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PROJECT : KETTA DJOUM ROAD AND TRANSPORT FACILITATION ON THE
YAOUNDE-BRAZZAVILLE CORRIDOR - PHASE II
COUNTRY : MULTI-NATIONAL, CAMEROON / CONGO
SUMMARY OF THE ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT
(ESIA)
Project
Team
Project Team J.N’GUESSAN, Senior Transport Construction Engineer,
OITC.1/CMFO
J.P. MEGNE EKOGA, Senior Transport Economist
OITC1/CDFO
S.MBA, Transport Construction Engineer, OITC1/CMFO
J.P. KALALA Senior Socio-Economist, OITC1
M.L. KINANE, Senior Environmentalist, ONEC.3
C.OULD SID AHMED, Construction Engineer Consultant
S. BAIOD, Environmentalist Consultant, ONEC.3
H.P. SANON, Socio-Economist Consultant, ONEC.3
Sector Manager: A. OUMAROU
Regional Director: M. KANGA
Head of Division: J.K. KABANGUKA
AFRICAN DEVELOPMENT BANK GROUP
Ketta –Djoum Road, phase 2. SUMMARY OF THE ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT (ESIA)
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Project Title : KETTA DJOUM ROAD AND TRANSPORT FACILITATION ON
THE YAOUNDE-BRAZZAVILLE CORRIDOR - PHASE 2
Country : MULTINATIONAL CAMEROON - CONGO
Project Number: P-Z1-DB0-083
Department : OITC Division: OITC.1
1 INTRODUCTION
This document is a summary of the Environmental and Social Impact Assessment (ESIA) for
the construction project of the cross-border road Sangmélima-Ouesso which will link over
about 575 km the Congolese county capital city of Ouesso to a Cameroonian town Sangmélima
that is already connected to Yaoundé via an asphalted road. This relates to phase 2 being
developed between Sembé in Congo and Mintom in Cameroon. In environmental terms, this
project is classified in the environmental category 1 in accordance with the environmental
policy requirements of the African Development Bank (AfDB) and of the two relevant
countries. Both environmental and social impact assessments (ESIA) were prepared in 2009 for
the entire road and updated in 2014.
This summary was prepared in accordance with the environmental requirements of the two
countries and the AfDB’s Integrated Safeguard System. Project description and rationale are
presented first, followed by the legal and institutional framework in Cameroon and Congo. The
description of the main environmental conditions of the project is also presented as well as the
options compared for their technical, economic, environmental and social feasibility.
The environmental and social impacts are summarized and unavoidable impacts identified. The
improvement and mitigation measures of the negative impacts and the monitoring program are
captured. Public consultations held during the ESIA are exposed and in addition to additional
initiatives related to the Project. The conclusion points to the acceptability of the project for
which Environmental Compliance Certificates are issued in each of the countries while the
environmental monitoring and follow-up Program is disseminated in both countries.
2. PROJECT DESCRIPTION and RATIONALE
The road project for Sangmelima-Ouesso is a major transit route connecting Cameroon and the
Congo. Being the missing link for the inter-capital route Brazzaville-Yaoundé deemed very
important for sub-regional integration as regards the Central African Economic and Monetary
Community (CEMAC). It is the result of the phase 1 rehabilitation for sections Djoum-Mintom
in Cameroon and Ketta-Biessi-Sembé in the Congo. Phase 2 of this project is to complete the
rehabilitation of sections: (i) Mintom - Lélé - Ntam - Mbalam in Cameroon and; (ii) Sembé-
Ntam - Alati in Congo. The crossing point and the construction of a control point adjacent to
the control point at Ntam.
The Sangmelima-Ouesso earth road is 575 km long and not easily passable for vehicles,
especially in the rainy season. Its width varies according to trunks of 3 to 7 m depending on the
level of maintenance performed by the so-called forestry gypo-contractors using it. The
Cameroonian trunk Mintom -Lele- Ntam - Mbalam which nonetheless is a 120 km trunk of the
National Highway n°9, is , right after Lélé, nothing but a mere narrow rural road, often little
passable for vehicles. The 170 km long Congolese trunk Sembé–Souanké–Ntam and the access
road to Alati lack maintenance. Only its central trunk of 85 km between Sembé-Souanké is
actually passable for vehicles, because it was recently reloaded with lateritic gravels. The poor
quality of some other trunks with overly winding profiles and temporary stream crossings create
road insecurity and impracticality in the rainy season, which make very difficult the living
conditions of the riparian populations in general, and specifically those of the vulnerable
Ketta –Djoum Road, phase 2. SUMMARY OF THE ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT (ESIA)
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segments of the population. As a result, the two regions crossed by this road, regardless of
existing agricultural and forestry potentials creating conducive environments to become
dynamic and self-supporting, are among the most landlocked and poorest countries. The project
will thus contribute to achieve the development objective of the two Governments in facilitating
sub-regional integration and improving mobility in the two areas of the project and accessibility
from Yaoundé and Brazzaville. Moreover, the entire riparian populations contacted, having
been consulted before and during the implementation of phase 1 as well as phase 2, have
expressed full support for the improvement of that road. The project includes the main
components shown in the Table 1 below.
Table 1: Project Component
Name and cost of the
component
Details relating to sub-components
ROADWORK
236, 875 MUA
A.1 - In Congo : Construction of the road Sembé-Souanké-Ntam (143
km) and the access road Ntam-Alati (28 km) ;
A.2 - In Cameroon : Construction of the road Mintom-Lélé-Ntam (90 km)
and the access road Ntam-Mbalam (30 km) ;
A.3 In the two countries: (i) Environmental impact mitigation measures;
(ii) STI-HIV/AIDS, malaria, Ebola fever, road safety awareness and
compliance with the recommended axle-load; and (iii) Progress
monitoring.
ANCILLARY
DEVELOPMENTS
4,609 MUA
B1: in Congo: (i) Support to the efforts made by women's associations; (ii)
Support to the activities of native peoples; (iii) construction of bus
stations, rural roads and others; (iv) related progress monitoring.
B2: In Cameroon: (i) Support to the efforts made by women's associations;
(ii) Support to the activities of the native peoples; (iii) construction of bus
stations, rural roads and others; (iv) related progress monitoring.
STUDIES AND
INSTITUTIONAL
SUPPORTS TO THE
TRANSPORT
SECTOR
6,813 MUA
D.1 - In Congo: (i) Support to the employability of young graduate
Construction Engineers; (ii) Study on the development of a National Road
Heritage Protection Strategy; (iii) Design and Asphalting of the road
Etoumbi - Kellé - Gabon border (181 km); (iv) Design and Asphalting of
the road Liranga-Impfondo-Enyelle (438 km).
D.2 - In Cameroon: (i) Support to the employability of young graduate
Construction Engineers; (ii) Development Studies and the road Mapé -
Banyo – Tibati (190 km) and rehabilitation of the road Tibati –
Meidougou (232 km) ; (iii) Study on the standardization of the road section
Yaoundé-Sangmélima.
SUPPORT TO
BIODIVERSITY
1,358 MUA
E. (i) Conduct of annual environmental and forest audits; (ii) Annual
environmental and forest monitoring; (iii) continuous updating of a GIS
system for environmental, forest and wildlife tracing; (iv) Classification
of new forests through the certification of reserved forests for ecosystems
conservation; (v) Awareness-raising and strengthening of institutional
capability; (vi) Inception of Forestry Conservation Units (FCU).
SUPPORT TO
TRANSPORT AND
TRADE
C. (i) Construction and equipment of a single border crossing (PCUF)
including external works; (ii) PCUF construction progress monitoring;
(iii) Training of border services and awareness raising of the players; (iv)
Ketta –Djoum Road, phase 2. SUMMARY OF THE ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT (ESIA)
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FACILITATION
7,294 MUA
harmonization of customs procedures for both countries; (v) Preparation
and training in the use of the PCUF management manual.
PROJECT
MANAGEMENT
4,316 MUA
F. (i) Technical Audit; (ii) Accounting and financial audit; (iii)- Follow-
up and evaluation of facilitation efforts; (iv)- Operation of coordination
bodies and executive organs.
Source: Project Evaluation Report, May 2015
Project total cost excluding taxes and customs duties amounted to 303 444 million UA (249.232
billion CFA F). It will be co-financed by the AfDB, JICA, the European Union (EU), the
CASDB (Central African States Development Bank) and the two governments. All partners
contribute towards the financing of this roadwork. The AfDB will as well participate in the
financing of the ancillary developments, highway construction Engineering and project
management. The biodiversity and transport facilitation components will be funded by the E.U.
3. POLITICAL, LEGAL and ADMINISTRATIVE FRAMEWORK
3.1 National Regulatory Frameworks
As regards the section Mintom-Ntam located in Cameroon, the ESIA was based on the main
Cameroonian laws as follows : (i) the Act 96/12 of 5 August 1996 on the Environmental
management outline law prescribing the general legal framework for environmental and ESIAs
management in Cameroon; (ii) the implementing order n°2005/0577/PM of 23 February 2005
outlining the terms and coonditions for environmental impact assessments; (iii) the Act n° 94/01
of 20 January 1994 on forest, fauna and fishing regimes which generally enshrine nature, fauna
and biodiversity conservation; (iv) Decree n°95/531- PM of 23 August 1995 laying down the
procedures for the enforcement of forest regimes; and (v) the Decree n°2003/418/PM of 25
February 2003 fixing the rates of allowances to be allocated homeowners, victims of destruction
of grown crops and trees because of public interest; (vi) the ordinance n°0009/MINEPN of 08
March 2005 laying down the different categories of operations whose implementation is subject
to an environmental impact assessment, (vii) Decree n°2013/0171/PM of 14 February 2013.
This recent decree lays down, inter alia, the procedure for the completion of assessments, the
costs to be paid, the terms and conditions for holding consultations and public hearings (articles
11 to 15). It also specifies the role of the administration in respect of the procedure for project
environmental monitoring and follow-up.
