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CAMEROON: BAMENDA-KUMBO RING ROAD CONSTRUCTION PROJECT

ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT (ESIA) SUMMARY

May 2018

Project Team

Team Leader P. S. MORE NDONG, Principal Transport

Engineer COCM

Team Members

J. P. KALALA, Chief Socio-Economist PICU.0

A. KARANGA, Chief Transport Economist RDGC.4

N. M. T. DIALLO, Regional Financial

Management Coordinator COCM

C. N’KODIA, Principal Country Economist COCM

G. BEZABEH, Road Safety Specialist PICU.1

C. L. DJEUFO, Procurement Officer COCM

A. KAMGA, Disbursement Specialist COCM

S. MBA, Consultant Transport Engineer COCM

M. BAKIA, Chief Environmentalist RDGC.4

Director-General Ousmane DORE RDGC

Sector Director Amadou OUMAROU PICU.0

Country Manager Solomane KONE COCM

Sector Division

Manager Jean Kizito KABANGUKA PICU.1

AFRICAN DEVELOPMENT BANK GROUP

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1. INTRODUCTION

The project objective is to asphalt a section of National Road No. 11 (RN11), namely the

Bamenda-Ndop-Kumbo-Nkambe-Misaje-Mungong-Kimbi-Nyos-Weh-Wum-Bamenda“Ring

Road” (approximately 357 km long) in Cameroon’s Northwest Region.

The project has been assigned Category 1 in view of its potential impacts. Furthermore an

Environmental and Social Impact Assessment is required by the Cameroon Government and the

African Development Bank. This assessment identifies and measures the potential project

impacts on the physical, biological and human environment, presenting for each of the negative

impacts identified, measures aimed at its elimination or alleviation. This assessment also entails,

where necessary, making an estimate of the compensation to be paid to persons affected by the

expropriations and losses occasioned by project works. An Environmental and Social

Management Plan (ESMP) and a Resettlement Action Plan (RAP), including all mitigation and

compensation measures proposed, have also been prepared as separate reports.

2. PROJECT DESCRIPTION

The project aims at asphalting a section of the National Road No. 11, the Bamenda-Ndop-

Kumbo-Nkambe-Misaje-Mungong-Kimbi-Nyos-Weh-Wum-Bamenda “Ring Road”, which is

approximately 357 km long in the Northwest Region. Part of this road section, including Ndop-

Kumbo (60.5 km), is already asphalted.

The basic geometric characteristics of the road are, among others:

- Life span: 20 years

- Survey strip: 100 m

- Easement width, including brush cutting: 40 m

- Surfacing width = 7.00 m, i.e. a 2x3.5m carriageway with overhangs where

necessary

- Shoulder = 2 x 1.50 m, to be replaced in residential areas by a sidewalk;

appropriate drainage facilities will be provided

- Reference speed Rs = 80 km/h.

The road sections under study are located in the hilly Northwest Region. This Region has a

markedly undulating landscape and some hill ranges with multiple steep slopes such as the

Sabga, Wainamah and Nyos escarpments. This hilly relief appears ill suited to the construction

of a Category 2 road as recommended by the terms of reference.

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The key activities involved in implementing the rehabilitation project are grouped according to

the various work phases as follows:

Preparation phase:

➢ Easement clearance: Currently, the road width varies from 6 to 7 m depending

on the section. By law, National Roads require a 40 m easement for the road and

its shoulders. Utility relocation (CDE, AEP, AES SONEL, CAMTEL possibly)

and safeguarding of fire hydrants are to be expected in the course of easement

clearance. Further land acquisitions will depend on needs relating to worksite

installations, quarry operations, laterite borrow pits and waste disposal sites.

Construction phase:

➢ Worksite installations: This concerns the worksite base camps for equipment

such as heavy machinery and vehicles, storage of materials and other such

aggregates, fuel tanks, concrete batching plant, crushing plant, mixing plant, etc.

In general, such installations are not located in the right-of-way but require

appropriate sites in view of their specific sensitivities. Taking into account the

scale of works, the worksite will consist of a technical base, an industrial base and

a construction camp.

➢ Materials transportation: This involves transporting all the materials needed for

the project: backfill, crushed materials, concrete, bitumen gravel, etc. Movements

of material, workers and vehicles for moving construction equipment constitute

potential sources of major impacts.

➢ Exploitation of borrow pits and quarries: construction materials may be

sourced from borrow pits and solid rock quarries for embankments, the road sub-

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base, base course, or the manufacture of concrete or asphalt. Nine (9) borrow sites

have already been identified in the project area.

➢ Operation of concrete mixing plants, crushing plants and asphalt plants:

concrete mixing plants, asphalt plants and crushing plants must be set up on the

construction site as they form part of the Classified Installations for the Protection

of the Environment (ICPE) requiring special attention.

