Initial Poverty and Social Assessment
Project Number: 39581 (Grant 49) June 2008
Solomon Islands: Road Improvement (Sector) Project
An initial poverty and social assessment (IPSA) is prepared in the early stage of the project cycle to assess the significance of social issues for a project. In accordance with ADB’s public communications policy (PCP, 2005), the IPSA is disclosed upon completion. The final summary social assessment is included as an appendix to the project’s report and recommendation of the President.
Solomon Islands Road Improvement (Sector) Project
FEASIBILITY STUDY Wainuri-Kirakira & Kirakira-Warihito Makira Province
Initial Poverty & Social Assessment
June 2008 Report No. 8 In Association with
Solomon Islands Government Ministry of Infrastructure Development
Report Register Inception Report
1
Training and Capacity Building Plan
2
Monitoring and Evaluation Framework
3
Quarterly Report - July 2007
4
Appraisal Summary & Environmental Scoping Report
5
Quarterly Progress Report – September 2007
6
Feasibility Study Report (3 Volumes) – Lata – Mbaengo Road (Temotu) Engineering & Economic Assessment; Initial Poverty & Social Assessment; Initial Environmental Examination
7
Feasibility Study Report (4 Volumes) – Wainuri - Kirakira – Warihito Road (Makira) Engineering Assessment; Economic Assessment; Initial Poverty & Social Assessment; Initial Environmental Examination
8
Feasibility Study Report (3 Volumes) – Kolombongara – Ghoe Road (Choiseul) Engineering & Economic Assessment; Initial Poverty & Social Assessment; Initial Environmental Examination
9
Multi Criteria Sensitivity Analysis
10
Tender Documents Routine and Specific Maintenance of Roads on Guadalcanal Sealed Roads Unsealed Roads
11
Communications Plan
12
Labour Based Equipment Supported Maintenance Workshop
13
Quarterly Progress Report – December 2007
14
Makira Stream Crossing Relocation Study Report
15
Quarterly Progress Report – March 2008
16
Makira Topographic Survey Terms of Reference
17
Labour Based Training Report (March 2008) Guadalcanal
18
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Feasibility Study Report (4 Volumes) – Lambi- Naro Hill Engineering Assessment; Economic Assessment; Initial Poverty & Social Assessment; Initial Environmental Examination.
19
Tender Documents - Routine and Specific Maintenance of Roads on Malaita Section 1 Section 2 Town and Airport Roads
20
Procurement Strategy for International Competitive Bidding
21
Training Report - Introduction Course To Road Maintenance For Contractors And Work Supervisors (Malaita)
22
Strategy for Ongoing Support of Labour Based Equipment Supported Road Maintenance
23
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SOLOMON ISLANDS ROAD IMPROVEMENT PROJECT
Initial Poverty & Social Assessment: Warihito-Wainuri Road, Makira Ravo River during heavy flooding
Crossing Ravo River during normal flow
Typical village house
Attending Village meeting
Solomon Islands Road Improvement (Sector) Project
Table of Contents Abbreviations Summary Poverty Reduction and Social Strategy 1.
INTRODUCTION..................................................................................................................................... 1 1.1 BACKGROUND TO THE PROJECT.......................................................................................................... 1 1.2 SUBPROJECT SELECTION ................................................................................................................... 1 1.3 POVERTY AND SOCIAL IMPACT CONTROL STUDY .................................................................................. 2 1.4 COMPONENTS OF THE SUBPROJECT .................................................................................................... 3 1.4.1 Description of Road and Proposed Works ................................................................................. 3 1.4.2 Proposed Bridge Crossings ....................................................................................................... 4
2.
