INTEGRATED SAFEGUARDS DATA SHEET APPRAISAL STAGE Report No.: ISDSA2320 Public Disclosure Copy Date ISDS Prepared/Updated: 13-Mar-2013 Date ISDS Approved/Disclosed: 14-Mar-2013 I. BASIC INFORMATION 1. Basic Project Data Country: Georgia Project ID: P130413 Project Name: Fourth East West Highway Improvement Project (P130413) Task Team George A. Banjo Leader: Estimated 18-Mar-2013 Estimated 09-May-2013 Appraisal Date: Board Date: Managing Unit: ECSTR Lending Specific Investment Loan Instrument: Sector: Rural and Inter-Urban Roads and Highways (95%), Public administration- Transportation (5%) Theme: Infrastructure services for private sector development (50%), Trade facilitation and market access (25%), Regional integration (25%) Financing (In USD Million) Total Project Cost: 93.75 Total Bank Financing: 75.00 Public Disclosure Copy Total Cofinancing: Financing Gap: 0.00 Financing Source Amount BORROWER/RECIPIENT 18.75 International Bank for Reconstruction and Development 38.00 International Development Association (IDA) 37.00 Total 93.75 Environmental A - Full Assessment Category: Is this a No Repeater project? 2. Project Objectives The PDOs are: (i) to contribute to the gradual reduction of road transport costs and to improve road safety along the section upgraded under the project; and (ii) to strengthen the capacity of the Roads Department (RD) and Ministry of Regional Development and Infrastructure (MRDI) to plan and Page 1 of 12 manage the road network and improve road traffic safety. 3. Project Description Public Disclosure Copy The proposed EWHIP4 is designed mainly to finance the upgrading of the East-West Highway (E60) from the end of the Agara to Zemo Osiauri and institutional strengthening of the RD and MRDI. It will complement planned improvements under the ongoing Third East West Highway Improvement Project (TEWHIP) and its Additional Financing by assisting in the upgrading of the East West Highway westward towards the Rikoti Tunnel, including required access connections to the local road network. In addition, the project will finance: (i) road safety improvements on sections of the existing E60 alignment from Natakhtari to Ruisi and from Agara to Chumateleti that will not be affected by the planned upgrading, (ii) activities for strengthening the management of the road sector, (iii) preparatory studies for future improvements to the E60, and (iv) provision of program delivery and monitoring services. The Project has the following four components: Component 1: Improvement and asset management of the East-West Highway (Estimated Cost: US$ 74.50 million). (a) Upgrading of existing 2-lane E60 East-West Highway to a 2-lane dual carriageway from Agara to Zemo Osiauri. The length of the section of the E60 to be upgraded is of about 12 km and contains two interchanges, four bridges, several overpasses and underpasses and approximately 3.4 km of riverbank protection. The carriageway will be of concrete pavement. The construction period is estimated at 27 months (Estimated Cost: US$ 55.00 million including contingencies). (b) Maintenance of the E60 2-lane dual carriageway between Natakhtari and Ruisi. This sub- component will finance a multi-year maintenance contract to assure the continued serviceability of this section of the E60. The section is approximately 67km long plus access ramps. The maintenance interventions and type of contracts will be determined based on the outcome of a preparatory study to be financed under Component 3 (Estimated Cost: US$ 8.00 million including contingencies). (c) Civil works to improve road safety and access roads on the existing East-West Highway between Natakhtari and Ruisi (67km) and along the existing E60 alignment between Ruisi and Chumateleti (44km). The identification and design of the road safety measures and access roads will Public Disclosure Copy be undertaken under Component 3 (Estimated Cost: 6.00 US$ million including contingencies). (d) Environmental improvement measures along completed sections of the E60 highway between Natakhtari and Ruisi (67km). This sub-component will finance activities to implement measures to address adverse environmental impacts of construction activities during the upgrading of these sections. Identification and design of the measures to be implemented (e.g. tree planting, landscaping, additional top soil, etc.) will be based on an environmental audit of the sections to be carried out under Component 3 (Estimated Cost: US$ 1.50 million). (e) Construction supervision and quality assurance services. The services to be financed will be for all civil works financed under the Project. This activity will also include a Technical Audit of the civil works contracts (Estimated Cost: US$4.0 million). Component 2: Institutional strengthening (Estimated Cost: US$ 2.5 million) This component provides for the financing of activities to further deepen institutional strengthening efforts being undertaken under ongoing Bank supported projects. The