Philippines - First National Roads Improvement and Management Program Project (Phase 1NRIMP) : environmental assessment (Vol. 1 of 5)

E=287 VOL. 1 Philippines National Road Improvement and Management Program: Phase One: NRIMP-1 Social and Environmental Assessment Summary July 30, 1999 Prepared by EASES in association with The DPWH EIAPO, and Carl Bro International Inc.   List of Acronyms Used in this Report APL Adjustable Program Loan CENRO Community Environment and Natural Resource Office COE Certificate of Exemption DAO 96-37 Department Administrative Order 36-97 DENR Department of Environment and Natural Resources DPWH Department of Public Works and Highways ECA Environmentally Critical Areas ECC Environmental Compliance Certificate ECP Environmentally Critical Projects EIAPO Environmental Impact Assessment Project Office EIS Environmental Impact Statement IEE Initial Environmental Examination EMB Environmental Management Bureau of DENR EMP Environmental Management Plan ENR-SECAL Environment and Natural Resources ESS . Environmental and Social Service Unit (proposed) HMP Highway Management Project MOA Memorandum of Agreement NRIMP- I National Roads Improvement and Management Phase One PAP Project Affected Persons PENRO Provincial Environment and Natural Resource Office RAP Resettlement Action Plan Other Information Country Name Philippines Project Name National Roads Improvement and Management Program (NRIMP) Region East Asia and Pacific Region Sector Transport Project ID PH-PE-39019 Borrower Government of the Philippines through the Department of Finance Implementing Agency Department of Public Works and Highways Bonifacio Drive, Port Area Manila, Philippines Tel: 632-527-2604 Fax: 632-527-2607 Projected Board Date November 30, 1999 2  4  Philippines National Roads Improvement and Management Program Phase One: NRIMP-1 Social and Environmental Assessment Summary Project Background 1. The proposed National Road Improvement Management Program (NRIMP) is an Adjustment Program Loan (APL) whose objective is to establish an environmentally, socially and financially sustainable management systems for an improved National Roads System (NRS). It is expected that the first operation under this APL approach, NRIMP-1, will achieve a portion of the program purpose through the following outputs: NRS improved and upgraded; improved NRS program is operational; Roads management improvement program implemented; Private sector development program implemented; mechanisms for sustainable financing for NRS established and operational; Communication strategy operational; and NRIMP phase 2 is designed. 2. The first operation would consist of the following' key activities and initiatives: A. 1. Civil works. The project would finance priority road upgrading, rehabilitation and maintenance works under a series of sub-projects. Specifically, the NRIMP will support: A. 1 Rehabilitation/upgrading of the national road network to all-weather standard. The overall program NRIMP would finance over its proposed nine-year life the rehabilitation and upgrading of about 2,200 km of the national road network procured through ICB procedures, and consultants services for the preparation and supervision services. The cost to rehabilitate these 2,200km is estimated at P70b (US$ 1.75 b). Rather than financing individual projects, the program would finance a slice of the overall program. The preparation and implementation of the program would follow agreed preparation, procurement and implementation processes (feasibility study, detailed engineering designs, environmental studies, resettlement plans, procurement and supervision) to be developed and agreed upon during program preparation. These requirements will be defined and developed under NRIMP- I and would be applied under subsequent phases of NRIMP. Under NRIMP-1, the specific individual projects would be financed the traditional way. A.2 Maintenance of the national road network. The project would include the annual preventive maintenance work programs carried out on the national road network. IBRD would finance a slice of the annual preventive maintenance programs procured through NCB contracting out arrangements. The works would mainly consist of structural hot asphalt mix overlay including needed preparatory structural spot improvements to be limited to a maximum of 20% of the total contract value. Funds from the IBRD would be disbursed on a output basis. Works executed with pre-defined selection, preparation procurement and execution quality standards will be eligible for reimbursement at 50%. A.3 Introduction of new maintenance practices. The project would also introduce the utilization of Long-Term Performance Based Maintenance Contracts (LTPBMC) in the Provinces 'The objectives, scope and timing of specialized services and main studies will be agreed with the Govemment during project preparation. 