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INTEGRATED SAFEGUARDS DATASHEET
APPRAISAL STAGE
I. Basic Information
Date prepared/updated: 08/24/2009
Report No.: AC4452
1. Basic Project Data
Country: Kyrgyz Republic
Project ID: P107608
Project Name: National Road Rehabilitation (Osh-Batken-Isfana)
Task Team Leader: Cordula Rastogi
Estimated Appraisal Date: September 14,
Estimated Board Date: October 29, 2009
2009
Managing Unit: ECSSD
Lending Instrument: Specific Investment
Loan
Sector: Roads and highways (90%);General public administration sector (10%)
Theme: Trade facilitation and market access (40%);Other rural development
(40%);Regional integration (20%)
IBRD Amount (US$m.):
0.00
IDA Amount (US$m.):
25.00
GEF Amount (US$m.):
0.00
PCF Amount (US$m.):
0.00
Other financing amounts by source:
BORROWER/RECIPIENT
5.00
5.00
Environmental Category: B - Partial Assessment
Simplified Processing
Simple [X]
Repeater []
Is this project processed under OP 8.50 (Emergency Recovery)
Yes [ ]
No [X]
or OP 8.00 (Rapid Response to Crises and Emergencies)
2. Project Objectives
The project development objective (PDO) is to reduce transport costs and travel time
along the Osh-Batken-Isfana Road corridor and improve road safety planning. As
transport costs and travel time decrease, route options increase, allowing more direct
travel between destinations, thereby creating a more accessible and reliable transport
system. It will also allow cost saving for the road users; travelling will become safer than
today. This will benefit people and goods going to and from Batken Oblast or on transit
to Tajikistan. The completion of the proposed Project will make a significant contribution
to the level of connectivity offered as the road corridor provides the only connection
between the main Kyrgyz cities in Fergana valley (such as Osh and Batken city) and the
rest of the country.
Project design is kept simple to reach the PDO within the three year implementation
period. Progress towards the attainment of the PDO will be assessed through the
following indicators:
Project Outcome Indicators:
# Reduction in transport costs along project road section
# Reduction in travel time along project road section
# Increase in traffic along project road section
# Increase in rural access in the project area and nation-wide
# National Road Safety Program developed and launched
Intermediate Outcome Indicators:
# Number of km of road improved/rehabilitated in project area
# Percentage of total road network in the project area in good and fair condition
# National Road Safety Program developed and launched
# Pilot demonstration projects on road safety along the corridor developed
# Improved technical quality of the road works along project area
3. Project Description
The transport system, in particular the road network, is a priority for the Government of
the Kyrgyz Republic given its importance in providing access to markets and basic public
services. To date, 92 percent of passenger and 59 percent of freight traffic is carried by
road in the Kyrgyz Republic. The road network covers all seven oblasts (provinces), and
provides connections to remote communities and links to neighboring countries. Travel in
most of the country is severely constrained by the predominantly mountainous
topography where roads have to cross passes of above 3,000 meters altitude and are
subject to frequent mud slides, debris flow, rock falls, and snow avalanches. Travel in the
Southwestern part of the country, namely between Osh and Batken town has some
specific problems since the road crosses Tajik and Uzbek enclaves which require a
double-entry Kyrgyz visa and a transit visa.
The existing basic transport infrastructure is adequate for the level of economic activity
likely to occur in the medium term. About 18,800 kilometers of roads (the republican
road network) are under the jurisdiction of the Ministry of Transport and
Communications (MoTC). About 40 percent of the roads are sealed, including some with
gravel mixed with bitumen binder. Over 50 percent are gravel and about 10 percent are
earth roads. Consequently, the primary concern is not expansion or major upgrading of
the transport system, but proper maintenance and rehabilitation to preserve the existing
network. Roads at all levels are deteriorating; over 60 percent require periodic
maintenance or rehabilitation.
