The World Bank Solomon Islands Roads and Aviation Project (P166622) Combined Project Information Documents / Integrated Safeguards Datasheet (PID/ISDS) Appraisal Stage | Date Prepared/Updated: 29-Jan-2019 | Report No: PIDISDSA24626 Jun 26, 2018 Page 1 of 23 The World Bank Solomon Islands Roads and Aviation Project (P166622) BASIC INFORMATION OPS_TABLE_BASIC_DATA A. Basic Project Data Country Project ID Project Name Parent Project ID (if any) Solomon Islands P166622 Solomon Islands Roads and Aviation Project Region Estimated Appraisal Date Estimated Board Date Practice Area (Lead) EAST ASIA AND PACIFIC 01-Feb-2019 30-Apr-2019 Transport Financing Instrument Borrower(s) Implementing Agency Investment Project Financing Solomon Islands Ministry of Communication and Aviation, Ministry of Finance and Treasury, Ministry of Infrastructure Development Proposed Development Objective(s) Improve operational safety and oversight of air transport and associated infrastructure, strengthen the sustainability and climate resilience of the Project Roads, and in the event of an Eligible Crisis or Emergency, to provide an immediate response to the Eligible Crisis or Emergency. Components Component A: Honiara and Munda Airports Infrastructure Investments Component B: Malaita Road Improvement and Maintenance Program Component C: Institutional Strengthening Component D: Project Implementation Support Component E: Contingent Emergency Response PROJECT FINANCING DATA (US$, Millions) SUMMARY -NewFin1 Total Project Cost 51.00 Total Financing 51.00 of which IBRD/IDA 51.00 Financing Gap 0.00 Jun 26, 2018 Page 2 of 23 The World Bank Solomon Islands Roads and Aviation Project (P166622) DETAILS -NewFinEnh1 World Bank Group Financing International Development Association (IDA) 51.00 IDA Credit 30.50 IDA Grant 20.50 Environmental Assessment Category B-Partial Assessment Decision The review did authorize the team to appraise and negotiate Other Decision (as needed) B. Introduction and Context Country Context 1. The Solomon Islands is the Pacific’s largest archipelagic nation, extending some 1,500 km from east to west and consisting of nearly 1,000 islands, the largest of which include Guadalcanal, Malaita, and New Georgia (in Western Province). The country is bordered by Papua New Guinea (PNG) to the west, Nauru to the north, Tuvalu and Fiji to the east, and Vanuatu to the south. It has an estimated population of 611,343 in 2017, the third largest in the Pacific following PNG and Fiji. Over 70 percent of the country’s population, dispersed across some 90 inhabited islands, resides in Malaita Province, Guadalcanal Province, Western Province, and Capital Territory of Honiara. The country has among the lowest population densities in the world. 2. The Solomon Islands has seen significant economic growth over the last decades. In the 2000s, the economy measured by gross domestic product (GDP) grew at an average rate of 2.8 percent per year, and this pace further accelerated in the 2010s, averaging at 4.7 percent per year for the period 2010–2016. The key contributors to this economic progress were a growth in services, as well as forestry and logging sectors. In fact, the percentage of GDP increased by 9.1 percent in services, and 2.4 percent in forestry and logging sectors in 2003–2016. In the coming years, the economy in the Solomon Islands is expected to continue growing: According to the October 2018 forecast by the International Monetary Fund (IMF), the GDP is expected to increase at an annualized average rate of 2.9 percent in 2018–2023. 3. Aggregate poverty has declined since the tensions;1 however, a high proportion of Solomon Islanders are vulnerable to falling into poverty.2 The poverty rate, based on the national poverty line, has reduced from 22 1 The tensions emerged from 1998 to 2003 as a result of grievances between the local Guadalcanal landowners and migrants, predominantly from Malaita, drawn by economic opportunities. Violent clashes involving rival militant groups led to two hundred deaths, displacement of thousands, and the widespread destruction of property. While often characterized as an ethnic conflict, the tensions had multiple political and economic causes, including the disproportionate concentration of economic development in and around Honiara compared to the rest of the country. 2 The World Bank, Solomon Islands Systematic Country Diagnostic (Report No. 115425-SB), June 2017. Jun 26, 2018 Page 3 of 23 The World Bank Solomon Islands Roads and Aviation Project (P166622) percent in 2005/06 to 14 percent in 2012/13, implying that some 45,000 people were lifted out of poverty over that period. Despite the improvement, the wellbeing of Solomon Islanders is highly vulnerable to frequent shocks. In fact, poverty remains extensive in the country, with 12.7 percent of the people still living below the national poverty line. The country ranks 152nd out of 189 on the 2017 United Nations Human Development Index, placing it in the ‘low human development’ category. 4. The Solomon Islands is highly susceptible to natural disasters. Located in the Pacific Ring of Fire and within the Pacific cyclone belt, the country is highly prone to natural disasters such as earthquakes, volcanic eruptions, cyclones, tsunamis, coastal and river flooding and landslides. Given its location and physical characteristics, it suffers from extreme events associated with climate vulnerability, including sea level rise, storm surges, and increased precipitation and flooding. The April 2014 flash floods were one of the strongest on record and closed Honiara Airport for eight days. Many significant earthquakes have occurred in the past, including the December 2016 earthquake of magnitude 7.8 that struck some 130 km from Honiara. The Solomon Islands’ susceptibility to natural disasters make transportation a critical pillar in the country’s economic and social development. With climate change it is anticipated that average annual and season rainfall will increase over the course of the 21st century, and extreme rainfall days are likely to occur more often.3 Sectoral and Institutional Context Aviation 5. The Solomon Islands has a total of 28 airports and airfields: 10 are government-owned including Honiara, Munda and Gizo, and 18 are community-owned including Auki on Malaita Island. The Ministry of Communication and Aviation (MCA) is responsible for aviation policy development, strategic planning, development works, and operation and maintenance (O&M) of the airports, whilst the Civil Aviation Authority of Solomon Islands (CAASI) is responsible for safety and security regulation. 6. As the only international airport in the country, Honiara International Airport (HIR) plays an essential role for Solomon Islands, linking it to Australia, Fiji, Kiribati, Nauru, PNG and Vanuatu through international flights, while also connecting the capital to outer islands as the national hub. The upgrading of HIR has been given priority in the recent national plans. The airport infrastructure and facilities are outdated, poorly maintained and do not meet market expectations. The condition of the apron and taxiway at the airport has deteriorated. Any disruptions to flights due to safety concerns would have a major impact to the economy. Furthermore, there is a concern over vulnerability to natural disasters, as demonstrated by the airport closure in April 2014 due to partial submergence of the airport areas by floodwater. The improvements under this project will help reduce the impact of climate change on HIR by strengthening the pavement and improving drainage. 