INTEGRATED SAFEGUARDS DATA SHEETCONCEPT STAGE

Report No.: ISDSCI009

Date ISDS Prepared/Updated: 23-Dec-2014

Date ISDS Approved/Disclosed: 12-Jan-2015

I. BASIC INFORMATION

A. Basic Project Data

Country: Peru Project ID: P145610

Project Name: PE - Lima Metro Line 2 Project (P145610)

Task Team Georges Bianco DaridoLeader(s):

Estimated 30-Jan-2015 Estimated 26-Mar-2015Appraisal Date: Board Date:

Managing Unit: GTIDR Lending Investment Project FinancingInstrument:

Sector(s): Urban Transport (100%)

Theme(s): Infrastructure services for private sector development (10%), Municipalgovernance and institution building (10%), City-wide Infrast ructure and ServiceDelivery (80%)

Financing (In USD Million)

Total Project Cost: 5000.00 Total Bank Financing: 300.00

Financing Gap: 150.00

Financing Source Amount

Borrower 4550.00

0 International Bank for Reconstruction and Development 300.00

Total 4850.00

Environmental A - Full Assessment

Category:

Is this a NoRepeaterproject?

B. Project Objectives

The proposed development objective is to improve the urban mobility of people in the area ofinfluence of the Metro Line 2 and Line 4 Branch and support the integration of the public transportsystem in the Metropolitan Region of Lima.

C. Project Description

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The project includes 35-km of new underground rail system (subway) with 35 stations in theMetropolitan Area of Lima. A 35-year concession contract was signed in April 2014 comprising thedesign, finance, construction, rolling stock provision, operation and maintenance of the 35-kmproject. Government expects to carry about 660 thousand passengers per day once the 35-km areooperational (not expected before 2020).

D. Project location and salient physical characteristics relevant to the safeguardanalysis (if known)

* The Project is located in the Lima metropolitan area and thus an urban and highly alteredenvironment. The Project encompasses (1) a 27.3-km expansion of of the proposed Line 2 (East-West corridor connecting the eastern district of At6 with the western municipality and Port of Callaothrough various central districts of Lima), (2) physical connections with the existing Metro Line 1(Tren Electrico) and the Bus Rapid Transit line (Metropolitano), and (3) a 7.7 km segment of thefuture Line 4 connecting Line 2 with the international airport and northern districts. The first phaseto be constructed is the 5-km 'Etapa 1A' which includes 5 stations. Along the Lima Metro Line 2alignment there several pre-Hispanic sites (Huacas) and historical buildings and monuments from thenew republican period. A segment of the proposed metro-line alignment passes directly underneath aportion of the buffer zone of the Historic Center of Lima, considered a UNESCO World HeritageSite since 1988. Also, some ventilation shafts are located inside of some Huacas (e.g. Puruchuco andSan Marcos) and a health center.

E. Borrowers Institutional Capacity for Safeguard Policies

The institutional responsibilities related to Project environmental Bank safeguard policyimplementation is in different institutions. The Autonomous Authority of the Electric System for theMassive Transport in Lima and Callao (AATE), which is part of the Ministry of Transport andCommunications (MTC) since June 2009, is the executing unit of the Project and has the primaryresponsibility for environmental and social management. They presently have a small team ofprofessionals to manage environmental issues. AATE has stated they are presently recruiting twosocio-environmental management specialists and a specialist on environmental monitoring. Underthe Project concession agreement, the private consortium has various responsibilities related to

implementing environmental, health and safety management systems and compliance with regulatoryrequirements for both project construction and operation and maintenance. Both AATE and theMTC's Directorate for Concessions is responsible for contract supervision. In terms of permits, theDGASA under the Ministry of Transport is responsible for issuing and monitoring the Projectenvironmental license. The Ministry of Culture is responsible for regulatory aspects related topotential existence of archeological resources. An assessment of the institutional capacity of relevantentities to meet WB environmental and social safeguard policy requirements will be undertaken aspart of project preparation.