3  of Quezon and Bulacan on a pilot basis. If successful, this initiative would be expanded to other provinces under successive Phases of NRIMP. B. Institutional Strengthening. NRIMP will support the formulation, adoption and implementation of capacity building measures in the public management of the national road network. Specifically, NRIMP will support the following initiatives: * Roads management improvement program including the following sub-components under NRIMP- 1: * Road Investment Planning improved * Financial Management System designed * Contract/Project/Procurement Management capacity improved * Human Resource Development capacity developed * Information Technology Support capacity developed * Monitoring System established * Environmental/Social assessment capacity strengthened * Electronic Communication Network established * Design and establishment of new/improved organizational structures including a Road Maintenance Authority accompanied by the implementation of a communication strategy and the strengthening local consulting and contracting industry. * Strengthening of environmental and social management in DPWH. Roads and the Environment in Philippines 3. Until recently, road construction in the Philippines has been carried out with little regard for the adverse environmental or social impacts associated with such works. Until very recently the DPWH had no environmental and social specialists in their ranks. Thus, the process by which road developments were selected, designed or constructed rarely benefited from systematic consideration of environmental and social effects. As a result there is national legacy of roads which, because of poor routing, design and maintenance, have contributed to significant deterioration of surrounding landscapes in some locations. 4. The adverse impacts of road development, especially in mountainous areas is manifest in numerous ways. First, and perhaps most obvious, is the generation of varying volumes of sediments resulting from excavation and deposition operations associated with road construction work. Poor design and construction has also lead to landslides in a number of locations. Disposal of soil in uncontrolled manner by simply pushing material over the road sides also contributes to sedimentation problems. Second, road construction creates significant dust and noise pollution resulting from construction equipment and blasting. While these effects are usually temporary in nature, good construction practice can mitigate many of the impacts. Third, road development has had indirect effects on regions as a result of increased accessibility. In more remote areas, such increased access can create opportunities for undesirable activities ranging from illegal logging, hunting, spontaneous settlement and land grabs for development and speculative purposes. The principle mitigation for such effects is careful planning and siting of road alignments as well as enhancement measures designed to control or offset the effects of increased access. Many of these impacts (e.g. dust and noise control) are relatively simple to 4  control and require little incremental investment. Other impacts, increased access, are not as easy to control or mitigate once the road is completed. In these cases a more systematic approach to route selection and planning is required. Philippines Domestic Requirements for EA 5. The Philippines EIS system was introduced in 1977 and is implemented through a series of Presidential decrees, executive orders and corresponding implementing rules and regulations. Philippines mandates that all government agencies, government owned or controlled corporations and private companies prepare an ELA for any project that affects the quality of the environment. The DENR through its Environmental Management Bureau (EMB) and its regional offices (CENROs and PENROs) is the key agency responsible for implementing the EIS system, including monitoring and enforcement. 6. Today all environmental assessments and evaluations in the Philippines are prepared and processed in accordance with DAO 96-37. This administrative order was issued by the Department of Environment and Natural Resources (DENR) the national lead agency responsible for implementation and oversight of the national EIA process. Under Philippines regulations each project is required to obtain an Environmental Compliance Certificate (ECC) or a Certificate of Exemption (COE). An ECC is a document issued by the DENR certifying that the project will not cause significant environmental impacts and that the proponent has complied with the Philippine Environmental Impact Statement System. The EIS system of Philippines distinguishes between Environmental Critical Areas (ECA) and Environmentally Critical projects (ECP). 7. It is expected that under NRIMP- I all subprojects will involve upgrading or rehabilitating of existing alignments. Such projects, while they may pass through ECA are not considered to be ECP under Philippines regulations. Under these regulations a full Environmental Impact Statement is not mandatory. Instead proponents usually prepare more limited -- but still thorough -- Initial Environmental Examinations. Filipino IEE's are more detailed than the name implies and involve public consultation and participation of affected parties. On the basis of an IEE the DENR may issue or deny an ECC for the project, request more information, or require that further work be done to clarify unresolved issues. 8. Under Philippines regulations, "social acceptability" is one of the most important criteria for clearing a project. Documentary evidence is required to satisfy this criteria. In its ECC, DENR may require the proponent to hold a public hearing or meet other conditions attached to the ECC regarding social acceptability. For all sub-projects proposed under NRIMP a series of consultations will be carried out with stakeholders including roadside residents, civic administrators and local interest groups. Environmental and Social Initiatives under NRIMP 9. The NRIMP project proposes to address environmental and social concerns in a number of important ways. First, NRIMP will consolidate progress made under the Highway Management Project to establish a strengthened Environment and Social unit with the DPWH. This unit already exists and will be strengthened under the project with additional staff, equipment, training and technical assistance. Second, the project will support a close working relationship between the Department of Public Works and Highways (DWPH) and the Department of Environment and Natural Resource (DENR) the lead nodal agency overseeing the domestic EIA process. Third, NRIMP has established clear procedures for sub-project review 5  and clearance involving the DPWH EIA unit, the DENR and local and national stakeholders. Fourth, a Social Policy consisting of a Land Acquisition, Resettlement and Rehabilitation Policy is being finalized and a Framework for Public Participation and Consultation has been prepared. The Social Policy will guide the conduct of work involving any land acquisition and resettlement in the course of road rehabilitation. The details of this arrangement are described below. 