Cognizant of this, the Government#s focus is on rehabilitating key links in the road
transport network that have regional and national strategic importance. Substantial
investments (of about US$ 350 million) have already been made in the last decade to
rehabilitate the country#s major road corridors. The rehabilitation of six strategic road
corridors which carry the majority of the traffic on the republican road network is the
focus of the current country and sector strategies. The six strategic corridors include: 1)
Osh-Sarytash-Irkeshtham, 2) Suusamyr-Talas-Taraz, 3) Bishkek-Naryn-Torugart, 4)
Sarytash-Karamyk, 5) Osh-Batken-Isfana, and 6) Tyup-Kegen.
The Government has asked the World Bank to finance the rehabilitation of a section of
the Osh-Batken-Isfana road, one of the six strategic corridors. The original alignment of
this road corridor crosses through Uzbek territory at Kok-Talaa, and at Sokh and through
Tajikistan at Vorukh. Traveling this road was no problem in the past when there was one
transport network connecting cities from within the Former Soviet Union and the Fergana
Valley. Since 1991, the situation has changed due to the creation of enclaves and the
passing through foreign territory. To travel the original alignment nowadays causes
frequent delays at border crossing points arising from lengthy, arbitrary and sometimes
harassing control procedures, which severely hamper connectivity along the road.
Existing secondary roads which deviate around 110 kilometers from the original
alignment (so-called #detours#) exist, but are in poor to very poor condition. The
Government#s plan is to rehabilitate the detours and link them with the original
alignment. This will form the Osh-Batken-Isfana road corridor which will by-pass foreign
territory (Uzbekistan and Tajikistan) and their enclaves within the Kyrgyz Republic.
The proposed project responds to the general need to preserve the road network and
specifically to the growth of traffic along an important route which provides the only
connection between the main Kyrgyz cities in Fergana Valley (about one million
inhabitants or 18 percent of the country# population) and the rest of the country.
Currently, the average daily traffic varies along different sections while significant
disruption is reported at border crossings. On the eastern section of the road (between
Osh and Kyzyl-Kiya) in the absence of any constraints, the average daily traffic is about
3,050 vehicles (km 133). However, on the border between Osh and Batken oblasts and
further westwards along the second detour of the Osh-Batken-Isfana road, average daily
traffic drops drastically to about 1,000 vehicles per day (km 176) due to the roads current
condition and because road users are reluctant to travel through border crossings at KokTalaa. Traffic along the existing road at the entrance of the Uzbek enclave Sokh (km 129)
is reported about 7,400 vehicles per day of which 90 percent are passenger cars. The
crossing of international borders at Uzbek and Tajik enclaves significantly increases
travel time and costs and road users therefore limit the number of their trips.
The Bank financed proposed Project will consist of the following components:
The Bank-financed proposed Project will consist of the following components
(estimated costs are presented net of all taxes and duties). Taxes and duties are covered
by Government#s co-financing and represent about 20 percent:
Component 1: Rehabilitation of about 30 kilometers of the Osh-Batken-Isfana Road
Corridor (from Pulgon to Burgandy): The component will finance civil works associated
with the rehabilitation of the road section as well as consultancy services for construction
supervision (estimated at US$ 1.5 million) including physical and price contingencies
(estimated at about 10 percent). Estimated total cost: US$ 22 million equivalent.
Component 2: Road Safety Planning Improvement: This component will build on the
Government#s Road Sector Development Strategy and on the work currently carried out
by the Permanent Secretariat for Road Safety on the revision of road safety guidelines
and the preparation of a National Road Safety Program (expected to be approved in
2009). Activities will support the development and launch of the National Road Safety
Program, the preparation of pilot demonstration projects on road safety with a focus on
the city/town of Pulgon, and other activities to improve road safety planning (eg
establishment of road accident database and other road safety equipment). Estimated total
cost: US$ 1.5 million equivalent.
