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Agricultural Value Chain Competitiveness and Safety Enhancement Project (RRP CAM 50264)

Social Safeguard Due Diligence Report

Project No.: 50264-002 September 2020

Cambodia: Agricultural Value Chain Competitiveness and Safety Enhancement Project (Output 3) Prepared by the Ministry of Agriculture, Forestry and Fisheries for the Asian Development Bank.

TABLE OF CONTENTS

I. EXECUTIVE SUMMARY 1

II. SUBPROJECT OUTPUTS AND DESIGN CRITERIA 3

A. Project Impact, Outcome and Outputs ............................................................................ 3

B. Project Description and Location .................................................................................... 4

C. Road Design and Alternatives Considered to Avoid/Minimize Impact.............................. 6

III. CONSULTATION, PARTICIPATION, AND DISCLOSURE 10

A. Stakeholders Consultations Conducted in the Project Area ...........................................10

B. Stakeholders’ Perceived Project Impacts ....................................................................... 11

IV. DUE DILIGENCE 15

V. MONITORING AND REPORTING 18

VI. CONCLUSIONS AND RECOMMENDATIONS 19

A. Involuntary Resettlement Categorization .......................................................................19

B. Indigenous Peoples .......................................................................................................20

C. Recommendations.........................................................................................................20

ABBREVIATIONS ACSEP Agricultural Value Chain Competitiveness and Safety Enhancement Project ADB Asian Development Bank AIDS Acquired Immune Deficiency Syndrome AVC agricultural value chain CAP competitive agricultural product COI corridor of impact CPF community participation plan DBST double bituminous surface treatment DDR due diligence report DED detailed engineering design EMP environmental management plan EM ethnic minority GRM grievance redress mechanism HIV/AIDS Human Immunodeficiency Virus/Acquired Immune Deficiency

Syndrome IPs indigenous peoples km kilometer MAFF Ministry of Agriculture, Forestry and Fisheries MRD Ministry of Rural Development PAC participating agricultural cooperative PAE participating agro-enterprise PDRD Provincial Departments of Rural Development PFI participating financial institutions PMU project management unit ROW right-of-way SEO Social and Environment Office SIA social impact assessment SPS Safeguard Policy Statement

NOTE

In this report, "$" refers to United States dollars.

This social safeguard due diligence report is a document of the borrower. The views expressed herein do not necessarily represent those of ADB's Board of Directors, Management, or staff; and may be preliminary in nature. In preparing any country program or strategy, financing any project, or by making any designation of or reference to a particular territory or geographic area in this document, the Asian Development Bank does not intend to make any judgments as to the legal or other status of any territory or area.

I. EXECUTIVE SUMMARY 1. Agricultural Value Chain Competitiveness and Safety Enhancement Project (the project) aims to address Cambodia’s agriculture sector problems of low productivity, low value addition, and low resource efficiency. The project will have the following outputs: (i) agricultural value chain (AVC) financing enhanced; (ii) AVC linkage and safety strengthened; and (iii) AVC connectivity enhanced. Under Ministry of Rural Development (MRD) output 3 of the project will improve rural roads in six provinces (Kampong Cham, Tboung Khmum, Kampong Thom, Siem Reap, Oddar Meanchey and Preah Vihear) to paved condition via double bituminous surface treatment (DBST) or concrete to improve connectivity and to make them resilient to climate change impacts. The improved roads will provide the six provinces with a safer, more cost-effective rural access road network with all-year access to markets and other social services. 2. Cambodian rural areas play a vital role as home to the vast majority of the country’s population, many of its natural resources, agricultural and industrial production, and some of its popular tourist destinations. The strength of the nation’s rural economy is heavily reliant on the quality of the transportation and infrastructure systems, particularly the rural roads and their linkage to high order roads that connect rural Cambodia with the main urban centers and marketplaces. The economy of rural Cambodia depends on the quality and connectivity of the rural transportation system, which supports quality of life for the approximately 11 million Cambodians living in the rural areas.

3. Transportation in Cambodia, both passenger and cargo, is predominantly dependent on the country’s road network. The Cambodian road network is comprised of more than 58,000 km of roads, including about 16,300 km of national and provincial roads and approximately 42,500 km of rural roads. Management of the road network is divided between the Ministry of Public Works and Transport (MPWT) and MRD. MPWT is responsible for the national and provincial road network while MRD is in charge for all rural roads, which account for almost 75% of the total road network. Up to about 2005, almost all rural roads were earth, or laterite and gravel surfaced. Around that time, the upgrading of rural roads started, transforming them into DBST roads or also at some instances into concrete surfaced roads. 4. Rural road upgrade has been ongoing since the 1990s and continuing to date to improve the living conditions for the majority of Cambodian people. The road upgrade is accomplished partially through MRD’s own budget under the Community Improvement Programme (the Army’s Engineering Branch), but the majority is financed through grants and loans by different international development partners. ADB has been leading the efforts to improve rural roads in Cambodia, but other development partners also have provided funding for the effort. The World Bank, Kreditanstalt für Wiederaufba (KfW), Agence Française de Développement, European Union,Japan International Cooperation Agency , the Government of the Republic of Korea through KEXIM, the Government of Australia, the Nordic Development Fund, and the Government of the People’s Republic of China collectively improved already over 2,200 km of rural roads to paved condition since 2005, and more is in being planned or under construction.

5. The proposed project is in line with the country operations and business plan 2019-2021 and the country partnership strategy 2019-2023 of ADB, which both build on two strategic pillars (accelerate competitiveness and economic diversification and foster green, sustainable, and inclusive development), and further supports the implementation of the country’s poverty reduction goals. These pillars support higher agricultural productivity and commercialization, and

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aim to build rural infrastructure and support trade and transport facilitation. The project supports the country’s commitment to sustainable development and poverty reduction goals as stated in Cambodia’s Rectangular Strategy for Growth, Employment, Equity, and Efficiency, Phase IV, and the National Strategic Development Plan 2019-2023.

6. This due diligence report (DDR) is prepared in line with output 3. Out of six rural road subprojects, detailed engineering design (DED) of five subprojects have been completed while DED of the remaining subproject will be completed before the project approval. The DDR covers the screening and social impact assessment (SIA) for the five rural road subprojects (TBK-10, KPT-02, PVH-01, SRP-05 and OMC-01). The DDR for the KPC-10 will be prepared based on the detailed design and disclosed on ADB website. The contract for the KPC-10 cannot be awarded until DED is completed and its DDR prepared and disclosed. This report also presents the background of the project, safeguard categorization, key findings and conclusions based on the field visits, transect drives and consultations conducted in the project area, specifically on involuntary resettlement (IR) and indigenous peoples (IPs).

7. The selected roads of the project are not anticipated to trigger IR. The design has been done following design criteria detailed in a community participation framework (CPF).1 All road works are done within the existing right-of-way (ROW) of the rural roads that belongs to MRD following the existing roadway (carriageway, shoulders and slopes) alignment. Where the existing road is too narrow or has obstacles such as productive trees, crops or structures, the road alignment will be adjusted or concrete surfacing with narrow width will be used to avoid all the impacts. Damages during construction to trees, crops and secondary structures will be reinstated, replaced and/or compensated from construction contingency budget of the environmental management plan (EMP). Therefore, the road component of the project is categorized as C for IR impact. 8. The project roads do not have any identified IPs living within 2 km of the roads. In addition, the road upgrade will in general benefit IPs in the area with improved access. The information was confirmed by the village and commune leaders within the project area. Therefore, the project is categorized as C for IPs impact.

1 Community Participation Framework (accessible from the list of linked documents in Appendix 2 of the RRP).

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II. SUBPROJECT OUTPUTS AND DESIGN CRITERIA

Project Impact, Outcome and Outputs

9. The project aims to address Cambodia’s agriculture sector problems of low productivity, low value addition, and low resource efficiency. The project will have the following outputs: 10. Output 1: AVC financing enhanced. The output covers AVC credit line to participating financial institution (PFI) established to promote development of competitive agricultural products (CAP) value chains that are safe, climate friendly, and energy efficient; Credit Guarantee Fund established for PFI to reduce risks of lending to agribusiness enterprises; equity capital loan credit line established for PFI to improve equity/loan ratio of target beneficiaries; and Business Advisory Unit established to provide services to safe, climate friendly and energy efficient agribusiness enterprises in business plan preparation and to PFI in improving assessment of investment. 11. Output 2:AVC linkage and safety strengthened. The output aims at addressing key bottlenecks for agribusinesses (i.e., shortage of safe and quality products to process, market and trade) and farmers (i.e., difficulty in accessing quality seeds and planting materials and in marketing their products). The output will (i) support establishment and strengthening of business partnerships between participating agricultural cooperatives (PACs) and participating agro-enterprises (PAEs); (ii) support PEAs and PACs to obtain food safety certification (e.g., CamGAP, Good Animal Husbandry Practices and organic certificates for PACs, Good Manufacturing Practice and HACCP for processors); (iii) support three laboratories for pesticide residue analysis, mycotoxin analysis, and antibiotics analysis to be substantially strengthened and accredited for international certification; (iv) support (a) research and development on crop varieties and animal breeds and (b) multiplication and dissemination of quality crop seeds and planting materials; and (v) digitalization of government services and information dissemination to facilitate agricultural value chain development (e.g., extension services, supply management, and market information). A Business Advisory Unit established under Project Management Unit (PMU) will facilitate business plan preparation of PAEs and PACs to access finance from PFI. 12. Output 3: AVC connectivity enhanced. This output will improve 110.3 kilometers (km) farm-to-market road to be climate resilient. It will improve connectivity among value chain actors of the CAPs and reduce transport and operation costs. Disaster risk reduction measures was incorporated in road design. Relevant trainings will be provided to the communities. Operation and maintenance for rehabilitated farm-to-market road will be ensured. The output covers road DED; Construction of road infrastructure; and Capacity building of users. 13. The project impact is aligned with the needs of the population served and economic development promoted as in the Rectangular Strategy of Cambodia. The project output 3 result will be all-weather access in rural areas of the project provinces improved. The project will improve a total of 110.3 km of rural roads in six provinces of Cambodia to paved condition by DBST or concrete. The improved roads will provide poor rural provinces with climate-resilient, safer, and cost-effective rural road network with all-year access to markets and other social services. The project will have substantial positive employment and gender impacts in the rural communities. 14. The transaction technical assistance (TRTA) consulting services conducted a due diligence review of the road rehabilitation in cooperation with the Social and Environment Office (SEO) staff of MRD. SEO capacity has been strengthening through implementation of previous ADB funded Rural Road Improvement Project phases I-III. With such acquired capacity, SEO can