➢ Box-culverts and drainage facility construction works: such work involves,

among others: (i) cleaning (clearing) around stream or river banks in areas

traversed by the facility; (ii) pile construction in rivers, which may require,

depending on the techniques used, watercourse diversion and thus natural water

flow changes; (iii) building of bridge decking with risks of materials or pollutants

dropping into the water; and (iv) building of storm water drains.

➢ Pavement construction: the road construction will comprise the following

stages: (i) easement clearance and cleaning; (ii) demolition of existing structures

and expropriated buildings located in the project RoW; (iii) earthworks consisting

of excavation/backfilling and compaction of the soil to ensure a smooth and

uniform sub-base; and (iv) pavement construction by spreading and compacting

materials (laterite gravel, crushed gravel and bitumen concrete).

➢ Signage and safety facilities: road signs will be of the utmost importance in this

project. These will comprise vertical and horizontal signage. The safety facilities

to put in place will be guardrails and handrails.

Operation phase

➢ Road commissioning and maintenance services: operation and use of facilities

(pavements, rest areas, parking areas, etc.) and replacement of degraded facilities.

3. POLICY, LEGAL AND INSTITUTIONAL FRAMEWORK

3.1 Legal Framework

The legal instruments relevant to the implementation of this project and in particular the

management of predictable impacts are listed below:

➢ Section 19(2) of Law No.96/12 of 5 August 1996 relating to environmental

management presents the ESIA content and Sections 21 to 39 specify the

environments that must be protected from any form of degradation or

contamination. To ensure rational management of the environment and natural

resources, this Framework Law provides for a number of principles to be observed

(Section 9), namely the precautionary principle, the polluter-payer principle, the

accountability principle and the consulting principle.

➢ Law No. 98/015 of 14 July 1998 to regulate establishments classified as

dangerous, unhealthy or obnoxious puts a premium on respect for the principles

of environmental management and public health protection. Under Section 3 of

the Law, establishments classified as dangerous, unhealthy or obnoxious fall into

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in two (2) categories based on the danger or gravity of the risks inherent in their

operation. The installation of asphalt plants in the industrial bases of construction

companies is concerned.

➢ Law No. 89/027 of 29 December 1989 on toxic and hazardous wastes. This law

prohibits the introduction, production, storage, possession, transport, transit and

discharge into the national territory of toxic and/or hazardous waste in all its

forms. It also states that materials containing flammable, explosive, radioactive

and toxic substances that pose a danger to the life of humans, animals, plants and

the environment are considered toxic and/or hazardous waste. During

construction, the company is likely to use toxic products and generate toxic waste

that could pollute the water and soil. Waste management is the responsibility of

the polluter, which must take measures to optimize the management of such

waste, whether solid, liquid or gaseous.

➢ Law No. 94/01 of 20 January 1994 laying down forestry, wildlife and fisheries

regulations provides the framework for integrated, sustained and sustainable

management of forestry, wildlife and fisheries resources. The project will impact

plant and wildlife habitats. Factoring in such impact will help to preserve

ecological balance.

➢ Law No. 98/005 of 14 April 1998 laying down regulations governing water

resources and the general provisions for safeguarding the principles of

environmental management and public health protection. It defines the general

policy on State management and protection of water as a national heritage feature.

The project will traverse numerous watercourses and during the works, project

area streams could be polluted by solid, liquid or gaseous wastes. Therefore,

mitigation measures will be prescribed according to the work phase.

➢ Law No.001 of 16 April 2001 on the mining code lays down the rules that

operators holding mining or quarrying permits must observe for rational

exploitation of mineral resources with due regard for environmental protection. It

underscores plant and wildlife protection, and exploited site restoration while

ensuring soil stability and safety, productivity and landscaping, among others.

The implementation of the project also requires compliance with various decrees including those

listed below:

- Decree No. 2013/00172/PM of 14/02/2013 laying down procedures for carrying

out environmental and social impact assessments;

- Decree No. 2012/2809/PM of 26 September 2012 laying down conditions for

waste sorting, collection, storage, transport, recovery, recycling, treatment and

final disposal; and

- Decree No. 2001/164/PM of 8 May 2001 specifying the terms and conditions for

surface water or groundwater offtake for industrial or commercial use.

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Additionally, for better articulation of its safeguards policies while improving their clarity the

coherence the Bank has put in place the Integrated Safeguards System (IMS), which comprises

four (4) interdependent components:

• Integrated Safeguards Policy Statement;

• Operational backups;

• Environmental and Social Assessment Procedures (ESAP);

• Integrated Environmental and Social Impact Assessment (IESIA) Guidelines.