Component 3: Project Preparation and Implementation Support. This includes (i) a
Project Preparation Advance (PPA) to update the feasibility study and designs (about
US$ 1 million), and (ii) support for incremental operating costs of the Project
Implementing Unit (US$ 0.5 million). Consulting services will be used to assist the PIU
with the preparation, management and implementation of all activities associated with the
project, including the supervision of all safeguards and fiduciary aspects. Other donors
are providing the PIU with parallel financing for their operating costs. Estimated total
cost: US$ 1.5 million.
4. Project Location and salient physical characteristics relevant to the safeguard
analysis
The Osh-Batken-Isfana road corridor, which is central to the economy of Southwest
Kyrgyzstan, is in poor to fair condition. The road corridor runs close to the Kyrgyz
Republic's international border with Uzbekistan. The current road cuts through Uzbek
territory at Kok-Talaa, through the Uzbek enclave Sokh and through the Tajik enclave
Vorukh. This original alignment dates back to a time when there was one transport
network connecting cities from within the Former Soviet Union and the Fergana Valley.
Since 1991, the situation has changed. There are frequent delays at the border crossing
points arising from lengthy, arbitrary and sometimes harassing control procedures, which
severely hamper access and increase travel times along the road. This has resulted in the
local communities along the road feeling physically and economically isolated from Osh
and the rest of the Kyrgyz Republic. Agriculture as one of the region's main economic
activities and indeed general economic development, are restrained by the poor access.
The road traverses two oblasts (Osh and Batken) in the South West of the country which
together comprise a population of just over 1.5 million people. The road leads west over a
distance of about 356 km from the outskirts of Osh (km 2) through Batken (km 220) to
Isfana (km 358), a town close to the Tajik border in the South West of the country.
According to the updated feasibility study, a major part of the project alignment will
follow the existing road where the new surface elevation will be approximately 0.5
meters above the existing road on average. Deviations from the original road corridor
total 110 kilometers, where the new corridor will follow existing secondary roads and
unpaved tracks. The only entirely new section will be at km 195 to km 200 that includes a
bridge over the Sokh river as well as its access roads, which mostly follows existing
secondary roads and involves only minor Greenfield construction. Settlements along the
existing road are sparse.
According to the updated Feasibility Study (FS) prepared for the entire corridor, a 6
kilometer long bypass for Batken city is proposed, by upgrading existing generally wide
and unencroached roads. This bypass runs past the airport on the south-east side of the
city. Another alternative proposed on the other side of the airport is possible, but would
be considerably more expensive as it would include 9 kilometers of mainly new
alignment. An improved alignment was also proposed for Naukat pass (km 10-28) under
the second phase, but this would have involved additional land acquisition and
demolition of restaurants, hence it has been decided by the Ministry of Transport and
Communications (MoTC) to follow the existing unencroached road for this bypass.
The climate in this region of Kyrgyzstan is continental and dry, resulting in arid, often
semi-desert landscapes with few perennial water courses. The road corridor is located
mostly on the flat alluvial fans and gentler hills of the foreland of the Alau Mountain
Range, occasionally climbing slightly higher into the foothills to altitudes just below
1,500 m. The natural vegetation is very sparse, dominated by grassy rangelands with
small clusters of forest near rivers and in valleys, or where irrigation based agriculture is
located. The few perennial streams crossing the alignment are fed from snow- and glacial
melt from the mountains, which#s highest peaks reach an altitude of over 7,000 m. The
land is mostly used for animal grazing; agriculture and horticulture are concentrated
around settlements along the perennial rivers, where irrigation sustains mainly fruit and
vegetable crops.