7. The aviation sector in the Solomon Islands has suffered due to the lack of investment, and no clear vision and strategy regarding the opportunities and investments required to bring the sector into a more sustainable position. For some years, aviation reform has been underway with the assistance of New Zealand’s Ministry of Foreign Affairs and Trade (MFAT) to improve the operational efficiency of major airports. The reform agenda includes separation of O&M responsibilities from MCA. In September 2016, the Solomon Islands Government (SIG) established Solomon Islands Airports Corporation Limited (SIACL), a state-owned enterprise under MCA. It is planned that Honiara, Munda and Gizo Airports be transferred from MCA into SIACL’s management sometime in 2019. This will see a dedicated operator responsible for the delivery of airport services in a 3Pacific Climate Change Science Program: Current and Future Climate of the Solomon Islands. https://www.pacificclimatechangescience.org/wp-content/uploads/2013/06/13_PCCSP_Solomon_Islands_8pp.pdf Jun 26, 2018 Page 4 of 23 The World Bank Solomon Islands Roads and Aviation Project (P166622) compliant manner. SIG is proposing an initial capital injection under budget approval which should see SIACL operational by the end of 2018. CAASI has also identified a need to adapt the New Zealand Civil Aviation Rules to better meet the specific requirements of the Solomon Islands—something which will be supported by SIRAP. 8. The upgrading of Honiara will be done by SIG with the support of the World Bank and Japan International Cooperation Agency (JICA). JICA signed a Grant Agreement with SIG in June 2018 to provide aid of up to 4,364 million yen (US$ 39.4 million) for the improvement of HIR. The investments for JICA financing include: (i) rehabilitation of the existing taxiway and apron; (ii) expansion of the international/domestic apron; (iii) construction of a new connecting taxiway; (iv) installation of new apron and taxiway lighting system; (v) renovation of the existing international terminal building; (vi) construction of an international departure passenger terminal building; (vii) construction of a flood protection dike; and, (viii) other investments such as the installation of relevant equipment (e.g., X-ray scanner) and the rehabilitation of the existing drainage systems. It is planned that the JICA project will be completed in September 2021. SIRAP will complement JICA’s investments, ensuring that the airport meets all regulatory compliance requirements. 9. SIG has placed the upgrading of Munda Airport (MUA) to handle international flights as a high priority in the National Transport Plan (NTP) 2017–2036 and the Medium Term Transport Action Plan (MTTAP) 2017– 2021. Located in New Georgia Island, Western Province, Munda’s upgrading will contribute to tourism development and support the fish processing at Noro, some 12 km away. Munda also provides an alternative emergency airport for HIR. This is particularly important since each international flight destined to Honiara is required to carry extra fuel in case of an emergency landing at the nearest international airport in Santo, Vanuatu. MFAT has financed improvements to Munda to facilitate upgrading of the airport status, and the road to Noro. The proposed investments on this project will complement those by MFAT by helping Munda handle international operations, with an appropriate level of safety and facilities. Roads 10. The road network in Solomon Islands is publicly owned and operated. It is made up of approximately 1,500 km of roads: some 625 km (42 percent) are classified as main roads, 523 km (35 percent) are feeder roads, and 346 km (23 percent) as access roads. Three-quarters of the road network (including all the sealed roads) are in just three provinces: Guadalcanal (including the Capital Territory of Honiara), Malaita and Western Province. Only 184 km (29 percent) of the main road network (comprising 12 percent of the overall network) is sealed. Overall, 15 percent of the network is in fair to good condition, comprising 56 percent (104 km) of the sealed network and 11 percent (146 km) of the unsealed (gravel road) network. Nearly 80 percent of all bridges are also located in the above-mentioned three provinces. Two-thirds of these bridges are simple log and timber bridges that require regular replacement. The National Development Strategy (NDS) 2016–2035 sets targets for the proportion of the road network in maintainable condition to be increased to 85 percent by 2015 and towards 90 percent by 2020, but without any maintenance strategy to achieve these outcomes. Historically there has been only minimal maintenance leading to poor road and bridge conditions. The government is now more focused on maintaining and improving the current road network, although this does not yet happen in a structured manner. 11. The Ministry of Infrastructure Development (MID) is responsible for developing and managing the road network, road transport services and road safety. The overall plans for the development of the road network are set out in the NTP 2017–2036 and the MTTAP 2017–2021. The Transport Infrastructure Management Services (TIMS) Department of MID is responsible for programming, design and implementation of road infrastructure maintenance and new works (including main, feeder and access roads). It is also responsible for asset management and the Solomon Islands Transport Asset Management System (SITAMS). TIMS is Jun 26, 2018 Page 5 of 23 The World Bank Solomon Islands Roads and Aviation Project (P166622) responsible for implementing a program of road works set out in the MTTAP and funded through the National Transport Fund (NTF) three-year action plans and the SIG annual budget. A Central Project Implementation Unit (CPIU) embedded within the structure of TIMS includes international and local consultants who provide management and technical support for these activities. 12. For the proposed World Bank support to the road sector, SIG has given priority to Malaita which is the largest province in Solomon Islands, accounting for some 27 percent of the national population, 26 percent of the country’s road network, and 43 percent of the country’s bridges. There is a clear need for investment in Malaita’s road network: only 4 percent of Malaita Province’s roads are sealed, almost exclusively located in and around Auki town, compared to 21 percent for Guadalcanal Province and Western Province, and 33 percent for the Capital Territory of Honiara. Only 23 percent 4 of the bridges are concrete or steel bridges, compared with 40 percent in Western and Guadalcanal provinces and 62 percent for the Capital Territory of Honiara. 13. Over half the road network in Malaita is formed by 230 km of main roads5 (North, East and South Road) that connect 19 of the 33 wards and provide access to 70 percent of the province’s population. The importance of the three main roads on Malaita is reflected in the NTP 2017–2036 and the MTTAP 2017–2021. While the Asian Development Bank (ADB) and the Australian Department for Foreign Affairs and Trade (DFAT) have in the past assisted with the improvement of road and bridge infrastructure in Malaita, both the sealed and unsealed roads are not adequately maintained, and only half the network is considered maintainable. This poor condition is exacerbated by the increased rainfall volume and intensities associated with climate change, leading to temporary road closures and delays to users. Beyond climate induced delays, the condition has a dramatic impact on residents as public transport is predominantly in the back of open trucks that are better able to cope with the poor road conditions than vans or buses. Speeds are low, and connectivity is often lost. A recent assessment of the main road network found an urgent need for resealing of the existing sealed sections, new sealing of the highly trafficked Dala–Auki–Bina corridor and the steep sections in the remainder of the network, as well as a need for more regular grading of the unsealed sections. It also found over 20 percent of bridges to need urgent repairs or replacement. 