AATE has a unit responsible for Sustainability and Interference with experience in involuntaryresettlement processes of population. Specifically, it has effectively made the purchase of land for theMetro Line 1 project and is currently working on the acquisition of land for the priority segment ofLine 2 (Etapa 1A). However, there should still be a full assessment of their capacity in relation to theimplementation of safeguard policies (OP 4.12) identifying where gaps or issues must be addressedwith additional staff or their ability to implement appropriate methodologies. Additionally, trainingin preparing resettlement plans for formal and informal land holders should during projectpreparation.

F. Environmental and Social Safeguards Specialists on the Team

Abdelaziz Lagnaoui (GENDR)

Carlos Alberto Molina Prieto (GSURR)

Jose Vicente Zevallos (GSURR)OU Raul Tolmos (GENDR)

Robert H. Montgomery (GENDR)o

II. SAFEGUARD POLICIES THAT MIGHT APPLY

Safeguard Policies Triggered? Explanation (Optional)Environmental Assessment Yes The project is proposed to be as classified asOP/BP 4.01 Category A. An Environmental Impact Assessment

(EIA), including an Environmental ManagementPlan (EMP), has been prepared for the Lima MetroLine 2 Project to meet Peruvian environmentalregulatory requirements. Consultation was performedassociated with the EIA development, includingdisclosure of the draft EIA. The EIA has beenapproved by the Ministry of Transport andCommunications' Directorate General on Socio-environmental Matters.

The project has various positive benefits, includingimprovement in the quality of life of the residents ofLima; promotion of urban integration andorganization and consequent land development;provision of increased comfort, reliability anddecreased commute times; increased urbanaccessibility and mobility; less superficial vehiculartraffic on main roads, allowing for the decrease oftraffic congestion, combustion gas contamination andsound, as well as commute times; air qualityimprovement of Lima, contributing to the reductionof greenhouse gas emissions and the mitigation ofclimate change; improved public health due to thereduced number of accidents and less environmentalcontamination; job creation; and increasedcommercial and economic activity. Additionally theProject will include consulting services andinstitutional strengthening activities forcapacity-building for stakeholder agencies intransport planning, policy formulation and regulatoryreforms (including the reorganization ofconventional public transport modes, vehiclescrappage).

In terms of potential negative environmental and

social impacts and risks, in addition to typicalinfrastructure construction impacts which arelocalized and of short duration (e.g., generation ofnoise, dust, waste management, etc.), there are someproject specific impacts and risks of particularsignificance. Some potential significant impactsduring construction are effects on soil stability orsubsidence during tunnel excavation or vibrationsthat could affect buildings, traffic congestion, noiseand dust generation around metro station locations,transport and disposal of soil/excavated materialfrom the tunnel and station excavations to disposalsite, possibility of archaeological chance finds anddamage, impacts on cultural physical resources in theLima colonial/republican area, possible impact onurban trees of aesthetic or historical value, workerhealth and safety risks in tunneling and excavationworks, and decreased accessibility to businesses andhomes in the immediate vicinity of metro stations.Potential significant operational phase impacts orrisks could include: vibration impacts on buildings,waste management of metro rail car maintenancefacilities, and risk of emergency event (e.g., fire,explosion, etc).

Based upon a review of the project EIA by the Inter-American Development Bank (who is alsoconsidering financing for the project) and the WorldBank, efforts are presently underway to develop a

supplemental document to the EIA to further addresssome key potential environmental impacts (e.g.environmental liabilities due to soil/watercontamination, physical cultural resources),environmental management and monitoring andinvoluntary resettlement. The preparation of thesupplemental EIA is being undertaken by aninternational environmental consulting. Morespecifically, the supplemental EIA is addressing: (1)a more comprehensive presentation of the analysis ofalternatives for the Lima Metro Line 2 alignmentsand construction techniques; (2) a more detailedbaseline especially in aspects related to physicalcultural resources and preparation environmental andsocial sensitivity maps along the alignment; (3)assessment of impacts in more detail based onquantitative models and analyses and a betterbaseline for vibration and noise impacts, traffic