5. Environmental and Social Safeguards Specialists
Mr Wolfhart Pohl (ECSS3)
Mr Martin Henry Lenihan (ECSS4)
6. Safeguard Policies Triggered
Environmental Assessment (OP/BP 4.01)
Natural Habitats (OP/BP 4.04)
Forests (OP/BP 4.36)
Pest Management (OP 4.09)
Physical Cultural Resources (OP/BP 4.11)
Indigenous Peoples (OP/BP 4.10)
Involuntary Resettlement (OP/BP 4.12)
Safety of Dams (OP/BP 4.37)
Projects on International Waterways (OP/BP 7.50)
Projects in Disputed Areas (OP/BP 7.60)
Yes
X
No
X
X
X
X
X
X
X
X
X
II. Key Safeguard Policy Issues and Their Management
A. Summary of Key Safeguard Issues
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 updated feasibility study (FS) which was carried out by the Recipient through an
international consultant, Finnroad (hereafter the Consultant) included an environmental
and social impact assessment (ESIA). Detailed designs are being finalized for the
sections of the first phase, mainly Pulgon - Burgandy - Batken (km 123-220). In the
updated FS for this project, the corresponding environmental and social documentation
has identified potential impacts, and for negative ones drafted mitigation measures and
plans for management and monitoring of environmental and social due diligence
measures. The safeguards documentation was reviewed by the Project Team's
environmental and social specialists and found to be acceptable to the Bank in scope and
substance.
Environment: The Environmental and Social Impact Assessment (ESIA) carried out by
the Borrower through the Consultant pertains to the entire corridor from Osh to Isfana
and thus addresses a much wider regional scope than the Bank financed section would
constitute. For the corridor in its entirety the ESIA concludes that according to OP4.01
the project should be classified as environmental Category B. Based on the updated FS,
the Consultant states that there need be no significant adverse environmental effects
resulting from the proposed rehabilitation of the Osh-Batken- Isfana road corridor,
provided that compliance with recommendations and provisions of the EMP is achieved
during project preparation and implementation. There are no environmentally sensitive or
vulnerable areas along the alignment.
The following key recommendations result from the FS-level ESIA:
- For the most part the rehabilitation works will not deviate from the existing established
alignment or stay with existing secondary tracks or gravel traces;
- Designs should make full consideration of the range of mitigation measures described
in the EMP, which should be incorporated into detailed designs;
- The tender and contract documents shall include appropriate clauses to cover all of the
environmental protection requirements listed in the ESIA report and EMPs; activities to
be performed for compliance with the EMP shall appear in the specifications, SoW and
BoQ as clearly defined items, which shall be adequately budgeted and priced by the
Contractor;
- Provision shall be made for adequate future maintenance of the road, possibly through
loan covenants; this relates especially to dust and emission control, waste management,
erosion control and runoff management;
The Bank team had, after a first screening of the road corridor in the pre-feasibility
stage, originally proposed a Category A safeguards classification for the project (ISDS
dated October 28, 2007). This was a precautionary classification based on the very
limited information available during the identification mission. The team now proposes
to change the Environmental Assessment Category from A to B, based on the following
considerations:
a) A detailed ESIA is available at this time, which presents a thorough description and
analysis of the environmental and social conditions and baseline data along the project
corridor. The ESIA concludes that the environmental and social conditions are
characterized by significantly lesser sensitivity / vulnerability than previously thought.
An example is the potential hydrological impact of Sokh Bridge, which the team
originally thought to be considerable, while the ESIA demonstrated that the impact is
insignificant.
b) A techno-economic Feasibility Study was recently submitted by the Recipient, which
describes a more advanced stage of design, than hitherto available conceptual designs.
From the updated FS it becomes evident, that newly constructed road alignments are
restricted to a few kilometers (e.g. Sokh bridge).
c)The FS and ESIA in detail describe the environmental and social impacts of the
planned project, which are deemed routine for any civil construction projects, are
manageable in scale and require mitigation measures which are off-the-shelf, readily
available and well tested on similar project context both in the country and
internationally. Thus the key objective of environmental activities around the project will
mainly be the preparation and implementation of a well designed EMP and monitoring
plan, rather than extensive analyses and assessments of alternatives.
d)The Consultant stated in the ESIA that no protected areas or important natural habitats
will be affected by the project, which correlates with the team's observations made during
an identification mission in 2007.