As regards the section Ntam-Biessi located in Congo, the ESIA was based on the main
Congolese laws as follows: (i) the Act n°003/91 of 23 April 1991 on environmental protection
and Decree 99 n° 99–149 of 23 August 1999 establishing the environmental protection Fund
provided by the same Act; (ii) Decree n°2009-415 of 20 November 2009 laying down the
jurisdiction, content and procedures of the assessment and the environmental and social impact
statement, (iii) the Act n°16-2000 of 20 November 2000 concerning the forestry code describing
forests, protected areas and reforestation and classifying animal species depending on their
rarity; (iv) Decree n° 2002-437 of 31 December 2002 laying down the terms and conditions for
the management and use of forests; and (v) the Act n°48/83 of 21 April 1983 defining the
conditions of wildlife use and conservation; (vi) Ordinance n°3863/MEF/SGEF/ACPD
determining the animals fully and partially protected as provided by the Act n°48/63; (vii) (viii)
Decree nº86/775 of 7 June 1986 making it compulsory to conduct environmental impact
assessments; (ix) Ordinance n°835/MIME/DGE of 6 September 1999 prescribing registration
requirements to conduct environmental studies or assessments.
Ketta –Djoum Road, phase 2. SUMMARY OF THE ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT (ESIA)
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3.2 National Administrative Frameworks
The administrative tutelage for Cameroon the environment is the Ministry of Environment,
Nature Conservation and Sustainable Development (MINEPN). This ministry established in
April 1992 is responsible for planning and managing environmental resources. But four other
ministerial departments are also involved in the management of the environment in connection
with roadwork: (i) the Ministry of Public Works (MINTP) which oversees the expropriation
orders and incorporation into rights-of-way in relation to other competent authorities; (ii) the
Ministry of Forests and Wildlife (MINFOF), which deals with the management and
conservation of ecosystems; In addition, several interdepartmental committees have been
formed to implement the country’s environmental policy, specifically the Interdepartmental
Environment Committee (ICE) responsible for delivering opinions on environmental and social
assessments. Operationally, various programs have also been crafted, the most important of
which is currently the Sectoral Environmental Program (PSFE).
The administrative tutelage for Congo is the Environment Directorate (DGE), seconded since
2 March 2007 to the Ministry of Tourism and Environment (MTE). Under Decree n°98-148 of
12 May 1998 laying down the responsibilities and organization of this directorate, is the
technical body assisting its supervising Ministry in the performance of its duties in this area.
Furthermore, many government departments are related to the management of the environment
and operate from a sectoral standpoint according to their specific duties (ministries of
agriculture, cattle-raising, water and forests, fishery, mining, oils, industry, energy, health,
population, urban planning and housing, research, education, communication and culture).
3.3. ECCAS and the AfDB
As regards ECCAS, the general environmental and natural resources policy was adopted
through Decision n°25/ECCAS/CCEG/XVII/07 dated 30 October 2007.
As regards the AfDB, it is the Integrated Safeguard System (ISS) dated July 2014 based on five
operational safeguards:
Operational safeguard 1: environmental and social assessment;
Operational safeguard 2: involuntary resettlement, land procurement, shifts and
compensation of populations;
Operational safeguard 3: Biodiversity and ecosystemic services;
Operational safeguard 4: Prevention and control of pollution, greenhouse gas, hazardous
goods and efficient use of resources;
Operational safeguard 5 : Working conditions, health and security
The other applicable guidelines and policies of the AfDB include: (i) the Bank’s gender policy
(2001); (ii) the framework for consolidated commitments with civil society organizations
(2012) ; (iii) the policy for dissemination and access to information (2012); (iv) (iv) the Bank’s
integrated water resources management policy (2000) ; (v) la Politique de diffusion et d’accès
à l’information (2012) ; (vi) the AfDB’s climatic risk management and adaptation to changes
strategy; (vii) the Bank’s environmental and social assssement procedures (2015).
4. DESCRIPTION OF PROJECT ENVIRONMENT
4.1 Area of influence of the project
The area of direct influence (ZIP) for the road to be built includes the area affecting directly its
natural and the human environments, namely the corridor of the road’s right-of-way, including
many villages crossed astride the border as well as along the border up to Mbalam and Alati,
and the area whose economic development is under the influence of the project, and this
Ketta –Djoum Road, phase 2. SUMMARY OF THE ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT (ESIA)
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includes the two border areas served. This is the southern part of Cameroon covering 47.191
sq. km, nearly 5% of the surface area of the country, including 514 336 inhabitants, i.e. 4% of
its total population, and the Congolese northern part of the Sangha region which covers about
55 95 sq. km, nearly 15% of the surface area of the country, with 81 045 inhabitants, i.e. 2% of
its total population.
The project extended area of influence (ZIEP) associated with the indirect impacts of the said
project also affects the southern part of the eastern region of Cameroon (bordered by the
Congo), and the northern regions of the western basin and Likouala in Congo.
4.2 Physical Environment
The climate in the ZIP is tropical with a rainfall ranging between 1 500 and 1 650 mm from
Mintom to the west up to Biessi eastwards. There are four seasons spread over the year, as
follows: (i) a large dry season from mid-November to mid-March; (ii) a small rainy season from
mid-March to May; (iii) a small dry season from June to mid-August and (iv) a large rainy
season from mid-August to mid-November. Climate fluctuations have been identified and as a
whole the area heated up to 0.5 degrees C these last 100 years and the rainfall recorded higher
levels and a 15 day-delay of seasons for which the models predict an acceleration of the
phenomenon, resulting in a decline of the agricultural productivity and exacerbated erosion.
Geomorphology is characterized by large localised sandstone plateaux on the north-western
part of Congo and at the south of Cameroon, structurally dominated by a schistose chrystalline
basement belonging to the north-west margin of a craton in Congo. This dominant Precambrian
geology under an tropical climate produces there mainly ferralitic soils with varied coarse to
fine textures depending on the parent rock: (i) on sedimentary rocks, yellow, ferralitic and
permeable soils showing a low organic and mineral potential, which restricts their farming
abilities to grow little demanding tree crops, such as palm oil trees or extensive food crops; (ii)
(ii) on gneiss you find yellow ferralitic soils -that are not very humic- with sandy and clayey
texture above ground and argillaceous or sandy in depth, with low-grade organic-matter, an
acid pH and a low capacity exchange; (iii) (iii) everywhere nationwide, you can find red
ferralitic soils of sound porosity, in support of food cropping. With such various types of
materials, the search for lateritic gravelly materials should not be problematic, but their
erodibility will make mandatory the rehabilitation of sampling sites after exploitation, as
provided by both countries’ mining codes.
The hydrography of the main rivers is characterized by a rather irregular regimen, because all
the rivulets which flow into them an intermittent regimen linked to the changes and the
alternation between the rainy and dry seasons. The original road alignment being close of the
dividing line of the waters between several subwatersheds of the Congo basin situated in the
northeastern part of the country and the basins of several Atlantic rivers to the south-west, the
water courses that it goes across are relevant to three basins:
i. on the Mintom-Lele trunk, a dozen tributuaries located on the right bank of the Gabon
Atlantic river Ntam, western overall pattern, are crossed by the trunk road;
ii. on the cross-border trunk Lele-Minguelakoum, a dozen tributuaries located on the right
bank of the Gabon Atlantic river Djoua, southwards overall pattern, are crossed by the
trunk road;
iii. As for the remaining trunks, the river system crossed by the road to be built is relevant to
the Congo basin.
The trunk road is crossed by about thirty tributuaries located on the right bank of the Dja river,
westwards and eastwards overall pattern, including a dozen between Sangmelima and Djoum
and a score between Minguelakoum and Sembé; from Sembé up to Seka, a dozen tributuaries
located on the right bank of the Ngoko river, northwards overall pattern and of which the most
Ketta –Djoum Road, phase 2. SUMMARY OF THE ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT (ESIA)
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significant are Komo and Koudou; from Seka up to Ketta, a dozen of tributuaries located on the
left bank of the Lengoue river, a tributuary of the Mamhili river -southwards overall pattern-.
4.3 Biological Environment
Flora: Because of the physical potential of the plateau’s environment of the Dja Massif in the
northern part of Congo, the forest all along the road to be built is a tropical rainforest. This
forest is characterized by three formations: (i) on the always-emergent landmass, the so-called
evergreen forest located in the Dja Massif, in the northern part of Congo; (ii) along streams and
in shallow waters, the swamp forest is periodically flooded; (iii) located in streams and swamps,
so-called marshy "raffia palm-groves". The trunk road is located outside of the wetlands and
goes through mainly the evergreen forest. However, wherever demographic pressure is
relatively huge, you can note that a strong decline of the primary forest in favour of farms,
fallow lands and degraded forests where the main tree species encountered are recolonizing
species of trees such as the umbrella tree.
Fauna: The project area is home to a huge wildlife potential, specifically in a cross-border
region located between Mintom and Sembé where population pressure is still low. Several
species that became scarce in other parts of both countries are still in existence in this area: (i)
you can find protected species such as elephants, panthers, gorillas, chimpanzees, the
potamochoerus and the water chevrotain; (ii) unprotected species include antelopes, the bongo,
the buffalo, the sitatunga, etc. Aside from these rare species, you can find more common species
like the hedgehog, porcupine, the African ground squirrel, the hamster rat of Gambia, the
grasscutter, the atherurus, the pangolin, the blue duiker, the monitor lizard, etc. Major bird
families include the Falconidae, the Muscapidae, the Sylviidae, the Nictarinidae and Ploceidae
and the grey parrot in the area.
Protected area and biodiversity:
PACEBCO identified 12 landscapes to be preserved in the forests of the Congo basin. The
influence area of the cross-border road stands for two of these landscapes, namely: (i) from
Sangmelima to Mielekouka; landscape 4 from Dja-Odzala-Minkebe; (ii) from Ketta to
Mielekouka; landscape 6 from Econi-Bateke-Lefini. The two countries have created in the
vicinity of the road two priority areas of biodiversity conservation relating to landscape 4. In
Cameroon the Dja Biosphere Reserve located north of Djoum and Mintom which covers an
area of 5 300 sq. km; (ii) in the Congo, the national park of Odzala-Kokoua (PNOK) bordering
the road between Seka and Batekok which covers an area of 13 700 sq. km in the region of the
western Bowl. These roads will cross an area particularly rich in terms of biodiversity in
Cameroon, the town of Ngolya-Mintoum, (located in the South-eastern part of Cameroon with
a surface area of 932 000 ha) where conservation activities are carried out by the World Wildlife
Fund (WWF), among others, (financed by the EU and the World Bank). This site also depicts
a biological connectivity between the national park of Dja-Odzala Minkebe (Gabon), protected
areas (Cameroon, the Dja and Nki Park) and the national park in Odzala (in the Republic of the
Congo). Steps should be taken to help alleviate the adverse effects relating to the construction
axial of highways, specifically those related to poaching and illegal logging. This is in part the
explanation the inclusion of a consistent component for the management of issues related to
biodiversity.