14. National Transport Fund (NTF). NTF was established in 2009 with the support of ADB and DFAT to provide a single reliable source of funds for transport sector investment covering all modes in the Solomon Islands. The original intention was that SIG and all donors would deposit their funds into NTF. The donor funds would be pooled with SIG funds and then allocated to projects approved by the NTF Board. The projects were to be selected from the NTP and the MTTAP. However, donors would have the ability to ‘ring fence’ funds and request that they be spent only on projects nominated by the donor. To date only the ADB and DFAT have used NTF, with MFAT and JICA activities being financed outside NTF. 15. NTF has had issues fully implementing its donor financed work programs in 2016 and 2017. It was therefore decided that SIRAP would operate in a similar manner to JICA and MFAT projects with its own 4 The remaining 77 percent of bridges on Malaita are simple log bridges, most with a timber deck. 5 The SIG Roads Act provides for the declaration of public roads along with a fixed road reserve of 15 meters either side of the center line. During the development of the SIRAP Safeguards Documents the declarations for part of the main road network were found, with the records for the declaration of the rest of the Project network not readily available. An investigation has been triggered by MID to locate those records to ensure that the entire road network covered by this Project has been declared as a public road network under the Roads Act. The SIRAP Malaita road upgrade works will only be undertaken on public roads which have been declared and gazetted under the SIG Roads Act. To date, declarations of the road from Auki–Malu’u–Kawilibesi–Fouia Road (approx. 112 km known as the northern road) and the Gwaunaru’u Aerodrome Road have been located. The declarations for the Auki–Huahui (the southern road) and the Dala–Atori road (the eastern road), approximately 118 km of road combined, have yet to be verified. Jun 26, 2018 Page 6 of 23 The World Bank Solomon Islands Roads and Aviation Project (P166622) financial management and procurement processes independent of NTF. To assist NTF, the project has included capacity building activities, particularly around long-term planning and asset management. C. Proposed Development Objective PDO Statement 16. Improve operational safety and oversight of air transport and associated infrastructure, strengthen the sustainability and climate resilience of the project roads, and in the event of an Eligible Crisis or Emergency, to provide an immediate response to the Eligible Crisis or Emergency. PDO Level Indicators 17. Progress will be measured against the following proposed PDO-level results indicators: (a) Airport Certification according to ICAO safety and security standards at Honiara and Munda Airports (Yes/No) (b) State requirements for safety and security non-compliance reach global ICAO average (Percentage) (c) Modernization of air traffic management achieved (d) Implementation of recommended PASO annual work plan (Percentage) (e) Identified climate resilient investments constructed and in use (Number) (f) Percentage of paved roads in very good or good condition (Percentage) (g) Percentage of gravel roads in good or fair condition (Percentage) (h) CERC Manual adopted by SIG with appropriate training on activating and implementing (Yes/No) D. Project Description 18. Component A: Honiara and Munda Airports Infrastructure Investments (est. US$33.75 million6) (a) Subcomponent A1: Honiara Airport Investment Program (US$17.64 million). To improve operational safety at Honiara, this activity will include: (i) 5 cm overlay of existing runway (including drainage improvements) 7; (ii) installation of airfield ground lighting for runway (AGL); (iii) construction of rescue fire service (RFS) vehicle station; (iv) installation of Automatic Weather Observation System (AWOS); (v) installation of Very Small Aperture Terminal (VSAT) communications systems; (vi) installation of Automatic Dependent Surveillance-Broadcast (ADS-B) ground stations and aircraft equipage; and, (vii) provision of equipment for improved power supply. The investments will also include consulting services for design and supervision of runway works, AGL, and the RFS station.8 (b) Subcomponent A2: Munda Airport Investment Program (US$15.96 million). To enable Munda to receive international flights, the following investments are anticipated: (i) 2.5 cm overlay of existing runway; (ii) construction of a new terminal building, cargo facilities with an integrated flight service tower;9 (iii) installation of VSAT communications systems; (iv) installation of ADS-B ground stations; 6 All costs include contingencies and taxes, assumed to be 15 percent of the project costs. 7 The existing pavement is displaying oxidation and cracking which allows water to permeate the pavement. Given the increased volume and intensity of rainfall associated with climate change, failing to overlay will lead to accelerated pavement deterioration. 8 There will be one consulting assignment so the same consultant will also supervise Munda, as well as design and supervise the road works. 9 The new terminal will be constructed using ‘green’ technologies to minimize its environmental footprint. Jun 26, 2018 Page 7 of 23 The World Bank Solomon Islands Roads and Aviation Project (P166622) and, (v) procurement of passenger handling equipment. In addition, the investments will include the consulting services for the concept design of the terminal building. (c) Subcomponent A3: UXO Surveys (US$ 0.15 million). The presence of unexploded ordnance (UXO) from the Second World War is a risk at both airports.10 The activities include: (i) UXO Specialist to develop technical requirements for UXO survey and removal, undertake technical reviews of all UXO Contractor pre-project documentation, and oversee the work of the UXO Contractor; and, (ii) UXO Contractor to conduct UXO survey and removal of any identified UXO as required at Honiara and Munda airports. 19. Component B: Malaita Road Improvement and Maintenance Program (est. US$11.62 million). The proposed investments are all for existing roads and focused at improving their climate resiliency. Investments include: (i) resealing the existing sealed roads in Malaita (approx. 17 km);11 (ii) upgrading of three existing bridges (two log bridges and one steel truss bridge) on the Auki–Dala section (possibly to modular bridges with geosynthetic reinforced soil abutments); (iii) upgrading key vulnerable spots to enhance overall network resilience;12 (iv) multi-year contracts for routine maintenance13 (approx. 232 km), grading and regravelling of unpaved main roads (approx. 