Framework is an integral product of the ESIA process, and as such was reviewed and adapted during public consultations on April 17, The ESIA concluded that no Process Framework was required. Safety of Dams OP/BP No Not applicable. The Project will not finance the 4.37 construction of a new dam, rely on the performance of an existing dam or a dam under construction, nor require increases in the capacity of an existing dam, nor changes in the characteristics of the impounded materials of the dam. Projects on International No Not applicable. None of the Project activities are located Waterways OP/BP 7.50 in any international waterways and there are no other riparian impacted by the Project. Projects in Disputed No Not applicable, because the activities financed by the Areas OP/BP 7.60 Project are not located in disputed areas. II. Key Safeguard Policy Issues and Their Management A. Summary of Key Safeguard Issues U 1. Describe any safeguard issues and impacts associated with the proposed project. Identify and describe any potential large scale, significant and/or irreversible impacts: The proposed investments in roads are well aligned with a number of the state's most pressing challenges, namely reducing poverty and regional disparities and enhancing environmental sustainability. For these reasons, the overwhelming majority of the proposed project's social impacts are expected to be positive. Nonetheless, several of the proposed activities are socially complex and will operate in sensitive social contexts. For instance, support for feeder roads will require considerable public consultations to reach decisions regarding priority investments. For municipal feeder roads, approval of road improvement activities will be subject to presentation of evidence of stakeholders' participation in the definition of the priority road sections and related improvement activities. During implementation, the Project is not expected to cause any large scale, significant and/or irreversible negative environmental impacts. As it supports a number of site specific investments on existing road infrastructure, the environmental impacts resulting from construction work are expected to be limited in spatial extent and time, mainly during the execution of civil works. 2. Describe any potential indirect and/or long term impacts due to anticipated future activities in the project area: Rehabilitation and upgrading of the Borrower's transport networks is expected to generate significant positive social impacts. In addition to reduced transportation costs and increased accessibility to markets and public services, the Project is expected to improve road safety Page 7 of 11

8 O O O conditions, generate positive impacts on land values, create jobs, and raise incomes throughout the state. By improving the efficiency of the State's logistics, the Project is expected to strengthen agriculture industry in the State and beyond, which in turn, might increase pressure to adopt higher value land use practices. 3. Describe any project alternatives (if relevant) considered to help avoid or minimize adverse impacts. Not applicable. 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. The Borrower has satisfactory capacity for safeguard policies implementation. It has a thorough legal framework and has demonstrated adequate institutional capacity (including staffing and budget) for identifying, avoiding and mitigating social and environmental impacts of its programs and projects. The proposed Project will adopt similar institutional arrangements as those designed for the Bahia Integrated State Highway Management Project (P095460). This means that the technical responsibility for preparation, supervision, monitoring and evaluation of Project activities and results - including safeguards - are expected to remain with the Borrower's Infrastructure Secretariat under the coordination of the Project Management Unit. This unit will be strengthened by contracting a Social Specialist to complement existing environmental capacity. Contracted-out consultancies, focusing specifically on supervision of environmental / social impacts and mitigation measures, will help GERAM monitor and report on safeguards compliance. With a proposed allocation of US$ 25 million under its Institutional Strengthening component, the proposed Project will continue strengthening social and environmental impact management in Bahia. Under the proposed set of activities, improvement in the monitoring of safeguard application outcomes will be sought through the strengthening of the State government's capacity to monitor and mitigate social and environmental impacts. 5. Identify the key stakeholders and describe the mechanisms for consultation and disclosure on safeguard policies, with an emphasis on potentially affected people. The Borrower contracted an integrated Environmental and Social Impact Assessment (ESIA) of the proposed project activities that was designed to be conducted in close consultation with a range of stakeholders including local residents and municipal authorities, private sector producers, public service providers, NGOs, etc. To reinforce and sustain these positive impacts, the Environmental and Social Impact Assessment includes specific recommendations intended to strengthen the social communication, community participation, and Citizen Engagement aspects of the Project. The nature and scope of these activities will be measured through gender and ethnicity disaggregated monitoring and evaluation mechanisms. SEINFRA/SIT will support implementation of a Citizen Engagement framework. The outcomes of mainstreaming Citizen Engagement activities will be monitored and reported systematically and consistently. B. Disclosure Requirements Environmental Assessment/Audit/Management Plan/Other Date of receipt by the Bank 06-Apr-2015 Date of submission to InfoShop 26-Apr-2015 For category A projects, date of distributing the Executive /// Summary of the EA to the Executive Directors Page 8 of 11

9 O "In country" Disclosure Brazil Comments: Public consultation in Salvador on April 17, 2015 Resettlement Action Plan/Framework/Policy Process Date of receipt by the Bank Date of submission to InfoShop "In country" Disclosure Brazil Comments: Public consultation in Salvador on April 17, 2015 Indigenous Peoples Development Plan/Framework Date of receipt by the Bank Date of submission to InfoShop "In country" Disclosure Brazil Comments: Public consultation in Salvador on April 17, 2015 Pest Management Plan Was the document disclosed prior to appraisal? Date of receipt by the Bank Date of submission to InfoShop "In country" Disclosure Brazil Comments: Public consultation in Salvador on April 17, Apr Apr Apr Apr Apr Apr Apr-2015 NA 06-Apr Apr Apr-2015 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/ C. Audit/or EMP. 0 If in-country disclosure of any of the above documents is not expected, please explain why: a 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 [ X ] 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? 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? Page 9 of 11

10 OP Pest Management Does the EA adequately address the pest management issues? Yes [ X ] No [ ] NA [ ] Is a separate PMP required? Yes[ ] No[X] NA [ ] If yes, has the PMP been reviewed and approved by a Yes [ ] No [ ] NA [ X ] safeguards specialist or PM? Are PMP requirements included in project design?if yes, does the project team include a Pest Management Specialist? 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 [ ] No [ ] NA [ X ] potential adverse impacts on cultural property? OP/BP Indigenous Peoples Has a separate Indigenous Peoples Plan/Planning Framework Yes [ X] No [ ] NA [ ] (as appropriate) been prepared in consultation with affected Indigenous Peoples? If yes, then did the Regional unit responsible for safeguards or Yes [X] No [ ] NA [ ] Practice Manager review the plan? If the whole project is designed to benefit IP, has the design Yes [ ] No [ ] NA [ X ] been reviewed and approved by the Regional Social Development Unit or Practice Manager? 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? 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 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? Page 10 of 1I

11 III. APPROVALS Task Team Leader(s): Name: Gregoire Francois Gauthier Approved By Practice Manager/ Name: Eric R. Lancelot (PMGR) Date: 27-Apr-2015 Manager: Page 11 of 11