4.4 Social and cultural environment
The population along the trunk road is unevenly distributed. It is very low between Mintom
and Sembé. The trunk construction project serves a population of approximately 595 000
inhabitants including 514 336 Cameroonians from the southern region with a density of 10.9
inhabitants/sq. km and 81 045 Congolese nationals from the Sangha region with a density of
1.5 inhabitants/sq.km. Overall, women account for 51.8 percent of the ZIP total population.
Ketta –Djoum Road, phase 2. SUMMARY OF THE ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT (ESIA)
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There are also 21 settlements of native populations. Both in the Congo and in Cameroon, gender
inequalities are persistent in spite of the efforts made in the field of equity and equality between
men and women.
Poverty rate in the two countries remains very high in rural communities (55% in Congo and
49.2 per cent in Cameroon). The prevalent rural poverty can be mainly explained by the
isolation of the areas crossed and the surrounding populations’ lack of access to basic socio-
economic infrastructure. Access to health centres and schools is very hard on account of the
poor condition of existing roads.
The habitat lifestyle, specific to forest areas, is linear along of the road and split into hamlets
showing lineages. Man-induced pressure on the land is virtually nil within these sparsely
populated forest areas. This forest region is mainly occupied by the two major groups of forest
peoples, on the one hand: (i) the Bantus represented according to their numerical significance
by Boulous people between Sangmelima and Djoum, the Fang people between Djoum and
Mintom, the Njem and Kaka people between Mintom and the border of the Congo, the Bakwele
and Djem between Ntam and Sembé, and finally the Bakwele and Bakotas between Sembé and
Ouesso; on the other hand (ii) the Baka Negrillos who live in perfect harmony with nature.
The main activities of the people based in the area are farming, hunting and fishing. The
traditional agricultural method is first used for subsistence purposes with such dominant food
crops as cassava, groundnuts, cucumbers and plantain trees. Cropping is done on small scattered
surface areas, using rudimentary implements. Cash crops mainly consist of cocoa farms. This
commodity remains isolated from the rest of the country because of the absence of or poor
connections in the southern part of the country, thereby inducing, inter alia, mass rural
migrations toward the large cities -Brazzaville and Pointe-Noire, in particular-. Livestock
farming remains little developed and is still traditional and family-oriented, with limited stock
of goats, sheep, pigs, and poultry bred for family use. Local populations supply themselves also
with animal proteins by way of hunting and fishing at the expense of wildlife resources in
surrounding forests.
The use of the wood resources by the local population mainly consist of firewood and timbers,
while high-value forest species of trees only relate to industrial operations within the ZIP. The
forest however, provides a series of non-timber forest products (NTFP as well) for its Habitat
(raphia palm leaves, straws); foodstuff (vegetable leaves, fruit, honey, tubers, stems, asparagus,
mushrooms, walnuts, sap, caterpillars, crafts (lianas, rattan palms, fibres); health (medicinal
plants); and other uses (Maranta, gonime and resin leaves). The natural wealth of forests in
terms of such species substantiate the ranking of 16 Development Forestry Units (DFUs)
totalling 1 076 061 ha in Cameroon and 9 Development Forestry Units (DFUs) totalling 4 320
517 ha in the Congo.
5. PROJECT OPTION PRESENTATION AND SELECTION
5.1 Situation without Project
A situation "without project" is tantamount to leaving the road trunks in the vicinity of the
borders in their current condition, i.e. very dilapidated, including the trouble caused for road
users. The vehicles are forced to drive continuously in crossing mode stops/starts, thus using a
lot of fuel and emitting many more heavy metals. The road condition therefore creates a rapid
wear of all mechanical moving spare parts. In view of the current state of Cameroonian and
Congolese trunks, the transit of trucks is often disrupted, if not crippled as a result of heavy
rains that cause some segments to become utterly impassable for vehicles, which substantially
pushed up transport costs and reduced the competitiveness of the agricultural output of the
eastern areas of the road’s zone of influence. This also undermines the development of health
projects becoming too expensive.
Ketta –Djoum Road, phase 2. SUMMARY OF THE ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT (ESIA)
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One can make out the effects on the environment such as truck exhaust fumes air pollution and
the dust occurring in the dry period. The soils are then moved as a result of erosions and the
absence of wastewater systems. This is inconsistent with the respective environmental and
economic and social development policies of the Cameroonian and Congolese Governments.
Also, the status quo noted at phase 2, taking into account the state of development in phase 1,
shall not fall in line with the spirit and the principles of improving the transport and road
infrastructure systems of the two countries.
5.2 Situation with Project
5.2.1 Project Alternatives
Three levels of development were reviewed during the preliminary project phase: (i) earth road
passable for vehicles in all seasons with a 10 m platform width strictly abiding by the existing
alignment; (ii) a road economically paved with a two-coat surface dressing for a 7m wide
pavement and single-layered shoulders with a width of 2x1.5m; (iii) a bitumen concrete road in
relation to a 7 m wide pavement and two-coat shoulders with a width of 2x1.5m.
From and environmental and social standpoint and as part of the construction survey performed
prior to the operational phase, the specific and localized alignment optimizations may be
preferable to crossing a spill or even a shift of buildings.
5.2.2 Selected Option
The third level was selected as follows: (i) in rural communities based on the standardization
of the ECCAS with a pavement width of 7.5 m and shoulders of 2x2, 0 m; (ii) in urban areas
you will have streets with pavements width of 9.0 m and shoulders of 2x2, 0m. The new
standards for horizontal and vertical road signals recommended by the African Union on the
corridors in Africa, based on a study funded by the Bank, will be implemented. Similarly, in
view of a later installation of the fibre optics according to the relevant master plans of both
countries grout pockets will be built along the linear to be asphalted. As to sustainability and
the optimization of the flow of goods and people, this alternative provides a better arrangement
"costs/benefits" than status quo. Moreover, in the context of the conferences held during the
assessments, no adverse opinion was voiced against this asphalting project.
The geometrical characteristics allowing road users to drive at a reference speed of 80 Km/h
could be worked out taking into account almost the entire length of the alignment. However,
this reference speed is specifically limited at 60 Km/h so as to match as much as possible the
existing alignment and minimize: (i) The destruction of buildings in urban centres, combined
with a speed limit of 50 Km/h while travelling across villages or inhabited areas; (ii) Tree
cutting even in areas with difficult terrains. These areas should be clearly marked on the ground
by the establishment of vertical road signs limiting the speed and announcing dangerous bends.
Figure 2:
Ketta –Djoum Road, phase 2. SUMMARY OF THE ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT (ESIA)
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5.4 Description of the right-of-way and assessment of the sensitivity
Right-of-way clearance will be done on a strip ranging from 20 to 25 m along the entire linear.
As regards the recently rehabilitated trunks in phase 1 as Djoum – Mintom or Ketta‐Biessi or
even the minimum development works carried out between Biessi and Souanké, the cutting
area will be lesser than onto the most dilapidated trunks such as Souanké‐Ntam which has been
neglected over the past several years, and Mintom‐Ntam.
However, additional cutting may be done in the overly winding areas (sharp bends) to provide
appropriate geometrical characteristics to comply with the reference speed planned for the
project.
The glut of lateritic soils in the project area infers that the search for gravels poses no real
problem. The prospecting work carried out and enhanced during work phase 1 has enabled us
to identify many potential lateritic borrow pits along the various trunks of the road. On the
environmental plan, none of the deposits recommended in engineering studies is said to show
any specific sensitivity. However, the environmental criteria to be considered to finally decide
on the deposits of materials should be consistent with the environmental requirements laid down
in the ESMP.
The frequent presence of large boulders of layered sandstones across the hills covered by a very
dense rain forest, such as the quarry in Sembé, implies that the deposits available alongside the
road are numerous and can provide unlimited volumes of rock materials. Access to these new
deposits will require the construction of rural roads in the forest that will by all means bypass a
number of cocoa plantations while seeking to better serve these farms.
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6. POTENTIAL IMPACTS AND MITIGATION AND IMPROVEMENT
MEASURES
6.1 Negative Impacts
The identification and impact assessments are conducted on the basis of an aforesaid baseline
case and a number of operations coupled with the project’s phases: i) Pre-project phase; ii)
Construction phase; iii) Operational phase.
This summary focuses on the main environmental and social impacts in some sensitive areas.
Direct impacts occurring as a result of the use of an asphalted road as a communication and
transport route (residual impacts after the construction phase). The impacts under consideration
will be looked at from the following standpoints: i) climate and air quality-wise; ii) soil
resources; iii) water resources; iv) plant, wildlife and biodiversity resources; v) socio-economic
activities; vi) jobs and incomes; vii) landscapes; viii) population movements.
6.1.1 Situation without project
In Cameroon, the road system currently attracts very little motor vehicles as a result of the very
poor quality of the pavement. The populations in the area of direct influence, being compelled
to use the existing roads to run their errands, are ostracized in a landlocked location impairing
local development efforts. People find it hard to ensure the evacuation of the sick in general,
and pregnant women specifically (from Ntam to Djoum and Sangmelima), in addition to the
discomfort while travelling, the total absence of road signs negatively affects the security of
riparian populations.
In Congo, the minimum developments implemented in phase 1, helped, however, to provide a
level of service better than in Cameroon, but due to the absence of asphalting, this effort remains
below the objectives set to open up the region.
The impacts of a situation without a project in phase 2 may be summarized as follows: (i)
persistent isolation of Cameroonian regions; (ii) huge dust emission related to the nature of the
soil, especially in dry seasons; (iii) many diversions bring about soil compaction, runoff and
therefore hamper the regeneration of planting matrials, (iv) traffic risks related to the poor
condition of the road; (v) great difficulty in marketing agricultural products; (vi) losses of
agricultural output due to decay, (vii) lengthy travel time; (viii) high costs of transportation and
maintenance of vehicles.