210 km); and, (v) road safety infrastructure improvements (e.g., speed humps, footpaths). The activities will also include road surveys, and design and supervision of road work (including geotechnical investigations). All activities proposed under this component aim to improve the climate resilience of the Malaita road network through a combination of specific spot-improvements and overall system condition strengthening via adaptive maintenance measures. In addition, civil works will have appropriate road safety enhancements with a focus on vulnerable road users. There will be specific project activities to create opportunities for women (e.g., improved facilities at Dala market, improved access and basic washing facilities at the locations of the three new bridges, and prioritized employment opportunities for women in the multi-year maintenance contracts). The investments will be accompanied by consulting services for design and supervision, as well as a Technical Auditor for enhanced quality control. This auditor will also review the aviation runway works. 20. Component C: Institutional Strengthening (est. US$2.93 million) (a) Subcomponent C1: Aviation Sector Support (US$1.52 million). This includes: (i) training needs analysis; (ii) airport operational training; (iii) airport regulatory training; (iv) preparation of a strategic plan for the sustainability of Solomon Airlines (i.e., airline strategy review); (v) airport master planning studies for both Honiara and Munda Airports; (vi) preparation of an aviation sector strategy; (vii) technical support to CAASI; and, (viii) technical support so SIACL. (b) Subcomponent C2: Road Sector Support (US$1.29 million). This includes: (i) support for planning and asset management; (ii) improvements to project management; (iii) improvement of road safety 10 When MFAT undertook pavement works at Munda, the UXO survey was reported to have removed 4,260 UXO of a size greater than a 20-mm projectile from the 47.2-hectare site, as well as 6,511 rounds of small arms ammunition—i.e., just over 225 UXO per hectare. 11 These roads are past the end of their service life and beginning to fail with major potholing. Failure to climate proof these roads will see the failure rate greatly accelerate. 12 This spot upgrading may be to the road carriageway, adjacent drains, slopes, as well as coastal or river training protection. For example, it may include paving of steep sections of gravel roads with associated drainage improvements. 13 Routine maintenance includes regular clearing of drainage ditches, culverts, and bridges, cutting vegetation along the road, removing small landslides (<10m3), repairing the road shoulder, repairing unsealed road surface (potholes, ruts, rills), repairing sealed road surfaces (sealing cracks, joints, potholes), and repairing dry-stone and gabion retaining walls. Jun 26, 2018 Page 8 of 23 The World Bank Solomon Islands Roads and Aviation Project (P166622) capacity; (iv) activities to address gender-based violence (GBV);14 (v) operational training for MID staff; and, (vi) establishment and capacity building of an MID office in Malaita. (c) Subcomponent C3: Preparation for Auki Gwaunaru’u Airport Infrastructure Investments (US$0.12 million). There is a clear need for an all-weather airstrip at Auki Gwaunaru’u Airport, however, the airport was closed for some years due to a land dispute and was reopened in 2017. This activity would finance key preparation activities to lay the foundation for future paving, including undertaking of stakeholder engagement and consultations as well as preparation of safeguards documents, and preliminary design (once land issues have been resolved). 21. Component D: Project Implementation Support (est. US$2.70 million). A Project Support Team (PST) will be located in MCA, providing support to both MCA and MID for project preparation and implementation. In addition, the existing Pacific Aviation Investment Program (PAIP) Technical and Fiduciary Services Unit (TFSU) will provide support to the PST for procurement, financial management, safeguards, contract management, monitoring and evaluation, audit, communications subscription for VSAT, and technical guidance, particularly for aviation matters. Two key recruitments will be for a community liaison officer and national safeguards specialist to support the Malaita road program. 22. Component E: Contingent Emergency Response (US$0 million). This zero-dollar contingent emergency response component (CERC) is designed to provide swift response in the event of an Eligible Crisis or Emergency,15 by enabling the government to request the World Bank to reallocate project funds to support emergency response and reconstruction. 23. Linkage to JICA investments. The World Bank’s safeguards team assessed the JICA project and did not consider it to be linked from a safeguards perspective since SIRAP would exist and be viable without the JICA project, and vice-versa. Indeed, the JICA project preparation commenced some time before SIRAP was requested by SIG. 24. The JICA safeguard policy has allocated their project to be a Category B (project has mild adverse risks that would likely be reversible) and an environmental and social impact assessment has been compiled as part of their Preparatory Survey for The Project for Improvement of Honiara Airport. As JICA and the World Bank projects are likely to be implemented concurrently and the projects will physically interact at various points there is a need to support SIG through MCA in managing the preparation and implementation of the environmental and social safeguard aspects of both investments. The main objective is to ensure effective implementation of safeguards management (i.e., avoidance, minimizing and mitigation). Within this context, it is therefore critical that the safeguards policies of both projects are aligned. In meeting the intended objective, the following approaches have been agreed by both funding agencies and SIG: (a) SIG (facilitated by TFSU Safeguard Specialists) conducted a gap analysis of both the World Bank and JICA safeguard policies. (b) The outcome of the gap analysis will serve as inputs for a joint safeguards agreement on approach for effective implementation of environmental and social safeguard aspects. (c) A standalone ESMP has been prepared for activities and investments carried out at Honiara Airport under SIRAP; parallel to the preparation of the safeguard instrument for JICA investments, ensuring 14 Although included under the road component, GBV activities will also be done for the aviation investments. However, the bulk of the effort will be on Malaita, particularly with regard to employment for women. 15 Defined as “an event that has caused, or is likely to imminently cause, a major adverse economic and/or social impact ass ociated with natural or man-made crises or disasters�, OP/BP 8.00, Rapid Response to Crises and Emergencies. Jun 26, 2018 Page 9 of 23 The World Bank Solomon Islands Roads and Aviation Project (P166622) effective alignment with the joint agreement. (d) At the implementation stage, the project will endeavor to: (i) establish regular communications and monitoring mechanism on implementation progress of safeguard-related actions; and, (ii) conduct joint annual supervision mission on the implementation of safeguard measures. E. Implementation Institutional and Implementation Arrangements 25. The executing agency will be the Ministry of Finance and Treasury (MOFT). As the project includes both aviation and roads components, implementation will be managed jointly by the respective ministries. MCA will be the implementing agency (IA) for the aviation component. MID will be the IA for the road component. Each IA have appointed a ‘focal point’ who will be the IA’s direct liaison with the PST. The Permanent Secretary of MCA will be the ultimate point of contact for the PST and the World Bank Implementation Support Team. 26. Since the bulk of the projects investments are with MCA, they will house the PST to manage both the aviation and road investments, supported by the TFSU. The PST will be responsible on a day to day basis, for technical, financial management, procurement, and safeguards matters that will support both the aviation and road component, reporting to the MCA and MID focal points. 