PROVINCIAL CHARACTERISTICS....................................................................................................... 6 2.1 GEOGRAPHY AND LAND USE .............................................................................................................. 6 2.1.1 Geography and Topography ...................................................................................................... 6 2.1.2 Land Use.................................................................................................................................... 7 2.2 POPULATION ..................................................................................................................................... 8 2.3 ECONOMY ........................................................................................................................................ 9 2.3.1 Copra, Cocoa and Betel Nut ...................................................................................................... 9 2.3.2 Forestry.................................................................................................................................... 10 2.3.3 Fishing ..................................................................................................................................... 10 2.3.4 Markets and Commercial Activities .......................................................................................... 10 2.4 HEALTH SERVICES .......................................................................................................................... 11 2.5 EDUCATION SERVICES ..................................................................................................................... 12 2.6 TRANSPORT INFRASTRUCTURE AND SERVICES ................................................................................... 13 2.7 OTHER SERVICES............................................................................................................................ 14 2.8 CIVIL SOCIETY ACTIVITIES ................................................................................................................ 15 2.9 LIVELIHOODS, INCOME AND POVERTY ................................................................................................ 15 2.9.1 Livelihoods ............................................................................................................................... 15 2.9.2 Subsistence Production ........................................................................................................... 16 2.9.3 Income and Poverty ................................................................................................................. 17 2.10 HUMAN DEVELOPMENT .................................................................................................................... 19
3.
THE SUBPROJECT AND IMPACT AREA ........................................................................................... 21 3.1 SURVEY AND FIELDWORK FOR THE ASSESSMENT ................................................................................ 21 3.2 DESCRIPTION OF THE SUBPROJECT LOCATION ................................................................................... 21 3.3 POPULATION AND ACCESS ............................................................................................................... 25 3.4 OWNERSHIP OF TRANSPORT............................................................................................................. 27 3.5 ECONOMY ...................................................................................................................................... 28 3.6 ACCESS TO EDUCATION AND HEALTH SERVICES ................................................................................. 30 3.6.1 Education Services .................................................................................................................. 30 3.6.2 Health Services ........................................................................................................................ 32 3.7 ROAD USER SURVEY ....................................................................................................................... 33 3.7.1 Methodology ............................................................................................................................ 33 3.7.2 Socio-Economic Characteristics of Road Users....................................................................... 34 3.7.3 Transportation and Trip Characteristics of Road Users ........................................................... 38
4.
POVERTY, SOCIAL AND SAFEGUARDS ASSESSMENT ................................................................. 42 4.1 POVERTY ASSESSMENT ................................................................................................................... 42 4.2 IMPROVING ACCESS AND FACILITATING DEVELOPMENT ....................................................................... 44 4.3 IMPACTS ON LAND AND RESOURCES.................................................................................................. 44 4.4 RISK OF SPREAD OF COMMUNICABLE DISEASES AND CHILD EXPLOITATION ........................................... 46 4.4.1 Status of HIV and STIs in Solomon Islands ............................................................................. 47 4.4.2 High Risk Groups ..................................................................................................................... 48 4.4.3 Awareness of HIV and STIs in Subproject Area....................................................................... 48 4.4.4 Child Exploitation ..................................................................................................................... 49 4.4.5 Risk of STIs/HIV and Child Exploitation Associated with the Project ....................................... 50 4.4.6 Project Response to the Risks ................................................................................................. 50 4.5 IMPACTS ON HEALTH AND SAFETY ..................................................................................................... 52 4.6 OTHER SOCIAL IMPACTS .................................................................................................................. 54 4.7 GENDER ANALYSIS .......................................................................................................................... 56
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Solomon Islands Road Improvement (Sector) Project
5.
PARTICIPATION STRATEGY.............................................................................................................. 61 5.1 5.2 5.3 5.4
6.