10. The preparation of IEE and EIS have, at best, been a peripheral activity of DPWH. As a consequence, the EA process and the documentation resulting from the process rarely influence the final design. By time many of these documents are produced it is too late to consider any project alternatives. At best the process has only defined the conditions under which a project may proceed. Even then, these conditions are rarely met, often ignored completely or renegotiated after the fact. To address these concerns the project will support the DPWH to introduce a more systematic and comprehensive approach under NRIMP. 11. Memorandum ofAgreement between DPWHand DENR. Regarding environmental concerns, the project will be implemented in accordance with DAO 36-97. In order to help ensure that existing domestic environmental procedures are followed under the NRIMP project the DPWH and the DENR have entered into a Memorandum of Agreement (MoA text attached). This MoA commits the two agencies to follow a set practice of screening all road initiatives to be carried out by DPWH. The MoA was signed at the Secretarial level and went in to effect in May 1999 (Attachment 3). 12. The MoA defines the procedures to be followed, articulates specific criteria to be evaluated and describes how each criteria is to be ranked during the screening process. The MoA defines the specific roles of DENR and the DPWH and indicates the points at which consultation and technical review and clearances are required. The MoA requires that an Initial Environmental Examination be carried out for projects which effect environmentally critical areas and which have a rating of less than 5 according to the methodology developed collaboratively. A full EA is required in those cases where projects are located in ECA and where the score is greater than 5. It has been agreed with the World Bank that all sub-projects to be funded under NRIMP- 1 will apply the methodology and process defined within the MoA (see Environmental Assessments below). 13. Environmental Capacity Building In accordance with Executive Order 291 (1996) an Environmental Impact Assessment Office (EIAPO) has been established within DPWH. This unit has received technical assistance and financial support under the Highway Management Project (HMP) and will continue to receive support under NRIMTP - 1. Under NRIMP 1 this EIAPO will be further strengthened to include technical skills to address social and indigenous people's issues which arise during the course of implementing highway management projects. This unit will be known as the Environment and Social Service Unit (ESS). 14. The establishment of the ESS will attempt to forge a stronger linkage with between the EA teams and those responsible for preparing resettlement action plans (RAPs) under the project. During project preparation the DPWH completed a proposal for establishing a newly created Environmental and Social Service unit. This unit would be placed under the jurisdiction of the Under-Secretary for Technical Support Services. The new unit would be headed by a Director reporting directly to the USEC for Technical Services. Funding for an expatriate Project Advisor, equipment procurement and training would be derived from the NRIMP- 1. 15. Environmental Assessments. For a programmatic initiative such as NRIMP, it is useful to carry out a preliminary screening of all proposed sub-projects to determine the potential for 6  environmental impacts. It has been agreed that all sub-projects to be funded under NRIMP- 1 will, at a minimum, follow the terms and conditions of the MoA when conducting environmental review of proposed hub-projects. In addition, the EA prepared for each sub-project will meet all national requiremen..- as well as those of the World Bank. To date, there are eight sub-projects identified for funding under NRIMP- 1. An initial environmental examination has been prepared for all six sub-projects (Attachment 2) and an additional environmental report has been prepared for the Halsema Highway sub-project (project file). 16. Environmental Conditions in Construction Contracts. Inevitably the major responsibility for environmental protection and due diligence rests with the construction contractor who is building the road. Historically contractors in the Philippines have an extremely poor track record when it comes to environmental protection at the field level. In order to ensure that contractors are held to some performance standard, the project will require that all construction contracts contain clauses which define the environmental responsibilities of construction crews in the field. A draft of such clauses has been prepared by an independent experienced Environment Specialist (James Ramsay) which specifies a number of specific requirements and commitments that must be met during construction of roads. 