6.1.2 Construction Phase
Physical environment: During the construction phase, the quality of the air will be corrupted
by atmospheric emissions of dust, toxic gas: (CO2, CO, NOx, etc.), heavy metals (Pb, Ca, etc.)
and acoustic emissions from mechanized works at quarries and the right-of-way. But essentially
temporary greenhouse exhaust emission (mainly CO2) from construction machinery and
transport vehicles will have no major impact on global climate change, while high rainfall in
the area will limit dust emission and the forest cover will stifle the noises made by construction
machines.
During the construction phase, the structure and the texture of the soils will be degraded by
some activities, such as the installation of the working site, the opening of quarries of borrow
pits and earthworks, the new temporary and final rights-of-way and the movement of
construction machinery off site. Soils may be destabilized, exposed to erosion, compaction,
rendered waterproof and possibly polluted by oil spillage.
Given the high rainfall, erosion risk is high enough, in the areas where steeps are relevant to
slopes, backfills and building debris or the zones discovered as pioneer vegetation do not
stabilize. The risks of headward erosion at storm discharge points are also huge.
During the construction phase, the water quality may be temporarily corrupt in terms of: (i)
surface waters by way of entrainment of fine particulates downstream of the samples taken from
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the numerous streams crossed to meet the huge water requirements for the development works
(working site, watering/compaction, etc....); (II) groundwater by contamination from the
leachates in bitumen materials or oils which could possibly contaminate the freshwater sources
located downstream.
During the construction phase, uncontrolled discharges of solid and liquid wastes from the
construction site (building debris, sundry residuals, etc.) could damage the natural environment
in the vicinity of the domestic sites and right-of-way of the road, because the discharge points
could be turned into dump sites. This phenomenon will be particularly exacerbated during
earthworks which will generate large quantities of residuals.
Biological environment: (i) Clearing or tree cutting during actual construction works will
cover an area of about 750 ha, save specifically when tea has got a restourant near by alignment
substantially deviates from the current alignment. These are operated only in the vicinity of
community forests adjacent to the road (485 ha in Cameroon and 275 ha in Congo). The threats
will focus mainly on the destruction of cash crops (cocoa and incidentally oil palm) and the
food crops entitled bordering the road and the pioneer grassy and woody vegetation which
colonized the right-of-way of the current road, by building its hand landscape. Wood cutting
for supplying domestic sites cannot constitute a serious threat to these forests, because the non-
precious wood products cut alongside the right-of-way of the road can be used for domestic
purposes, both for the needs of local populations and those of the staff living at the domestic
sites in the project location. Gas and dust emissions generated from the movements of
construction machinery on the roads under construction, machinery and asphaltic mix plants
are also sources of impact to flora.
The potential impacts of work on wildlife are: (i) noises, gas and dust emissions from
engineering construction machines, and dynamite firing at quarries will be going to scare the
animals whose habitat has not been destroyed; such impact must however be time and space
bound; (ii) the risk of intensification of poaching by local populations to resupply the large
clientele consisting of the staff of the company responsible for the work implementation.
Human environment : During the construction phase, the utilization of quarries will result in :
(i) some acoustic pollution related to the noise of earthmoving equipement and dynamite firing ;
(ii) soil erosion, and (iii) dust pollution. Carriage of materials from quarries to construction sites
and ancillary mechanized work will result in on-site issues such as; (iv) increased risks of road
accidents; (v) acoustic pollution related to the noise of transport vehicles and construction
machines at business hours; (vi) sundry nuisance and risks of respiratory diseases in company’s
staff and the riparian populations on account of gas emissions; (vii) potential soil and water
pollution as a result of fuel and oil change leak or due to uncontrolled discharge of purging
compounds or the storage of materials and oils and the development of asphalt cements for road
purposes and asphalt emulsions. Alongside the road right-of-way the following will arise: (viii)
limited destruction of existing food crop and some dwelling and burial places shifts alongside
the access road Alati and specifically where the alignment may be optimized. (ix) Also, the
work site staff may misbehave in such a way that could tell on local habits and customs. Besides,
a large number of company staff with a quite high purchasing power (x) may encourage
depravity (prostitution, criminality, addiction, etc.), which may increase STI and AIDS
prevalence rates.
Socio-economic environment: The project will directly affect: (i) 53 buildings made up of
local materials in 4 villages and settlements (Ntam, Maka, Mama and Meyosse) situated
alongside the access road Alati in Congo and 3 buildings in the village of Mbalam in Cameroon,
as well as 690 fruit trees (basically 670 in the villages of Mama and Meyosse) and 36 graves.
(ii) A number of standpipes built onto the right-of-way of the alignment may equally be
affected. Furthermore, (iii) disturbance of water and power supply may arise in respect of the
relocation of the respective networks that failed to be done beforehand, mainly in Sembé,
Souanké and Cabosse in Congo). In a context of the ZIP where local populations are homesick
Ketta –Djoum Road, phase 2. SUMMARY OF THE ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT (ESIA)
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and won’t leave their dwellings, the goal will no longer consist in relocating many families
from one place to another but rather move back by a few meters away from the road’s right-of-
way. During the construction phase, the presence of transport vehicles and construction
machines (iv) will hinder locally the already-very-low free flow of traffic coupled with
temporary and very dim repercussions on the transport of goods and services, the residents and
their cattle; on the increase in the direct costs of transport and short-lived discontinuance of
access to socio-educational and religious amenities.
6.1.3 Operational Phase
Physical environment: potentials impacts during the operational phase shall include: (i)
worsened runoff phenomena in tidal flats during the rainy season because of increased paved
roads. Such a phenomenon will be specifically observed in villages with strong clayey covers.
Moreover, road improvement will give rise to (ii) a predictable increase in the traffic of heavy
vehicles and particularly those carrying hazardous or noxious substance (oils, chemicals,
organic contaminants, etc.) which are environmental risk factors in the event of spillage.
The predictable rise in the traffic will increase greenhouse gas emission which is not likely to
significantly affect the air quality in the project area.
Biological environment: Given the surface area of the road’s right-of-way (bordered by
community forests) in connection with the forest areas in the region, primal facies will always
be in existence. Still, degradation facies around large rural communities like Sembé, Ntam and
may be changed into landscapes or the construction of a road may lead to the development of
new farms, new investment in the real estate sector and to a rapid population growth caused by
the return of native migrant populations. In order to not arrive at a situation where the
construction of a road would turn as a springboard for a spontaneous generation of illegal
operators of forest products, the development of the region will require support by way of a
relevant conservation effort of natural resources. Indeed, only the involvement of traditional
rulers, people's awareness of resources conservation and tightened control with adequate
logistics, i.e monitoring equipment’s, transport materials and guards, will undoubtedly curb any
urge of illegal logging. In addition, the improvement of the quality of road traffic will result in
an increase in motor traffic, which will raise the risk of accidents for domestic and wild animals
crossing the road.
Human environment: The higher frequency of traffic will also be (i) a risk factor and involve
potential accidents while crossing roads in built-up areas not only for the riparian populations
and road users, but also for their pets. Thanks to the quality of the road which will now be
passable for vehicles in any season, one can be expecting (ii) a large influx of populations from
all horizons in quest for various activities (trade, touristic routes, hikers, holiday resort, etc.),
which may increase the pressure on natural resources, cause disturbances and socio-cultural
conflicts, weaken the local mores and destabilize the balance of habits and customs. (iii)
Hunting, which is already today the most important source of protein for the populations living
in the region, could be increased to provide meat to the markets for urban centres, now more
accessible, and which benefit from better roads.
6.2 Positive Impacts
During the construction phase, the project will provide a few socio-economic beneficial
impacts including job opportunities to the youth in local rural communities: (i) direct jobs at
the construction work sites, and (ii) indirect jobs related the developments surrounding the
settlements of workers involved in some given businesses travailleurs (sale of agricultural
products and handicrafts, opening of restaurants). The design of water crossing structures,
culverts, aims to eliminate the disturbances caused to economic activities by floods as a result
of rain runoffs from the road infrastructure being built, dwelling zones and arable farmland by
Ketta –Djoum Road, phase 2. SUMMARY OF THE ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT (ESIA)
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avoiding any aleration of natural surface water drainage channels to ensure continuous flows.
The design may be established around 75 000 man/day for each lot of the road to be built. The
project will as a whole will generate nearly 300 000 man/day of which 20% will be reserved
to women. Also, to assist in the integration of young engineering graduates in the labor market,
it is proposed to recruit, on the basis of competition, 24 young unemployed graduate engineers
(road engineer, surveyor, Geotechnical Engineer), including 40 % women, and place them on
project sites to the company and the work control office.
During the construction phase, The beneficial impacts of the road for the physical
environment will all be related to the developments funded under the Project and to the
establishment of a maintenance system for sustaining the road infrastructure: (i) the
construction of water crossing structures will contribute to sanitize the environment; (ii) the
construction of outlets of sewage disposals and surface water drainage channels, the
reinforcement of shoulders and river banks and the stabilisation of slopes will reduce cave-in
and land loss; (iii) ongoing maintenance will help substantially reduce risks of degradation.
The beneficial impacts of the road on the biological environment will all be related to: (i)
efforts aimed at opening up landlocked areas. This move will help forest service rangers of both
countries (Ecoguards) to extend their oversight in sparesely populated cross-border zones
between Mintom and Sembé, and thereby make easier the implementation of research activities
(stocktaking of local specific species, prospecting of sensitive areas to be protected, etc.),
including WWF officers based in Sembé who said “they are strongly in support of the
construction of the access road in Alati” because this facility will provide access and extend
controls alongside the border up to that of Gabon.
The benefits of the project to the users and the population involve: (i) the improvement of the
road conditin which will reduce the risks of accidents; (ii) easier access to health infrastructures,
education and various amenities (markets, water supply, etc. ) for the villages under the ZIP.
This will improve the living conditions of the populations of the said ZIP; ((iii) the facilitation
of the marketing of traditional produce of the ZIP (agricultural, fishery products, nontimber
forest products, handicrafts, goods produced by women’s GIC). To improve these impacts, it
is anticipated the construction of a public market in Sembé comprising a pavillion of 2,700 sq.
m, a warehouse and latrines. This market will be coupled with a bus station; (v) the reduction
of risks of slumps in sales, the reduction of post-harvest losses and labour requirements for
cantonnage works for the maintenance of the road will improve the income of the rural dwellers
in the ZIP; (vi) the setting up of road maintenance companies offering job opportunities to
native people, the emergence of investment opportunities in new sectors (tourism and culture),
the ease of access for the developers showing a keen interest in investing in the region (NGOs
and private operators) to form micro-businesses (transportation, processing of agricultural
products, fish-farming products and nontimber forest products, ecotourism, and induced
activities with regard to accommodation and food services, etc. ) will broaden the range of
socio-economic activities in the ZIP ; (vii) the improvement of terms and conditions of
deployment of teachers to the most remote areas will increase their motivation to provide
quality education, and the improvement of travelling conditions for children will encourage
them to improve their academic performance: all this will result in an increase in the rate of
enrolment at all levels. The project will serve as a strategic lever for the improvement of the
population’s living conditions in the ZIP, and for the reduction of poverty among the poorest
households.