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use their own staff resources with inputs from Project Implementation Consultants (PIC) for (i) implementing a CPF developed by the TRTA; (ii) grievance redress mechanism; and (iii) conducting socioeconomic survey and social impact assessment of beneficiaries for remaining road to complete design and if unanticipated IR impact is foreseen during project implementation.

Project Description and Location 15. At the onset of the project the Provincial Departments of Rural Developments (PDRD) in the six provinces provided a “long list” of 60 road stretches being considered for upgrade. Many of these roads are being maintained routinely by re-gravelling under the MRD’s normal construction and maintenance program. The conducted engineering field missions had shown that the roads were generally strongly built and to a reasonably good standard. However, the lack of durability of many earth and gravel surfaced roads, especially under severe weather conditions, is a serious financial drain on resources. Re-gravelling is often being carried out after only three or more years because of high losses of gravel wearing material through traffic and erosion. Upgrading the roads to bitumen or concrete sealed standard do have higher initial construction costs, but will improve road resilience by reducing road maintenance and road user costs. Thereby life-cycle costs per unit kilometer of the rural road is reduced. 16. The long list of roads in need of upgrade provided by PDRD required to be shortened to fulfil (i) the project’s overall objective to focus on agricultural value chain products, (ii) to reduce natural hazards to which these roads are exposed, and (iii) to suit the available project budget. The process in reducing the number of roads was done using a 3-step approach, using knock-out criteria, and qualitative and economic criteria. The final list was discussed in depth with MRD to ensure consistency with the foreseen implementation of similar ongoing projects. A short list of 12 priority roads consisting of 245.26 km of rural roads in the six provinces was established for final selection for design and construction. 17. Final selection of roads was done in coordination between TRTA engineers and safeguard experts. Selection was based on available budget, MRD/PIU preferences, Project purpose and targets for value chains, consultations with stakeholders and SIA. Based on the selection it is proposed for the project to construct six road sections with a total length of 110.3 km, out of which five or 93 km the DED is completed and one (1) or 17.3 km DED is being finalized (Table 1). The selection and design process has been described in detail in Feasibility Report for Output 3 - Rural roads report.2 18. Two surfacing materials are used, DBST and concrete, where concrete is used for narrow sections where no space is available for widening. The existing width is widened slightly due to leveling of the roads and surfacing, and in some cases, increase of height for flood protection. Any increase in width of the road is only done within the existing state-owned ROW. Table 1 presents the summary list of the project roads for the project.

2 ADB, 2020. Agricultural Value Chain Competitiveness and Safety Enhancement Project. Feasibility Report for Output 3 - Rural roads report

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Table 1. Summary List of the Project Roads

Code Road characteristics Design characteristics

Road name / section

Existing width* (m)

ROW (m)**

Total length (km)

DBST (length-km / width-m*)

Concrete (length-km / width-m*)

Budget (m USD)

Roads with DED completed TBK-10

Dambae SreVeng

7-10 15 12.501 11.836 / Width: 11

0.665 / Width: 7

1.80

KPT-02

Trapaing Thmar to Dang Anteak

10-12 30 12.404 12.404 km Width: 13.3 (175m) and 10.5 for remainder

0 1.86

PVH-01

Sangkum Thmey to Taseng

7-10 15 24.197 23.715 / Width: 11.5

0.482 / Width: 6.5

3.10

SRP-05

Kok Klaing to Phumi Kul

7-10 15 16.200 15.950 / Width: 11

0.250 / Width: 7

2.46

OMC-01

Banteay Thmey to Atao

7-10 30 27.707 27.007 / Width: 11

0.700 / Width: 6.5

4.55

Sub-total 93.009 90.912 / Width: 10.5 - 13.3

2.097 / Width: 6.5-7

13.77

Roads to have detailed design completed prior to project implementation phase KPC-10

Ou Mlou to Phnum Krahorm

7-10 15 17.3 12 / Width: 9-12

1.5 / Width: 6

3.0

Sub-total 17.3 12 / Width 9-12 1.5 / Width: 6

3.0

Total 110.309 115.512 / Width: 9-13.3

4.297 / Width: 6-7

16.77

* Including carriageway, shoulders and slopes ** Existing official ROW as obtained from the cadastral office. Source: FS, ACSEP TRTA, June 2020.

19. The project road location map is shown in Figure 1, showing the roads/ provinces for improvement that will be financed under the project.

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Figure 1: Project Location Map

Source: TRTA, 2020.

Road Design and Alternatives Considered to Avoid/Minimize Impact

20. Similar to the practice of ADB’s Rural Road Improvement Projects ( Phases I to III), the proposed project does not have any need for widening of the existing roadways and the construction works are done within the existing ROW that is owned by MRD. The official existing ROW for the roads varies depending on road classification (Table 4) and has been established by cadastral office as public land based on road classification and local conditions. The existing ROW has been checked during the project preparation. Corridor-of-impact (COI), which is narrower than the existing ROW, will include carriage way, shoulders and slopes. COI will be defined for each section of the selected roads depending on the existing roadway width, potential impact and engineering designs. 21. It is possible for people living and farming land along the roads to have soft titles for land within the ROW. This is due to large part of the rural areas still unregistered with the nationwide systematic land registration process, which has been on-going since 1997. The systematic registration process adjusts and corrects the soft titles and unofficial ownership of land on the ROW to clear the ROW as per legislation of the Royal Government of Cambodia and Land Law 2001. Until the systematic registration is done, people hold on to their soft titles, but can donate the land on the official and existing ROW for the project use following transparent processes as described in the CPF. 22. The project is designed to avoid any IR or IPs impact, or economic or physical displacement. This is accomplished through following the existing alignment of the roadways as much as possible while deferring from widening the roadway width (including carriageway,

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shoulders and slopes) within the existing ROW where it would cause impact on private assets and land use. In general, the upgraded roads will have a paved carriageway width of 5 to 7.5 m and where space permits with at least 0.25-0.5 m shoulders on both sides (see Figures 2 and 3 for DBST and concrete cross-sections). The currently foreseen slopes for embankments are 2:1 minimum, but steeper ones with concrete support can be applied where avoiding impact is necessary. Impact avoidance and mitigation will be done following the road design criteria. 23. The design criteria for the project rural roads is based on the following key principles:

i. Only construct the roads within the existing ROW, as confirmed by the local cadastral office, preferably following the existing roadway alignment;

Whereas, in case there is privately owned or used assets such as structures, trees or productive agricultural land within the COI of the designed road alignment, these are to be avoided and mitigated to avoid unnecessary impacts as per ADB Safeguard Policy Statement (SPS) (2009) by utilizing available free space within the existing ROW through following adjustments to the design and alignment:

ii. Within the existing ROW, adjust road center line / COI to the opposite side of the road centerline away from the obstacles;

iii. Within the existing ROW, narrow the roadway design width by narrowing carriageway or shoulders, or reduce raising of the road elevation, when there are obstacles / potential impact on both sides of the road;

iv. Within the existing ROW, construct concrete road without shoulders for narrow road sections and villages to enable narrower carriageway width; and

v. Within the existing ROW, where raising of the road is necessary for flood protection but there is potential impact on the side of the road, construct reinforced embankments for steeper slopes and narrower roadway width.

24. Roads for which (i) no design scope exists for addressing the potential impacts through any of the design criteria mechanisms above, and (ii) land clearing/construction activity has already been done without coordination with the executing agency, shall not be taken up for financing.