In the context of project activities, five operational safeguards will be triggered:

➢ OS1 -Environmental and social assessment triggered because it is a programme

and de facto subject to environmental and social assessment;

➢ OS2 - Involuntary resettlement triggered by the project affecting persons who are

property owners;

➢ OS3 - Biodiversity, renewable resources and ecosystem services triggered by the

biodiversity present in the project footprint and project area vicinity;

➢ OS4 - Pollution prevention and control, hazardous materials and resource

efficiency, triggered by water and soil pollution risk during project works and

operational phase; and

➢ OS5 - Labour conditions, health and safety triggered by the fact that the nature of

work involves worker health and safety risks.

3.2 Institutional Framework

Several institutions are concerned by this Environmental and Social Impact Assessment:

➢ The Inter-ministerial Committee for Environment (ICE), whose mission is to

assist the Government in the formulation, coordination, implementation and

monitoring of national policies on environment and sustainable development

(Article 2). (1)). ICE comprises 17 members representing government

departments and provides advice on ESIAs.

➢ The Ministry of Environment, Nature Protection and Sustainable

Development (MINEPDED) which, through the Environment Assessments Unit

and the Impact Assessments Department, supervises the organization and

approval process for environmental impact assessments involving ICE.

MINEPDED is represented in each Region by its decentralized services.

➢ The Ministry of Economy, Planning and Regional Development (MINEPAT),

the Project Owner, which is in charge of regional planning through supervision of

the spatial distribution of activities and/or impactful facilities, and preparation of

regional and sustainable development master plans. In particular, it is responsible

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for drawing up the State's multi-year investment programme, promoting public

investment and developing border areas.

➢ The Ministry of Forestry and Wildlife (MINFOF) is also concerned by this

assessment, in view of the area’s sensitivity in terms of biodiversity. This ministry

is responsible for anti-poaching and protected species, among other activities. The

entire impact area includes Nimes plant successions, some decades old.

➢ The Ministry of Public Works (MINTP), which is responsible for supervision

and technical control of construction of infrastructure and public buildings,

maintenance and protection of national road infrastructure. It coordinates all the

studies necessary for adapting infrastructure to local ecosystems in conjunction

with MINEPDED, the Ministry in charge of scientific research, research or

teaching institutions, and any other competent body.

➢ The Ministry of Mines, Industry and Technological Development

(MINMIDT) is responsible for geological prospecting and mining activities. In

particular, its services will intervene to supervise the exploitation of the rock

quarries (gravel and rubble) to be used for the construction of the bridge and the

access road on the Cameroon side, and in the issuance of exploitation

authorizations or permits.

➢ The Ministry of Territorial Administration (MINAT) represents all

territorial authorities of the State. Its heads (Senior Divisional Officers, Sub-

divisional Officers- or their respective representatives) chair the Assessment and

Evaluation Commissions and play a vital role in sensitizing local people before

and during compensation, and ensuring easement clearance for the works to be

implemented.

The project's impact area communities are key players in the assessment. Traditional

chieftaincies play a decisive role in project success in view of their knowledge of the

environment and their ability to mobilize or sensitize local people. They are supported by NGOs

whose fields of expertise may be both broad and specific. They can provide guidance to

environmental and social sector operators.

4. KEY ENVIRONMENTAL AND SOCIAL COMPONENTS

The project impact area actually extends throughout the Northwest Region and beyond to

neighbouring Nigeria’s Cross River State. The project's delineation zone covers the different

sites that will experience project-induced impacts. The project’s immediate impact area (IIA)

will have a direct impact on the areas traversed by the road, i.e. 26 localities that will be

immediately affected by this project. The project's remote impact area consists of the Northwest

Region, as well as bordering States of neighbouring Nigeria. Therefore, the road constitutes an

appropriate means of integration to leverage the benefits of a larger market and will significantly

impact economic transformation, growth and sustainable development.

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4.1 Description of the Physical Environment

4.1.1 Climate

The Northwest Region and specifically the project area is characterized by a two-season high

altitude Sudano-Guinean tropical climate, consisting of a short dry season of 4 months from mid-

November to mid-March, and a long rainy season of about 8 months from mid-March to mid-

November. Mean annual temperatures range from 14° C to 28° C. The mean annual temperatures

recorded are 26° C for the low-lying areas and 21° C at altitude. Its relative humidity varies

between 53 and 97%. In addition, according to Kah (2004), the average rainfall and mean

monthly temperature from 1982 to 2002 in the Nyos area stood at 2375 (mm) and 19° C,

respectively.