activities are as follows: Component 2A – Institutional strengthening of the MRDI (a) Review and updating of road sector strategy (Estimated Cost: US$0.5 million). This sub- component will finance the development of a road sector strategy with two key areas of focus: (i) institutional arrangements, and (ii) financing. The strategy will also include an analysis of the social Page 2 of 12 and gender impact of the proposed strategy. The findings from the study will help MRDI develop recommendations for policy actions to be taken to improve the sustainability of the road network management and financing. Public Disclosure Copy (b) Support to the MRDI to improve road safety management capacity for the local construction industry (Estimated Cost: US$0.2 million). This sub-component will finance technical assistance to the MRDI for a capacity building in road safety policy issues and management and coordination of road safety activities including inter alia: (i) assessment of the existing National Traffic Safety Strategy and Action Plan for 2010-2013 and development of a new strate gy and plan for 2014-2017, and (ii) capacity building of the MRDI in road safety policy issues. (c) Support to the MRDI to improve the regulatory environment for the local construction industry (Estimated Cost: US$0.2 million). The activities to be financed will include those for implementing measures to improve the regulatory environment for the local construction industry including inter alia measures to promote improved professional practices within the industry including training needs assessment and manpower development. (d) Measures to improve manpower planning and development in MRDI (Estimated Cost: US $0.2 million). This will include: (i) training needs assessment and preparation of manpower development plan for the MRDI, (ii) implementation of strategic incremental training, and (iii) regular learning events to promote knowledge of best practices in road sector policy and management and promote their adoption. Such activities may be common with similar activities organized for the RD under component 2B (a) and will also target higher education institutions. Component 2B: Institutional strengthening of the Roads Department (e) Organizational efficiency improvement and manpower planning and development measures (Estimated Cost: US$0.90 million). This sub-component contains activities aimed at assisting the RD improve the efficiency and effectiveness of its organizational arrangements. Planned activities include those aimed at improving internal business processes, national design standards, multiannual planning and development, and implementation of a communication strategy and various other studies to be determined. For manpower planning and development, the activities will include Public Disclosure Copy training needs assessment and preparation of manpower development plan; implementation of strategic incremental training with particular focus on FIDIC Rules, and regular learning events to promote knowledge of best practices in road management and promote their adoption. (f) Development of a strategic roadmap for the development and implementation of Intelligent Transport Systems (ITS) along the E60 corridor, from Tbilisi to the Turkish Border (Estimated Cost: US$0.50 million). This sub-component will finance the development of a long-term vision and a comprehensive action plan for the deployment of ITS along the E60 covering definition of the overall concept and strategic action plan for its implementation. The study will also include exploration of possible roles for the private sector in the implementation of the proposed ITS and some training activities to assure full understanding by the RD and MRDI of good practices in ITS application, worldwide and within neighboring countries and the impact of study proposals. Component 3: Preparation of designs and supporting studies for future projects for the development of the East-West Highway (Estimated Cost: US$ 10.80 million) This component will finance activities for the definition and design of civil works included in Component A of the proposed Project and preparatory studies for the future westward upgrading of the E60. The planned activities include: (a) Study to define the scope of the maintenance interventions along some upgraded sections of the E60 2-lane dual carriageway e.g. Natakhtarito Ruisi (67 kilometers). In addition, this sub- Page 3 of 12 component will include the review and update of current maintenance guidelines being used by the RD. (Estimated Cost: US$0.5 million). (b) Road safety improvement studies and designs. The study will identify needed road safety Public Disclosure Copy interventions and access improvements to be implemented along the existing road between Natakhtari and Chumateleti (111 kilometers). It includes: (i) road safety audits along the road section, and (ii) detailed design of the proposed measures (Estimated Cost: US$0.30 million). (c) Update