Figure 2: Typical DBST Roadway Cross Section

Note: Width of slopes are location specific depending on local topography

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Figure 3: Typical Concrete Roadway Cross Section

Note: Width of slopes are location specific depending on local topography

25. A social safeguards rapid pre-screening and SIA 3 was conducted to verify that the selected roads passed the design criteria. First part of the screening/SIA was via field visits in June 2019, second in October 2019 and third during DED in February to March 2020. The first part of screening/SIA covered the five road sections designed as well as one road to be designed during the project implementation (KPC-10). Final verification was conducted in May-June 2020, which also included screening of a new road section (KPC-10) proposed by the Director of Kampong Cham Provincial Department of Agriculture, Forestry and Fisheries. This road (KPC-10) design is being completed prior to the project implementation and included as addendum to DDR once the design has been finalized. During the screening, all segments of the roads which could have potential impact were identified and mapped, and design alterations were made to ensure there is no IR impact. Hence, the categorization of the project IR impact is C as per ADB SPS (2009). 26. The replacement and/or compensation of privately owned valuable trees, small structural assets4 and/or income generating crops affected by construction within the COI is a project policy. These matters will be determined on a case-by-case basis by the construction supervision consultants and MRD/SEO and covered by a CPF and construction contingency fund which is described in the EMP.5 27. The project will generally avoid impact on wild shrubs and trees growing along the existing ROW of the roads, except for the shrubs and trees that need to be removed as per design requirements or for safety. Even though full length of the projects roads has been screened for social impacts, it is not possible to count the number of individual shrubs and trees impacted by the project as the total length of the project roads is 110.3 km. The cost of removal of the shrubs and trees is included in the provisional sums of the contractors’ contract6. It also includes a

3 Social Safeguard Due Diligence Report (accessible from the list of linked documents in Appendix 2 of the RRP). 4 Fences, gates, etc. 5 Environmental Management Plan includes US$30,000 for contingency as listed in Section C.2 and Table A1.8 of EMP. 6 All trees with diameter 30 cm or less will be counted in "clearing and grubbing" item of BOQ, and removal of larger than 30cm will be billed separately by the contractor using contingency budget of the project (contingency budget is between US$200,000 - 400,000 / road).

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requirement for the contractor to report and include the details about shrub and tree removal in the semi-annual monitoring report.7 28. Some environmental impacts might also arise such as dust and noise emissions as well as potential occupational and community health and safety risks. But all these can be mitigated with strict compliance of the environmental requirements as stipulated in the EMP and enforced through the construction contractor contract as detailed already in the bidding documents. None of the project roads traverse the core, buffer and transition zones of ecologically protected areas. Necessary environmental mitigation measures have been identified and included in EMP to guide the contractors during the implementation stage. Other mitigation measures to address potential social risks (i.e. road safety of the children and other vulnerable persons within the project areas) during and after project completion, HIV/AIDS and human trafficking prevention and road safety awareness, training on safeguards, core labor standards and gender awareness activities are included in the gender action plan.

29. Temporary impact during construction will be minor, and involves traffic signs, sign boards, removable timber bridges for agricultural field access, and umbrellas and eaves used in market areas and for shops. Temporary environmental impacts will cause dust and noise, and minor access restrictions, which are all mitigated by the contractor as detailed in EMP. Construction contractor will be responsible for replacing affected pavements and secondary structures to their previous or better condition, and provide access during construction to houses and properties along the roads, and mitigate all environmental impacts appropriately as in EMP.8 30. In case alignment changes to the roads will cause unavoidable significant impacts on structures (primary structures or agricultural land) due to encroachment to the government’s existing ROW prior to cut-off date, the project will compensate for the impacts within COI as per full replacement cost following ADB SPS. Impact outside the COI caused by construction will be compensated by the contractor. The impacts on structures or use of land occurred on the COI after the cut-off date will not be compensated for. 31. The DED for rural roads has been completed during the TRTA for 93 km (5 roads) following the design criteria. The remaining 17.3 km of road (KPC-10) is being designed prior the project implementation. The due diligence and impact screening findings of the KPC-10 will be included in the separate DDR, which will be prepared based on detailed engineering design, submitted to ADB and disclosed prior to contract award. The contract for the KPC-10 cannot be awarded until final DED is completed and its DDR is prepared and disclosed. 32. CPF has been developed and the project will follow CPF on design, consultations, transect walk/drive, information dissemination and land donation.

7 Bidding Document, Part III, Section 8, Part B: Specific Provisions, Sub-clause 4.18. 8 Bidding Document, Part III, Section 8, Part B: Specific Provisions: Sub-Clause 11.2 Cost of Remedying Defects and Sub-Clause 11.11 Clearance of Site.

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III. CONSULTATION, PARTICIPATION, AND DISCLOSURE 33. The stakeholders in the road sections include the investors, the owners of agro-enterprises, agricultural cooperatives, traders, local residents, commune / village leaders, shop owners, farmers, road users, mothers/ women, teachers and students / children. During the project preparation stage, the local people / residents were consulted, as also the village / commune leaders, women and farmers. Consultations were conducted in the villages / communes through public meetings and informal interviews. The stakeholders were informed about the proposed project, the potential social risks or negative impacts and positive impacts or benefits that the local residents will get from having improved rural roads. The stakeholders were also asked about their perception of the project, their concerns or worries and recommendations. Traders, investors, owners of agro-enterprises and agricultural cooperatives were consulted separately as part of the poverty, social and gender assessment, 9 financial products consultations with farmers and agro-enteprises10 and value chain assessment for Output 2 (DFR, feasibility study for Output 2).11 Details of the consultations are compiled in a separate series of annexes. 34. During the preparation phase, the consultants disclosed to local people invited to participate in the commune consultations what the project would entail and sought their opinion regarding the project. The project related information was disclosed to communities adjacent all the project roads that were surveyed during the impact screening and social impact assessment (please refer to the CPF disclosed on ADB website); and during the site visits of the TRTA Consultant Safeguard Specialists (International and National). The consultations were done in close cooperation with SEO of the MRD and PDRD in each of the project provinces.

Stakeholders Consultations Conducted in the Project Area 35. Consultations and transect walk / drive was used to disclose information about the project to communities along the selected road sections at an early phase of the project preparation. The public consultations were carried out between 17 to 25 October 2019 with a total of 1,146 people (620 men and 526 women) in communes along all 12 subproject road segments (Table 5). The consultation covered aspects of project scope, road design, CPF guidelines and processes, land donation, grievance redress mechanism (GRM), cut-off date and existing ROW, ethnic minorities, EMP and construction schedule. This was especially important on announcement to the villagers for not using ROW for any land use activities, planting of trees or construction of any structures, and the establishment of cut-off date and the policy of no compensation on land use, trees or structures after cut-off date (Table 2). During the consultations and transect walk / drive the alignment of the proposed project roads was finalized based on community consultations held along the proposed roads.

9 ADB, 2019. Competitive Agribusiness Development Project. (former title of the Agricultural Value Chain

Competitiveness and Safety Enhancement Project). Poverty, Social and gender Assessment (PSGA) Report 10 ADB, 2019. Competitive Agribusiness Development Project (former title of the Agricultural Value Chain

Competitiveness and Safety Enhancement Project). Survey of Agribusinesses & Farmers’ Cooperatives on Access to and Use of Financial Services.

11 ADB, 2020. Agricultural Value Chain Competitiveness and Safety Enhancement Project). Draft Final Report.

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Table 2: Summary of Consultations Conducted Road segment

Male Female Total Cut Off Date

Road segments approved for financing

PVH-01 52 27 79 Oct 25th, 2019

SRP-05 17 35 52 Oct 23rd, 2019

TBK-10 32 39 71 Oct 17th, 2019

KPT-02 38 48 86 Oct 21st, 2019

OMC-01 91 57 148 Oct 24th, 2019

KPC-10* TBC TBC TBC TBC

Sub-total 230 206 436

Road segments dropped from financing

KPC-06 32 9 41 Oct 19th, 2019

KPC-09 52 27 79 Oct 18th, 2019

KPT-11 105 101 206 Oct 22nd, 2019

OMC-06 27 31 58 Oct 25th, 2019

PVH-03 64 54 118 Oct 24th, 2019

SRP-06 80 74 154 Oct 23rd, 2019

TBK-04 30 24 54 Oct 18th, 2019

Sub-total 390 320 710

TOTAL 620 526 1146

* NOTE: To be confirmed (TBC) once consultations conducted

Stakeholders’ Perceived Project Impacts

36. Stakeholder consultation perceptions, as well as questions and answers were recorded during the consultation meetings. The questions and answers are shown in table 3.

1. Key Problems/ Concerns Raised (Potential Negative Impacts) 37. The main concerns raised by the people consulted are related to environment, such as dust and noise, but they consider this as only temporary and something that can be mitigated by the contractors during the construction stage. The villagers also perceived that some trees and part of the fences located very close to the existing road (or on the right of way) might be affected in some road sections that are narrow. The local people were found to be willing to donate assets if needed without any compensation should there be impact on such things as trees, fences or small strips of land which they owned. Any individual concern of potential impact on assets or property of the stakeholders was checked in the field after the meeting together with the concerned stakeholder by the TRTA team. 38. Especially during dry season, the people suffer from dust which is not good for their health especially for children and old people. Although the people consulted consider dust as temporary, but they would like this problem to be addressed during construction through dust prevention and

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maintenance by the contractors. The local people mentioned that they are used to dust daily during the dry season and they want a long-term solution to it. They are happy that existing rural roads will be improved (DBST or concrete) as it will solve the problem of dust. 39. A possible increase in road accidents after the project has been completed was also identified as a potential negative impact. Road safety awareness for the local people including children, women/ mothers, etc. is essential in addition to road safety signs installed on road sides and in busy areas such as schools, health centers, markets and residential areas. Speed bumps was also mentioned as a potential solution in dangerous sections and intersections on the roads. 40. The project will not contribute to negative impacts such as increase in HIV/AIDS and human trafficking in the project area as the project will be implemented in rural communes. However, necessary community awareness and mitigation measures to address potential problems or risks (i.e., increase of road accidents, HIV/STI and human trafficking cases, etc.) will also be implemented throughout the project cycle to prevent possible occurrence or increase of HIV infection and/ or human trafficking cases in the future.