RESULTS OF THE RAPID RURAL APPRAISAL........................................................................................ 61 COMMUNITY PARTICIPATION IN LBES MAINTENANCE .......................................................................... 62 SUMMARY STAKEHOLDER ANALYSIS .................................................................................................. 63 DISCLOSURE ................................................................................................................................... 64
CONCLUSIONS, RISK MANAGEMENT AND MONITORING ............................................................. 65 6.1 6.2
CONCLUSIONS AND RISK MANAGEMENT............................................................................................. 65 MONITORING OF SOCIAL SAFEGUARDS .............................................................................................. 67
Appendices Appendix 1 – Aerial Photographs of River Crossing Locations Appendix 2 – Details of Access Issues for Villages in Subproject Area Appendix 3 – Land Ownership and Use Maps Appendix 4 – Details of HIV and STIs Awareness and Prevention Program Appendix 5 – Participants in RRA and Meetings
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Solomon Islands Road Improvement (Sector) Project
Abbreviations ADB
=
Asian Development Bank
ADRA
=
Adventist Development and Relief Agency
AIDS
=
Acquired Immune Deficiency Syndrome
AOA
=
Agricultural Opportunity Area
AusAID
=
Australian International Assistance Program
BNPL
=
Basic needs poverty line
CEMA
=
Commodities Export Marketing Authority
CSP
=
Community Sector Project (AusAID)
DAL
=
Department of Agriculture and Livestock
FPL
=
Food poverty line
HIV
=
Human Immuno-deficiency Virus
IEE
=
Initial Environmental Examination
IPSA
=
Initial Poverty and Social Assessment
ISMID
=
Institutional Strengthening for Ministry of Infrastructure Development
KGA
=
Kastom Garden Association
MCCF
=
Makira Community Conservation Fund
MDGs
=
Millennium Development Goals
M&E
=
Monitoring and evaluation
MID
=
Ministry of Infrastructure Development
NERRDP
=
National Economic Reform, Recovery and Development Plan
NGO
=
Non-governmental organization
NZAID
=
New Zealand International Assistance Program
PCAE
=
Per capita adult-equivalent expenditure
PCERP
=
Post-Conflict Economic Recovery Project
PMCBU
=
Project Management Capacity Building Unit (of SIRIP within MID)
PSC
=
Project Steering Committee (of SIRIP)
RAMSI
=
Regional Assistance Mission to Solomon Islands
RRA
=
Rapid rural appraisal
RTC
=
Rural Training Center
SBD
=
Solomon Island dollar (equivalent to US$0.13 and AUS$0.14 in April)
SIPF
=
Solomon Islands Police Force
SIRIP
=
Solomon Islands Road Improvement (Sector) Project
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Solomon Islands Road Improvement (Sector) Project
STC
=
Save the Children Fund (NGO)
STI
=
Sexually transmitted infection
TPPU
=
Transport Policy & Planning Unit (of MID)
UNDP
=
United Nations Development Program
UNICEF
=
United Nations Fund for Education and Children
VDW
=
Village development Worker
WHO
=
World Health Organisation
WVI
=
World Vision International
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Solomon Islands Road Improvement (Sector) Project
SUMMARY POVERTY REDUCTION AND SOCIAL STRATEGY A. Poverty Analysis The area adjacent to the Wainuri – Kirakira - Warahito Road in Makira province has high economic potential for small-holder cocoa production and timber milling, and considerable efforts are being made by large numbers of households in the Subproject area to earn cash through producing agricultural products for the provincial town market, and to sell to commercial buyers for export. About 45% of the population in the vicinity of the subproject road east and west of Kirarkira town are cut off from the provincial center during frequent flooding by the major Ravo (east) and Waita’a (west) rivers. Water damage to vehicles deters the private sector from providing regular passenger and goods transportation services on the road and passengers and cargo carriers rely on irregular and expensive sea transport, hiring or paying fares to travel on small outboard motor-powered craft. Their limited access to Kirakira town where the secondary schools, hospital, shops, market, wharf, airfield and commodity buyers are located places them in a disadvantaged situation. According to further analysis of the Household Income & Expenditure Survey 2005/06 (HIES) data undertaken by UNDP, poverty in the Solomon Island context has been defined as not meaning hunger or destitution, but rather described households struggling to meet daily or weekly living expenses, particularly those that require cash payments, and constantly having to make choices between the competing demands for household expenditure. The analysis indicated that the provinces with the highest proportion of poor households were Choiseul, Malaita, Makira and Temotu; essentially those provinces which are either the most remote or the most densely populated. Further, relative to its share in the overall rural population, Makira is the most disadvantaged province. The province had 9.9% of all rural households and 10.8% of the total rural population, but accounted for 15.3% of rural poor households and 16.4% of