The sections and structures already under construction or completed with Government
funds were included in the environmental and social analysis undertaken by the
Consultant. For both ongoing work on upgraded road sections, as well as for a recently
constructed bridge over Sokh River (km 195 - km 200) the assessment concluded that,
while the process followed by the Kyrgyz Government did not fully comply with World
Bank procedures, environmental safeguards measures were duly implemented in
accordance with domestic regulations and no significant negative impacts occurred.
Especially for the new bridge over Sokh River, the Consultant concludes that no
significant harm was done to the environment as result of bridge construction and that
design and construction have been conducted in a manner that was in line with
international good practice. The Consultant detected several minor issues relating to
environmental impacts and good housekeeping at the site (e.g. post construction
landscaping, removal of construction waste), which could be improved and/or rectified
ex-post through this project; these measures, and the required costs may be included in
the safeguards measures developed during detailed project design.
A chance finds procedure for the case of encountering physical cultural resources (PCR)
during road construction is available as an Annex attached to the ESIA produced by the
Borrower.
Social: The main findings of the social assessment undertaken as part of the updated FS
were that the loss of land and buildings would not be significant. This is mainly due to
the fact that (i) the works contain rehabilitation of an existing transport corridor; (ii) the
road will mostly follow existing alignments of secondary tracks and gravel traces.
However, the precise extent of these losses will not be known until the designs have been
finalized. The works planned may result in minor acquisitions, in the form of agricultural
land, commercial land, gardens, walls and some houses. The road corridor runs largely
through uninhabited land except at the beginning and the end of the corridor.
A draft Resettlement Policy Framework (RPF) has been prepared and revised in
accordance with comments provided by the Project Team#s social development specialist
and has been disclosed nationally and locally. This draft RPF covers the entire corridor
and will be applied retroactively to any land acquisition that has taken place during the
preparation phase of the project. According to the updated FS, some taking of land has
taken place for the approaches of the Sokh bridge (km 195-200). The construction of the
bridge and its approaches has been completed by the Government. A due diligence
exercise conducted by the consultants confirmed that there were five affected people, and
that compensation for the land acquired had not yet been completed. During the preappraisal mission it was established that only one of the affected people was located
adjacent to the bridge, and in this case, the 0.40 hectares of rice paddies was acquired
temporarily for usage as an asphalt plant. A local commission was established to
determine the compensation paid for this temporary acquisition and assess the
compensation as being equal to the market value of the rice harvest forgone. The other
four affected persons were located on the eastern approach to the bridge. The land
acquisition for this section was not the responsibility of the PIU, but rather was
conducted on by the local government on behalf of the Ministry of Transport. Therefore,
the PIU had incomplete information on what transpired in these cases. However, it was
known that each individual was offered alternative land by the local government. This
land was not deemed of comparable value by the affected persons. Therefore, during the
pre-appraisal mission, the PIU agreed to establish a valuation commission to assess the
replacement value of the land lost.
This commission would follow the same model applied to land acquisition carried out
on km 248-271 of the corridor during 2008 under an EC financed project conceived in
2005. In this case, agricultural structures and plantings belonging to 40 households were
removed from the right of way for the rehabilitation of this section of the road. The
Ministry of Transport and Communications requested the local administration to establish
a valuation commission to estimate the cash compensation to be provided. This
commission was required to hire a valuation expert who based the valuation on market
comparators. Following the completion of the valuation, the expert#s report was
circulated to the relevant state agencies and ministries for comment and correction. The
report was subsequently amended and shared with the Southern Kyrgyz Society for
property assessors. Subsequently, the Ministry of Finance requested another commission
to verify the values assessed on a random basis. Even though compensation is not yet
complete for this section, it is anticipated that it will be completed soon and that the
assessed value will reflect the replacement value of the assets lost. In comparison with
Km 248 # 271, the Sokh bridge valuation and compensation process should be simpler
and quicker to complete as there are fewer affected persons and the asset being assessed
is the land as opposed to agricultural structures or plantings. The PIU is committed to the
timely completion of the valuation and compensation process. Once this is finalized, the
land acquisition carried out will be in compliance with the procedures outlined in the
resettlement policy framework.