of feasibility studies and undertaking of preliminary engineering design of new Rikoti Tunnel and 60km of highway between Chumateleti and Argveta. The study will adopt a ‘corridor improvement approach’ and thus include identification of physical measures aimed at improving connectivity between the E60 and adjacent local road network. The studies will also include an environmental and social impact assessment and management plan for the new corridor. (Estimated Cost: US$7.50 million). (d) Detailed design of the new tunnel at Rikoti, preparation of bidding documents and independent review of all technical and safety provisions. The design will also include the design of related access roads to nearby population centers. This activity has been separated from 3 (c) above to allow flexibility in the possible financing arrangements for the tunnel (e.g. public private partnership). The environmental and social impact assessment and management plans have not been separated, and will be done as part of 3(c) above. (Estimated Cost: US$2.50 million). Component 4: Project management support (Estimated Cost: US$ 1.40 million) (a) Implementation support to RD. This sub-component provides for the financing of goods and services to the RD for: (i) the main civil works and (ii) the consulting contracts under the Project. The goods to be purchased are of estimated value US$0.30 million which includes road safety equipment, computers and 4WD pick-up vehicles. (Estimated Cost: US$0.50 million). (b) Financial audits and project monitoring and evaluation services (Estimated Cost: US$0.90 million.) This sub-component finances inter alia the cost of the provision of these services by the Transport Research and Reform Center (TRRC) and external audit firm to be engaged. 4. Project location and salient physical characteristics relevant to the safeguard Public Disclosure Copy analysis (if known) The 12 km section of the highway to be upgraded under the proposed project passes through rural areas, where environmental pollution is insignificant. No polluting or noise-intensive industries exist in the region nowadays. Physical environment around the subject section of the highway is not rich in its biodiversity. Landscape around it is transformed and land is either cultivated or degraded. There are no designated protected areas in the vicinity of the project site. No protected plant or animal species are either recorded in the area or registered during field surveys. Rivers and adjacent floodplains are the only types of sensitive habitats, which fall under potential direct impact zone of the project during the construction phase. The highest environmental sensitivity of the proposed project is the proximity to the river of part of the designed re-alignment. Associated risks of the construction phase include impact on vegetation and soil, possible deterioration of water quality and disturbance of terrestrial and aquatic life, while risks of the operation phase are potential water damage to the road embankment and increased flooding of the area on the right bank of the river in the section where embankment will be built on the left bank. These risks were carefully examined from engineering and environmental viewpoints and were found moderate. Construction phase impacts will be mitigated by applying conventional good practice of works in waterways. The overall level of resettlement and land acquisition is considered to be modest. The project will Page 4 of 12 require the acquisition of 93,4 ha of land, of which 60 percent is state land and 40 percent is private land. The project would affect a total of 1011 persons in 259 households. Of these affected households, 95 percent will lose agricultural land plots, 2 percent will lose commercial land and the Public Disclosure Copy remaining 3 percent will lose their jobs (28 affected persons). The project will affect one residential business (gas filling station) and will cause 7 employees to lose their jobs. Project impacts and compensation measures are detailed in the Resettlement Action Plan (RAP) which has been developed for the project. 5. Environmental and Social Safeguards Specialists Darejan Kapanadze (ECSEN) Vera Dugandzic (ECSSO) 6. Safeguard Policies Triggered? Explanation (Optional) Environmental Assessment OP/ Yes The Project will finance the upgrading of large BP 4.01 scale transport infrastructure, part of which will be along a new alignment. It may therefore have significant and irreversible impacts. It is thus classified as environmental Category A. The results of the EIA show that majority of the potential environmental impacts of the project are associated with the construction phase and are temporary in nature. The main environmental impacts at the construction phase come from clearing of the right-of-way (RoW); establishment/ operation of work camps and temporary access roads; operation/servicing of construction machinery; earth works; works in river crossing/close to the riverbed (Suramula and Public Disclosure Copy Mtkvari rivers) and construction of bank protection structure along the left bank of the Mtkvari River. Natural Habitats OP/BP 4.04 No Forests OP/BP 4.36 No Pest Management OP 4.09 No Physical Cultural Resources OP/ Yes Project implementation is not expected to BP 4.11 negatively affect any known physical cultural resources. However, the portion of the highway to be constructed along a new alignment carries the potential of encountering chance finds in the course of earth works, which have happened in several past projects in neighboring locations. The policy is triggered to have adequate arrangements in place for handling such situations. Page 5 of 12 Indigenous Peoples OP/BP 4.10 No Public Disclosure Copy Involuntary Resettlement OP/BP Yes Social impact on local population is expected to 4.12 be low to moderate. Overall, the project will require the acquisition of 93,4 ha of land from 445 plots, of which private land is 37,2 ha from 255 land plots and state land is 56,1 ha from 190 land plots. Most of these land plots belong to the existing road infrastructure and are not subject for compensation. No state owned land plots in the affected area are used by leaseholders and there are no squatters. The Project would affect a total of 1,011 people (535 are male and 476 females) in 259 households. Out of 259 affected households, 188 households (733 persons) are considered to be severely affected by the project construction works. 180 households will be affected due to loss of more than 10 percent of their productive land; one houshold is losing its business and seven households are losing their jobs and related incomes, which curently constitutes more than 10% income for their families; and one family- run gas filling station. Ten of severly affected households are headed by women. The resettlement planning followed a participatory process and a grievance redress Public Disclosure Copy mechanism was established as detailed in the RAP. Consultations with potential affected population were conducted in 2009 in the course of the development of the feasibility study. The consultations with affected people have been done during the RAP preparation and are still ongoing through community level meetings and individual contacts. Safety of Dams OP/BP 4.37 No Projects on International No Waterways OP/BP 7.50 Projects in Disputed Areas OP/BP No 7.60 II. Key Safeguard Policy Issues and Their Management A. Summary of Key Safeguard Issues Page 6 of 12 1. Describe any safeguard issues and impacts associated with the Restructured project. Identify and describe any potential large scale, significant and/or irreversible impacts: The proposed Project road passes through a significantly transformed landscape, away from Public Disclosure Copy protected areas and biodiversity hotspots. The main environmental impacts are expected at the construction phase and come from clearing of the right-of-way (RoW); establishment/operation of work camps and temporary access roads; operation/servicing of construction machinery; earth works; works in river crossing/close to the riverbed (Suramula and Mtkvari rivers) and construction of bank protection structure along the left bank of the Mtkvari River. Clearing of the RoW will be required for widening of road in the sections where the highway alignment remains unchanged, and for cleaning a new route for the re-aligned sections. This would imply removal and stockpiling of topsoil, removal of shrubs, and cutting of up to 1490 trees and shrubs. Establishment of construction camps and access roads is associated with generation of solid waste and waste water, compression of soil, and noise disturbance for nearby population. Parking, operating and servicing of construction machinery will carry the risk of operational spills of oils and lubricants (i.e. the risk of soil and water pollution) and generation of noise, vibration, dust, and emissions. Construction of bridges and the bank protection structure can cause water pollution with liquid/solid waste. Increase of water turbidity, as a consequence, carries risk of temporary impact on aquatic life. It is expected that the construction material will be purchased from suppliers licensed to operate quarries. License for use of natural resources - in case contractor decides to use own quarries - will be obtained by the contractor. Construction works will also have implications for the occupational health and safety of workers/personnel. Social impact of the project is expected to be low to moderate. The Project would affect a total of 1011 persons in 259 households, including 247 households through loss of agricultural land, 5 households through the loss of commercial land, and one household through loss of a residential business (including 7 job losses). Overall, 180 households will be severely affected due to loss of more than 10% of their productive land. Public Disclosure Copy 2. Describe any potential indirect