the total rural poor population. Based on subproject RRA results, poor households are described as those with insufficient cash income to buy goods in everyday use, considered as necessities that cannot be produced by the household (kerosene, clothes, soap, medicine, matches, cooking pots, tea and sugar). While the term “hardship” refers to those households who cannot afford to (i) consume occasional “luxuries” (mainly imported processed foods consumed by choice) such as rice, tinned fish, tinned meat, cabin biscuits, tinned or powdered milk, noodles, flour; (ii) contribute to school fees, or cash donations to church and ceremonial activities; (iii) improve the quality of their houses (with corrugated iron roofs and rainwater catchments for example); and (iv) pay fares for occasional transport to the commercial and service centre. The major source of income in Makira households (56%) home production including sale of garden products, commercial crops such as copra and cocoa, logging and saw milling activities, and small home based business like bakery, shop, or kerosene depots. However it is likely that most households experience hardship. The HIES shows average and median annual household expenditure is much lower for MakiraUlawa than for the nation, as it is for average and median per capita expenditure being close to the dollarper-day poverty line measure. Housing has also been used as a relative poverty indicator because those who are more economically disadvantaged than others cannot normally afford to improve their standard of housing (improved houses are widely aspired to throughout Solomon Islands). A much higher proportion of houses in Makira are built of traditional materials than nation wide, while few houses have rainwater tanks indicating that very few houses have corrugated iron roofs. In the RRA sample villages, except for the prosperous village of Kaonasugu, less than 30% of houses had iron roofs and fewer had rainwater tanks. Based on the data provided during the road user survey, overall some 5% of households fall below the FPL and 11% fall below the BNPL based on potential weekly income while 11% fall below the FPL and 21% fall below the BNPL based on average actual weekly income. People reported that life is hard because they cannot make enough money to meet school fees, or improve the quality of their houses (with corrugated iron roofs and rainwater catchments for example). Other hardships people reported to be facing are the expensive nature of sea transport transportation to get to services only available in town. This is especially for people on the other side of Warihito River (east) and Wairaha River (west). Hardship is also described as the extreme difficulty to quickly transport medical emergency cases to hospital. Hence it is the great concern of the people that safe river crossings are provided so that everyone can access services through road transport. Providing or restoring river crossings may create incentives for cheaper transportation services access to markets and to cocoa, copra and timber buyers. This would increase household incomes and was stated as a priority for development in the communities consulted. Better and more durable crossing will help villagers’ with easier and safer better access to the social services on the road and in Kirakira. TA 48-SOL IPSA Wainuri – Kirakira & Kirakira - Warihito June08
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B. Participation Process Stakeholder Analysis Stakeholder analysis is included in this report. The primary stakeholders are members of communities in the subproject area who, assuming the private sector provides transport services on the rehabilitated road, will benefit from the Subproject by (i) improved access to markets, (ii) improved access to health services, (ii) increased incentives to produce copra as transport to markets improve, (iii) increased incomes from produce and cash crop marketing will allow families to invest in better housing and rainwater catchments, which will (iv) improve public health status; and (iv) small household retail businesses will become more profitable as local incomes rise. Other stakeholders who will benefit are transport, provincial health and education and agricultural extension service providers, merchants supplying goods to and buying cocoa, copra and sawn timber from the subproject area.
Participation Strategy A communications plan for the project has been prepared. A participation strategy has been developed following initial RRA and IEE consultations with stakeholders. SIRIP will provide participatory community based pre-construction awareness raising on risks prior to construction. The program will be organized and coordinated by the SIRIP Community Development Specialist (CDS). Risks to be addressed will include (i) measures to prevent conflict between local people and contractors; (ii) road safety education by the provincial police and local NGOs (iii) HIV awareness is provided to villages with involvement by a specialized NGO and the Provincial Department of Health, There will also be awareness raising for benefit maximization of the subproject. All awareness activities will involve local and international NGOs working in the province, and provincial government agencies.