6.3 Mitigation and Improvement Measures
Prior to the Construction Phase
Ketta –Djoum Road, phase 2. SUMMARY OF THE ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT (ESIA)
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In the project bidding documents, the Administration will insert the environmental clauses,
including the main requirements intended to protect the natural environment will be related to:
(i) the rehabilitation of sites and the preservation of natural resources: grading and softening of
slopes, revegetalization of borrow pits and disposal areas, planting of alignment trees, support
to the natural regeneration, seeding of local species of trees and conservation reserves; (ii) ) the
preparation of the road right-of-way will have to be done according to the same principles and
essences lost will be offset by the planting of appropriate local species of alignment trees at the
entrances and exits of cities and large villages.
The main requirements designed to combat the effects of global warming will consist in: (iii)
the regeneration of borrow pits of the road and related rural roads, by systematic planting of
trees and plant regrowth; iv) the planting of trees astride the road into the bushings of villages,
and a few compensatory reforestation efforts under the control of the appropriate engineering
departments. They are estimated to double the area to be cleared. In total 3,000,000 trees at
2000 plants / ha will be planted. They are will be included in both in the Bill of Quantities (
BoQ) of the contractor for the borrow pits component and for an NGOs on the plantations in
the villages and the forest areas, including their long term monitoring. The related budget
indicated in section 8.2.
The main requirements designed to protect the human environment will relate to: (v) a
mechanism of preferential recruitment of local staff; (vi) the implementation of safety
regulations (available extinguishers, setting up of barricades, etc.) for residents and users; (vi)
the application of labour regulation concerning the wearing by construction employees of
personal protective equipment (gloves, dust respirators, ear muffs, etc.).
Before the installation and the establishment of domestic and working sites, companies
will have to submit to the prior approval of the review monitoring team, (a) a plan for site
installation including the storage areas for materials and fuel, the workshops equipped with
appropriate oil containment devices and their reconditioning and (b) a site environmental
management plan including the waste management. This plan should indicate in a
comprehensive way, waste management (solid, liquid, etc) as well as (c) the site protection
plan, (d) HSE and (e) fire fighting plan, in accordance with the environmental guidelines of the
prevailing legislation in the two countries and with the project ESIA/ESMP. Prior to the start
of work, the principal contractor will have to implement, based on the final design and the
staking out of the land axis, the supplementary compensation of PAPs along the access road of
Alati and Mbalam (compensation efforts being already made in phase 1 on the rest of the trunk.
In Congo, a total amount of 42 million CFAF has been earmarked for such compensations.
Also the escrow account opened during phase 1 is still open and is intended to cover the vagaries
of compensations and relocation and reintegration aid of vulnerable persons. In Cameroon, an
amount of one million CFAF has been set aside to compensate for the expropriation of three
households and to offset losses of fruit trees identified. A provision of 50 million CFAF is laid
down into the companies’ priced bill of quantities for the coverage of uncommon discoveries
as well as for compensation in case of any arising alignment optimization requiring
expropriation. The principal contractor will also have to define access to the villages, markets
or properties that must be maintained during the work, and/or restored
During the construction phase
During operations schedule, businesses should ensure the conservation of fish and wildlife,
water resources and sensitive areas on the whole of the trunk: (i) avoiding to create man-made
impediments to the movement of wildlife; (ii) by conducting, under the control of mining and
forest officers, blasting operations through sequential blasts to minimize vibration and shock
waves; (iii) by implementing control measures and preventive techniques of bushfires and
poaching. As already applied in phase 1, diversions within the DFUs will be banned; and any
activity not falling within the framework of the right of use in the 26 DFUs will be proscribed.
An efficient monitoring program jointly conducted by the Forest Service rangers of both
Ketta –Djoum Road, phase 2. SUMMARY OF THE ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT (ESIA)
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countries, the community advisory committees already set up as part of phase 1 and the road
construction project inspectors for the 4 batches, will help to ensure the protection of forest
resources in the area in the course of the entire construction phase.
During the construction phase, the mitigation measures behoving the Administration and
review missions will include: (i) the organization of 12 information and awareness campaigns
per year, ie 36 in total, by specialized NGOs with engineering departments, school-goers,
riparian populations, traditional rulers, (local, regional and national) authorities, some users,
transport unions and local communities, using all possible communication media (schools, the
press, radio and television stations). These campaigns (12 per years) will focus on the
components of the project, on the problems related to natural resources preservation-related
issues (destruction of forest heritage, firewood, poaching, soil conservation, landscape
management, bush fires, good agricultural practice), on the preservation of sites and cultural
monuments, on security, risks and sanitation issues (non-potable water downstream the right-
of-way, etc. ), on health issues (early pregnancies, prevention against STI/AIDS, Ebola fever
and waterborne diseases); (ii) a ban on businesses not to eat, carry on construction machinery
and trade in bush meat and wood via their staff; (iii) the establishment of MOT tests for
company’s cars and staff, with the imposition of penalties where necessary; (iv) the marking of
forests and salvage harvesting of high-value species prior to the start of work; (v) the obligation
to start clearing and felling of trees by using labour-intensive techniques; and (vi) the incentive
to promote local hiring and subcontracting with local companies in the course of sand extraction
or the construction of minor structures.
While on the working site, steps will be taken to promote reforestation or erosion control
measures will be taken by NGOs, community groups or individuals. As regards all DFUs and
Community Forests, their limits will be clearly materialized on the ground and the limitations
specified by information boards set up at the entrance and along the road, will differentiate the
temporary right-of-way from the one at the current rural road, at the road redeveloped and at
the sites of pre-existing quarries, including a ban on additional by-passes, tree felling,
manoeuvring, traffic and setting up of new quarry sites. The supervision will be done by the
appropriate departments of the Forest Services of both countries in accordance with the
prevailing rules and procedures. As to the monitoring system, operators will have to set up
sentry boxes at the entrance of their DFU and make sure caretaking is performed by their own
staff, assisted where necessary by administrative supervisory staff.
While on the working site, companies will have to respect the living environment of the riparian
populations (i) by regularly watering the pavement, earthworks areas and the ramps of the
quarries close to dwelling zones, to avoid excessive dust emission in the dry seasons; (ii) by
setting up the asphalt mix plants away from the residential areas and minimize the pollution
related to gas emission, noise and smoke. It is a unit mounted on site that manufactures locally
the concrete bituminous. It is dismantled and removed at the end of construction like the other
equipment. Bitumen is supplied through 200 litres (1 m3 is used to prepare for 30 m3 of concrete
bituminous, thus for the construction of 50 ml road). The bitumen supply is by barrels (loads);
(iii) by placing mobile signals along the working sites, especially at night, and signposts and
speed limit signs at by-passes and dangerous areas; (iv) by rehabilitating the access roads of
residents and the property affected by the work. The culture and the health of these populations
must also be preserved: (v) by making sure the company’s staff observes the habits and customs
of local people; (vi) by ensuring periodic health checks for their personnel; (vii) by making
available condoms on the local markets and in the rooms of their personnel
The ancillary amenities opted for are designed to respond to the grievances voiced by women’s
associations and native populations in terms of access to water supply (drilling), health services,
multipurpose centres for women and the youth, community centres, processing equipment and
small farm equipment for market gardening and agricultural production, knowledge acquisition,
economic empowerment, mobility and access to means of transport. In addition, in the
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framework of the consolidation of the gains of phase 1, the medical centre Sisters of St
Franciscan in Sembé (Congo) will be granted a water supply system to attend to 300 patients
and its health care assistants.
During the operational phase
To limit the long-term impacts on the natural environment of the operation of the road
developed, the mitigation measures will focus primarily on the following aspects: (i) provide
an annual budget for the MINTP and the DGGT, the physical inputs and financial resources
necessary for regular implementation of the periodic maintenance program (inspection of the
totality of the intercepting ditches, bushings and conduct of required sewer cleaning operations,
maintenance of animal crossing areas coupled with the appropriate signals); (ii) provide the
riparian populations with incentives to develop livestock and fishing, in order for them to be
able to substitute the bush meat for the meat of livestock (sheep, goats, poultry, or even ranched
game) and fishery products; (iii) encouraging the development of ecotourism activities in
support of the development of wildlife resources in replacement of ivory trafficking and
poaching, to ensure their "interested" preservation by the local people themselves.
In order to limit the negative impacts in the long run on the human environment, the mitigation
measures will focus on the following aspects: (i) the enforcement of road safety regulations by
placing speed limit signposts (80 Km/h in open country and 40 Km/h in urban centres), speed
bumps at village entrances/exits as well as at schools and markets; (ii) setting up of barricades
in between schoolyards and the road; (iii) awareness-raising efforts among residents and road
hauliers on the repercussions relating to speed increasing due to the improvement of road
conditions.
The biodiversity maintenance and preservation in ecosystems now turned more accessible
to traffickers of all sorts travel applies to the two regions and the ZIP’s protected areas through:
(i) annual environmental and forest audits; (ii) an annual environmental and forest monitoring;
(iii) the permanent updating of a GIS system for environmental, forest and wildlife tracing; (iv)
the classification of new forests and the inception of Forestry Conservation Units (FCUs) for
the conservation of these ecosystems; (v) awareness raising and building of institutional
capabilities; (vi) the “environmental” maintenance of roads. The entire measures will be
financed by the European Union.