17. Environmental Guidelines for Preventive Maintenance Works. Guidelines for environmental assessment of the preventive maintenance works has also been prepared and will be followed by DPWH during implementation. These guidelines provide the procedural steps and methodology to be followed including project screening; the calculation of ECA values; the determination of whether a project is considered environmentally critical; the assessment process to be followed; an outline for EMP and recommendations for mitigation measures appropriate for preventive maintenance works. The detailed guidelines are included as Appendix F of the "IBRD NRIMP Preventive Maintenance Component Study" prepared by an independent experienced Highway Maintenance Specialist (project file). DPWH has agreed to follow these guidelines during implementation. 18. Public Consultation. Social acceptability is one of the most important criteria identified by the GOP. To help the project achieve this objective it is required that all sub-projects will undertake public hearings to ascertain local community concerns as well as those of NGO and other stakeholders. The DPWH has agreed to submit the EA and RAP documents for public review. To carry out that activity, DPWH prepared a policy framework for Public Participation and Consultation (Attachment 1). In accordance with this framework, copies of the EA and Resettlement Action Plan (RAP) documents will be sent to all affected Barangay Office, CENRO, PENRO, and DPWH regional offices. These documents will be available to the public for review at these offices. The availability of the documents will be announced in at least one local newspaper and one national newspaper. The announcement will invite written comments from stakeholders including local government, NGOs, and other community representatives. Each sub-project will also conduct at least two public meetings to invite comments and discussion from stakeholders and affected individuals. It has been agreed that the EA consultation process could be carried out at the same time as consultation on the RAP. 19. Analysis of Alternatives. All road upgrading sub-projects to be funded under NRIMP- I follow existing road alignments. The analysis of alternatives carried out thus far for each sub- project has essentially considered the no-project alternative, essentially a decision between the rehabilitate or do not rehabilitate options. In all circumstances the no-project alternative would eliminate the resettlement concerns and would eliminate the concerns over construction related impacts of erosion, noise, and waste management associated with road construction. However, the existing road sections are at present in poor condition though part of the strategic national 7  roads network. Drainage and erosion problems are typical problems in most areas and have a continuous impact on local environmental conditions. In the absence of resurfacing these roads would continue to deteriorate leading to greater environmental problems in the long run. 20. Because the roads are already in place, the incremental indirect impacts resulting from road access would be small compared to those associated with a completely new alignment. It is argued that the potential indirect damage fiom increased access has already occurred through the project areas. Upgrading the roads would lead to little if any incremental access to areas of concern such as forests, protected areas, or other environmentally critical areas. The EIA-PO of DPWH is currently carrying out an additional analysis of altematives for each sub-project which will be presented in the final environmental reports of the project. 21. Land Acquisition, Resettlement and Rehabilitation Policy. The DPWH is preparing a comprehensive "Land Acquisition, Resettlement and Rehabilitation" policy framework, hereinafter called the 'Resettlement Policy', to govern all activities related to land acquisition, compensation, resettlement and rehabilitation of affected persons and vulnerable communities. The objective of the 'Resettlement Policy' is to ensure that all project affected persons share the project benefits; adverse social impacts are mitigated; and all PAPs receive compensation for their losses and are provided with rehabilitation measures to assist them to improve, or at least maintain their pre-project living standards, income earning capacity and production level (in accordance with the WB Operational Policy 4.30). The Resettlement Policy is currently being finalized. It shall be endorsed by DPWH prior to project negotiations. As the objective under NRIMP-2 and NRIMP-3 is to finance a time-slice of the DPWH road upgrading program, the policy would apply to all roads included in the program whatever the source of financing. World Bank review and approval and full implementation of the RAPs will be required before any civil works can take place. 22. In addition, DPWH has developed a 'Framework for Public Participation and Consultation' to ensure effective consultation with project affected persons. Summary Impacts Associated with NRIMP-1 Proposed Road Upgrading Sub-Projects 23. CP-1 La Trinidad-Mount Data Road, Halsema Highway. The Halsema Highway - also referred to as the Baguio-Bontoc-Banawe Road -- comprises a section of 185 km. of an existing road serving northem Luzon. Under NRIMP-1 and -2, the Bank would finance only a 85 kIn portion of this road from Baguio to Mount Data (85 KM). The terrain in this area is very steep and unstable. The road section to be upgraded under NRIMP was opened in 1930's and this road is now an essential element of the regional economy of the Cordillera. Since its completion the road has facilitated great social, political. economic and environmental change in the Cordillera region. 