and/or long term impacts due to anticipated future activities in the project area: Impacts of the upgraded section of the road during its operation phase are less diverse. Considerable environmental aspects of the highway operation will be air pollution from automobile emissions, noise, and pollution of soil and surface water with litter and drainage from the highway as well as water pollution with liquid/powder cargo and/or fuel and lubricants from the cars as a result of traffic accidents on the road section passing near riverside and/or the accidents on the river crossings. Project design brings risks of negative impacts on rivers’ hydrology from the highway operation to the feasible minimum. Provision for road safety and control over the traffic regulation will contribute to managing risks of accidents on the bridge and near the river bank. Acceptable noise levels will not be exceeded in the short to medium term perspective and are likely only in case of traffic increase projected in a long term. The design allows for placing sound barriers in the future if needed. Finally, traffic safety will be an important issue with health, social, and environmental implications. 3. Describe any project alternatives (if relevant) considered to help avoid or minimize adverse impacts. Various alignments of the highway carry different levels of environmental risks, which has been critical in environmental analysis of the project alternatives. Page 7 of 12 No “showstoppers� have been identified during the Environmental Impact Assessment (EIA) and the anticipated impacts can be managed by application of adequate construction standards and good environmental practices. Nonetheless, a “do nothing� option was considered as one of the Public Disclosure Copy project alternatives. While it has no environmental and social impacts resulting from construction works, operating the highway in its current poor condition has negative environmental impacts from traffic jams, noise, low speed, and high emission. In the, future with consideration of increased traffic flow, the situation will worsen. Under the "do nothing" scenario local communities would lose opportunity of benefiting from all positive effects associated with the highway improvement, including profits resulting from increased cargo turnover and tourism. Therefore, as the potential positive impacts of the project surpass its possible negative impacts, the “do nothing� option was discarded. Out of the five considered alternative alignments considered at the feasibility stage, three were discarded at an earlier stage due to the anticipated significant negative impacts, including alteration of land use patterns and major resettlement/compensation needs. Both of the preferred alternatives implied widening of the road within the present alignment in one section, and re- alignment of the road to bypass Gomi from either the north or the south. The multi-criteria analysis that considered costs and benefits of alternative alignments included the impact on land acquisition and resettlement. An important reason for eventually discarding the northern bypass alignment was the potential adverse impact on a considerable area of agricultural land located within an agro-climatic zone favorable for horticulture. The chosen alignment has the least impact on land acquisition and resettlement compared to the other alternatives. In terms of minimizing land acquisition and resettlement, due considerations have been given during the design of the road widening alignment and intersections layout to minimize the adverse impacts of land acquisition and involuntary resettlement. Efforts have been put to incorporate best engineering solution in avoiding large scale land acquisition and resettlement. Following are the specific measures adopted for the selection of the route: (i) the short sections of the existing road required improvement of geometric characteristics and involved some minor realignment. Realignment for these sections has been well tuned on site to avoid most densely settled areas; (ii) Public Disclosure Copy intersections with local roads have been designed to avoid resettlement; and (iii) designs of intersections were reviewed by resettlement specialists and their recommendations were considered in the final design. 