2. Perceived Positive Impacts 41. The project will provide positive benefits to the local people and the communities within the project area. It will also benefit the women, low income households, IPs and other vulnerable persons also more widely than the immediate vicinity of the roads. All the people consulted including women are in favor of the project and they have considered the road improvement project as essential for the local people, communities and road users. They have expressed their support to the project due to its positive impacts and long-term benefits. 42. The following are some of the perceived positive impacts or benefits once the project has been completed such as: (i) provide job opportunities during project construction and maintenance phases; (ii) no more dust thus, people’s health condition will be improved; (iii) local people including women, children and other vulnerable groups will have better access and mobility when going to the health center/ medical facilities, markets, and other places; and (iv) improved access to markets for agricultural products. 43. The local people also perceived that their household income will be improved as the profit gained from business will be increased. They expect that more customers will buy from their shops if the road has been improved. Those who have business were very happy because it would be easier to go to market when buying goods which they will sell in their shops at home (in the village). The farmers including those who are growing such products as rubber trees, rice, cassava and vegetables hoped that the road will be improved soon because they could easily transport harvested products and sell to market and/or bring to their homes in the village/ commune.

Table 3: Summary of Questions and Answers

No. Road with similar questions (code)

Question Answer

1 KPC-06 OMC-01 PVH-01 PVH-03 TBK-04

When will the project start? It is expected to start next year once the preparation stage is successfully done. However, MRD will keep villagers informed. There will be many consultation

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meetings like this again during the implementation stage. Therefore, relevant local authorities will inform peoples about commencement and the completion date of the project. People will also see a signboard of the project and contact details.

2 KPC-06

Will the project take over my land?

No! The project tries to avoid land acquisition and resettlement. We construct only in the Right of Way, narrow road section when there is potential impact on both sides of road or shifting the alignment to the opposite side if there is impact.

3 KPC-09 PVH-01 PVH-03 SRP-05 SRP-06

What is the proposed design road width?

As you can see in the given flyer (PIB), our standard for all road is 6m plus 1m both sides so in total is 8m. However, for narrow road section the width will be reduce to 6m or 5m depending on the conditions of those road sections. For urban area with narrow section, 4 to 5m concrete road plus 60cm for both sides drainage with no shoulder.

4 KPC-06 KPC-09 KTP-02 KTP-11 OMC-01 PVH-03 SRP-06 TBK-10

Suggesting to watering the road during the construction. Putting traffic signs and concerning about traffic accidents.

Yes, that’s the great idea. We will include your suggestion in the report. Thanks!

5 KPC-06 KTP 02 KTP-11 OMC-01 PVH-01 PVH-03 TBK-10

Concerning that their house/structures are affected by the project

Concerning People are invited to come with the working group to take the measurement

6 PVH-01 SRP-05 TBK-04

Will the project employ local people in here to work? If yes, how much to be paid as a worker?

Yes, of course. The project wants to share benefits with local peoples. Therefore, local peoples are in the first priority to be employed by the project. However, we are not sure

14

how much to be paid to worker yet at the preparation stage. The contractor will probably inform you through the local authority.

7 SRP-05

Can I still use the ROW? Today is the cut-off date for our road construction. Peoples are not allowed to build or planting crops/trees on the ROW. From today onward the project will not be responsible for any kind of illegal use of the ROW. In addition to that, after this meeting we will take video record for the whole road section if any villager build or plant anything on the ROW we will be using the video footage to validate if the structure/tree were there before. There will be no compensation to the tree/crops/house/structures after this cut-off date.

8 OMC-01 PVH-03

Will there be compensation to the affected trees?

For productive trees, there will be compensated under the EMP budget. However, the project allows affected household to donate their trees, but it has to be done voluntarily and vulnerable households such as poor 1/2, disable, woman headed families are not allowed to donate.

3. Follow-up Consultations During the Project Detailed Design and

Implementation Stage

44. Engaging the various stakeholders in consultation process during the detailed design and project implementation stage will be conducted. Meaningful consultation is an integral part of the project and is included in the CPF. Further consultations with various stakeholders will be conducted during the detailed design and implementation stages of the project, to provide an avenue for the people to express their views / complaints, if any, and for their voice to be heard in order to address their complaints / concerns. A participatory consultation plan has been prepared and presented as part of CPF to serve as guide in conducting stakeholders consultation and participation during the project detailed design and implementation stage. 45. The purpose of the consultations will be to inform the concerned stakeholders about the project, impacts and safeguard measures, grievance redress mechanism, land donation if required, and their perception on how they could maximize benefits from the project. The

15

contractors will be encouraged to hire local people including women during civil works and operation; and inform the communities of the job opportunities. Local people will be encouraged to participate in public awareness campaign, training and decision-making processes. They will also be informed about the project, the GRM process, gender mainstreaming, and other information relevant to the project. This exercise will be continued throughout the project cycle and their participation will be ensured as per CPF. A project information brochure containing information on the compensation measures in the local language will be distributed to the adversely affected persons, if any. Additional information about the GRM and consultation process are discussed in the CPF prepared for the project. 46. At the beginning of the project implementation the DDR is to be updated with the latest information and final consultations and transect walk/drive information, which is required (as per CPF) to be conducted prior to construction.

IV. DUE DILIGENCE 47. Following short listing of rural roads under the project using pre-selection criteria developed by the project rural engineers, a safeguards reconnaissance of the rural roads was undertaken by the project social safeguards specialists during 10-21 June 2019. This was followed by commune consultations and transect drives during 17-25 October 2019, and finalization of the screening during DED of five road sections in February-March and May-June 2020. 48. The results from pre-screening showed that some existing road section widths are too narrow to enable adequate design width without impact on existing land use and crops, and in some cases, structures and trees on both sides of the roads. These road sections have been removed from the final selection of the rural roads to ensure avoidance of IR impact. In general, narrow road sections through villages will be constructed of concrete to keep the road width narrow as shoulders are not needed with concrete structure. At the same time, village sections will have the highest rate of traffic and wear of the road surface, hence design life of these sections is extended through use of concrete. Any obstacles, such as productive trees or fences will be avoided either by realigning the road center away from the obstacle on one side of the road, or narrowing down the road (please see Annex 1 for details). Table 1 shows the existing and final design widths of the selected roads as well as the ratio of DBST and concrete. 49. After the pre-screening the road design was adjusted as per CPF design criteria, and number of road segments not fulfilling the criteria or where land clearing/construction activity has already been done without coordination with the EA were deducted from the designs:

1. TBK-10, in Tboung Khmum, was reduced from the initial 37 km first to 21.03 km and finally to 12.5 km due to lot of obstacles on and along the road with very narrow section. The remaining 12.5 km is technically feasible and fulfils the project targets;

2. KPT-02, in Kampong Thom, was shortened from original 19 km to 12.4 km length to avoid environmental impacts on a cultural landscape located at the end of the road. As the cultural landscape does not have high density of the selected value chain crops the remaining 12.4 km is technically feasible and fulfils the project targets;

3. KPC-06, in Kampong Cham, the design was adjusted in several sections to avoid IR impact. For example, the Southern end of the road has significant flooding problem which would require construction of embankment of 3-3.5m high. However, both sides of the

16

road are heavily cultivated, potentially causing considerable loss of land use within the existing ROW. Therefore, this section will be constructed from concrete to allow the road to withstand being flooded without structural damage. For this section 700m of concrete road is proposed with a width of 6 m (carriageway, shoulders and slopes) to avoid the impact;

4. KPC-01, in Kampong Cham, road section goes through a dense banana plantation (about 500m in length) which is heavily encroaching on the existing ROW. This road was removed from consideration for project funding;

5. TBK-04, in Tboung Khmum, was shortened from 23 km to 13.83 km due to low and narrow road section experiencing flooding, but with paddy rice immediately on both sides of the road base. The road section also has a very narrow section next to Cham community housing. Alternative road exists to the East of the removed road section. This road was not selected for construction; and

6. KPT-11, in Kampong Thom, from Sraeung to Sandan design width was set at 4.5m instead of 5.5m from remainder of the road. In addition to two sections (200m each) of low-lying and flooded road sections to be constructed from concrete with reinforced slopes, narrow village sections and also the entire last 1.5 km of the Northern end is proposed to be constructed from concrete as this section is on higher embankment and rice paddies grown on immediate both sides. Due to budget constraints, the road was removed from the short list.