24. Environment. An Initial Environmental Examination (IEE) was prepared for the proposed project in 1997. An additional separate EA Report was prepared by an independent consultant (James Ramsay) in April 1998. The EA Report updates the lEE prepared in 1997 and adds a detailed Environmental Management Plan (EMP). The EA Report is comprehensive in nature and provide background information on the project design; domestic EA requirements; applicable World Bank Policy and Guidelines; summary of potential impacts; and a proposed mitigation and enhancement measures to be applied pre-construction, during construction and post-construction. 8  25. The preparation of this EA Report followed a consultative process involving affected communities along the alignment. The proposed EMP includes 24 specific actions addressing mitigation, enhancement measures, environmental monitoring, and environmental institutional strengthening. An ECC for this project was issued by DENR in January 1988 subject to 13 conditions including strict implementation of the Environmental Management Plan. 26. At present the road condition is deteriorating rapidly in many places. Previous short-term emergency efforts to maintain the road have contributed to destabilizing slopes leading to widespread erosion and slope failures. Most of the road related erosion stems from the original poor design, inappropriate construction methods, and lack of maintenance. According to the EA Report, the present situation is unsustainable since without appropriate intervention the slopes will continue to fail, access will be interrupted, economic activities disrupted, and emergency measures required to continuously to re-open damaged road sections will become increasingly costly and will only offer a short-term solution. Thus road rehabilitation is considered essential in this area on both social and environmental grounds. 27. In addition to construction related impacts, an important aspect of this road alignment is that for almost its entire length it runs through one or another category of protected area. Most notably the road runs through Mt. Data National Park and the remainder through various forest reserves (Central Cordillera, Chico River, and Bontoc-Ifugao). Above Banawe the road runs through 15 km of tropical mountain cloud forest which is the headwaters of the riyers serving part of the "Rice terraces of the Philippines Cordilleras" - a World Heritage site. The EA Report that, since 1930, the access provided by the road has facilitated the virtual complete conversion of the forest in Mt. Data Park to vegetable farms and has contributed to the decline of the so-called ",mossy forests between Bantoc and Banawe. 28. It is essential to remember that for most of the alignment the damage has already been done or is ongoing without the road project. The EMP proposes mitigation and enhancement measures to develop feasible land management strategies for these areas. In addition, the World Bank has supported the GOP efforts in this area through the Environment and Natural Resources Sector Loan (ENR-SECAL) which aims at promoting sustainable land use in the Mt. Data Region. 29. Social. The region served by the project road is an iinportant agricultural and vegetable growing area and a popular tourist attraction. Mining is the most predominant industrial activity in the region. The project, with improved access will bring significant positive benefits through greater access to the region enhancing its economic growth potential. 30. Except for the realignment sections, the proposed improvements in the project area will be carried out within the existing 20m ROW. Therefore, the project will not result in acquisition of any land except where realignment is proposed. However, on both sides of the existing roads and within the ROW, the land is currently being used for cultivation. 31. The project will affect a total of 123 household due to the loss of land that is currently put under cultivation. The total numbers of residential and commercial structures that will be affected are 135 of which 62 will be affected only marginally and 22 will have to relocate. Additionally, assets of 22 LGUs and 2 cooperatives or private corporations would be affected. It will also affect several structures built along the existing road, albeit only marginally, such as boundary walls, garages, porch, shallow wells, etc. The project will also result in the loss of incomes and businesses of some households. 9  32. A series of consultation with PAPs have already taken place and a Resettlement Action Plan satisfactory to the Bank is being prepared. It will be finalized prior to project appraisal and made available on the WB Public Information Centers. The RAP will lay out the mitigation measures and the compensation at replacement cost for affected land and assets as well as rehabilitation measures and transitional subsidies 33. CP-2 Buug-Kabasalan Road Section of Zamboanga- Pagadian Road. This sub- project involves the resurfacing and upgrading of an existing road section between Zamboanga and Pagadian in Zamboanga del Sur on the island of Mindanao. The proposed road section has a length of 52 km starting at Buug through the municipalities of Diplahan, Imelda, Siay, and ends at Kabasalan. It involves surfacing of the existing alignment and includes rehabilitation; repair of 17 existing bridges and installation of improved drainage. 34. Environment. An initial environmental examination has been carried out by the EIAPO of DPWH with technical assistance from Carl Bro International. The environmental analysis was completed in March 1999. This road section was originally part of an ADB Sixth highway project and was one of five road sections under the ADB project. Later this section was selected to be included under the World Bank financed Highway Management Project. Finally, in October 1998, the road section was recommended for inclusion under the NRIMP-1. 