4.1.2 Relief

The relief of the Northwest Region is extremely hilly, with a number of hill ranges. This

extremely rugged relief is marked by numerous escarpments like those at Sabga, Wainamah and

Nyos, Kumfutu, Chia, etc. The entire Region lies at an average altitude of 900 m. The Region’s

highest point (Mount Oku in Bui Division) stands at 3011 m, while its lowest lies in the Mbembe

Plain in Donga-Mantung Division at an altitude of 211 m. The other plains of the Region are the

Mbaw Plain and Ndop Plain.

The steep terrain renders proper earth road maintenance difficult and landslides often block off

entire road sections.

4.1.3 Soils

The Northwest Region’s multiple soil types are dominated by lateritic soils. Soils of volcanic

origin are also found. These are brown, black soils, volcanic ash, soils derived from basaltic

rocks and metamorphic rocks. In some areas, ferruginous soils are also found. Most soils are

formed from trachyte, basalts and granites. The alluvial plains are fertile silt-rich soils and

organic soils (andosols), and are par excellence areas of agricultural production and off-season

crops. The highlands are suitable for livestock and agro-forestry, and constitute water towers

from where the rivers and streams flow down to the plains.

4.1.4 Geology

The study area is dominated by several geological series, namely:

The volcanic series: Volcanic cap rocks are significant, occupying approximately one sixth of

the Northwest Region. They often exceed 600 m in thickness, and consist of massive volcanic

flows, pyroclastic materials, varying between a silica-undersaturated basalt to andesite pole, and

a trachyte to rhyolite pole. In the Wum area for instance, there are craters surrounded by a cone

of coarse, misclassified debris, ranging from lapilli to basaltic bombs, which are mixed with

basement elements (granite and pegmatite). The volcano type is strombolian.

- The volcanic acid trachy-rhyolitic series, which is found north of the Bambui-

Babessi road, where it forms most of the escarpments.

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- Heterogeneous Granites cover more than a third of the project area. Their

composition and texture vary continually, and they share many affinities with the

rocks around them, generally migmatites. These heterogeneous calc-alkaline

granites are found north of Nkambe, along the Mungom River, a tributary of the

River Menchum north of Bamenda and east of Nkambe. They are found in the

Binka area, through openings in the basalts. Moreover, granite outcrops are found

between Ndop and Babungo at the foot of the volcanic escarpment, and are

continual. The Region abounds in building materials such as sand, stones, clay,

etc., thanks to its varied geology.

4.1.5 Hydrography

The Northwest Region has a significant hydrographic network. The main river in Donga-

Mantung Division rises from the western highlands and flows to Nigeria and the valleys. Most

streams are seasonal while major rivers flow all year round. The Donga River is the largest in the

Division and its source lies in the Adamawa Plateau. Like the Mantung River (the second largest

in the Division), the Donga River is potentially rich in fishery resources while its very fertile

banks are used for agricultural production.

4.2 Description of the biological environment

4.2.1 Sensitive, endemic, rare, threatened or vulnerable ecosystems

The project’s impact area covers many parks and reserves, the foremost being the Kimbi

Fungom National Park which will be traversed by this project. This park is a major protected

reserve that is home to species such as buffaloes, pangolins, monkeys, bush pigs, etc., and to

many endemic species as well, including Bannerman's turaco which is a characteristic biological

marker of the Northwest.

The Kom-Wum Forest Reserve and the Weh Forest Reserve also belong to the project area. The

table below provides an overview of the various reserves and protected areas in the North West

Region, as well as their surface areas.

Description Reserve Name Surface Area (ha)

Protected Areas Kom –Wum Forest Reserve 8,029 ha

Tubah Forest Reserve 85,189 ha

Bafut–Ngemba Reserve 1,147 ha

Mbembe Forest Reserve 28,575 ha

Kilum Ijim Plantlife Sanctuary 1,000 ha

Hunting Reserves Kimbi Fungom National Park 95,980 ha

Mbi Crater Game Reserve 370 ha

Kagivene Gorilla Sanctuary 1,944 ha

4.1.1 Flora

The project site vegetation is primarily grassy savannah, with the exception of Mount Oku that

rises to over 3000 m and where 19 vegetation types have been identified, the foremost being: (i)

Podocarpuslatifolius, which grows at an altitude of 2600-2900 m ; (ii) the undegraded mountain

forest with Nuxiacongesta, Prunus africana, Rapanearaelanophoeois, and Syzydiumstaudtii; and

(iii) the Montane Forest with Fagaresp, found near Elak Oku in a sacred forest that is relatively

protected in theory, being culturally a no-go zone.

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The project area is remarkably diverse, abounding in forest species, plants and endemic ferns.