50. One new road (KPC-10) was included in the project during the DED process as proposed by the Director of Kampong Cham Provincial Department of Agriculture, Forestry and Fisheries during the join mission between MAFF and MRD late April 2020.12 Based on field observation and experiences from the design of the previous rural roads, the overall width of the road, including shoulders, will be 7 m, and the overall required corridor of impacts will be between 9 to 13 m. However, in the residential area where the concrete pavement is applied this required corridor can be reduced to 8 m with concrete surfacing. Some centerline adjustment is needed to avoid impact on the existing ROW. The road has minor impact on trees, to be compensated through EMP. Due to being added at a late stage in the project, EIRR has not been established for the new road (KPC-10). 51. Transect walk / drives were used to screen all the roads segment by segment (covering 100% of the road lengths) jointly by safeguards experts and engineers. In summary, the main findings of the transect walk / drive were that there is: (i) majority of the impacts can be avoided by following the CPF design criteria through adjusting the road centerline and narrowing down the road within the existing ROW; (ii) the roads have no impact on primary structures, household income and livelihoods, vulnerable groups, IPs/EM; (iii) there is no need for land donation option for the five roads with DED; and (iv) unavoidable impacts within the existing ROW is limited to small number of trees and fences, which will be compensated through EMP. The recommendations made for design adjustments based on the screening are all reflected in the final DEDs for the five roads. Summary of the short-listed roads and the final selected roads is in table 4, whereas details of adjustments are given in Annex 1.

12 TRTA. Competitive Agribusiness Development Project. Preliminary Study Report for KPC-10 Road (Ou Mlou Road), 10.5Km, in Kampong Cham Province

17

Table 4: Summary of road selection from short listed roads

No Province Code* Road Name Avoidance and mitigation Length

(km) EIRR %**

1

Kampong Cham

KPC-09 Kiloudab - Toul Sambour

Not selected 16.66 18.6

2 KPC-06 Ou Run - Chheu Teul - Veal Bampong


3 KPC-10

Ou Mlou

Centerline adjusted to avoid plantation. Minor impact on trees (EMP). Concrete for narrow sections in villages

17.30 n/a

4 Kampong Thom

KPT-11 Taing Krasaing – Bak Srei


5 KPT-02 Trapaing Tmar - DongAnteak

Walkway added. Minor impact on fences and trees (EMP).

12.40 18.9

6 Oddar Meanchey

OMC-01

Banteay Thmey - Atao

Road width narrowed with concrete and alignment changes to avoid productive land

27.71 21.3

7 OMC-06

Kok Thnung - Kok Trang


8 Preah Vihear

PVH-01 Sangkum Thmey

Road wide enough, except market area where shoulders removed

24.20 13.0

9 PVH-03 Ou Talok Not selected 14.02 2.5

10 Siem Reap

SRP-05 Kok Klaing - Phumi Kul

Reduced length to avoid impacts. Centerline adjusted in village areas, and concrete with no shoulders

16.20 22.4

11 SRP-06 Russey Kol - PongroLeu


12 Tboung Khmum

TBK-10 Dambae - Srae Kak Cheung

Reduced length to avoid impacts. Concrete without shoulders for narrow village areas

12.50 28.8

13 TBK-04 Taing Krasaing – Bak Srei


* Bolded roads were selected for implementation. ** The EIRRs figures are the original ones based on economic analysis prior to the exact length of each road being finalized after screening and adjustments.

52. The number of roads was deducted due to reduction in available budget in the final stage prior to completion of DEDs, based on the following steps:

• As per agreement with MRD, each province was dedicated at least one (1) road upgrade (with the original budget of 40 million this figure would have been two road upgrades);

• In each province, the road with the higher economic internal rate of return (EIRR) was selected when the road per province was reduced from two to one road per province;

18

• In case the EIRR for both roads in a given province was very close, the one which had more project selected value chain crops was selected; and

• Only at Kampong Thom (KPT) a road with lower EIRR was selected (KPT-02) due to KPT-11 being over 46 km in length. The cost of KPT-11 would have not enabled the project to finance one road per participating province.

53. Based on the pre-screening the final selected road sections have no IR impact. The categorization was confirm based on IR impact checklist for the 110.3 km of roads along the five (5) roads with DED and one (1) road screened, but to be complete design prior to the project implementation. Therefore, the project is initially categorized as C for IR. 54. During the social safeguards rapid pre-screening and SIA (June and October 2019, and February-March and May-June 2020) and DED (February - June 2020) potential impact to indigenous peoples (IPs) / ethnic minorities (EMs) was also reviewed through interviews with communes and observations along the roads. It was found that there are no indigenous peoples IPs / EMs living within 2 km of the rural roads selected for construction. Therefore, the project is categorized as C for IPs (as per ADB SPS, 2009).

V. MONITORING AND REPORTING

55. Internal monitoring will be carried out by MRD as the project implementing agency (IA) and will be coordinated with PMU located in MAFF. The primary responsibility for monitoring of Output 3 lies with MRD/SEO. Institutional set up of the project is described in detail in CPF. 56. For the rural road construction component of the project, the MRD PIU shall be responsible for supervision of the framework implementation and the internal monitoring throughout the implementation of the Project. The PIU shall collect the data as per the monitoring indicators adopted in the CPF and report them to the MRD/SEO. The data shall be later consolidated and presented in the regular safeguards monitoring reports and submitted to ADB. In addition, village development committees (VDCs), which is an independent legally constituted community body, will be the independent third-party monitor for the implementation of the CPF. Regular feedback will be sought from VDC and incorporated in the regular monitoring reports submitted to ADB. 57. The monitoring information will be collected directly from the field and reported monthly to the PMU. The monthly reports will be consolidated and included in the semi-annual social safeguard monitoring reports for submission to ADB. The monitoring will specifically focus on the status / progress of the project implementation and land donation, if any, key indicators and problems encountered, GRM and recommendations.

58. The semi-annual reporting will be conducted by the MRD/SEO safeguards team and the reports will be submitted to MAFF/PMU who is responsible for compiling the reports for submission to ADB, The PMU will submit the reports semiannually to ADB, which shall be posted on the ADB website. The MRD/SEO will be responsible for the implementation, monitoring and reporting during the project implementation, assisted by the project implementation consultants for social safeguards, social development and gender.

59. A comprehensive project performance monitoring system, and the social and gender monitoring indicators will be developed during the detailed design and implementation stage to systematically generate data for the social and gender aspects to serve as guide for monitoring

19

and evaluation of the progress and compliance of ADB safeguards and indicators. The project implementation consultant safeguards social and gender development specialists who will be hired by the IA will work closely with the PMU and MRD/SEO safeguards, social/gender to ensure that all target indicators and activities are implemented during project implementation stage. A social impact assessment of the project beneficiaries will be conducted during the detailed design stage by the project implementation consultants.

VI. CONCLUSIONS AND RECOMMENDATIONS

Involuntary Resettlement Categorization

60. The project roads have been designed following the CPF road design criteria. As such, the roads will follow and utilize existing carriageway alignment and width within the official existing ROW. Widening of the road width is only done within the existing ROW on sections with available unused, unoccupied, and unproductive land without encumbrances. Hence, the project roads do not require any land acquisition. 61. The replacement and/or compensation of privately owned valuable trees, small structural assets13 and/or income generating crops affected by construction within the COI is a project policy. CPF includes sufficient budget to address these impacts, including provision for vulnerable affected households. These matters will be determined on a case-by-case basis by the construction supervision consultants and MRD/SEO, and covered by a construction contingency fund which is described in the EMP.14 62. Also, the road clearing and construction may cause minor temporary impacts, such as dust, disturbance and worker camps or material storages, which are all mitigated by the contractor as detailed in EMP. Temporary impact during construction will be minor, and involves traffic signs, sign boards, removable timber bridges for agricultural field access, and umbrellas and eaves used in market areas and for shops. Construction contractor will be responsible for replacing affected pavements and secondary structures to their previous or better condition and provide access during construction to houses and properties along the roads as per bidding documents.15 63. The beneficiaries of the roads during consultations expressed their desire for the existing road to be improved because the existing laterite roads are muddy and slippery during rainy season, and very dusty during dry season. Having an improved (DBST or concrete) road is more important than minor impacts for them due to long-term benefits it will provide to the local people and communities such as easier to transport goods, go to market, health center, school, and other facilities. 64. Based on the site visits conducted, consultations and transect drives in all of the proposed rural road segments of the project covering 110.3 km, or 100% of the road length from June 2019

13 Fences, gates, etc 14 Environmental Management Plan (included in the Initial Environmental Examination) [accessible from the list of linked documents in appendix 2 of the RRP] includes 30,000 USD for contingency as listed in Section C.2 and Table A1.8 of EMP. 15. Bidding Document, Part III, Section 8, Part B: Specific Provisions: Sub-Clause 11.2 Cost of Remedying Defects and Sub-Clause 11.11 Clearance of Site.

20

to June 2020, the proposed project output 3 will have no land acquisition and resettlement (LAR) impacts, and any minor impacts on trees, crops and secondary structures are compensated from the CPF budget and EMP construction contingency budget as relevant. This information was affirmed by the MRD/SEO, PIUs and TRTA consultants Technical Team during the field visits, and all recommendations to design changes for avoidance of IR impact have been included in the DEDs. Therefore, the project is categorized as C for IR impact as per ADB SPS (2009) for IR and category C for IPs.

Indigenous Peoples 65. Based on findings of the project safeguard screening and assessment carried out in June-September 2019 no ethnic minority groups, as per the Bank’s definition of IPs, were identified during the visit to the project roads. These findings have been confirmed by survey in preparation for site specific EMPs carried out in October 2019, and finalization of the screening during DED in January-February 2020 and May-June 2020. There are no traditional or customary lands that will be affected by the proposed project. It is expected that because highly limited adjustments are made to the road geometry, no people are negatively affected by the project. The people are only impacted in a positive way by improved connectivity and accessibility. Hence, the project is category C for IPs as the project will not adversely affect the IPs in the project area.

