project : ketta djoum road and transport … · project description and rationale are presented...

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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


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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)


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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.


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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


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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


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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.


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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.


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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:


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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


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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


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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


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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


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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.


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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


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


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


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


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


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 : [email protected]

- Joseph N’GUESSAN, Transport Division (OITC)/CMFO, [email protected] - Modeste KINANE, ONEC-3, E-mail : [email protected] - Salim BAIOD, ONEC-3, E-mail : [email protected] - Pierre Hassan SANON, ONEC-3, [email protected]

mailto:[email protected]





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


27

Potential negative

impacts


measures


schedule

Performance

indicators

Cameroon Congo

Implementation

managers

Supervision

mangers

Implementation

managers

Supervision


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


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


28

Potential negative

impacts


measures


schedule

Performance

indicators

Cameroon Congo

Implementation

managers

Supervision

mangers

Implementation

managers

Supervision


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


Budget


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’


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’


Included in

the site

Included in

the site


29

Potential negative

impacts


measures


schedule

Performance

indicators

Cameroon Congo

Implementation

managers

Supervision

mangers

Implementation

managers

Supervision


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


by the forestry services

Included

in the

project

budget

Included in

the project

budget


30

Potential negative

impacts


measures


schedule

Performance

indicators

Cameroon Congo

Implementation

managers

Supervision

mangers

Implementation

managers

Supervision


Indirect impacts on

vegetation and

landscape aspects

Plantation for alignment /

stabilization / landscaping

Contractor/Lands

/GEEC

Supervision

Mission

At

commissioning


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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