2. Describe any potential indirect and/or long term impacts due to anticipated future
activities in the project area:
As the project area has been in use as transport corridor and settlement area for several
decades an equilibrium between natural processes and conditions as well as human land
use has been established. A key limiting factor to development appears to be the
availability of fertile land in reach of perennial water courses. Thus the sustainable use of
natural resources is not expected to be significantly impacted by the better transport
capacity the improved road corridor will offer. The main positive impacts will be
improved access to markets, better service delivery to the population and generally
enhanced mobility. There is a very low probability that the project would trigger or
contribute to major economic shifts, such as development of large areas, construction
booms or similar.
Also, it is anticipated that permanent land acquisition will be kept to a minimum along
the entire corridor, as the road primarily runs through arid unoccupied land. The only
instances where land acquisition is likely to occur is where the road enters and exits
settlements, and this process will be governed by the resettlement policy framework for
the project.
3. Describe any project alternatives (if relevant) considered to help avoid or minimize
adverse impacts.
The 'no project' alternative was discussed by the Recipient's Consultant, who concluded
that a well engineered road with a maintenance program according to good practice
would environmentally perform better than the current improvised, poorly constructed
and non-maintained tracks and secondary roads. The main improvements from the
upgraded road would be less erosion, less impact on surface drainage networks (which
currently are frequently narrowed/blocked by improvised bridges), better dust control,
higher degree of traffic safety and less emissions from traffic due to better surface
conditions and the absence of 'stop-and-go-obstacles' (e.g. large potholes.
The proposed Project is keen to minimize land acquisition and, at the detailed design
stage, will take all measures to reduce the amount of land to the absolute minimum taking
into account adequate safety measures. The detailed design that will be implemented is
intended to be the option that minimizes land take and loss.
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 Kyrgyz Government shows a high degree of ownership and interest in the Project
due to its strategic importance. Under its auspices a number of technical and
environmental studies were prepared, both by local the local firms (e.g.
Kyrgyzdortransproekt - KDTP), and international Consultants (Finnroad, Oy). This
allocation of responsibilities for the production of safeguards documents mitigates
shortcomings identified during a mission in 2007 by the Bank team, when KDTP, then
the main designer for the corridor, was found to have insufficient staff resources and
capabilities in the areas of environmental and social safeguards.
During a meeting with the local branch of the MoEFM (Ministry for Environment and
Forest Management) in Batken the status of environmental monitoring, permitting and
enforcement for road projects was discussed. The Oblast has 28 environmental staff,
distributed among the Oblast#s 3 Rayons and 2 Cities. Inspectors routinely carry out site
visits and inspections (both announced and unannounced), identify violations of
environmental permits and supervise / check their rectification. If violations of
environmental regulations or permits are ongoing, the MoEFM Oblast unit has the power
(and has already used it in several cases) to suspend works until environmental
compliance is achieved.
The MoEFM unit is aware of the planned road projects and has a role in reviewing the
designs and granting approval with respect to environmental criteria. A project such as
for roads needs the MoEFM#s formal approval in order to receive the construction permit
(CP).
Regarding the Oblast unit's capability to fulfill its legally prescribed monitoring,
permitting and enforcing role during construction and operation of the road, staffing
appears adequate both in numbers and in general qualifications. There are, however,
shortcomings in transport, communication, documentation and IT equipment of the local
branches. Also the staff lacks specific skills and knowledge in assessing environmental
criteria on the severity of impacts of roads / large infrastructure projects, as well as the
range of potential mitigation measures. These issues can be resolved with appropriated
training and possibly the provision of key equipment and will be addressed by the project
under Component.