management during transport of spoil materials fromtunnels to the final disposal sites, impacts onunderground water and indirect impacts; (4) a moredetailed assessment of social impacts such as impactsof construction on accessibility to houses andbusinesses, traffic detours, aggravated congestion ina city with high levels of congestion, effect on thetravel time to reach work place and school, etc.; (5)development of a Resettlement Plan andcompensation of welfare losses on the basis of WorldBank and IADB involuntary resettlement policies;(6) a more detailed environmental management planfor the construction stage that includes technical,workplace safety, health, environmental and socialspecifications and a robust scheme forenvironmental supervision during construction; (7) amanagement plan for social impacts duringconstruction particularly for sensitive areas such ashospitals, schools, street vendor areas and ensureproper communication lines with communitiesparticularly affected during construction; (8)management plans for areas of spoils final disposal;(9) a policy on (i) no (zero) loss of green andrecreational areas; (ii) reposition of all affectedinfrastructure (including ways affected by trafficdetours); (iii) ensuring accessibility to houses andbusinesses during construction and compensation ofloss of welfare due to lack of accessibility; and (iv)ensuring an inclusive deign with access to disabledpeople; and (10) assessment of the project indirectimpacts on urban land uses in Lima, changes in thevalue of land in poor neighborhoods andcommunities in the vicinity of metro stations. Also,studies on the increase in economic and financialactivities associated to construction of metro stationsand originated in the demand of goods and services.There will be additional consultation processesperformed associated with the development of thesupplemental EIA.

Natural Habitats OP/BP 4.04 TBD The Project does not appear to have any potentialsignificant conversation or degradation of naturalhabitat. However, since the project might adverselyimpact the coastal habitats given that one of thepotential sites for spoil disposal (a volume of 3.9million cubic meters) is located in the San Migueldistrict's coastal zone which in turn is part of the

Costa Verde area, the triggering of this policy will beconfirmed during project preparation.

Forests OP/BP 4.36 No This policy should not be triggered since the projectwill not affect forests, forest dependent communitiesnot will it involve changes in the management offorests.

Pest Management OP 4.09 No This policy should not be triggered since the projectdoes not involve the purchase or use of significantquantities of pesticides. The project may, during theoperation phase of the metro, require the limited useof regularly available pesticides for pest control (e.g.rodents, etc.) in the tunnels. Applicable standardprocedures will be established in the operation phaseenvironmental management plan under OP 4.01. TheEMP will follow World Bank standards for purchase,use/handling, storage, and disposal of any pesticides.these procedures will be part of the OperationalManual as well.

Physical Cultural Resources Yes This policy should be triggered given that valleysOP/BP 4.11 where Lima was built have been continuously

inhabited for more than 10,000 years and given that aportion the proposed metro-line alignment passesdirectly underneath a portion of the buffer zone ofthe Historic Center of Lima, considered a UNESCOWorld Heritage Site since 1988. Thus, probability ofchance find of pre-Hispanic artifacts and structures ishigh. Also, construction of tunnels, stations andventilation shafts in this buffer zone - as establishedin the R.S. No 2900-72/ED on December 28, 1972 -and Huacas presents potential risks due to vibrations,soil subsidence, visual impacts of entrance to stationsand ventilation shafts located in the historical plazasand Huacas, and impacts to aesthetic values aroundthe stations including trash. It is suggested that aprestigious firm be hired to undertake anArchaeological Assessment Program (PEA) and getthe Archaeological Remains Inexistence Certificate(CIRA) before the start of works. TheArchaeological Monitoring Plan during constructionis not enough given the high probability ofarchaeological findings, and their presumedexistence, along the Lima Metro Line 2 alignment. ,The assessment of the known resources should bewell developed under the preparation phase: all thekey resources should be identified and measures,budgets, and responsibilities should be clearly knownprior to appraisal. Additionally, the Team plans to

undertake consultations with national andinternational experts on physical cultural resources aswell as any key contacts in the UNESCO committeeand/or headquarters.

ndigenous Peoples OP/BP No This policy should not be triggered since the project4.10 activities will not affect indigenous peoples as

defined in the policy.

Nonetheless the Team will perform further duediligence as part of Project preparation to assesswhether the presence of Indigenous Peoples in Limacould warrant a differentiated approach to ensure thatthis population benefits in a culturally appropriatemanner from the Project. The issue of languagediscrimination experienced by indigenous peoples inLima is one of the main barriers for IPs whenmigrating to the city (i.e. when using health facilitiesand other public and social services). Given thepoverty level of indigenous migrants compoundedwith their common occupations it is likely that thesegroups could greatly benefit from the Project butrisks of exclusion due to a language barrier couldlimit the potential of the Metro to benefit thispopulation. Given that indigenous migrants identifylanguage issues as one of the main barriers whenreaching urban areas, the Team will explore whetherthere is need to provide signaling and otherinformation in indigenous languages (i.e. quechua).