Recommendations

66. A CPF has been prepared to serve as a guide during the project implementation stage for commune consultations, land donation, temporary impacts or disturbances, and any other unforeseen impacts. For 93 km roads (5 roads) social impact assessment was conducted, but for additional 17.3 km roads (KPC-10) only pre-screening was finalized and the DED will be prepared prior to project implementation. The DDR for the KPC-10 will be prepared based on the design as separate document, submitted to ADB and disclosed prior to contract award. The contract for the KPC-10 cannot be awarded until final DED is completed and its DDR is prepared and disclosed. The CPF has provisions to complete the design of the final remaining road (KPC-10). SIA will be conducted for this road at the stage of finalizing the DED. Further consultations with the people / various stakeholders will be conducted during the SIA. Any road found to have unavoidable involuntary resettlement impact during DED will be screened out. In case very narrow strips of unproductive land may be required for improvement of some sections of the roads, the procedures and requirements for land donation outlined in the CPF will be applied. 67. At the beginning of the project implementation the DDR is to be updated with the latest information and final consultations and transect walk/drive information, which is required (as per CPF) to be conducted prior to construction.

68. Annex 1 - Transect Drive Report Summary will be included in the bidding documents to inform contractor about the sections where either adjustments to method statement/work program and/or precaution need to be exercised 69. In case of alignment changes to the roads will cause unavoidable significant impacts on structures (primary structures or agricultural land) due to encroachment to the government’s existing ROW prior to cut-off date, the project will compensate for the impacts within COI as per full replacement cost following ADB SPS. Impact outside the COI caused by construction will be compensated by the contractor. For impacts on structures or use of land occurred on the COI after the cut-off date is not compensated for.

21

70. A GRM has been developed and is presented in the EMP.16 GRM will be established by MRD/SEO before the beginning of the project implementation. Prior to start of site works, this information will be disseminated to the communities via updated PIBs to ensure that affected people’s concerns, complaints, and grievances about the project’s environmental performance are promptly addressed. MRD/SEO will be assisted by the detailed design and implementation supervision by the project implementation consultant in monitoring the environmental performance of contractors.

16 Environmental Management Plan included in the Initial Environmental Examination (accessible from the list of linked documents in Appendix 2 of the RRP).

22

ANNEX 1 - Transect Drive Report Summary

Province Existing

ROW Chainage Potential Impact Design Adjusted Remarks/Suggestions

Preah Vihear

PHV-01

15m

00+000 – 23+716

- The road is wide enough for the proposed width. No resettlement impact observed.

DBST 7.5m

DBST 7.5m

During initial road screening, the proposed road was only 6.5m.

23+716-24+197

-Shops, roof extension and houses on both sides

DBST 7m

Concrete 6.5m

Narrow road section at the market area should limit road width to 6.5m with no shoulder

Siem Reap

SRP-05

15m

00+000 – 00+850

DBST 7m

DBST 7m The existing road is width enough for the proposed design

00+850 – 00+964

DBST 7m

Concrete 6m + shoulder 0.5m each

Adjust Central Line to the left about 1m to avoid impact to a house on the right-hand side. Apply concrete no shoulder

00+964 – 01+150

DBST 7m

Concrete 6m + shoulder 0.5m each

Adjust Central Line to right hand-side for about 0.5m to avoid impact to a house on the left-hand side. Apply concrete no shoulder

23

06+400 –

06+500

DBST 7m

DBST 7m Shift the Central line to left for about 100m.

07+200 – 07+300

DBST 7m

DBST 7m Shift central line to the Right-hand side for about 0.8m to avoid impact to a house on the left hand side.

07+300 -16+200

DBST 7m


Oddar Meachey

OMC-01

00+000 – 00+700

DBST 7m

Concrete 6m

Narrow road section. Limit road width to concrete 6m with 0.5m shoulder each. 700m concrete road.

24+900 – 25+870

DBST 7m

DBST 7m Keep the alignment to the existing one. No adjustment to the left is needed otherwise it will impact productive land on the other side.

24

25+250 – 25+350

DBST 7m

DBST 7m Shift alignment 2.5m to the left for about 100m to avoid productive land on the right-hand side

25+350 – 27+705

DBST 7m


Kampong Thom

KPT-02 00+000 – 00+175

DBST

6.5m

DBST

6.5m + Walkway 2.8m right-hand side

Proposed design to have walkway for about 175m

00+175 – 12+404

DBST 6.5m

DBST 6.5m (including shoulder 0.25 each side)

Some trees and easy removing fences shall be affected during the construction but the owners are willing to remove the fences and trees.

25

Kampong Cham

KPC-06 00+000 – 00+750

No Resettlement impact is observed.

DBST 6m

Concrete 6m no shoulder

Flooded area with the height of up to 3m. Paddy rice on both sides, therefore the embankment cannot be raised higher. Limit the width to 6m concrete as a spillway for this road section.

00+750 – 05+300


DBST 6m

DBST 6.5m

The existing road is wide enough for the proposed road design.

05+300 +05+550

Narrow road section with houses, grocery shops, steel roof extension shall be affected.

DBST 6m


Narrow road section, using 6m concrete road for about 250m

26

05+550 – 12+800


DBST 6m

DBST 6m The existing road is wide enough for the proposed road design.

12+800 -13+130

Roof extension and concrete pavement

DBST 6m


Limit road width to 6m concrete no shoulder for about 500m

Tboung Khmum

TBK-10 08+525 – 11+535

Concrete pavement may affected during construction

DBST 7m

DBST 6.5m + 0.25 shoulder each side

Existing road width is width enough for the proposed road design.

11+535 – 12+100

Narrow road section starts from here

DBST 7m

Concrete 6m + shoulder 0.5m each side

Narrow road section, limit road width to 7m concrete.

27

12+100 – 14+250

DBST 7m


Existing road width is width enough for the proposed road design.

14+250 – 14+375

DBST 7m

Concrete 8m + shoulder 1m each

At the corner, the existing road width is width enough for the proposed road

14+375 – 21+026

DBST 7m


Existing road width is wide enough for proposed road design

Kampong Cham

KPC-10

00+000 – 01+760

DBST 6m

NA No impact is observed. The existing road width is wide enough for the proposed road design.

01+760 – 02+880

DBST 6m

NA Shift alignment to the left for about 200m, rubber plantation on the right side.

28

02+880 – 03+520

DBST 6m

NA Some trees will be affected during construction.

03+520 – 5+280

DBST 6m

NA No impact is observed, the existing road width is wide enough for the proposed road design.

5+280 – 7+360

DBST 6m

Concrete 5m

Narrow road section with potential impact on both sides. Change road design from DBST 6m to Concrete 5m for about 2km

07+360 – 08+360

DBST 6m

NA No impact is observed, the existing road width is wide enough for the proposed road design.

29

08+360 – 08+460

DBST 6m

Concrete 5m

Narrow road section with potential impact on both sides. Change road design from DBST 6m to Concrete 5m for about 100m

08+460 – 10+500

DBST 6m

NA Shift alignment to the left for about 200m, rubber plantation on the right hand side.

1

MINUTES OF COMMUNE CONSULTATION

Province / Name of Road : Kampong Cham – KPC 6

District : Steung Trang

Commune : Kpoup Ta Nuon

Date and Time : 19-Oct-2019, 9:00am – 11:10am, Commune Office

Participants : Total: 41 (Men: 32, Women: 9)

I. Major Issues Discussed during the Consultation:

• RGC and ADB overall policies

• Overview of the AVIP and selected road sections

• Road design features and criteria for avoiding impact

• Involvement of communities in project planning, design and implementation

• Expectation of the Project from beneficiaries (participation in transect walk, consultations, social survey, asset donation)

• Output of the Transect Walk and how the community concerns are incorporated into the

design

• Procedure for voluntary donation

• Grievance Redress Mechanism during construction, part of the Environmental

Management Plan

• Requirement to avoid use of ROW, and non-compensation for any additional use of

structures on ROW after transect walk / drive (cut-off date)

• Ethnic minorities and Indigenous Peoples

• Environmental issues in the Project and how they are resolved, Environmental

Management Plan (EMP)

• Likely construction schedule

II. Name list of working groups:

No Name Sex Title Organization

1 MannChivorn M Resettlement SEO-MRD

2 ChhunSophea M Environment SEO-MRD

3 HouChimSremg M PDRDRepresentative PDRD-KPC

4 HapNavy FSocialandGender

SpecialistAVIP

BodilWarming FSocialandGender

SpecialistAVIP

5 OuSopheap M CommuneCheif KpoupTaNuonCommune

6 LouChheangLeng M Cheif’sAssistant KpoupTaNuonCommune

7 TemSoksan M SocialSafeguardSpecialist AVIP

8 ChhimSophea M RuralRoadEngineer AVIP

9 SaoSambathmorakath FEnvironmentalSafeguard

SpecialistAVIP

2

III. Recommendations for Road design:

Name Question Answer, by who

Mr. Born Pheng After the road is being built in a

better condition, it may cause more

traffic accidents. So, I would like to

suggest to the villagers who travel along the road please do not drive

too fast. Otherwise, we may hit the

other people or the cows.