27. To build local capacity, some of the PST road component team will be based at Auki, on Malaita. They will be joined by a mix of MID TIMS staff seconded from the TIMS office in Honiara (including a TIMS Engineer who will act as the project manager for the component), and international and local consultants funded by the project. These will include the consultants for road engineering design and construction supervision. 28. A National Steering Committee will guide and manage the implementation of the project. . F. Project location and Salient physical characteristics relevant to the safeguard analysis (if known) The project investments are located in three different parts of the Solomon Islands. Honiara International Airport (HIR) is located on Guadalcanal Island, 7 km to the east of Honiara along the Kukum Highway on the northern side of the island. The island is approximately 150 km long and 50 km wide and lies between the New Georgia Sound and the Solomon Sea. A large outwash coastal plain has formed along the north coast from material carried out of the range by northern flowing rivers including the Lungga River which is bounds one end of the HIR airfield. The city of Honiara and HIR are located on this coastal plain. The river contains gravel beds within their channels which are composed of 70 percent volcanic materials and 30 percent limestone materials. The lower section of the Lungga River is used as a source of aggregate for building and road materials for Honiara. Munda Airport (MUA) is located on New Georgia Island which is the largest island in the Western Province of the Solomon Islands. The island is approximately 85 km long and 41 km wide and forms part of the boundary of the New Georgia Sound. MUA is located on the western side of New Georgia, towards the northern end. It is located within the settlement of Munda which is the main settlement on the island and is approximately 12 km from the town of Noro, which is the closest cargo wharf. The airport has low lying topography and just above sea level. It is separated from the coastline by a road at the western runway end and along a section on the southern side of the runway. Malaita is the largest island of the Malaita Province in the Solomon Islands. It is a thin island about 160 km long and 37 km Jun 26, 2018 Page 10 of 23 The World Bank Solomon Islands Roads and Aviation Project (P166622) wide at its widest point. A topical mountainous island, Malaita’s river systems and tropical forests are largely unexploited. There is a central hill country between Auki and the Kwai Harbour which separates the central ridge into northern and southern halves. The roads are mountainous and steep in places. The hydrology of Malaita includes thousands of small springs, rivulets, and streams, characteristics of a young drainage pattern. Nearer the coasts, rivers are slower and deeper, and form mangrove swamps of brackish water, along with alluvial deposits of gravel, sand and mud. On the island, there are 11 different Malaitan language groups and many dialects. The airport in Auki known as Gwaunaru'u Airport was reopened in 2017. Two tribal groups dispute the claim and ownership of the airport site. G. Environmental and Social Safeguards Specialists on the Team Vivianti Rambe, Environmental Specialist Ross James Butler, Social Specialist Joyce Onguglo, Social Specialist SAFEGUARD POLICIES THAT MIGHT APPLY Safeguard Policies Triggered? Explanation (Optional) Investments and activities included under SIRAP are focused on resurfacing the Honiara and Munda runways, the construction of Munda Airport terminal (Component A), and roads repair/upgrading and maintenance in Malaita (Component B). Activities included in the proposed project are not likely to cause significant environmental impacts. The project has prepared two types of safeguard instruments: 1. An Environmental and Social Management Framework (ESMF) for the ‘unknown’ Environmental Assessment OP/BP 4.01 Yes spot improvements for climate resiliency and 210km grading and regravelling of unpaved main roads; and 2. Environmental and Social Management Plans (ESMPs) for the following works: (a) Resealing the existing sealed 17km roads in Malaita (b) Honiara Airport Improvement Program, and (c) Munda Airport Improvement Program. The ESMF and ESMPs have included environmental and social assessment and identified the overall Jun 26, 2018 Page 11 of 23 The World Bank Solomon Islands Roads and Aviation Project (P166622) management plan for ensuring that the project benefits are realized and risks are mitigated in line with the World Bank Safeguard Operational Policies. The ESMPs will be used to guide the preparation of appropriate outcome-based specifications in accordance with the World Bank’s procurement policy. These ESMPs will also serve as the basis for the Contractors' ESMPs. Potential major environmental impacts and risks are limited to the following categories: 1. Construction-related activities: noise, dust, waste disposal, management of storm water and community and workers health and safety. These impacts can be readily managed through standard mitigation measures, occupational health and safety (OHS) measures prescribed within the standard procurement documents, good engineering designs and good practices for civil construction and transport-related impacts. 2. The sourcing of construction materials: noise emissions, dust, water management, slope stability, quarry limits and associated risks in aggregate importation (if applicable). These can be managed through the implementation of Code of Practice for quarry operations, and ensuring materials such as aggregate and equipment meet strict biosecurity precautions and clearance for imported materials. 3. Transport impacts along haul routes associated with heavy vehicles are noise, dust, road safety and road surface condition. These can be managed through the establishment of a robust Traffic Management Plan (TMP), incorporated into the ESMPs. Under Component B, in addition to Malaita Road Infrastructure Investments, the project will support the improvement of road safety. The Contractor's ESMP for Malaita Road works will include a robust TMP. All other TORs of technical assistance-related activities, where relevant, will be reviewed by the National Safeguards Specialist to ensure that the requirements of the World Bank safeguards policies are effectively integrated. Activities and investments included under Component C and Component D will focus on Jun 26, 2018 Page 12 of 23 The World Bank Solomon Islands Roads and Aviation Project (P166622) institutional strengthening and project implementation support, respectively. Potential impacts associated with any downstream activities identified through the master planning study will be considered through the TOR for the consultant undertaking this work. This will allow due consideration of the potential safeguard implications of activities under the master planning study. Component E deals with the Contingency Emergency Response (CERC). This component would ensure that once a disaster, crisis or emergency is triggered, funds