This vegetation is essential for maintaining the area’s watersheds. Buds, leaves, barks, bulbs,

roots, tubers, fruits, and even whole plants are used by local communities for food, in rituals, as

well as in traditional medicine and pharmacopoeia (treatment of diseases such as malaria,

diarrhoea, worms, amoeba, pain, paediatric and obstetric diseases etc.).

Besides the forest reserves and community forests, there are relict forests on the border with

Nigeria, and in Momo Division bordering the South-West Region. These forests are vestiges of

the dense rain forest that once covered the Region. Today, these relict forests have been

gradually replaced by Eucalyptus.

4.2.3 Wildlife

The presence of evergreen forest in the savannah region has created a unique ecosystem in the

Oku area. The ecoregion contains exceptional levels of avian, mammalian and reptilian

endemism, with rich wildlife biodiversity occupying mainly protected areas and hunting reserves

as well as the Region’s savannahs. Many endemic species thrive in the area including small

mammals, primates (chimpanzees, guenon and gorillas), snakes, chameleons, amphibians and

many bird species.

4.3 Socio-Economic Aspects

4.3.1 Demographics

The Northwest Region is located on the Western Highlands. It is bounded on the South West by

the Southwest Region, on the South by the West Region, on the East by the Adamaoua Region

and on the North by the Federal Republic of Nigeria. It is sub-divided into 7 Divisions

(“Départements”) and 37 Subdivisions (“arrondissements”). Its total area is 17,812 km2.

The Region’s population is estimated at 1.7 million for an average regional growth rate of 1.9%.

Its density is 100/km2. Its urban population grows at 7.95%, and the rural population at 1.16%;

62% of the population is under 20 years of age. The project area ethnic groups are the Nso,

Wimbum, Mbembe, Nkanchi, Akweto, Mungong, Aku-Fulani, and Mbororos. The Weh - Nyos

people comprise the Bafmen, Baobao, Kwang, Kom, Aku-Fulani and Mbororos, all of whom

returned after the Lake Nyos disaster. The Babungo-Ndawara populations are composed of Kom,

Nso, Oku Babungo and migrant Mbororos.

4.3.2 Economic sectors

The Northwest Region is essentially agricultural. More than 60% of the population of this

Region lives mainly from agriculture. This agriculture is essentially family-based, for

subsistence or self-consumption and for trade with several other parts of the country and beyond

in the Central and West Africa sub-region. This essential occupation of the people is constrained

by multiple factors related to the Region’s accessibility issues: (i) poor state of roads and hence

inaccessibility of some production areas; (ii) inadequate local labour to develop new land; (iii)

combined high costs of inputs and foodstuffs; and (iv) low level of mechanization. Trading

activities take place mostly in the markets of the towns traversed and on the roadside, and

consists mainly of foodstuff selling. The construction of the Ring Road, particularly the Misajé-

Nigeria border access ways, will facilitate cross-border trade and curb smuggling, often practised

using the steep routes. This should generate substantial earnings for the local economy and State

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coffers. Livestock plays a vital role in the economic activity of all communities in the Northwest

Region. Although milk production is significant in the Northwest, its true potential remains

untapped due to livestock transportation difficulties, and the lack of processing industries.

4.3.3 Health

The Northwest Region has a regional hospital and 16 district hospitals, 26 health centres and 191

Integrated Health Centres as well as numerous private hospitals, clinics and health centres.

Immunization coverage exceeds 95% for essential vaccines. The Region also boasts one of the

best cardiology hospitals in Central Africa.

4.3.4 Education

The education system in the Northwest Region operates both the Anglophone and Francophone

systems either running in parallel or as a bilingual tandem. The education system is currently a

source of various tensions and conflicts at the national level and for various reasons, including

inadequacy of funds allocated to public education in the Region and teaching staff shortages.

Many public and private schools exist in the Region and cover the nursery, primary, secondary,

technical and university education levels. In primary education, the gross enrolment rate is 96%

(93% for girls), although the secondary school enrolment rates for children and especially girls

are far lower.

4.3.5 Water and electricity

Only urban centres enjoy water supply networks sourced from catchment stations provided by

CAMWATER, or by community projects or NGOs. Nearly 90% of the towns and villages along

the Ring Road benefit from a power distribution network. Nonetheless, power supply remains

erratic. Water or electricity supply seems compromised due to the dilapidated infrastructure

and/or demand far exceeding supply.

5. PROJECT ENVIRONMENTAL AND SOCIAL IMPACTS AND MITIGATION

MEASURES

5.1 Positive socio-economic impacts

The positive impacts are essentially socio-economic and residual, although the Region’s opening

up and increased tourism could bolster efforts by the government and local NGOs towards

preserving the rich biodiversity. Such impacts are:

➢ Construction phase job (full-time and temporary) and local trade opportunities;

➢ Project area’s opening up, regional integration and easier movement of people and

goods;

➢ Development of economic activities in the Northwest Region;

➢ Increased tourist numbers; and

➢ Increased State revenue.