NA

Ms. Bun Ren When will the project start? Mr. Chhim Sophea: It’s expected to

start next year once the preparation

stage is successfully done. However, MRD will keep villagers informed.

There will be many consultation

meetings like this again during the implementation stage. Therefore,

relevant local authority will inform to

the peoples about commencement

and the completion date of the project. Peoples will also see a

signboard of the project and contact

details.

Ms. Bel Soy Will the project take over my land? Tem Soksan: Definitely no! The

project tries to avoid LAR as much as

possible. We construct only in the Right of Way, narrow road section

when there is potential impact on

both sides of road or shifting the alignment to the opposite side if

there is impact.

The road alignment will be finalized with the best efforts to address the above issues.

Countersigned:

_______________________________ _________________________________

Signature and name Signature and name

Village/ commune leader of [name] PMU/PIU/CSI representative

III. Pictures of Public Consultation Meeting

6

IV. Attendant List of Participants

1


Province / Name of Road : Kampong Cham – KPC 9

District : Steung Trang

Commune : Tuol Sambuor

Date and Time : 18-Oct-2019, 2:30pm – 05:10mm, Tuol Sambuor

Pagoda, Tuol Sambuor Village.







• Expectation of the Project from beneficiaries (participation in transect walk, consultations,

social survey, asset donation)


design



Management Plan

• Requirement to avoid use of ROW, and non-compensation for any additional use of structures on ROW after transect walk / drive (cut-off date)







1 MannChivorn M Resettlement SEO-MRD


3 HouChimSremg M PDRDRepresentative PDRD-KPC


SpecialistAVIP

BodilWarming FSocialandGender

SpecialistAVIP

5 VaSreng M CommuneCheif TuolSambuorCommune

6 LyNav M Cheif’sAssistant TuolSambuorCommune




SpecialistAVIP

2



Mr. Tro Bol Will the project build only 6m road? I

would like to suggest having 8 to 10m, is that Ok?

Chhim Sophea: We have limited

budget to build the road. There will not be enough money to build that

big roads. Additionally, we want to

minimize the impact as well.

Ms. Che Sea I’m not sure whether the existing

drainage will be just repaired or

restored during construction. Please explain again.

Chhim Sophea: The old drainage will

be restored to make sure it will be

functional. However, if part of the system cannot be restored the

project will replace them on its

existing area


Countersigned:

_______________________________ _________________________________ Signature and name Signature and name



6


1


Province / Name of Road : Kampong Thom – KTP 02

District : Prasat Balang

Commune : Sala Visay

Date and Time : 21-Oct-2019, 2:15pm – 4:10pm, Kmak Pagoda, Kmak

Village










design



Management Plan








1 MomChem M Director PDRD-KTP

TanVeasna M DeputyDirector PDRD-KTP

KuongKea M ChiefofRuralRoad PDRD-KTP

HangSopolik M Resettlement SEO-MRD


5 ThoungHuot M VillageCheif TrapaengThmor

6 SinChhin M ViceVillageChief Kvat




SpecialistAVIP

2



Mr. Mul Man I would like to express my thanks to

the project which, intend to build a

better road for us. So far, we have

faced with so many challenges when it comes to traveling and

transportation. However, please ask

the contractor to watering the road during construction. I used to see the

other road constructions, they never

done this. So, it seems that the

whole village were covered with dust.

Ms. Morakath: That’s a very good

recommendation! Of course, we will

incorporate in our project to make

sure that the contractor will do it. Thanks you for sharing.

Mr. Morn Bunna To get to know the actual impacts,

can you do the demarcation on both

sides of the road.

Mr. Tan Veasna: we are now at the

project preparation stage; the

demarcation will be done at the implementation stage. However, if

you are concerning that your

properties may affected by the

project, you can come and show us where is your properties so that we

can take a measurement for you.

Ms. Pich Sokhary

I am concerning that my house may affected by the project. Can you

elaborate again how large is the

road?

Mr. Chhim Sophea: For those sections which the houses/structures

are not there, the road is 6m plus 1m

both sides as road shoulder. For

narrow sections, 4 to 5m concrete road plus 60cm for both sides

drainage.


Countersigned:

_______________________________ _________________________________

Signature and name Signature and name Village/ commune leader of [name] PMU/PIU/CSI representative

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Province / Name of Road : Kampong Thom – KTP 11

District : Santuk

Commune : Ti Pou and Srerng

Date and Time : a). 22-Oct-2019, 8:15am – 10:08am, at Tum Nub

Pagoda, Tum Nub Village and Commune. B). 1:45pm – 4:10pm, at Nimet Village, Srerng Commune.










design



Management Plan




• Environmental issues in the Project and how they are resolved, Environmental Management Plan (EMP)




1 TanVeasna M DeputyDirector PDRD-KTP

2 KuongKea M ChiefofRuralRoad PDRD-KTP

3 HangSopolik M Resettlement SEO-MRD





SpecialistAVIP

2



Ms. Hun Mom After the road is being improved, it

may cause traffic accident.

Therefore, I would like to suggest to

the project to put traffic signs as many as possible.

Ms. Morakath: Yes, that’s the great

idea. We will include your suggestion

in the report. Thanks! Do you have

anything else to add?

Ms. Sum Hy If this road is being DBST built, why

don’t do the same thing to the road around the pagoda?

Mr. Tan Veasna: For this project,

specifically we focus on KTP 11. For the other road we may use budget

from the other sources to build. So,

maybe we can do the other road next

time.

Mr. Yorn Yon I’m concerning that the road

enlargement may affect to my house.

Would you please clarify?

Mr. Tem Soksan: After this meeting,

you can come with us to show where

your house is located so that we can take a measurement. However, we

will apply the project principles: 1).

Only construct within the ROW. 2). Shift alignment to the opposite side if

there is potential impact. 3). Narrow

road width if there is potential impact on both sides. 4). Construct concrete

road for narrow sections and villages

to keep road narrow and avoid

construction of shoulder.

Ms. Huy Heng I have the same concern to Hun

Mom (the first lady who raised her concern) that there will be more

traffic accidents if the road will be

built in the good condition.

Village Chief: No worries! We will put

many traffic signs as possible. I will aslo work with the commune coucil

members to provide training on traffic

rules and to propose to the project to

help us in conducting trainings.


Countersigned:

_______________________________ _________________________________




3

Public Consultation Meeting at Ti Pou Commune Office

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Public Consultation Meeting at Tum Nub Village

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Province / Name of Road : Oddar Meanchey – OMC 1

District : Chong Kal

Commune : Chong Kal

Date and Time : 24 Oct 2019, 9:00am – 11:15am, Sala Chor Tean Dorn

Sai Thom










design



Management Plan








1 ProchRamy M DeputyDirector PDRD-OMC

2 TeakCharma M DutyOfficer PDRD-OMC




SpecialistAVIP

6 LayChanthy M ClimageChangeSpecialist AVIP


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Mr. Soy Sokha I am concerning that my house may affected by the project. Can you

please explain?

Mr. Chhim Sophea: For those sections which the houses/structures


both sides as road shoulder. For


drainage.

Mr. Thorn Thear

When will the project start? Mr. Chhim Sophea: It’s expected to start next year once the preparation

stage is successfully done. However,

MRD will keep villagers informed.

There will be many consultation meetings like this again during the

implementation stage. Therefore,

relevant local authority will inform to the peoples about commencement

and the completion date of the

project. Peoples will also see a

signboard of the project and contact details.

Ms. Thing Phy How about the affected trees? Will there be compensation?

Mr. Tem Soksan: For productive trees, there will be compensation

under the EMP budget. However, the

project allows affected household to

donate their trees, but it has to be done voluntarily and vulnerable

households such as poor 1/2,

disable, woman headed families are not allowed to donate.

Mr. Theng Yark I just want to suggest to the

construction workers, please keep

the rubbishes in the proper rubbish bins. I saw from the other projects

they throw the rubbish everywhere

Mr. Tem Soksan: Thanks for sharing

this with us. We will write it down in

the report and inform the contractor to do so.


Countersigned:




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Consultation Meeting Conducted in Village

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Province / Name of Road : Oddar Meanchey – OMC 6

District : Chong Kal

Commune : Cheung Tean

Date and Time : 24-Oct-2019, 2:30pm – 5:15pm, Kouk Rang Village









design



Management Plan









1 ProchRamy M DeputyDirector PDRD-OMC

2 TeakCharma M DutyOfficer PDRD-OMC




SpecialistAVIP


No question/suggestion and concerns raised in the public consultation meeting.


Countersigned:

2




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Province / Name of Road : Preah Vihear – PVH1

District : Sangkum Thmei

Commune : Ronak Se

Date and Time : 25-Oct-2019, 9:30am – 11:20am, Ta Saeng Pagoda,

Ronak Se Commune.










design



Management Plan








1 ChhunBuntheng M DeputyDirector PDRD-PVH

2 PelSophea M Officer PDRD-PVH

3 ChhengPanha M Officer PDRD-PVH

4 LuonMony M Communecouncil RonakSeCommune

5 LayChanthy M Climatechangespecialist AVIP

6 HongSorn M CommuneCheif RonakSeCommune

7 VaVibol M Cheif’sAssistant RonakSeCommune




SpecialistAVIP


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Mr. Pok Samnang

I just want to suggest that the project should start soon. We really want to

have a better road as soon as

possible because we are now facing

difficulties for travelling.