The capacity of the PIU to deal with resettlement has been built through their experience
with resettlement planning under ADB projects, the recruitment of a social specialist for
ADB projects, and the active engagement of the PIU in the resettlement planning process
for the Project with Finnroad experts. Going forward, attention should be paid to building
capacity further, through staff participation in regional safeguards training workshops
provided by the World Bank and the recruitment of an additional social specialist.
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 in this process include the PIU within the Ministry of Transport and
Communication (the project implementing entity), The Ayl Okmotu#s (local self
government Rayon Administrations (regional government), local NGOs and CommunityBased-Organizations (such as village councils) and most importantly - the potentially
affected people. As part of the social assessment, meetings have already been held with
people who have been affected by previous works along the road, and who may
potentially be affected by future works. However, a comprehensive consultation cannot
take place until designs are finalized and the exact number and location of people to be
affected is known. The procedures for conducting consultations are specified in the
Resettlement Policy Framework.
B. Disclosure Requirements Date
Environmental Assessment/Audit/Management Plan/Other:
Was the document disclosed prior to appraisal?
Yes
Date of receipt by the Bank
06/26/2009
Date of "in-country" disclosure
08/04/2009
Date of submission to InfoShop
08/05/2009
For category A projects, date of distributing the Executive
Summary of the EA to the Executive Directors
Resettlement Action Plan/Framework/Policy Process:
Was the document disclosed prior to appraisal?
Yes
Date of receipt by the Bank
06/26/2009
Date of "in-country" disclosure
08/04/2009
Date of submission to InfoShop
08/05/2009
Indigenous Peoples Plan/Planning Framework:
Was the document disclosed prior to appraisal?
Date of receipt by the Bank
Date of "in-country" disclosure
Date of submission to InfoShop
Pest Management Plan:
Was the document disclosed prior to appraisal?
Date of receipt by the Bank
Date of "in-country" disclosure
Date of submission to InfoShop
* If the project triggers the Pest Management and/or Physical Cultural Resources,
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 (to be filled in when the
ISDS is finalized by the project decision meeting)
OP/BP/GP 4.01 - Environment Assessment
Does the project require a stand-alone EA (including EMP) report?
If yes, then did the Regional Environment Unit or Sector Manager (SM)
review and approve the EA report?
Are the cost and the accountabilities for the EMP incorporated in the
credit/loan?
OP/BP 4.12 - Involuntary Resettlement
Has a resettlement plan/abbreviated plan/policy framework/process
framework (as appropriate) been prepared?
If yes, then did the Regional unit responsible for safeguards or Sector
Manager review the plan?
The World Bank Policy on Disclosure of Information
Have relevant safeguard policies documents been sent to the World Bank's
Infoshop?
Have relevant documents been disclosed in-country in a public place in a
form and language that are understandable and accessible to project-affected
groups and local NGOs?
Yes
Yes
Yes
Yes
Yes
Yes
Yes
All Safeguard Policies
Have satisfactory calendar, budget and clear institutional responsibilities
been prepared for the implementation of measures related to safeguard
policies?
Have costs related to safeguard policy measures been included in the project
cost?
Does the Monitoring and Evaluation system of the project include the
monitoring of safeguard impacts and measures related to safeguard policies?
Have satisfactory implementation arrangements been agreed with the
borrower and the same been adequately reflected in the project legal
documents?
Yes
Yes
Yes
Yes
D. Approvals
Signed and submitted by:
Task Team Leader:
Environmental Specialist:
Social Development Specialist
Additional Environmental and/or
Social Development Specialist(s):
Name
Ms Cordula Rastogi
Mr Wolfhart Pohl
Mr Martin Henry Lenihan
Date
08/12/2009
08/07/2009
08/05/2009
Approved by:
Regional Safeguards Coordinator:
Mr Wolfhart Pohl
08/13/2009
Comments: acting for Agi Kiss as regional safeguards coordinator
Sector Manager:
Mr Andreas Schliessler
08/13/2009
Comments: acting for SM Henry Kerali. The team confirmed that the EA/EMP and the
Resettlement Framework have been reviewed and cleared by the regional safeguards unit.