4. Describe measures taken by the borrower to address safeguard policy issues. Provide an assessment of borrower capacity to plan and implement the measures described. A full scale EIA of the project was carried out and an Environmental Management Plan (EMP) was produced with a full set of the proposed mitigation measures and monitoring indicators. The EIA report describes the role of the Roads Department (RD) in overseeing adherence of construction works with the recommended mitigation measures and identifies the needs for RD’s technical and institutional capacity building for ensuring full environmental compliance of the project. Separate EMPs will be developed to cover civil works for improvement of road safety and access roads as well as the environmental improvement measures along the selected sections of the highway (activities c and d under component A of the project) once detailed designs for these works are produced. A supervision consultant will be hired by RD to provide technical control and quality assurance of civil works. Environmental monitoring will be an integral part of the consultant’s assignment and information on the compliance with EMP will be included into the supervisor’s regular reporting to RD. RD will have an overall responsibility for applying due environmental diligence. This will include ensuring quality of the supervision consultant’s performance, site inspections, timely response to any issues identified by the consultant or by RD Page 8 of 12 inspectors, and record keeping on all environmental aspects of the project implementation. A special unit mandated to oversee environmental and social aspects of RD’s activities has been recently established within this institution. Staffing and capacity building of the unit is underway. Public Disclosure Copy RD will maintain the safeguards unit and further strengthen it for the purposes of the project implementation, although the function of the unit is not project-specific and will be retained beyond its life as part of RD’s general institutional development. Before commencement of works the selected works contractor will be asked to develop and agree with RD and the World Bank waste management (including spoil disposal), traffic management, health and safety, and other plans listed in technical specification for bidders. The works contractor will also develop and agree with the client a plan of greening and landscape reinstatement at a relevant stage of contract implementation. The improvement of the E-60 highway aims at minimizing the need of interventions during its operation and maintenance. Ensuring safe and good environmental performance will be a high priority at the operations stage and will comply with the requirements of the national legislation and the best international practices. RD, through an outsourcing arrangement, will permanently maintain and, in a longer term, improve greening along the right of way to be provided by the construction contractor for landscape reinstatement and as a compensation for trees removed during works. Regular collection of solid waste will be organized along the highway. The State technical control of the highway through regular oversight and inspection will be provided. River bank protection structures will not change hydrology of the stream or cause flooding of the land on the right bank of the river. Based on modeling done, operation of the upgraded Gomi bypass section of the highway is unlikely to cause increase of noise levels beyond the established acceptable levels in short to medium term perspective, and therefore no mitigation measures other than establishment of speed limits in several sections of the highway are required at present. In case the noise level limits are exceeded in future due to increase of traffic volumes forecasted in a long term perspective, RD will install noise barriers and consider additional greening along the Public Disclosure Copy rights of way. Land acquisition and resettlement processes under the ongoing the EWHIP projects have been implemented fully in line with the Georgian laws and regulations and World Bank OP 4.12 policy on Involuntary Resettlement. All policy requirements to restore the livelihoods of the project affected people and effect and complete the compensation payments are being met in a satisfactory and timely manner. In 2012, the RD management approved hiring of two social safeguard consultants which enabled a smooth implementation of land acquisition and resettlement issues and timely issuance of compliance and progress reports in line with the legal covenants. 5. Identify the key stakeholders and describe the mechanisms for consultation and disclosure on safeguard policies, with an emphasis on potentially affected people. The Ministry of Regional Development and Infrastructure and RD under it, municipalities and residents of the settlements located along the project section of the highway, transit passengers, tourists, businesses moving cargo along the highway, and potential investors dependent on the transportation through the highway will benefit from the project implementation. The Bank policies and the Georgian legislation require meaningful public participation and involvement in the process of the EIA and environmental management planning. The initial consultations on the environmental implications of the proposed project and the scope of the EIA Page 9 of 12 were carried out at the early stage of its preparation. Meeting with local community was held 25 September 2012. Information about terms of reference, alternatives under consideration, and the EIA procedure and permitting issues were presented. The