C. Gender and Development Strategy to maximize impact on women There is a fairly clear division of labor between men and women; with women working longer hours than men in routine tasks to maintain their households. Women are primarily responsible for food crops and men for cash crops (however women contribute labor to activities such as copra-making and cocoa harvesting). Women interviewed said that the restoration of transport services on the road would reduce their burden of carrying garden produce and increase their incomes by giving them access to the town market. Girls and boys have equal access to provincial education services, and primary enrolments are mainly fairly equitable, however there is more inequality at the secondary level. This may be a function of isolation, as parents are less likely to send girls to school past puberty if they have to walk long distances from home. About 15% of women give birth without medical attendance and limited transportation services pose a severe threat to the health of expectant mothers in the Subproject area. In about two thirds of villages if a woman goes into labor when there is no transport, or the road is cut by flooding she cannot go a health centre for a supervised delivery. The major differences in women and men’s travel patterns are grounded in the gender-based division of labour and the location in which this work is undertaken. The focus of women’s daily activities and therefore, movements is typically the homestead. Women tend to take shorter, more frequent and more dispersed trips during the day to fetch water, collect firewood, raise livestock, and undertake coca/copra production. Participation in LBES activities provides an income-generating opportunity presented by employment in road maintenance. Participation in road works gives both women and men a chance to access cash. Access to cash would give women an opportunity to acquire productive assets and could contribute to their economic empowerment. With improved household income there is likely to be improved household welfare, and the possibility that households may move above the poverty line. Overall, the community will benefit from the increased purchasing power of the workers. With better access as a result of improved infrastructure, farmgate prices may improve and commodity prices reduce. There are significant benefits to be gained from significant gender equitable involvement in LBES approaches to road construction and maintenance. In addition to improving access, which will have much longer-term gender benefits in project of improving education and health status of women (in addition all community members will also be able to access health care services especially during emergencies), the gendered outcomes of the project will largely be linked with women’s participation in LBES activities. Contract clauses will specify the need to include women as beneficiaries of construction period through participation in local labour force to be hired by the contractor. TA 48-SOL IPSA Wainuri – Kirakira & Kirakira - Warihito June08
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D. Social Safeguards and Other Risks Item Risk of spread of STIs/HIV/AIDS and trafficking/child exploitation
Significance Major
Conflict between road workers and people in local villages
Major
Land acquisition and resettlement
Minor
Road Safety
Minor
Benefit Maximization
minor
Strategy to address Issues Contract clause requiring contractor to provide HIV/AIDS education and make condoms accessible to all employers paid by the contactor; OXFAM contracted to SIRIP to provide STIs/HIV/AIDS community awareness program; Reinforcement of HIV/AIDS message during LBES and other maintenance work, including HIV AIDS education to maintenance contractors; and Monitoring by SIRIP’s CDS. Contractor visits all villages to explain construction activities and negotiate access to resources with SIRIP CDS; Contract clause requiring workers to treat landowners/villages with respect; Contract clause requiring workers requiring contractor to set a code of behavior towards girls and women; and Monitoring by SIRIP’s CDS Land and resources (crops, trees and 3 houses) affected associated with road approaches to 3 river crossings (Wairaha, Maegoa and Mapua); There is strong community support for the project including the provision for voluntary contribution of customary land and receipt of in-kind project contribution to rebuild any structures requiring relocation and assistance with development of coconut seedling and banana plantation areas; “Resettlement” as per ADB definition is not triggered and a resettlement plan is not required. Awareness raising will include road safety awareness; Contractor to prepare traffic management plan for construction phase; Community concerns regarding need for traffic claming measures (speed bumps etc) to be identified and incorporated into final design; Ongoing awareness raising facilitated by CDS; Monitoring by SIRIP’s CDS All households in the subproject area will be fully informed about road works and will benefit from them to the maximum extent possible; Representatives of provincial NGOs health, education, planning, police and agriculture will participate in awareness raising activities organized by the SIRIP’s CDS; and Contractors are required to rehabilitate and maintain the road with the maximum local labor (including participation of women and poor households) inputs commensurate with good quality work paid at least the minimum wages as specified in Labour Law/Code of Solomon Islands.
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Plan Required Yes, incl. in SIRIP’s awareness and prevention program
Incl. in EMP
Memorandums of Understanding with land owners and resource users have already been agreed and obtained
Contractor to prepare traffic management plan as part of EMP
No
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Solomon Islands Road Improvement (Sector) Project
1.