35. A Certificate of Exemption has been issued by DENR through its regional office in Zamboanga. Even though this project had been approved for the ADB project as well as for the HMP project, the NRIMP team requested that an additional environmental analysis be conducted to (1) determine whether the project affects any environmentally critical areas and (2) to ensure that environmental issues would be addressed under NRIMP. 36. The EA report documents the project's potential impact on 6 types of environmentally critical areas defined in Philippines regulations. The EIAPO report finds that much of the proposed project impact area is occupied by small communities and that forest cover in the area has already been lost due agricultural development. Thus, many of the direct and indirect impacts of resulting from the road alignment have already occurred. The incremental impact of the proposed project is therefore considered negligible. 37. The principal environmental impact of this project relates to careful control and supervision of construction practices. Poor construction practices may result in increase sedimentation in nearby stream which could affect fishponds due to siltation. Appropriate controls are recommended for siltation control at the construction sites. In addition to sediment control, the construction contracts will contain specific clauses to control construction related environmental effects such as noise and air pollution. 38.. The EA report identifies some potential positive impacts of the project. For example, perennial flooding of prime farmland in the project area resulting from natural drainage conditions of the Sibuguey River could be alleviated through provision of improved drainage ways and proper disposal of spoil materials generated by construction. An environmental management plan is presented in the EA report describing the types of impacts, the specific area affected, proposed mitigation measures, monitoring requirements and institutional responsibility for implementation 39. Social. There will be no major realignment in the proposed road project. Also, the 30 m road-right-of way (ROW) has long been acquired by DPWH. There will, therefore, be no land acquisition to be made. However, there is illegal occupants within the RROW. On both sides of 10  the existing roads and within the ROW, the land is currently being used for residential/commercial purposes. Other structures affected by the proposed road project include fences, boundary walls, etc. 40. The project will have adverse impact on a total of 106 households (or the equivalent of 505 persons), 2 community-based cooperative stores and 4 infrastructure facilities owned by the government. The total number of privately-owned main structures (e.g., houses and shops) that will be affected is 79, of which 34 are residential houses, 19 residential houses cum small commercial shops (i.e., mostly marginal variety stores), and 26 small commercial shops. 71 of these main structures are made of temporary materials and 8 of semi-permanent materials. No permanent main structures will be affected. 41. Twenty-eight privately-owned main structures will be affected by the project, of which 5 may be relocated behind the lot where they are presently standing. The other 23 will need to be relocated. Of the 23 that will be relocated, 12 are residential and 11 residential cum commercial structures. All of the four government-owned structures (i.e., concrete fence, basketball court, tennis court, and a barangay hall) will have to be relocated. Moreover, about 75 trees of commercial value and of various species will be acquired by the road project. 42. A Resettlement Action Plan satisfactory to the Bank is currently being prepared. It will be finalized prior to project appraisal and made available on the WB Public Information Centers. The RAP will lay out the mitigation measures and the compensation at replacement cost for affected land and assets as well as rehabilitation measures and transitional subsidies. The RAP will also be fully implemented prior to the commencement of the works. 43. CP-3 Calinan-Buda. This sub-project is located in Calinan District in the province of Bukidnon in Mindanao. The project involves the restoration of an existing alignment and activities include: provision of asphalt concrete pavement surface on existing alignment, rehabilitation of the 150 m. Suawan Bridge, and provision of drainage facilities and road safety measures. This road section was initiated under the World bank's Highway management project and is proposed for continuation under the NRJMP-1. An Environmental compliance Certificate for this project was issued by the DENR on April 28, 1995. Detailed engineering designs and bidding documents are being revised. 