An Environmental Management Plan (EMP) has been formulated to introduce a package of
initiatives to be implemented so as to limit, mitigate or remove the potential negative impacts
identified (mitigation measures to be enforced, monitoring and follow-up measures, necessary
associated measures for improving the living environment of populations, awareness-raising
and capacity-building) and apportion responsibilities for the enforcement and monitoring of the
aforesaid measures during the construction and commissioning phases. The mitigation and
associated measures laid down in the ESMP will be: (i) included in the bidding documents of
tendering companies in view of contract performance (CCAP and CCTP), (ii) presented in
detail and validated by control missions and environmental services of the countries before the
beginning of works; (iii) audited during the construction phase to ascertain the quality of such
an implementation and (vi) monitored during the actual operation of the cross-border road to
appraise effectiveness. Regarding waste oil, one of the positive lessons learned from Phase 1
implementation is " the adoption of a firm's internal regulations with the provisions on safety
and hygiene measures, to observe the speeds ... and the existence of contracts with the City of
Djoum for waste removal from the base life, and with a company for the removal of stored
waste oil . "
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6.4 Residual Impacts
Residual impacts arise following the enforcement of mitigation measures at project
completion. During the operational phase, such impacts will boil down to: (i) the landscaped
patterns due to the presence of slopes and platforms; (ii) to safety issues, the riparian
populations and road traffic exacerbated by the increased frequency of vehicles driving at
higher speeds; (iii) issues relating to acoustic pollution due to the same causes. These issues are
summarized in Table 5 below.
Table 4: Summary of residual Impacts
Activities which
are impact
sources.
Negative impacts Advocated mitigation and improvement
measures
Residual
impacts
Phase Preliminary
Installation of
the working site
Land clearing of the entire
vegetation located into the
right-of-way of the domestic
site.
Selection of sparsely or relatively reforested
sectors nearby of the working site.
Minor
replacement
Limitation of the surface area used by project
site. Marginal
Retrocession of buildings to the maintenance
departments under the Roads and Highways
Authority in the two countries.
Positive
Clearance of
rights-of-way
Land clearing into the right-
of-way of the construction
site and quarries
Tree felling is compensated for by way of
reforestation and alignment tree planting along
the trunks.
Positive
Phase Construction
At completion of
the road
construction
Soil
pollution/contamination by
bituminous products or
waste oils/loss of
agricultural value, and
landscape degradation as a
result of waste piling-up
(building debris from
earthworks, etc.).
Implementation of the waste and pollutants
management plan (EAP) Positive
Collection of oil change, pickup and routing to
authorised warehouses deposits and site clean-
up.
Positive
Collection and disposal of scraping residues at
the authorised dumping area on an as and when
production basis.
Minor
Risks of accident and health
implications due to air
pollution.
Adequate road signs and markings at project
site (signs, reflectorized lines and speed
bumps.)
Minor
Local populations find it
hard to secure access to
domestic trunks
Construction of pedestrian walkways and
rehabilitation of rural roads including the
relocation of the two bridges.
Positive
Phase Operation
frequent traffic
Acoustic pollution Indication of maximum speed limits Minor
Road accidents Setting up speed bumps
Minor Setting up roadsigns and road markings
Impacts on
vegetation and
fauna Increase in illegal logging.
Forest and wildlife inventories and audit Positive
Update of a GIS for wildlife GPS tracing Positive
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Ease of access to
poachers
Increase in poaching
activities. Setting up forest outposts Positive
6.5 Cumulative and cross-border impacts
Cumulative impacts result from the combined effect of the activities related to the project itself
and from those of the associated operations and/or projects or in the same area of influence,
except those of phase 1 of the same project. It is mainly the cumulative impacts generated by:
(i) the mining project based in Mbalam; (ii) ICT projects: CAB Cameroon and Congo for the
deployment of fibre optics.
Mine planning and iron mining in Mbalam coupled with the construction and operation of the
mining railroad line in Mbalam - Kribi. This project is being developed in part within the ZIP
for the road construction project between Lélé, Ntam, Mbalam in Cameroon and Souanké in
Congo. The most significant impacts will focus on: a) the consumption of resources in lateritic
soils, in particular for the construction of the new railroad line, b) tree cutting to clear a major
right-of way (new line), c) its three-point crossing with the road project at Mbalam 1 and 2 as
well as Lélé. This will require a narrow cross-sectoral coordination as to the mitigation and
compensation measures relating to reforestation, the operation and rehabilitation of borrow pits
and deposits and with regard to the socialisation of actions such as native peoples’ development
plans, a biodiversity management plan and the review of the optimization for some segments
of common corridors (between Lélé, Ntam and Mbalam).
The mining project superimposed on this road project is shown in figure 3 below.
Figure 3: Mining project location and associated facilities
The deployment of fibre optics does not generate significant adverse impacts but rather positive
impacts. It is entirely supported by a rehabilitated road right-of-way in Cameroon and in Congo.
It will contribute to the accessibility to ICT in the ZIP and will help improve the project positive
impacts for local populations, especially in education, health, tourism promotion, etc.
Ketta –Djoum Road, phase 2. SUMMARY OF THE ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT (ESIA)
20
7. MANAGING ENVIRONMENTAL RISKS AND CLIMATE CHANGE
7.1 Environmental Risks related to the project
During the construction phase of the trunk road, the environmental risk will be basically linked
to oil, bituminous material, explosive products and other substance spillage that fall into the
category of road construction materials. The risk of accidents will be localized at the workplace,
while crossing streams and in cases of fires for which safety measures and training are provided
with the relevant departments, including civil protection, the gendarmerie, the forest rangers,
etc.
The specifications require the preparation of Environmental Action Plans (EAPs), Site
Environmental Protection (PPES), fire fighting procedures and HSE for businesses. They
will integrate the emergency response procedures. The detailed PPES for working sites will
show all the precautionary approaches applied. It does not preclude the risk of runoff of
pollutants into ditches or streams and/or into groundwater as a result of accidental spills of
waste oil and fuels or runoff onto the materials stored. The measures relating thereto concern:
(i) awareness raising and training of working site personnel and ad hoc teams on emergency
response techniques in case of natural disasters; (ii) the safety measures to be observed in
dangerous or risky areas; (iii) the establishment of communication equipment and emergency
evacuation; (iv) contracting with the health services of the workers concerned and existing
health centres; (v) the setting up and resupply of community drugstores; (vi) raising the
awareness of riparian populations as regards the prevention against health risks and road safety;
(vii) the conduct of epidemiological surveys in order to assess the impacts of the project on the
environment and on human health.
Other technical measures pertain to the development of safe maintenance areas for trucks and
the storage of pollutants, in order to avoid any spillage that may pollute natural resources. Safety
measures will be implemented on-site to: (i) to ensure good retention power round storage tanks
of fuel, oil and bitumen; (ii) to dig up ditches for the disposal of oils, greases and other liquid
pollutants from maintenance shops, motor vehicles and equipment washing facilities and
loading areas; (iii) to handle explosives according to the provisions of the mining Codes existing
in Cameroon and Congo.
In steep slope areas, there will be a need to prevent the risks of erosion concerning the
straightening of rights-of-way (cave-in, landslides and slopes of the platform). Fuel storage
areas possibly involve some risks of soil and water pollution due to spillage of oil, fuel or
lubricants as well as a risk of fires.
7.2 Climate change
As indicated in section 4.2 (i), the main climatic risk has to with floods and erosion due to high
rainfall in the Region. Because of this, the project has been classified in the category 2 in terms
of climatic risk. Consequently, the following has been planned: i) boxing up the road trunks to
be built; ii) ditching at the toe of the slope and at its crest but also construct masoned ripraps
and vegetate some slopes in order to prevent erosion phenomena, more particularly at the
section of Lélé-Ntam and iii) it is expected the appropriate sizing of hydraulic structures taking
into account the return periods of peak flows (20 to 50 years for culverts and 100 years for
bridges). All measures are included in the technical file which provides the modes of execution
of works relating thereto and their presentation in the Units rates Schedule (BPU) and Bills of
Quantities (BOQ).
By way of reminder, in compensation for previous tree cutting, this will match the planting of
the double number of trees of which a part accounts for the plantations of alignment and shade
trees in the villages crossed. To this end, the project will contribute to the mitigation of
greenhouse gas emission. A comprehensive trees planting plan is required for tenderers and
Ketta –Djoum Road, phase 2. SUMMARY OF THE ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT (ESIA)
21
NGOs responsible for planting and long- term monitoring. The budget of the latter is uncuded
in the Biodiversity component under the heading tree plantations.
8. ENVIRONMENTAL and SOCIAL MONITORING PROGRAM
The objective of an environmental monitoring is to regularly and periodically assess the degree
of implementation or enforcement of the mitigation measures recommended by the ESMP. This
effort is based on monitoring compliance with the regulations, construction site management,
the conduct of specific environmental and social work and the search for solutions to specific
problems. The monitoring program will aim first to ensure that the mitigation and improvement
measures advocated in the ESMP will be effectively applied during each of the successive
phases of the project (installation, construction and operation).
8.1 Responsibilities
It will include: (i) the contracting authority represented in Cameroon by the Unit
implementing AfDB projects (CSEPR-AfDB) at the Ministry of Public Works (MINTP),
and in Congo by the Major Projects Directorate (DGGT), (ii) Senior Environment Officers
appointted by Companies that specialize in engineering construction, to ensure the
enforcement of environmental measures throughout the construction phase; (iii) the
supervision of progress monitoring for the implementation of specific environmental work,
(iv) (iv) the decentralised bodies of the Ministries of Forest Services in the two countries,
(v) the NGO World Wildlife Fund (WWF) in collaboration with the Environmental Protection
Unit (CPE) at the Highway Branch of the MINTP in Cameroon and in Congo with the
Environment Directorate (DGE) at the Ministry of Tourism and Environment (MTE); (vi) a
Follow-up and Mediation Committee (CSM) chaired by the Governor concerned and gathering
the elected representatives, the representatives of the contracting authority and the main
contractor, the rural dwellers concerned and the ministries involved and responsible for raising
awareness, controlling and settling disputes, but also for raising the alarm and imposing
sanctions whenever instructions are not complied with.
During the on-site construction phase, monitoring aims to ensure that the improvement and
mitigation measures proposed are actually implemented during the construction phase. The
MdC in collaboration with the decentralized agencies of the MINEPDED in Cameroon and
DGE/MET from Congo, will be mainly tasked to check the results and the assessment of
accuracy (performance indicators and targets of the ESMP matrix) during the construction
phase duration. The project environmental monitoring and follow-up program will be an
integral part of the environmental and social reports prepared by the review mission and the
Company. The Bank’s quarterly supervision missions will help appraise the quality of the
project’s environmental and social monitoring.