Involuntary Resettlement OP/ Yes The 35-km underground alignment will not requireBP 4.12 land acquisition, except in the areas needed to build

stations and ventilation shafts. According toestimates based on preliminary designs, Line 2 willaffect 338 lots and Line 4 Branch will affect 38 lots,for a total of 376 lots. Of these, 279 are privatelyowned and 98 belong to public entities. Two stations(16 and 26) will affect lots occupied by shoppingcenters.

Detailed designs are only available for Section 1-A,which will affect 29 lots (21 owned by public entitiesand 8 privately owned). The acquisition of the 29lots will not cause physical displacement, except forthe acquisition of a privately owned lot required forVentilation Shaft 20. In this case, 12 informalbusinesses that occupy a section of this lot will bedisplaced.

Land acquisition for Section 1-A is ongoing. Aresettlement plan is currently being prepared todocument land acquisition to date and to address thedisplacement of the 12 informal businesses.

Land acquisition for the other sections will beginonce the detailed designs become available.Resettlement plans will be prepared to address theadverse impacts of land acquisition, according to theprovisions of the Project's Resettlement PolicyFramework. More designs may be ready andproperties identified for land acquisition for othersegment of the Project in October/November 2015.Should this be the case an additional ResettlementAction Plan will be prepared.

Resettlement plans will be developed andimplemented by the Autonomous Authority of theElectric System of Massive Transport of Lima andCallao (AATE). This agency developed landacquisition and resettlement experience during theconstruction of Line 1.

AATE is making progress in the negotiations withthe landowners affected by Section 1-A and hasalready reached agreements with some of them anddelivered compensation payments. However, theowners of the structures where the 12 informalbusinesses operate have rejected AATE'scompensation offers to date. They sent a letter toAATE in June, claiming that they have possession

rights. Meanwhile, AATE has initiated legal actionsto evict the occupants of the 12 structures and thecase is now in the hands of the Procuraduria Generalde la Naci6n (Attorney General's Office). The Bankinformed AATE that no evictions should take placeuntil the Bank has approved the Resettlement Planfor Section 1-A and until there is clear evidence thatall affected parties have received compensationoffers that meet the standards of the ResettlementPolicy Framework and that are based on a clearunderstanding of the legal rights of the occupants ofthe business structures, also in accordance with OP4.12.

Safety of Dams OP/BP 4.37 No This policy should not be triggered as the project willneither support the construction or rehabilitation of

dams nor will it support other investments which relyon services of existing dams.

Projects on International No This policy should not be triggered as the project willWaterways OP/BP 7.50 not finance activities involving the use or potential

pollution of international waterways.

Projects in Disputed Areas OP/ No This policy should not be triggered as the project willBP 7.60 not finance activities in disputed areas as defined in

the policy.

III. SAFEGUARD PREPARATION PLAN

A. Tentative target date for preparing the PAD Stage ISDS: 03-Nov-2014

B. Time frame for launching and completing the safeguard-related studies that may be needed.

The specific studies and their timingi should be specified in the PAD-stage ISDS:

Presently the schedule is for a draft Supplemental EIA in August 2014 and specific ResettlementAction Plan to be completed in September. Additional consultation should occur by September/October. There is still pending the issuance by the government of the Certificate of Inexistence ofArchaeological Remains (CIRA).

IV. APPROVALS

Task Team Leader(s): Name: Georges Bianco Darido

Approved By:

Regional Safeguards Name: Glenn S. Morgan (RSA) Date: 08-Jan-2015Coordinator:

Practice Manager/ Name: Aurelio Menendez (PMGR) Date: 12-Jan-2015

Manager:

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1 Reminder: The Bank's Disclosure Policy requires that safeguard-related documents be disclosed before appraisal (i) at the InfoShop and (ii) in country, at publicly accessible locations and in aform and language that are accessible to potentially affected persons.