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5.2 Impact of the Construction Phase on the Physical Environment

The worksite layout, easement clearance, quarrying and materials transportation will generate the

following impacts:

➢ Air quality deterioration due to dust and gas emissions: these impacts could be

mitigated by spraying water on the construction zones and maintaining vehicles

earthmoving equipment.

➢ Increased pressure on water resources and pollution risks: preparation and

compliance with water abstraction plans, the site waste management plan and a

contingency plan for accidental spills will lessen this impact. Hygiene and

sanitation facilities will be required on construction camps but also at regular

distances along the road under construction.

➢ Risk of soil oil pollution, erosion and soil structure modification: waste

disposal, riprap or masonry protection of hillside slopes: performing earthworks

outside rainy periods as well as land reclamation through landscaping at the end of

works will lessen this impact.

5.3 Impact of the Construction Phase on the Biological Environment

➢ Vegetation cover and biodiversity destruction principally during works on

access roads to quarries, borrow pits, diversions and other road alignment

changes. The vegetation cover consists of meadows, eucalyptus, fruit trees, but

also forest species from Kimbi Fungom National Park, Kom-Wum and Weh

reserves will be affected and exposed to illegal logging. Mitigation measures will

consist mainly of reforestation, limitation and strict control of tree felling,

community awareness and landscaping of sites. Protected area conservation

services will be consulted and ecosystem restoration measures included in the

ESMP.

➢ Destruction of terrestrial wildlife and aquatic fauna, and disturbance of their

habitats: construction work and destruction of vegetation cover will expose

wildlife to greater predation and traffic-related accidents. The mitigation measures

will mainly consist in implementing strict anti-poaching measures incorporated in

the Contractor’s Internal Regulations, public awareness and signage for accident

prevention.

5.4 Construction Phase Socio-economic Impact

Displacement and expropriation: easement clearance will require the relocation of roadside

stalls and land acquisition for the construction camp sites. Mitigation measures are set forth in

the Project Resettlement Action Plan (RAP).

➢ Cost of living hike in localities due to labour influx: measures such as hiring

local people, buying materials locally and supporting income-generating activities

will mitigate this impact.

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➢ Noise pollution risks: compliance with rules prohibiting night work, leasing of

construction camp sites located far from residential areas, public awareness and

proper maintenance of vehicles and earthmoving equipment will mitigate this

impact.

➢ Risks of spread of waterborne diseases, STIs/HIV AIDS and unwanted

pregnancies: installation of water points for workers, mandatory wearing of

personal protection equipment (PPE), public and community awareness on STIs

and inappropriate behaviour.

➢ Risk of destruction of pipelines and various utility networks: the identification

of such networks and implementation of palliative and compensatory measures

such as boreholes for people and livestock as well as information of the public on

possible disruptions will mitigate this impact.

➢ Risk of destruction of graves and sacred sites mainly during works on access

roads to quarries and borrow sites, detours and such other road alignment changes.

Whenever such sites are identified, families concerned and the competent

authorities should be notified, grave removal expenses provided for and the

necessary arrangements made in case of rituals to be performed.

➢ Traffic disruption and destruction of local access roads. To curb the effect of

works on the mobility of persons and goods during the project, the Contractor will

create detours and announce them.

➢ Risks of occupational accidents due to the works and the equipment used: a

Hygiene Health and Environment Plan will be put in place and an on-site HSE

manager recruited. Wearing PPE and safety measures will be mandatory and

worker awareness programmes conducted throughout the works.

➢ Risks of accidents and disputes with local people: compliance with safety

measures prohibiting access to construction sites for local residents, regulation of

vehicle speeds, transparent and impartial recruitment mechanisms for unskilled

workers, complaints management and conflict resolution are measures that will

mitigate such risks.

5.5 Impact of the Operation Phase on the Physical Environment

Risk of soil and watercourse pollution due to infrastructure deterioration: plan maintenance

works to replace defective safety facilities (railings, guardrails), traffic signs, drainage channels,

etc.), thus reducing road damage risks.

5.6 Impact of the Operation Phase on the Biological Environment

Collision of livestock or wild animals with vehicles. Animal crossings and speed limit signs

will be required, and public awareness conducted in the area.

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5.7 Operation Phase Socio-economic Impact

Risks of accidents/STI/HIV AIDS transmission and conflicts with local people: putting in

place of speed bumps and speed limit signs near urban areas, public awareness of risky

behaviour and cultural intermixing will help limit conflicts and the risk of transmission of

sexually transmitted diseases attributable to the influx of tourists, truckers and others in the

Region. Workers will be kept informed of behaviour to be discouraged through the Contractor’s

internal regulations.