The monitoring plan is carried out during the construction phase. Its main goal is the validation
of the magnitude of project impacts and the verification of the vendor’s activities compliance
with the environmental requirements contained in the bidding documents. The main tasks
involve: i) the verification of the negative impact assessments identified; ii) the verification of
the effectiveness of the measures recommended; iii) the study of the specific conditions of the
applicability of the proposed measures; iv) the oversight of the enforcement of the measures
during the construction and operational phases; v) monitoring the measures advocated; vi) a
proposal of remedial action in the event of the occurrence of major impacts; vii) an
environmental assessment at project completion. This monitoring move will rest on
environmental indicators and will also consider Cameroonian’s and Congolese’s requirements
Ketta –Djoum Road, phase 2. SUMMARY OF THE ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT (ESIA)
22
in relation to normative limits and the Bank’s requirements. Riparian communities’ information
requirements must also be encapsulated into follow-up systems. The environmental monitoring
will have to be reported based on the project main phases.
The follow-up Plan mainly aims to control the project’s long term impacts with a probability
of occurrence during the construction phase; such impacts should be followed up based on a
given periodicity and within an appropriate timelimit to ascertain their magnitude and take the
necessary remedial action. The follow-up of impacts should also be done using objectively
verifiable indicators. Ainsi, l'état des indicateurs doit être réalisé après les travaux pour servir
de référence. Thus, the status of indicators must be done after the construction phase as a
baseline. The follow-up system will focus on basic progress indicators and a few supporting
indicators for each activity, based on a particular interest. However, the issues pertaining to
follow-up cannot be all resolved by the use of measurable and quantifiable indicators. Also, on
a number of subject matters, resorting to more qualitative assessments will probably be
necessary.
Figure: organisation
8.2 Cost of the monitoring program
The mitigation measures taken are included in the priced bill of quantities of the work
construction phase, the construction site facilities as well as in the budget for review missions,
and for each of the batches in Cameroon and Congo.
The respective budgets dedicated to businesses and review missions amount to 477.6 and 865.4
million CFA F. The additional compensations in connection with the access roads of Mbalam
and Alati require 57 million CFA F and are part of the budget dedicated to the Resettlement
Plan. The biodiversity component accounts 1 538.6 million CFA F.
The total cost of the ESMP is estimated at 4,073.7 million CFA F. It is shown in the table below.
Costs Cameroon Congo Total project
(in CFA F)
ESMP sustainability cost included in the company’s
priced bill of quantities 194 453 100 283 115 000 477 568 100
Review Mission Environmentalist 432 688 000 432 688 000 865 376 000
MINTP CEEAC DGGT
MINEPDED CEPR BADBM CCPIFT CSPR DGE/MTE
MINFOF MINEF
MdC 1 lot1 CSM MdC 2 lot2 MdC PCJ MdC 4 lot1 CSM MdC 5 lot2
Entreprise 3
PCJRoute Cameroun Route Congo
Gouvernement CAMEROUN Gouvernement CONGO
PROJET
Entreprise 1-lot1 Entreprise 2 -lot 2 Entreprise 5 -lot 2Entreprise 4 -lot1
Ketta –Djoum Road, phase 2. SUMMARY OF THE ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT (ESIA)
23
Compensations for expropriation 6 658 000 50 408 500 57 066 500
Awareness raising efforts 262 500 000 375 000 000 637 500 000
Environment-related training sessions 120 000 000 140 000 000 260 000 000
Preparing and implementing an indigenous
development plan 118 800 000 118 800 000 237 600 000
Poaching control 64 400 000 64 400 000 128 800 000
Tree planting 174 000 000 250 000 000 424 000 000
Environmental and Forest Annual Audits 12 500 000 12 500 000 25 000 000
Environmental and Forest Annual Monitoring 12 500 000 12 500 000 25 000 000
Maintenance of a Geographic Information System
(GIS) for Wildlife GPS Tracing 10 000 000 10 000 000 20 000 000
Classification of new forests 140 000 000 140 000 000 280 000 000
Environmental Road Maintenance 317 900 000 317 900 000 635 800 000
Total ESMP
1 866 399
100
2 207 311
500
4 073 710
600
The supervision of the main indicators of biotic and abiotic communities, as well as objectively
verifiable pollution indicators which will be used for monitoring the impact of ESMP actions
will be: (i) (i) the rate of regeneration in deforested areas and the success rate of species planted;
(ii) the number of analyses and the results of the analyses of water quality; and (iii) the rate of
prevalence of diseases related to dust and gas emissions, waterborne diseases or STI/AIDS and
other infectious diseases reported by health centres from the start of the project work, and
relevant treatment; (iv) the number of expropriated families who were compensated, including
the time required for compensation and the adequacy between the compensation received and
the value of the expropriated asset; (v) changes in traffic and the number of motor accidents,
pedestrians knocked over by cars and collisions with pets and wildlife.
As part of its operational phase, the follow-up program will ensure that the mitigation or
compensation measures of negative impacts effectively play its expected role, but also will
ensure that the positive impacts expected from the operation of the project will be actually
materialized. The main objectively verifiable indicators to be used for monitoring these positive
impacts will be: (i) Changes in cross-border road traffic and specifically the tonnages crossing
the border; (ii) the acreage of food and cash crops cultivated due to easier access; (iii) the
number of new (formal and informal) businesses started by men and women; (iv) the number
of jobs created directly and indirectly, and done by men and women; (v) the number of social
infrastructure set up and still operational; (vii) the enrolment rate of young boys and girls.
9. PUBLIC CONSULTATION AND INFORMATION DISSEMINATION
The ESIA was conducted based on a participatory approach which had been initiated at the
design development phase of the project as regards the validation of its terms of reference by
the relevant groups. It is the outcome on the one hand of the processing of source materials,
digitized terrain maps and field trips, and on the other hand of interviews with representatives
of various engineering departments of the appropriate ministries, NGOs, private operators,
trade associations, several donors, riparian populations, local and community authorities,
village headmen and opinion leaders. Prior to each meeting, the project contents had been
submitted to the group consulted in terms of economic, social, cultural, environmental
challenges and mitigation and improvement measures. Based on the foregoing, the opinions
and comments of the target populations and groups were mainstreamed into this ESIA paper.
During project phase 1 implementation, all the above partners were consulted on a regular basis.
To pinpoint the realities experienced by these women and native populations, specific work
sessions were held with them as part of an advance mission and appraisal mission of project
phase 2. These work sessions were instrumental in enabling them to raise their concerns and
Ketta –Djoum Road, phase 2. SUMMARY OF THE ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT (ESIA)
24
needs in various areas (access to drinking water, health care and to farms, access to small farm
machinery, etc.). On the basis of these concerns and specific needs, it was agreed that the
project should make ancillary adjustments in addition to asphalting the major road. Most of the
ancillary developments selected are intended to respond to the concerns expressed by women's
associations and native populations in terms of access to water supply, health services,
knowledge acquisition, economic empowerment, mobility and access to means of transport,
etc.
As part of its construction phase 2, the consultative process with the population will continue
based on the same approach and the ESMP. It will focus on two main objectives: (i) highlighting
the set of identified impacts while elaborating on the recommended actions for mitigation or
improvement, (ii) the involvement of the population who is already conversant with the project
goals called for its finalization, since they benefit from the first phase.
The MINEPDED in Cameroon and the DGE-MTE in Congo, local authorities and populations
will be involved in the holding of informative conferences on ESMP prior to the onset of
construction work of the 2nd phase for each of batch, during the inception workshops. This
consultation framework involves all the players concerned by the roadwork (district mayors,
traditional rulers, engineers from various government agencies and departments etc.) so that the
measures proffered may be supplemented / backed up in consultation with the latter who in turn
craft programs and actions within their ambit.
The implementation of measures relating to road safety during the construction phase remains
closely linked to the level of involvement of populations. This arrangement is likely to lay the
foundations for subsequent maintenance work.
10. SUPPLEMENTARY INITIATIVES
10.1 Resettlement Plans
The resettlement plans the executive summary of which is appended to this ESIA summary
provides detailed information on the persons affected, compensatory measures and related
activities (legal status, consultations, monitoring, etc.).
10.2 Ancillary developments and associated measures
The road project already delivers on the security desires and concerns expressed by the local
populations via several ancillary developments: (i) the embellishment of villages entrances, (ii)
the development of parking areas in villages, (iii) construction of bus stops along the road and
parking areas at the village level for public transport, (iv) the construction of animal crossing
areas in specific locations, (v) the development of security facilities at schools, markets, etc. ...
But the project also planned to respond to these concerns of the local populations, to implement
some associated measures: (i) the strengthening of the structures operating in the two countries
to provide support to the local associations helping the riparian populations and specifically
the Baka pepople, namely: in Cameroon, project AGEFO, project BAKA and FERUDJAL and
in Congo, the Parish of Sembé, the Medical Center "Shalom" of Sembé and the Network of
Ouesso’s Natives ; (ii) the promotion of health community services now more accessible to all
riparian populations; (iii) the promotion of community water supply projects; (iv) raising the
awareness of the population on the importance of education; (v) the improvement of quality
education, with the promotion of technical education and adult education; (vi) the digging of
boreholes to provide drinking water in some disadvantaged villages
Ketta –Djoum Road, phase 2. SUMMARY OF THE ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT (ESIA)
25
11. CONCLUSION
The potential negative impacts will not have major irreversible environmental effects, both in
the immediate project area and in its surroundings, because they may be technically focused,
within reasonable limits, and compensated by the adequate corrective measures provided for in
the proposed scheduling pages. The project phase 2 is deemed acceptable in terms of
environmental and social considerations.