can be quickly allocated to this component. It would be implemented in accordance with the rapid response procedures governed by the World Bank OP/BP 10.0 Investment Project Financing (paragraph 12 on deferral of the preparation of safeguards instruments). The project will prepare the CERC Manual which will include a CERC-ESMF. This will indicate the kinds of emergency response actions that can proceed with no additional environmental and social assessment, and which ones would require assessment (and at what level) prior to being initiated. Performance Standards for Private Sector No Not relevant to the project. Activities OP/BP 4.03 The policy prescribes “Natural Habitats� as areas where (i) the ecosystems’ biological communities are formed largely by native plant and animal species, and (ii) human activity has not essentially modified the area’s primary ecological functions�. The targeted road network in Malaita includes stretches of roads which are currently impacted by rivers and coastal processes. As such any design solutions will require activities that potentially affect Natural Habitats OP/BP 4.04 Yes the nearby rivers and coastal areas. At this stage, it is still unknown whether these ecosystems contain native aquatic species. Subproject screening (i.e., ESMP level) will investigate these ecosystems to determine whether natural habitats as defined by the OP exist at these sites. In addition to the river and coastal environment, there are two identified Locally Managed Marine Areas (LMMAs) along the road network. LMMAs are Jun 26, 2018 Page 13 of 23 The World Bank Solomon Islands Roads and Aviation Project (P166622) usually established for the purpose of managing fisheries resources rather than protecting native species or habitats, but this has not yet been confirmed for the LMMAs within the project footprint. Subproject screening will identify the objectives of these LMMAs and determine whether they contain any natural habitats or native species as defined in this OP. None of the areas identified fall within a conservation area. The ESMF has included measures for addressing potential negative impacts on natural habitats. No impacts on natural forests will result from works on any of the project sites as all works will be carried out within the existing boundaries. Construction Forests OP/BP 4.36 No materials will be either sourced from existing quarries that are approved by both the Ministry of Mining and Ministry of Environment or a new quarry that is not in the presence of forested areas. The project will not require the use of pesticides. Pest Management OP 4.09 No Accordingly, this OP is not triggered. No impacts on Physical Cultural Resources will result from works on the project sites; as works will be carried out within the existing boundaries. The ESMPs contain a chance find procedure which requires that should any areas of potential cultural importance be identified during the project, works should stop and the Ministry of Culture and Tourism should be contacted. In the event of the discovery of Physical Cultural Resources OP/BP 4.11 No a cultural importance item, the finding must be registered and the information shall be handed over to The Museum of Solomon Islands (under the Ministry of Culture and Tourism) who will advise the approval process and on how they shall monitor the constructions works. No works should continue until approval has been sought from the above- mentioned agency and that the process has been agreed. The vast majority of groups resident in the project areas can be considered indigenous Solomon Indigenous Peoples OP/BP 4.10 Yes Islanders. Since the vast majority of potentially affected population is indigenous, no separate instrument will be required, but relevant elements Jun 26, 2018 Page 14 of 23 The World Bank Solomon Islands Roads and Aviation Project (P166622) of the policy are integrated into project design. Community consultations will be facilitated and documented by a Community Liaison Officer in collaboration with National Safeguards Specialist who has been employed under the project. Ongoing monitoring and community consultations by such personnel will assess whether broad community support is maintained during implementation. The ongoing community consultation process conducted can be summarized in the ESMPs and Community Consultation Plans. This should ensure that Free, Prior and Informed Consultation is included and that the project will provide benefits that are culturally appropriate to the people. The ESMPs will include analysis of social impacts of the project. The project will operate in two sectors, aviation and roads. The aviation component will not involve impacts on involuntary resettlement as the planned activities will be within the existing airport areas (same for the JICA investments at HIR). For the road component, the project will not undertake any works on roads unless they are already declared and gazetted as public roads under the Roads Act. Although the project will be working on existing roads, the impact on the land might be relevant for road rehabilitation, maintenance and potential impact on crops or trees (e.g., if materials have to be placed on nearby land like aggregates piling). Existing roads owned by SIG will not require compulsory land acquisition or voluntary Involuntary Resettlement OP/BP 4.12 Yes resettlement. However, minor land used for road maintenance may have minor impacts. Where there will be a potential impact to acquire land as a voluntary agreement with the landowner, the use of land will be agreed through voluntary land use agreement, mostly under customary land ownership. In these cases a Land Acquisition and Resettlement Plan (LARP) is required using the process defined in the ESMF. Landowners will have the right to refuse the use of their land, in which case other alternative locations would need to be agreed. The landowners will be notified clearly that their agreement to allow the use of their land should be completely voluntary and will not involve compensation or otherwise agreed at the community consultation. Arrangements will be documented in the LARPs. Jun 26, 2018 Page 15 of 23 The World Bank Solomon Islands Roads and Aviation Project (P166622) Most, if not all of the land in target communities are customary owned, and communities are usually able to provide access to the required land to use for road rehabilitation (deposit pile of aggregate, park machinery or other minor impacts on the land). To mitigate any disputes, it is essential to engage the community consultations at the very early stages of the project and throughout the life cycle of the project. Community consultation is important for all project locations: Munda, Malaita and Honiara. These have already commenced. The format of the consultation can take place in various forms, from formal to informal (large community gathering involving local level governments, church leaders, community leaders or small meetings with community members). The community consultation plans will be prepared by the National Safeguards Specialist in collaboration with the Community Liaison Officer who will be expected to undertake consultations in Malaita. OP 4.12 also applies to the preparation for Auki Gwaunaru’u Airport infrastructure investments (Subcomponent C3). Community consultation is important in this area as preceding land issues may re-surface during implementation. Ongoing monitoring and community consultation will be facilitated by the Community Liaison Officer and National Safeguards Specialist for all project