Introduction
1.1
Background to the Project
1. Between 1999 and 2003, ethnic tension and civil unrest in Solomon Islands led to a breakdown of government services, with maintenance of major infrastructure unable to be undertaken and important access routes (roads, shipping and air services) falling into disrepair. 2. The Government of Solomon Islands (the Government), with assistance from Asian Development Bank (ADB) and other international donors is improving the efficiency of the national and provincial road network. One such project is the Solomon Islands Road Improvement Project (SIRIP) – funded by ADB, AusAID, and NZAID - which seeks to upgrade 100 kilometres (km) of rural roads, establish a program for routine maintenance, and building the capacity of Ministry of Infrastructure Development (MID). SIRIP will rehabilitate selected rural and secondary road in support of the Government’s National Economic Reform, Recovery and Development Plan (NERRDP). 3. MID is the executing agency for the project and day-to-day management of the project is undertaken by the Project Management Capacity Building Unit (PMCBU). Cardno ACIL (Pty) Ltd (the Consultant) has been engaged by ADB and MID as the supervising consultant for SIRIP, and has formed the PMCBU which reports to the Permanent Secretary of Infrastructure Development. 4. Overall coordination of the project will be coordinated by Transport Policy and Planning Unit (TPPU) with oversight from the Project Steering Committee (PSC) - an inter-agency group including representatives of Government. 1
1.2
Subproject Selection
5. The project has undertaken a two-stage assessment process; (i) a screening to reduce the list of candidate roads from over 200 km to about 100 km of subprojects; and, (ii) feasibility study of approximately 100 km. The screening of candidate roads was undertaken through consultation and a simplified multi-criteria analysis (MCA) using a set of economic, technical, social and environmental criteria. 2 6. Prior to subproject selection rapid rural assessments (RRA) were undertaken to assess the situation of the population of each candidate road with reference to poverty and access to services, on each of seven candidate rural roads (identified in the national transport development plan). 7. The criteria used to identify subprojects took into account a range of considerations to meet the objectives of NERRDP, which include:
1
2
•
Improved accessibility to social services among poor and rural households, including schools, health facilities, and Government extension services;
•
Increased opportunities for employment and income generation among poor and rural households;
Including the Permanent Secretaries of Ministries of Planning, Finance, Infrastructure Development, Forest and Environment & Conservation, as well as representatives of the international donor agencies AusAID and NZAID. The criteria and process are set out in the SIRIP Inception Report (2007).
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Solomon Islands Road Improvement (Sector) Project
•
Potential for increased private sector participation in provincial and national economic activities;
•
Potential to catalyze development in remote areas with poor access;
•
Contribution to poverty reduction among poor and rural households; and
•
A preferential focus on areas that have seen under-investment in recent years, provided that subprojects remain economically and socially justifiable.
8. The screening, based on the above criteria and a range of technical, social and environmental requirements, identified the following subprojects as viable for further study: •
Lata – Mbaengo Road, Temotu (15 km);
•
Kolombangara – Ghoe Road, Choiseul (23 km); and
•
Kirakira – Wainuri (61 km) and Kirakira – Warihito (18 km) Road, Makira.
9. Each of these subprojects was subject to feasibility study including preliminary engineering, economic analysis, initial environmental examination (IEE) and initial poverty and social assessment (IPSA). 3 This report is based on the RRA, consultations, and secondary sources to provide assessment of the social and poverty impacts of upgrading the Wainuri – Warihito Road on Makira. 10. A draft IPSA was prepared for the Makira subproject in October 2007. 4 Subsequently, further engineering and safeguards assessments were completed for a number of river crossing options of the major rivers along the Makira subproject road during January and March 2008. In addition, a number of comments made by the donors on the draft IPSA have been addressed in this version of the report.
1.3
Poverty and Social Impact Control Study
11. In order to assess the more general social and poverty impact of upgrading rural roads, interviews were conducted with people living near the Afio and Busurata roads near Auki town in Malaita province to serve as a control. The interviews sought their perceptions of the impact of upgrading these roads, which were upgraded in 2006 and 2005 under AusAID’s Community Sector Programme (CSP). Both roads have been surfaced with coronous gravel, with hand-dug ditches, and included a number of drains and gabion reinforced culverts. There is also a cement ford across one stream along the Afio road. 12. The Afio road is approximately 9 km and serves six villages adjacent to the road with other more distant villages accessing the road on foot via bush tracks. The Busurata road is approximately 14 km and serves nine adjacent villages and also used by people living in the valleys on the Atori side of the central mountain range, who cross on foot to reach the road and then travel to Auki to sell at the market or use services. The majority of the people served by the roads live in the valleys where they have access to water transport along rivers. However, there are many (shifting cultivation) food gardens planted uphill and downhill of the road, as well as smallholder cocoa and coconut plantations.