12. REFERENCES and CONTACTS
- Project’s ESIA Report - Environmental and Social Management Plan Report - Comprehensive Resettlement Plan Report
For any further information, please the persons below:
- Kurt LONSWAY, Environment and Climate Change Division (ONEC-3), E-mail : k.lonsway@afdb.org
- Joseph N’GUESSAN, Transport Division (OITC)/CMFO, j.nguessan@afdb.org - Modeste KINANE, ONEC-3, E-mail : m.kinane@afdb.org - Salim BAIOD, ONEC-3, E-mail : s.baiod@afdb.org - Pierre Hassan SANON, ONEC-3, p.sanon@afdb.org
Ketta –Djoum Road, phase 2. SUMMARY OF THE ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT (ESIA)
26
ESMP Matrix
Potential negative
impacts
Recommended mitigation
measures
Cameroon Congo Implementation
schedule
Performance
indicators
Cameroon Congo
Implementation
managers
Supervision
mangers
Implementation
managers
Supervision
mangers Cost cfaf Cost cfaf
Preparatory
Compensation Continuous monitoring of
the compensation process
CEPR-MINTP /
ARP Committee
CEPR-MINTP
/ ARP
Committee
CPSS-DGGT /
ARP Committee
CPSS-DGGT
/ ARP
Committee
Before the work
on lots related to
Ntam Alati-
straps in Congo
and Lele-
Mbalam in
Cameroon
- Number of
disputes/complaints.
included
in the PIR
of
Cameroon
(0, 978
million
CFA
francs)
included
in the PIR
of Congo
(42
million
CFA
francs)
- Compensation paid
before commencement
of work.
- External Audit Report
Demolition of
frames/fences
Ongoing monitoring of
demolition process after
closing report on
compensations and
relocations/disposal of
rubble to the authorized
discharge
Business
Review
Mission/CEPR-
MINTP
Business
Review
Mission/CPS
S-DGGT
Before work Number of
disputes/complaints
Included
in the
works
budget
Included
in the
works
budget
Clearing of all
vegetation being in
the right-of-way of
the base camp
Choice of some wooded
areas or relatively close to
the site area
Business/relevant
departments
Review
Mission/
CEPR-MINTP/
MINFOF
/Provincial
services
Business/
relevant
departments
Review
Mission /
CPSS-
DGGT/
MINEF/
DGE-MTE
Before work
Minutes delivered by
forestry services
including
recommendations for
their implementation
Included
in works
budget
Included
in works
budget
Limiting the area occupied
by the building domestic
site
Monitoring
Mission
Monitoring
Mission Monthly MoC report
Seek approval from
relevant departments
before any tree-cutting
operation
Mission control
/CEPR-MINTP
/ MINFOF
Review
Mission /
CPSS-
DGGT/
MINEF/
DGE-MTE
Cutting permits and
payment documents
Clearance/clearing
all vegetation in the
right-of-way of the
road / diversions
Seek approval from
relevant departments
before any tree cutting
Business/NGO
Review
Mission/MINF
OF Services
Business/ NGO /
Review
Mission/
MINEF
Services
Before work
Monthly report of the
MoC/ Cutting
permission by the forest
services.
17400000
0
anticipate
d in the
25000000
0
anticipate
d in the
Ketta –Djoum Road, phase 2. SUMMARY OF THE ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT (ESIA)
27
Potential negative
impacts
Recommended mitigation
measures
Cameroon Congo Implementation
schedule
Performance
indicators
Cameroon Congo
Implementation
managers
Supervision
mangers
Implementation
managers
Supervision
mangers Cost cfaf Cost cfaf
and access roads
(borrow sites and
quarries,,,)
operation in the right-of-
way
project
budget
project
budget
Protections / greenery
planting and alignment
along the trunks
Review
Mission/ NGO
/MINFOF
Services
Review
Mission
/NGO /
MINEF
Services
During and
after the work
Number of corrective
measures taken and
implemented
Plantation recovery rate
Construction work
Air pollution (dust) Watering for clearing of
work areas Business
Review
Mission Business
Review
Mission During work
Number of non-
compliance
Activity sheets
Included in
works
budget
Included in
works
budget
Soil pollution
particularly
contamination of
soils
Loss of agricultural
value and
degradation of
landscape by the
accumulation of
waste (cuttings from,
earth, etc.).
Development of a waste
management and
environmental insurance plan (PAE)
Business
Review
Mission / NGO
/ MINEPDED
Business
Review
Mission /
NGO / DGE-
MTE
Before work
Approval by
MINPDED in
Cameroon and DGE-
MTE in Congo
Budget
mitigation enterprise
Budget
mitigation enterprise
Collection/delivery of oil
to an authorized depot
Minutes delivered by
forestry services
including
recommendations for
their implementation
Number of non-
compliance flagged
Supervision Report
Number of contracts
signed with local
companies for oil
waste management
Collection and disposal of
waste and demolition as
and when they are
produced (Waste
Management Plan)
Installation of waste
reception tanks in the
domestic site
During work
Included in
works
budget
Included in
works
budget Collection and disposal of
household waste into
authorized landfill
Noise and air
pollution
Awareness of the
contractor on compliance
with existing standards on
site noise (75dB) and
proper maintenance of
gears
Contractor Review
Mission Contractor
Review
Mission During work
Number of disputes/
Implementation of
recommendations
included in the MoC
Report
Included in
the cost of
site
facilities
Included in
the cost of
site
facilities
Ketta –Djoum Road, phase 2. SUMMARY OF THE ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT (ESIA)
28
Potential negative
impacts
Recommended mitigation
measures
Cameroon Congo Implementation
schedule
Performance
indicators
Cameroon Congo
Implementation
managers
Supervision
mangers
Implementation
managers
Supervision
mangers Cost cfaf Cost cfaf
Gravel washing tank near
crushers/screens
At installation of
the crusher unit
Compliant dust removal
system for the asphalt
dryer system /Fireplace
Review
Mission
Review
Mission
At installation of
the asphalt unit
Watering of service tracks
and site if
necessary/limitation of
trucks load and/or tarp
Review
Mission
Review
Mission During work
Monthly Supervision
Report
Included in
works
budget
Included in
works
budget
Risks of accident
and health impacts
of air pollution
Development and
implementation of an EPP,
and PHSe. Contractor
Supervision
Mission/
MINEPDED
Contractor
Supervision
Mission /
DGE-MTE
Before the work
and
Validations
MINEPDED /
Cameroon and /
DGE-MTE / Congo
Budget
mitigation enterprise
Budget
mitigation enterprise
Health and safety
risks
PPE workers equipment
(boots, helmets, masks) During work Number of disputes
works
budget
works
budget
Risk of fire Anti-fire equipment and
response plan
Contractor/ fire
services
Supervision
Mission/
MINEPDED
Contractor/ fire
services
Supervision
Mission/
DGE-MTE
Before work
Validation of
MINEPDED/Cam.
and / DGE-MTE /
Congo / Monitoring
Mission Report
Included in
site
facilities
budget
Site
facilities
budget
Difficult access for
populations
Marking the site,
development of pedestrian
crossing
Contractor/NGO
Supervision
Mission/
MINEPDED
Contractor/NGO
Supervision
Mission /
DGE-MTE
During work
Section on
recommendations’
implementation in the
monthly Supervision
Report Project
budget
Project
budget
Risk of Spread of
STI - HIV/AIDS
Development and
implementation of an
HIV/AIDS Awareness
Program
Water pollution by
oil, waste oil
Sign boards and diversion
Plan
Contractor Review
Mission Contractor
Review
Mission Before work
Section on
recommendations’
implementation in the
monthly Supervision
Report
Having a medicine chest
for first aid
Develop and post a health
and safety notice for the
site
Contractor Review
Mission Contractor
Review
Mission
During
installation of
the base camp
Section on
recommendations’
implementation in the
Included in
the site
Included in
the site
Ketta –Djoum Road, phase 2. SUMMARY OF THE ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT (ESIA)
29
Potential negative
impacts
Recommended mitigation
measures
Cameroon Congo Implementation
schedule
Performance
indicators
Cameroon Congo
Implementation
managers
Supervision
mangers
Implementation
managers
Supervision
mangers Cost cfaf Cost cfaf
Develop and post safety
instructions in case of
accident
monthly Supervision
Report
installation
budget
installation
budget
Arrangement of liquid
product storage facilities in
holding tanks.
Contractor
Supervision
Mission/
MINEPDED
Contractor
Supervision
Mission /
DGE-MTE
Installation of
the base camp
Semi-annual report
from the forest
service
Level of
implementation of
Environmental and
technical clauses
Included in
the site
installation
budget
Included in
the site
installation
budget
Sealing of oil handling
areas matched with an oil
separator.
During work
Groundwater
contamination by
sewage (domestic
sited)
Construction of domestic
sites in compliance with
health standards
During work
Regular emptying of
hygiene facilities and
conveyance of products to
authorized sites
Business / NGO / Supervision
Mission
Contractor /
NGO /
Supervision
Mission
At the end of the
work
Included in
works
budget
Included in
works
budget
Oil servicing in specific
maintenance areas/ collect
in suitable tanks and route
to an authorized site
Contractor /
NGO
Supervision
Mission Contractor
Supervision
Mission
During and after
the work
Included in
works
budget
Included in
works
budget
Operation
Noise pollution
Implementation of noise
protection (solid fences in
residential areas) Contractor
Supervision
Mission/
MINTP
Contractor
Supervision
Mission/
DGGT
At
commissioning
Semi-annual report from
the forest service
Level of implementation
of environmental clauses
Included
in works
budget
Included in
works
budget Traffic accidents Speed limit indication
panel
Placing signs and pavement
Traffic accidents
crossing corridors
Implementation of specific
sign boards/ wildlife
crossing / National Park /
hunting bans etc. Forest
checkpoints
Contractor/NGO
Supervision
Mission /
MINTP /
MINFOF /
MINEPDED
Supervision
Mission /
DGGT /
DGE-MTE /
MINEF
At
commissioning
Level of implementation
by the forestry services
Included
in the
project
budget
Included in
the project
budget
Ketta –Djoum Road, phase 2. SUMMARY OF THE ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT (ESIA)
30
Potential negative
impacts
Recommended mitigation
measures
Cameroon Congo Implementation
schedule
Performance
indicators
Cameroon Congo
Implementation
managers
Supervision
mangers
Implementation
managers
Supervision
mangers Cost cfaf Cost cfaf
Indirect impacts on
vegetation and
landscape aspects
Plantation for alignment /
stabilization / landscaping
Contractor/Lands
/GEEC
Supervision
Mission
At
commissioning
Level of implementation
by the forestry services
Included
in works
budget
Included in
works
budget
Chronic erosion and
pollution of rivers
Technical drainage
provisions / Erosion control
measures
Contractor/
MINTP
Supervision
Mission /
MINTP
Contractor/
DGGT
Supervision
Mission/
DGGT
During / upon
commissioning
and after the
work
SM monthly Report and
Technical Audit
Maintena
nce
budget
Maintenan
ce budget
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