44. Environment. The EA report identifies a number of potential adverse impacts. As with other rehabilitation projects the primary impacts are associated with construction related activities and are considered to be short-term in duration. Construction level mitigation practices will be used to control run-off, waste management, noise, dust and other air pollution impacts. The EA report has yet to complete an Environmental Management Plan. 45. Social. Social impact assessment and RAP, if needed, will be prepared in accordance with policy frameworks for Land Acquisition, Resettlement and Rehabilitation and Public Consultation during year one of NRIMP- I when engineering designs will be begin preparation and/or updates. Civil works for this road will not begin until year two or later and also until the RAP, if needed, is approved by the Project Office and the World Bank. 46. CP-4 Surigao - Davao Coastal Road. This sub-project involves the improvement and rehabilitation of an existing gravel road to Portland cement pavement standard and replacement of deteriorating bridges. The improvement of the project is expected to contribute to the livelihood development of local communities. A preliminary draft environmental review has been completed for this sub-project. The review does not identify any significant environmental II  problems. The assessment does not identify any impacts on mangroves, agricultural or forested areas. Detailed engineering designs will be prepared from December 1999. Construction is expected to start during NRIMP- 1 second year of implementation 47. Environment. A draft environmental management plan has been prepared for this sub- project which identifies construction related impacts pre-construction, during construction and during operations of the project. The EMP proposes mitigation and enhancement measures which will primarily be the responsibility of the construction contractor. DPWH and DENR will provide monitoring and supervision. 48. Social. Social impact assessment and RAP, if needed, will be prepared in accordance with policy frameworks for Land Acquisition, Resettlement and Rehabilitation and Public Consultation during year one of NRIMP- 1 when engineering designs will be begin preparation and/or updates. Civil works for this road will not begin until year two or later and also until the RAP, if needed, is approved by the Project Office and the World Bank. 49. CP-5 Malalag - Malita Road Project . This sub-project aims to upgrade the gravel road alignment joining Malalag, Santa Maria and Malita in the province of Davao del Sur in Mindanao. The road section will be improved to asphalt concrete pavement standard; raising the gradeline in flooded sections; construction of concrete bridges to replace deteriorated ones; construction of concrete box culverts; and improvement of blind curves in mountainous sections of the road. Detailed engineering designs will be prepared from December 1999. Construction is expected to start during NRIMP- 1 second year of implementation 50. Environment. An environment report has been prepared for this sub-project and discusses the project's likely impacts on soil erosion, drainage, traffic management, land acquisition, tree cutting, and social acceptability. Erosion control is considered essential in this project area as the road passes through sections of steep lands. There are indications of significant landslides in the region and some of the mountain zones are considered to be unstable. The project will involve road widening and will require tree cutting in some areas. It is estimated that between 300-350 trees will need to be removed in order to facilitate widening. Trees to be cut are mainly commercial trees such as coconut, banana, gemelina. 51 DPWH has indicated that during public consultations trees with monumental or community value will be identified and removal will be avoided during construction. According to DENR requirements, permits will be required prior to cutting and the DPWH will be required to plant twice the number of trees removed. Because.the road follows a coastal alignment, concerns have been raised by local DENR staff that erosion and siltation could affect areas of downstream mangroves if care is not taken during construction. The EA report contains good documentation such as maps, figures, and photographs of the project area. 52. An draft environmental management plan has been prepared for the sub-project which describes project activities, possible impacts, the area affected, mitigation and enhancement measures proposed, monitoring requirements and institutional responsibility for implementation. The project has been discussed with local government units in the affected Barangays. Certification has been given from each Barangay Chairman and Municipal Mayors indicating their support for the project. Further consultations will be carried out in accordance with the agreed procedures described above. 53. Social. Social impact assessment and RAP, if needed, will be prepared in accordance with policy frameworks for Land Acquisition, Resettlement and Rehabilitation and Public 12  Consultation during year one of NRIMP-1 when engineering designs will be begin preparation and/or updates. Civil works for this road will not begin until year two or later and also until the RAP, if needed, is approved by the Project Office and the World Bank. 54. CP-6A Hinoban - Basay Section of the Kabankalan - Basay Road Project. This sub- project involves the improvement of an existing 32.3 km section of the road between Hinoban and Basay. The project is located on the island of and straddles the provinces of Negros Occidental and Negros Oriental. The project includes surfacing of the existing gravel road with asphalt concrete; raising the grade-line in flooded sections; construction of new bridges to replace deteriorated ones; construction of concrete box culverts to replace existing structure; and improvement of hairpin turns in mountainous sections of the road. The majority of the road section follows the coastline which may affect existing coastal resource if precautions are not adequately implemented. Construction on non-Bank funded portions of the road have already begun and are nearing completion. Detailed engineering designs will be prepared from December 1999. Construction is expected to start during NRIMP- 1 second year of implementation 55. Environment. A separate environmental report has been completed for this project by the ELkPO of DPWH. The principal findings of the EA report indicate that environmental impacts are expected to be localized, of a temporary nature and are manageable with proven construction mitigation techniques. Specific construction related impacts indicated in the EA report include: potential increase in local drainage (flooding); erosion resulting from slope cuts for road widening; potential deterioration of water quality resulting from poor management of construction materials, quarry sites, stockyards and campsites; waste water flows from labor camps, stock yards crushing plants and equipment; and air quality. Because the road follows a coastal alignment care will also be taken to control erosion runoff to avoid damage to marine ecosystems such as nearby coral reefs. 