3
4
It was subsequently decided that the rods on Temotu and Choiseul could best be handled by a labourbased equipment support (LBES) and maintenance approach. Additional subprojects were included in SIRIP and these have also been subject to feasibility study. The IPSA prepared in October 2007 was compiled by Penelope Schoeffel, Brian Deutrom, and Michelle Legu using data from secondary sources (see references), RRA data collected by Brian Deutrom and Augustine Eloga (25-29 September 2007) and IEE data collected by Jean Williams and Moses Biliki (June/July and August 2007). This updated IPSA was prepared by Jean Williams in April 2008 based on additional field investigations for the river crossings and completion of a road user survey.
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Solomon Islands Road Improvement (Sector) Project
13. Before the roads were upgraded the condition of them was considered too rough for vehicles to use regularly, so there were no transport services. People living along the road either walked to town carrying their produce to the market or sold sacks of copra or cocoa beans to merchants who traveled to the area. 14.
The major socio-economic impact of upgrading the roads has been very positive: •
There were no disagreements or social problems with contractors as the work was carried out by the CSP Roadwork Division led by a local language speaker who successfully negotiated all matters associated with supply of gravel and other material without compensation or royalty payments;
•
Three passenger vehicles (a 4 ton truck and two pickup trucks) now operate, servicing the area between the end of the roads and Auki Market twice daily (morning and late afternoon);
•
Women interviewed said that the road transport service has made a significant impact on their income earning capacity; fares are between SBD $2-10 dollars depending on location; they can take more produce to market and afford the fares;
•
Cocoa and copra growers can more easily take sacks of produce to town for sale. They said this will encourage further cocoa planting and increase incentives to make copra;
•
As the health centers in the area have no staff or medicines, people needing medical attention take the passenger vehicles to the road turnoff and walk about 1 km to the provincial hospital outpatients’ clinic. Those interviewed said this is a big advantage as previously they either has to walk the entire way to the outpatients’ clinic;
•
Several new houses have been built beside the road, or near the road on the downward slope with corrugated iron roofs and water tanks. The owner of one new house said previously people had to carry timber and roofing iron from Auki, but he was able to build his house more easily as the materials were delivered by truck;
•
Some villages have built shelters beside the road for the use of people waiting for transport;
•
Two labor-based road maintenance groups have been formed so far, at Lalofo and Foui’iu on the Busurata road, these groups undertake weeding and clearing of culverts; and
•
Following improvement of the Afio road, the river at the end of the road has become a popular picnic spot for the people of Auki town.
15. These findings were used to formulate assumptions about the social and poverty impacts of upgrading the Wainuri to Warihito Road.