5.8 Residual Impact

In light of the foregoing analysis of the impacts identified, the residual importance of negative

impacts is either insignificant or minor. Conversely, the residual importance of most of the

positive impacts is major. Accordingly, the Ring Road Construction Project is environmentally

feasible. To ensure such feasibility, the measures envisaged in the ESMP must be properly

implemented and on time.

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Summary of Environmental and Social Impacts, and Mitigation Measures Proposed

Activity

Period

Activity Positive Impacts Negative Impacts Mitigation Measures

Preparation

phase

Land acquisition

Socio-economic

environment

- Demolition of roadside

stalls

- Risk of social conflicts

and household

destabilization

- Awareness campaigns

- Compensation of PAPs

Construction

Phase Easement

clearance

Worksite

installations

Quarrying

Recruitment of

temporary

workers and

installation of

skilled workers

Operation of

concrete mixing,

crushing and

asphalt plants

Physical environment

- Air quality deterioration

due to dust and gas

emissions

- Risk of pollution and

excessive water

abstraction

- Pollution, erosion and soil

degradation

- Watering of work zones

- Vehicle and earthmoving equipment

maintenance

- Preparation of and compliance with

water abstraction plans, site waste

management plan

- Contingency plan for accidental spills

- On-site hygiene and sanitation

facilities

- Protection of hillside slopes

- Earthworks outside wet seasons

- Landscaping

Biological environment

- Destruction of the

vegetation cover and

wildlife habitat

- Poaching and illegal

exploitation of forest tree

species

- Reforestation

- Limitation and/or strict control of tree

felling

- Sensitization of communities and

workers against poaching

- Landscaping

- Collaboration with protected area

conservation authorities

16

Pavement

preparation and

asphalting

Construction of

road structures

(bridges, box-

culverts)

Functioning of

the worksite

Signage and

safety equipment

Closedown and

end of works

Socio-economic

environment

- Local economic

spinoffs

- Job creation

- Increased household

income

Socio-economic

environment

- Cost of living hikes in

localities

- Noise pollution

- Spread of contagious

diseases, STD/HIV-

AIDS, unwanted

pregnancies

- Risk of destruction of

pipelines and various

supply networks

- Risk of destruction of

graves and sacred sites

- Traffic disruption and

destruction of access

roads

- Risk of work accidents

- Risk of accidents and

conflicts with the public

Promote access to jobs and materials

contracts for local people, support

local income-generating activities

- Raise public awareness on nuisances

- Observe working hours

- Maintain vehicles and earthmoving

equipment

- Compulsory wearing of PPE,

providing water points and toilets

- Raise workers' awareness on internal

regulations

- Raise local public awareness on STIs

/HIV-AIDS risks

- Identify existing networks and take

compensatory measures

- Identify sites in conjunction with local

chiefdoms

- Cover the cost of moving graves or

sacred sites

- Create detours and place detour signs

- HSE plan in place

- Obligation to wear PPE

- Site safety and speed limitation

measures

- Emergency kits and care available

17

locally for workers

- Complaints management mechanism

in place

- Transparent recruitment process

Operation

phase

Road

commissioning

and maintenance

Physical environment

- Risk of soil and watercourse

pollution

- Maintenance work to change defective

facilities

- Collision of livestock or wildlife with

vehicles.

Biological environment

- Collision of livestock or

wildlife with vehicles

- Speed limit signs

- Speed bumps and other speed

limitation structures around risky areas

- Raising stockbreeders’ awareness

Socio-economic

environment

- Area’ opening up

- Socio-economic

development

- Increase in tourism

- Increase in State

revenue

Socio-economic

environment

- Risk of accidents

- Risk of STI/HIV-AIDS

transmission and conflicts

with local people

- Speed limit signs

- Speed bumps and other speed

limitation structures around risky areas

- Raising public awareness on accident

risks

- Raising public awareness on behaviour

change risks due to influx of travellers,

tourists and truckers

18

6. CLIMATE CHANGE AND MITIGATION MEASURES

The transport sector constitutes a key issue in fossil resources consumption (especially oil), and

globally features among the leading sectors in terms of greenhouse gas emissions. In Cameroon,

the value of transport sector GHG emissions in 2010 was estimated at 2744 MtCo2eq and could

reach 4307.52 MtCo2eq unless firm mitigation measures are taken. With the rehabilitation of the

RN11 Ring Road, truck traffic from and to Nigeria will grow significantly.

