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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
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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
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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
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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.
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- 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.
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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: [email protected]
- P. HORUGAVYE, Chief Socio-economist, SNSC
E-mail: [email protected]
- F. KAYIGAMBA ; Environmentalist, Consultant, SNSC
E-mail: [email protected]
- M. BAKIA, Chief Environmentalist, SNSC
E-mail: [email protected]