Mr. Chan

Cheam

What is the actual road cross-

section?

Tem Soksan: as you can see in the

PIB, our standard for all road is 6m plus 1m both sides so in total is 8m.

However, for narrow road section the

size will be reduce to 6m or 5m

depending on the conditions of those road sections. We wanted to avoid

impacts to the structures and

houses.

Ms. Pren

Voerng

Can I know how much can I get paid

to be working as a worker for this

road construction?

Tem Soksan: We are not sure about

this yet as now we are at the

preparation stage. The contractor will probably inform you through the local

authority.

Ms. Thin Savath

Can I clarify with you the road dimension? Is it affected to that

grocery shop?

Tem Soksan: let me show you how you can take measurement. From

the central line of the road, 4m both

sides. See? I don’t think that grocery shop is affected since existing ROW

is 4m from the central line already.

Ms. So Samy I not sure if my shop will be affected by the project?

Mr. Tem Soksan: After this meeting, you can come with us to show where

your house is located so that we can

take a measurement.

Ms. Seng Vorn The same above mentioned

question?

Mr. Tem Soksan: After this meeting,

you can come with us to show where

your house is located so that we can

take a measurement.


Countersigned:




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Province / Name of Road : Preah Vihear – PVH3

District : Ro Veang

Commune : Reak Smey

Date and Time : 25-Oct-2019, 2:00pm – 4:35pm, Koh Luong Village.









design



Management Plan









1 ChhunBuntheng M DeputyDirector PDRD-PVH

2 PelSophea M Officer PDRD-PVH

3 ChhengPanha M Officer PDRD-PVH

4 LuonMony M Communecouncil RonakSeCommune

5 LayChanthy M Climatechangespecialist AVIP

6 HongSorn M CommuneCheif RonakSeCommune

7 VaVibol M Cheif’sAssistant RonakSeCommune




SpecialistAVIP


2


Mr. Bun Thy When will the construction start? Chhun Buntheng: we wanted to start as soon as possible. Probably by

2020 or 2021. It depends on the

preparation stage. If everything Ok, I

think we will be able to start by 2020

or early 2021.

Ms. Chim Nov How big is the road? Chhim Sophea: the road is 6m plus

1m both sides as road shoulder. For


drainage.

Mr. Khib Korn I just want to suggest to the people in

this village once the road is built

please don’t drive to fast. Please

avoid traffic accident as much as possible.

Morakath: Thanks for sharing with

us.

Mr. Rim Huor Will the trees be cut down? Tem Soksan: we try to avoid cutting down the trees as much as possible

especially productive trees. But if it’s

not avoidable we have to cut them

down.


Countersigned:

_______________________________ _________________________________




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Province / Name of Road : Siem Reap – SRP 5

District : Angkor Chum

Commune : Srae Kvav

Date and Time : 23-Oct-2019, 3:00am – 5:00pm, Srae Kvav Community

Learning Center.










design



Management Plan








1 HangSopheak M Resettlement SEO-MRD


3 LengKimheang M PDRDRepresentative PDRD-SR


5 LySaren M Chief SreaKvavCommune

6 HoernBun M Cheif’sAssistant SreaKvavCommune




SpecialistAVIP


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Mr. Pov Norn Is the road will be built in 6m? Chhim Sophea: 6m for runway plus

shoulder 1m each side so in total it’s

8m.

Mr. Heng Koy Will the project employ people in

here to work for the project?

Morakath: Yes, of course. The

project wants to share benefits with

the local peoples. Therefore, local peoples are in the first priority to be

employed by the project.

Mr. Boeng Bear Can I still use the ROW? Tem Soksan: Today is the cut-off date for our road construction.

Peoples are not allowed to build or

planting crops/trees on the ROW.

From today onward the project will not responsible for any kind of illegal

use of the ROW. In addition, after

this meeting we will take video record for whole road section if any villager

build or plant anything on the ROW

we will be using the video footage to validate if the structure/tree were

there before. There will be no

compensation to the

tree/crops/house/structures after this cut-off date.


Countersigned:

_______________________________ _________________________________




6


1


Province / Name of Road : Siem Reap – SRP 6

District : Chi Kreng

Commune : Pong Ror Leur

Date and Time : 23-Oct-2019, 9:30am – 12:00pm, Prey Chhkar Pagoda









design



Management Plan









1 HangSopheak M Resettlement SEO-MRD


3 LengKimheang M - PDRD-SR


5 MinChuob M Chief PongroLeurCommune

6 KhuongHeurng M Cheif’sAssistant PongroLeurCommune

7 PhornTry M CommuneCouncil PongroLeurCommune




SpecialistAVIP


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Mr. Phorn Say After the road is being improved, it may cause traffic accident.

Therefore, I would like to suggest to

the project to put traffic signs as

many as possible.

Ms. Morakath: Yes, that’s the great idea. We will include your suggestion

in the report. Thanks!

Mr. Ra Hat Will the project build only 6m road? I

would like to suggest having 8 to

10m, is that Ok?

Chhim Sophea: We have limited

budget to build the road. There will

not be enough money to build that big roads. Additionally, we want to

minimize the impact as well.

Ms. Toem Seurt If this road is being DBST built, why don’t do the same thing to the other

roads in the commune?

Tem Soksan: For this project, specifically we focus on SRP 6. For

the other road we may use budget

from the other sources to build. So,

maybe we can do the other road next time.


Countersigned:

_______________________________ _________________________________




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1


Province / Name of Road : Tboung Khmum – TBK 4

District : Tboung Khmum

Commune : Kor

Date and Time : 18 OCT 2019, 8:30am – 11:15am. Kor Commune Office

Participants : Total 54 (Men: 30, Women:24)








design



Management Plan


structures on ROW after transet walk / drive (cut-off date)







1 MannChirvorn M Resettlement SEO-MRD


3 TeemuJantunen M Socialsafeguard AVIP

4 KovSarorn M CommuneChief KorCommune

5 PhatPhon M CommuneCoucilMember KorCommune

6 KhimKhi M CommuneCoucilMember KorCommune




SpecialistAVIP


SpecialistAVIP

11 BodilWarming FSocialandGender

SpecialistAVIP

2

II. Recommendations for Road design:


Mr. Sos Saly When will the project start? Mr. Chhim Sophea: It’s expected to

start next year once the preparation

stage is successfully done. However, MRD will keep villagers informed.

There will be many consultation

meetings like this again during the

implementation stage. Therefore, relevant local authority will inform to

the peoples about commencement

and the completion date of the project. Peoples will also see a

signboard of the project and contact

details.

Mr. Bit Kim

Yeang

Can I know how much I can get paid

to be working as a worker for this

road construction?

Morakath: We are not sure about this

yet as now we are at the preparation

stage. The contractor will probably inform you through the local

authority.

Mr. Din Tol Will the project employ people in here to work for the project?

Morakath: Yes, of course. The project wants to share benefits with

the local peoples. Therefore, local

peoples are in the first priority to be employed by the project.


Countersigned:

_______________________________ _________________________________




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Province / Name of Road : Tboung Khmum Province / TBK 10

District : Dam Bae

Commune : Kouk Srok

Date and Time : (a) 13:00 on 17.OCT 2019, Trapaeng Russey Village and

(b) 15:00 on 17.OCT 2019, Srae Kok Village

Participants : Total 71 (Men: 32, Women: 39)









design



Management Plan

• Requirement to avoid use of ROW, and non-compensation for any additional use of structures on ROW after transet walk / drive (cut-off date)







1 MannChirvorn M Resettlement SEO-MRD


3 TeemuJantunen M Socialsafeguard AVIP

5 ChranhNgan M CommuneChief TrapaengPringCommune

6 PhatBunthach M CommuneCoucilMember TrapaengPringCommune

MomSamArt M VillageChief SraeKak




SpecialistAVIP

II. Recommendations for Road design:


Mr. Pork Oeng I would like to express my thanks to

the project which, intend to build a

better road for us. So far, we have faced with so many challenges when

it comes to traveling and

transportation. However, please ask the contractor to watering the road

during construction. I used to see the

other road constructions, they never

done this. So, it seems that the whole village were covered with dust.

Ms. Morakath: That’s a very good

recommendation! Of course, we will

incorporate in our project to make sure that the contractor will do it.

Thanks you for sharing.

Mr. Chorn Phat To get to know the actual impacts,

can you do the demarcation on both sides of the road.

Mr. Tem Soksan: we are now at the

project preparation stage; the demarcation will be done at the

implementation stage. However, if

you are concerning that your

properties may affected by the project, you can come and show us

where is your properties so that we

can take a measurement for you.

Ms. Kheang

Suern

I am concerning that my house may

affected by the project. Can you

elaborate again how large is the

road?

Mr. Chhim Sophea: For those

sections which the houses/structures


both sides as road shoulder. For narrow sections, 4 to 5m concrete

road plus 60cm for both sides

drainage.


Countersigned:




Consultation Meeting Conducted in Trapaeng Pring Village

Consultation Meeting Conducted in Srae Kok Village

New 50264-002: Agricultural Value Chain Competitiveness and … · 2020. 9. 28. · NOTE In this...

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Transcript of New 50264-002: Agricultural Value Chain Competitiveness and … · 2020. 9. 28. · NOTE In this...