The GHG mitigation measures put in place by the project include: (i) ensuring smooth traffic

flow and stabilizing the speed between 60 km/hr and 80 km/hr in the operation phase in order to

limit CO2 and CO emissions along the route; (ii) plant alignment trees over a 150 m distance on

either side entrances and exits of the villages traversed; and (iii) encouraging national authorities

to install sensors for monitoring the main exhaust gases and particles.

In the agro-ecological zone of Cameroon’s Highlands, there are climatic variations marked by

heavy rains followed by long dry spells when many water points dry up.

The climate change adaptation measures proposed under the project are: (i) appropriate design of

water structures taking into account rainfall and flood periods; (ii) tree planting and construction

of structures to protect against landslides and erosion in sensitive areas (retaining walls, gabions,

etc.).

7. MANAGEMENT OF EXPECTED RESIDUAL EFFECTS AND

ENVIRONMENTAL HAZARDS

As noted above (paragraph 5.8), after applying measures to mitigate negative impacts, some

residual negative impacts requiring monitoring and management through specific measures will

still be required. Such residual impacts concern: (i) air quality deterioration by gases; (ii) risk of

surface water pollution due to spills from vehicles; (ii) risk of traffic accidents; (iv) risk of noise

pollution from heavy vehicle traffic (especially at night); (vi) risks of spread of STIs/AIDS,

waterborne diseases, and unwanted pregnancies as a result of increased traffic and volume of

travellers (vi) risk of felling of trees, including eucalyptus, destruction of vegetation cover and

pastures; and (vii) risk of destruction of flora biodiversity in parks and reserves, etc.

Surveillance and monitoring of the occurrence of impacts will be put in place. Appropriate

actions are also envisaged under the ESMP.

8. PUBLIC CONSULTATIONS

The public consultations consisted of meetings held as part of conducting the Ring Road Project

Environmental and Social Impact Assessment. The meetings focused on the project content and

potential impacts as described in the terms of reference and in the first draft of the ESIA report.

- Semi-structured interviews were conducted with the ministries involved in the

project. Interviews were also held with the municipal officials and the heads of the

villages traversed, etc. These interviews provided an opportunity for the experts

conducting the ESIA to gather specific information on the project's host

environment and/or opinions of those contacted about the project.

19

- Four public consultation meetings were held. They took place in four different

Départements (Divisions): in Nkambe for Donga-Mantung, Kumbo for Bui, Bafut

for Mezam and lastly Wum for Menchum. In each Division, a meeting was held

with all the people, opinion leaders and representatives of the ministries as well as

the communities and persons affected by the project.

Attendees highlighted their expectations from the project, most of which focused on socio-

economic development and easing access to the area, but also voiced their concerns regarding:

(i) expropriations; (ii) destruction of various utility networks (water, electricity, telephone,

internet, etc.); (iii) destruction of the vegetation cover and of sacred sites during project works;

(iv) risks of traffic accidents due to increased road traffic; (v) health risks due to the spread of

diseases such as STIs/HIV-AIDS, increased juvenile delinquency and early pregnancies.

The team conducting the consultations (MINTP, CARFAD) provided them with the necessary

insights and a number of concerns were considered in this ESIA, in particular in the impact

management plans (ESMP and RAP).

9. CONCLUSION

The conduct of an ESIA is a prerequisite for the implementation of the Ring Road Construction

Project. It addresses the Client’s desire to comply with applicable regulations on environmental

protection for project sustainability. The ESIA centres on analysing potential project impacts,

and the mitigation, avoidance or enhancement measures to take.

The results of the analysis show that this project is environmentally feasible. The measures set

out in the Environmental and Social Management Plan (ESMP) to mitigate the negative impacts

along with detailed costs and an implementation schedule will help to reduce identified risks

significantly. Compensation and enhancement measures for project-affected persons are included

in the RAP Resettlement Action Plan with associated costs. The ESMP and RAP are separate

documents from this ESIA. The Project Owner, in this case the Government of Cameroon, shall

make all the necessary arrangements, in particular financial, for the implementation of the

measures included in the ESMP and PAR. A regular (quarterly) report will be required as a loan

agreement condition.

20

10. REFERENCES AND CONTACTS

References

- Cameroon: Ring Road Construction Project – Environmental and Social Impact

Assessment. Compliance with the Criteria of the African Development Bank

(AfDB), April 2018

Contacts

- P. MORE NDONG, Transport Engineer, PICU1

E-mail: p.morendong@afdb.org

- P. HORUGAVYE, Chief Socio-economist, SNSC

E-mail: p.horugavye@afdb.org

- F. KAYIGAMBA ; Environmentalist, Consultant, SNSC

E-mail: f.kayigamba@afdb.org

- M. BAKIA, Chief Environmentalist, SNSC

E-mail: m.bakia@afdb.org