preparation activities involving the lay down of foundation for the future paving at the airport. Broad community support and community consultation will seek to understand and identify measures to avoid, minimize, offset or compensate negative impacts of the land acquisition and resettlement. Due diligence review of the land dispute at the airport and elements of OP 4.12 will be integrated into the ESMP for potential future investments. For project activities that may require permanent land access for the project affected area, the following documentation will be prepared: (i) a LARP; and, (ii) an assessment of the lands acquisition and resettlement impacts to identify the positive and Jun 26, 2018 Page 16 of 23 The World Bank Solomon Islands Roads and Aviation Project (P166622) negative social impacts of the project, including resettlement. Safety of Dams OP/BP 4.37 No Not relevant to the project. Projects on International Waterways No Not relevant to the project. OP/BP 7.50 Projects in Disputed Areas OP/BP 7.60 No Not relevant to the project. KEY SAFEGUARD POLICY ISSUES AND THEIR MANAGEMENT A. Summary of Key Safeguard Issues 1. Describe any safeguard issues and impacts associated with the proposed project. Identify and describe any potential large scale, significant and/or irreversible impacts: Potential major environmental impacts and risks for both airports and roads are limited to the following categories: • Construction-related activities: noise, dust, waste disposal, hazardous substance and materials, management of storm water and community and workers health and safety. These impacts can be readily managed through standard mitigation measures, Code of Conducts for occupational health and safety (OHS), good engineering designs and good practices for civil construction and transport-related impacts. Contractors will be required to provide OHS Management Plans for clearance before full mobilization is completed. It is possible that there will be a need for a residential workers camp. Should a contractor wish to establish a workers’ camp, and the camp is not on MCA, MID or other SIG land or not at a pre-existing workers camp, appropriate land lease arrangements should be made and approved by the Supervision Engineer in conjunction with MCA and the necessary steps required in the IFC/WB Workers Accommodation: Process and Standards Codes of Practice should be followed – which are included as part of the ESMPs. Should a workers’ camp be required then these guidelines must be adhered to and reflected in the contractor’s ESMP as appropriate. A Workers Camp Management Plan would be required from the Contractor as an appendix to the contractor’s ESMP. Particular attention should be paid to visitor management, sanitary water systems and waste management. There is a high level of Gender-Based Violence (GBV) in the Solomon Islands, and the project will take steps to minimize the risk of induced GBV from the project through application of the recommendations embodied in the World Bank's Good Practice Note on addressing GBV. • The sourcing of construction materials: noise emissions, dust, water management, slope stability, quarry limits and associated risks in aggregate importation (if applicable). These can be managed through the implementation of Code of Practice for quarry operations, and ensuring materials such as aggregate and equipment meet strict biosecurity precautions and clearance for imported materials. Accessible sources of suitable aggregate materials will need to be identified in the contractor’s ESMP and approved by the Supervision Engineer and extracted under current Building Materials Permit. In case these are not available, or it is more cost effective, aggregate may be purchased from licensed operators in Honiara or imported (with appropriate biosecurity clearances), subject to approval of the operator by the Supervision Engineer. For any internationally sourced aggregates, the contractor is responsible for ensuring that the source quarry is operating under an existing permit and is operating in compliance with that permit under the source country’s legislation. The contractor will be required to present specific management plans for the sea and land transportation of these materials from the origin to the project site, especially the landing facility. These plans will be approved by the Supervision Engineer. It is anticipated that no new quarries will be opened for the Honiara and Munda works. Construction materials for Malaita works will be either sourced from existing quarries that are approved by both the Ministry of Mines, Energy and Rural Electrification and the Ministry of Environment, Climate Jun 26, 2018 Page 17 of 23 The World Bank Solomon Islands Roads and Aviation Project (P166622) Change and Disaster Management or a new quarry that does not have presence of natural habitats and approved by both Ministries. A site specific extraction plan specified in the ESMP for Malaita will be prepared by the contractor (and approved by PST) prior to commencement of civil works. • Transport impacts along haul routes associated with heavy vehicles: noise, dust, road safety, road surface condition. These can be managed through the establishment of robust Traffic Management Plan (TMP) which will form part of the contractor's ESMP. All transport must occur on the existing road network and measures undertaken to prevent accidents, dust, spillages, noise and vibration nuisance. Deviations from the nominated access routes will not be tolerated. If the transport material or equipment is likely to impact on normal pedestrian and vehicle traffic or pose an increased safety hazard, consideration should be given to moving these items during off peak times. Measures such as prohibiting the use of engine breaking and use of speed control in and close to settlements can be implemented to reduce noise, speed and vibration near sensitive receptors. Once quarries and haul routes have been identified, the contractor’s ESMP should assess these requirements and any necessary measures will be reflected in the TMP. Should off peak transportation of materials be necessary, it is important to communicate this in a meaningful manner to the communities along the route, particularly those on any unsealed roads where additional traffic management may be necessary. In the Solomon Islands, the vast majority of groups resident in the project areas can be considered indigenous. While OP 4.10 is triggered, no separate instrument is required, but the potential for issues and risks will be considered through elements integrated into the project design. These can impact on the project and cause major delays. Impacts affecting the project area may involve community disputes over land use, land access which is required land to access the quarries or any access to use for the road rehabilitation (deposit pile of aggregate, park machinery or other minor impacts on land). For the aviation component, the risks will not involve impacts on involuntary resettlement (OP 4.12) as the planned activities will be within the existing airport areas; however, potential for community grievance may impact the project and cause some delays throughout implementation. For the road component, the impact on the land might be relevant for road rehabilitation, maintenance and potential impact on crops or trees (e.g., if materials have to be placed on nearby land like aggregates piling). Existing roads owned by SIG will not require compulsory land acquisition or voluntary resettlement but potential for disputes may occur within communities in project affected areas due to the diversity of the people living in the project affected area (different tribes and languages spoken along the road). However, minor land used for road maintenance may have minor impacts. Where there will be a potential impact to acquire land as a voluntary agreement with the landowner, the use of land will be agreed through voluntary land use agreement, mostly under customary land ownership. Most, if not all of the land in target communities are customary owned, and communities are usually able to provide access to the required land to use for road rehabilitation (deposit pile of aggregate, park machinery or other minor impacts on the land). 