EIA report was posted on the web page Public Disclosure Copy of RD. Hard copies of the document were made available at the offices of Gomi and Khashuri local governments located within the project implementation area. Final consultations on the draft disclosed EIA was carried out on February 6, 2013 in Gomi. The RAP preparation has been delayed since the detailed design has not been completed. The draft RAP was developed in February 2013. It describes the overall legal framework, project impacts, entitlements, action plans for relocation and livelihood rehabilitation, consultations, grievance redress mechanism, implementation schedules, cost and budget as well as institutional and monitoring arrangements. The overall level of resettlement and land acquisiton is considered to have modest impact. The project would affect a total of 1011 persons in 259 households, including 247 households through loss of agricultural land, 5 households through the loss of commercial land, and one household through loss of a residential business (including 7 job losses). Consultations with potential affected population were conducted in 2009 in the course of the development of the feasibility study. The consultations with affected people have been done during the RAP preparation and are still ongoing. The main avenue of consultations are community level meetings and individual contacts. Joint EIA and RAP consultation meeting was held in the town of Gomi on February 6, 2013, The consultation process is ongoing: additional meetings in all affected municipalites will be carried out and information leaflets distributed. The protocols of these meetings will be reflected in the final RAP to be completed with the completion of the detailed design. According to the timeline of the draft RAP, the negotiations with affected people will start in mid April 2013 and it is expected to be completed in early June 2013. Payment of compensation and cash allowances will be finalized by the end of June 2013. All activities related to the land acquisition and resettlement have been scheduled to ensure that compensation is paid prior to Public Disclosure Copy displacement and commencement of civil works. The resettlement cost is estimated to amount GEL 7 million, equivalent to USD 4,3 million and will be paid from the counterpart funding. B. Disclosure Requirements Environmental Assessment/Audit/Management Plan/Other Date of receipt by the Bank 03-Jan-2013 Date of submission to InfoShop 14-Jan-2013 For category A projects, date of distributing the Executive 11-Jan-2013 Summary of the EA to the Executive Directors "In country" Disclosure Georgia 09-Jan-2013 Comments: Resettlement Action Plan/Framework/Policy Process Date of receipt by the Bank 13-Mar-2013 Date of submission to InfoShop 13-Mar-2013 Page 10 of 12 "In country" Disclosure Georgia 06-Mar-2013 Comments: Public Disclosure Copy If the project triggers the Pest Management and/or Physical Cultural Resources policies, the respective issues are to be addressed and disclosed as part of the Environmental Assessment/ Audit/or EMP. If in-country disclosure of any of the above documents is not expected, please explain why: C. Compliance Monitoring Indicators at the Corporate Level OP/BP/GP 4.01 - Environment Assessment Are the cost and the accountabilities for the EMP incorporated Yes [ ] No [ ] NA [ ] in the credit/loan? OP/BP 4.11 - Physical Cultural Resources Does the credit/loan incorporate mechanisms to mitigate the Yes [ ] No [ ] NA [ ] potential adverse impacts on cultural property? OP/BP 4.12 - Involuntary Resettlement If yes, then did the Regional unit responsible for safeguards or Yes [ ] No [ ] NA [ ] Sector Manager review the plan? The World Bank Policy on Disclosure of Information Have relevant safeguard policies documents been sent to the Yes [ ] No [ ] NA [ ] World Bank's Infoshop? Have relevant documents been disclosed in-country in a public Yes [ ] No [ ] NA [ ] place in a form and language that are understandable and accessible to project-affected groups and local NGOs? Public Disclosure Copy All Safeguard Policies Have satisfactory calendar, budget and clear institutional Yes [ ] No [ ] NA [ ] responsibilities been prepared for the implementation of measures related to safeguard policies? Have costs related to safeguard policy measures been included Yes [ ] No [ ] NA [ ] in the project cost? Does the Monitoring and Evaluation system of the project Yes [ ] No [ ] NA [ ] include the monitoring of safeguard impacts and measures related to safeguard policies? Have satisfactory implementation arrangements been agreed Yes [ ] No [ ] NA [ ] with the borrower and the same been adequately reflected in the project legal documents? III. APPROVALS Task Team Leader: George A. Banjo Approved By Regional Safeguards Name: Agnes I. Kiss (RSA) Date: 14-Mar-2013 Coordinator: Page 11 of 12 Sector Manager: Name: Juan Gaviria (SM) Date: 13-Mar-2013 Public Disclosure Copy Public Disclosure Copy Page 12 of 12