56. A public consultation process has been initiated which involves representatives of LGU, concerned citizens, NGOs and other project stakeholders. The EA report will be made available offices of Barangay captains of the affected Barangays (10 in total) as well as in the with the Community Environment and Natural Resource Office, the Provincial Environmental and Natural Resource Office and the Regional offices of DPWH. Based on the concerns and issues raised during the consultation process, additional information may be provided in the EA reports. 57. An initial Environmental Management Plan has been proposed for this project which describes the project activities, the potential impacts, areas affected, mitigation and enhancement measures proposed, monitoring requirements and primary responsibility for the mitigation measures. 68. Social. Social impact assessment and RAP, if needed, will be prepared in accordance with the policy frameworks for Land Acquisition, Resettlement and Rehabilitation and Public Consultation during year one of NRIMP-l when engineering designs will be begin preparation and/or updates. Civil works for this road will not begin until year two or later and also until the RAP, if needed, is approved by the Project Office and the World Bank. 69. CP-6B San Enrique-Vallehermoso Road (28 km). This sub-project involves the upgrading of an existing 28 km section (between Negros Oriental provincial border and La Castellana) of the road between San Enrique and Vallehermoso. The road is located in Negros Occidental. The project consist of resurfacing the existing gravel road with Portland cement concrete and drainage improvements. Detailed engineering designs will be prepared from 13  December 1999. Construction is expected to start during NRIMP-1 second year of implementation 70. Environment. A separate environmental analysis will be completed for this project by the EIAPO of DPWH in accordance with the MOA signed between DENR and DPWH. Public consultations will also be initiated in accordance with the Policy Framework for Public Consultation. As a follow up, an Environmental Management Plan will be prepared and reviewed by the Bank. The EMP will describe the project activities, the potential impacts, areas affected, mitigation and enhancement measures proposed, monitoring requirements and primary responsibility for the mitigation measures. 71. Social. Social impact assessment and RAP, if needed, will be prepared in accordance with the policy frameworks for Land Acquisition, Resettlement and Rehabilitation and Public Consultation during year one of NRIMP- 1 when engineering designs will be begin preparation and/or updates. Civil works for this road will not begin until year two or later and also until the RAP, if needed, is approved by the Project Office and the World Bank. 72. CP-7 Maramag-Kibawe (46 km) and CP-8 Buda-Maramag Road (56 km). These two roads are already being constructed under the WB-financed Highway Management Project (Loan 3430-PH). As HMP loan is expected to be completely utilized by the anticipated extended closing date of June 30, 2000, it is proposed that their completion be financed under NRIMP-I . Environmental Compliance Certificate (ECC) were issued for these two contracts. Minor resettlement was carried out in accordance with existing legislation. However, at the request of the Bank, EIAPO will complete a social assessment by September 1999. Following this assessment, appropriate actions will be carried out by DPWH to comply with the requirements of the proposed Resettlement Policy. Attachments (available upon request): 1 - DPWH, EIAPO June 1999, "Framework for Public Participation and Consultation" 2- DPWH, EIAPO June 1999, Consolidated Initial Environmental Examination (IEE) for National Road Improvement and Management Program including: - Executive Summary - IEE reports for CPs 1, 2, 3, 4, 5 and 6 - DPWH-Environmental Policies and Philippines Environmental Laws - Memorandum of Agreement between DPWH and DENR - Copies of Environmental certificates Other Documents on Project File DPWH, May 18, 1999 "Proposed Institutional Arrangements for the Environment and Social Unit" DPWH, June 1999 "Institutional Analysis. NRIMP Social Aspects Component", Draft Ramsay, James April 1998 "Conditions of Contract. Proposed Environmental /Social Amendments" 14  Zachara, Marian, June 1999, "NRIMP Preventive Maintenance Component Study" Contact Points: Mr. Denis Robitaille Highway Engineer, Task Team Leader East Asia and Pacific Region Transport Sector Unit Telephone: (202) 458-7130 Fax: (202) 522-3573 and/or Mr. Toru Hashimoto Infrastructure Coordinator Philippines Country Management Unit 23rd Floor, The Taipan Place Building Emerald Avenue, Ortigas Center, Pasig City, Manila, Philippines Telephone: (632) 637-5855-64 Fax: (632) 917-3050 and/or Mrs. Criste Navida Unit Manager Environmental Impact Assessment Project Office Department of Public Works and Highways Bonifacio Drive, Port Area Manila, Philippines Tel: 632-527-2604 Fax: 632-527-2607 15