2. Describe any potential indirect and/or long term impacts due to anticipated future activities in the project area: None. 3. Describe any project alternatives (if relevant) considered to help avoid or minimize adverse impacts. None. 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. The project has prepared two types of safeguard instruments: an Environmental and Social Management Framework Jun 26, 2018 Page 18 of 23 The World Bank Solomon Islands Roads and Aviation Project (P166622) (ESMF) for the ‘unknown’ spot improvements for climate resiliency and 210km grading and regravelling of unpaved main roads, and Environmental and Social Management Plans (ESMPs) for (a) Resealing the existing sealed 17km roads in Malaita; (b) Honiara Airport Improvement Program; and, (c) Munda Airport Improvement Program. These ESMF and ESMPs have included environmental and social assessment and identified the overall management plan for ensuring that the project benefits are realized and risks are mitigated in line with the World Bank Safeguard Operational Policies. SIG has delegated the delivery and management of SIRAP to the Project Support Team (PST) which has been resourced with personnel specifically tasked to manage project implementation. As such, the PST carries much of the institutional capacity required by SIG to implement the project and to monitor the works for compliance. The PST will be resourced with an experienced National Safeguards Specialist who will be responsible for monitoring for compliance with the ESMPs, World Bank policies and Solomon Island legislation. A dedicated Community Liaison Officer will be based on the island of Malaita to provide ongoing communication, problem resolution, and project coordination with village communities and tribal chiefs. For any additional support in areas of expertise that may be required by PST, the TFSU is tasked with either providing that support directly or assisting with any procurement of additional expertise or capacity that may be required. 5. Identify the key stakeholders and describe the mechanisms for consultation and disclosure on safeguard policies, with an emphasis on potentially affected people. The key stakeholders are: (i) those in close proximity to Honiara and Munda Airports, including small business holders/ market stall holders and others; and, (ii) those living in Malaita, especially the communities along the selected road network, small businesses (small shops) and market stalls in Auki and Dala. A community consultation plan is included; outlining guidelines for public disclosure and engagement in project preparation and implementation. B. Disclosure Requirements OPS_EA_DISCLOSURE_TABLE Environmental Assessment/Audit/Management Plan/Other For category A projects, date of Date of receipt by the Bank Date of submission for disclosure distributing the Executive Summary of the EA to the Executive Directors 16-Nov-2018 18-Jan-2019 "In country" Disclosure Solomon Islands 22-Jan-2019 Comments Disclosed on the MCA website. OPS_RA_D ISCLOSURE_T ABLE Resettlement Action Plan/Framework/Policy Process Date of receipt by the Bank Date of submission for disclosure 16-Nov-2018 18-Jan-2019 Jun 26, 2018 Page 19 of 23 The World Bank Solomon Islands Roads and Aviation Project (P166622) "In country" Disclosure Solomon Islands 22-Jan-2019 Comments Disclosed on the MCA website. OPS_I P_DIS CLOSURE_TA BLE Indigenous Peoples Development Plan/Framework Date of receipt by the Bank Date of submission for disclosure 16-Nov-2018 18-Jan-2019 "In country" Disclosure Solomon Islands 22-Jan-2019 Comments Disclosed on the MCA website. C. Compliance Monitoring Indicators at the Corporate Level (to be filled in when the ISDS is finalized by the project decision meeting) OPS_EA_COMP_TABLE OP/BP/GP 4.01 - Environment Assessment Does the project require a stand-alone EA (including EMP) report? Yes If yes, then did the Regional Environment Unit or Practice Manager (PM) review and approve the EA report? Yes Are the cost and the accountabilities for the EMP incorporated in the credit/loan? Yes OPS_ NH_COM P_TA BLE OP/BP 4.04 - Natural Habitats Would the project result in any significant conversion or degradation of critical natural habitats? No If the project would result in significant conversion or degradation of other (non-critical) natural habitats, does the project include mitigation measures acceptable to the Bank? NA OPS_I P_COM P_TA BLE OP/BP 4.10 - Indigenous Peoples Jun 26, 2018 Page 20 of 23 The World Bank Solomon Islands Roads and Aviation Project (P166622) Has a separate Indigenous Peoples Plan/Planning Framework (as appropriate) been prepared in consultation with affected Indigenous Peoples? NA OPS_IR_ COMP_TA BLE OP/BP 4.12 - Involuntary Resettlement Has a resettlement plan/abbreviated plan/policy framework/process framework (as appropriate) been prepared? Yes If yes, then did the Regional unit responsible for safeguards or Practice Manager review the plan? Yes OPS_ PDI_ COMP_TA BLE The World Bank Policy on Disclosure of Information Have relevant safeguard policies documents been sent to the World Bank for disclosure? Yes Have relevant documents been disclosed in-country in a public place in a form and language that are understandable and accessible to project-affected groups and local NGOs? Yes All Safeguard Policies Have satisfactory calendar, budget and clear institutional responsibilities been prepared for the implementation of measures related to safeguard policies? Yes Have costs related to safeguard policy measures been included in the project cost? Yes Does the Monitoring and Evaluation system of the project include the monitoring of safeguard impacts and measures related to safeguard policies? Yes Have satisfactory implementation arrangements been agreed with the borrower and the same been adequately reflected in the project legal documents? Yes CONTACT POINT World Bank Dung Anh Hoang Senior Transport Specialist Jun 26, 2018 Page 21 of 23 The World Bank Solomon Islands Roads and Aviation Project (P166622) Naoki Kakuta Jr Professional Officer Borrower/Client/Recipient Solomon Islands Implementing Agencies Ministry of Communication and Aviation Moses Virivolomo Permanent Secretary mvirivolomo@mca.gov.sb Ministry of Finance and Treasury Mckinnie Dentana Permanent Secretary mdentana@mof.gov.sb Ministry of Infrastructure Development Stephen Maesiola Permanent Secretary SMaesiola@mid.gov.sb FOR MORE INFORMATION CONTACT The World Bank 1818 H Street, NW Washington, D.C. 20433 Telephone: (202) 473-1000 Web: http://www.worldbank.org/projects APPROVAL Dung Anh Hoang Task Team Leader(s): Naoki Kakuta Jun 26, 2018 Page 22 of 23 The World Bank Solomon Islands Roads and Aviation Project (P166622) Approved By Safeguards Advisor: Svend E. Jensby 24-Jan-2019 Practice Manager/Manager: Almud Weitz 25-Jan-2019 Country Director: Mona Sur 03-Feb-2019 Jun 26, 2018 Page 23 of 23