1.4
Components of the Subproject 1.4.1 Description of Road and Proposed Works
16. A detailed description of the road and its adjacent social characteristics can be found in Section 3. The subproject is divided into two sections; Wainuri – Kirakira and Kirakira – Warihito, which in turn are further divided into sub-sections. The WainuriKirakira road is approximately 61 km long and comprises three gravel subsections in trafficable condition. The first subsection is about 12 km long and commences at Kirakira town – the Provincial Centre - and for most of its length is about 4.5 m wide. It provides access to the airport. TA 48-SOL IPSA Wainuri – Kirakira & Kirakira - Warihito June08
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17. The pavement has failed in a number of places, is damaged and contains four wide rivers which do not currently have any form of crossing. Past crossings in these areas have been washed away making accessibility difficult, especially when the rivers are flooding. 18. The second subsection begins at Km 12.1 and ends at Km 29.9, is about 2.5 m wide and serves only low traffic volumes. There are some important social and agricultural developments along this stretch of the road, in addition to two national secondary schools. This section of the road is known for having major severance and access issues, especially at the Wairaha River, which does not have a bridge and is difficult to cross, particularly during flood conditions. Three bridges and fifteen culverts are located along this section of the road, each is in poor condition requiring extensive maintenance. 19. The third subsection of the road begins at Km 30.0 and finishes at Km 74.5 (beyond the subproject). The road width is about 2 m and its condition varies between poor and untrafficable, and is characterized as being disconnected due to dislocation and overgrown vegetation. The bridges located along this subsection of the road are either in poor condition or on the verge of collapse. Logging companies have installed temporary crossings across some rivers and maintain some sections of road. 20. The Kirakira-Warihito section is about 18 km in length, is classified as single lane and has a width of between 4 and 2.5 m. The road surface is gravel and the condition ranges from good to poor. Rehabilitation work is required to improve the road surface. About 14 culverts in this road are functional and 6 are in poor condition. A total of 9 rivers and streams cross this section of the road, three of which have bailey bridges that are in satisfactory condition. The remaining rivers/streams along this section of the road do not have any form of engineered crossing (including the very wide Ravo and Warihito Rivers) making access difficult, especially during heavy flooding. 21. Traffic surveys show that within the connected parts of the road (between Ravo and Magoha rivers) pedestrian and non-motorised traffic dominate on the KirakiraWarihito section of the road, and that 4-wheel drive and small truck traffic is highest on the Wainuri-Kirakira section. Future traffic growth will be generated by the transfer of traffic to the road from more expensive sea travel and through increases in employment and commerce. 22. The works proposed for the subproject will include: (i) routine maintenance and/or rehabilitation of 79 km of existing unsealed road and 27 river crossings; (ii) rehabilitation of about 3.4 km of unused logging roads; (iii) building of about 891 m of new roads as approaches to new bridges; and (iv) building of three new high-level bridges over the Wairaha, Maepua and Magoha Rivers. 1.4.2 Proposed Bridge Crossings 23.
Aerial photographs of the three crossing locations are attached as Appendix 1. i.
Magoha River Crossing
24. The existing crossing location was not considered suitable for a bridge due to the length required to cross the two unstable channels and a low island. Segments of new road, old logging tracks and bridge form an upstream diversion from the existing main road and require a crossing of approximately 1.4 km, replacing the existing crossing and road of about 400 m. 25. An alternative upstream bridge site, 400m from the existing ford crossing was considered. Two new segments of approach road would be required. On the eastern bank, the new road would be about 240 m long, and on the west bank would be around 140m long. In addition, approximately 760 m of old logging road would be rehabilitated to connect the bridge and approaches to the main road. TA 48-SOL IPSA Wainuri – Kirakira & Kirakira - Warihito June08
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ii.
Maepua River Crossing
26. The existing crossing at Maepua river is a natural ford. That is, vehicles that are capable must cross the river through waters that reach over a meter in depth over an unpredictable riverbed surface. 27. An upstream site was identified for a bridge because the existing road crossing was considered not suitable. The river at the existing crossing has two unstable channels and a dividing low island, is generally unstable and would require a long bridge length. The channel and bed in this part of the river has ranged by up to 200 m in the past 35 years. The proposed bridge site is located 800 m in a straight line or just over 1 km upstream following the river channel. 28. Access to the bridge on the eastern side might require about 220 m of new road and the rehabilitation of about 1.58 km of logging road. Close inspection of 1970s aerial photography suggest that the logging road may have entered the river in the vicinity of the proposed bridge, and extended beyond it on the western bank for a further 200 m in a south-western direction. If correct, the eastern approach to the proposed bridge would not require a new road. The western bank is a low alluvial flood plain which is less stable. The access road would require about 215 m of new road and rehabilitation of about 800 m of logging road to meet the existing road. iii.
Wairaha River Crossing
29. Several crossings have been provided at Wairaha River, including an engineered ford and a bridge constructed in 1979 both of which quickly failed during a flood. The existing crossing is an engineered ford located about 1.85 km upstream from the river mouth. 30. The proposed crossing is a high-level 3-span steel truss bridge in the order of 120 m long and crossing the river 600 m (along the river channel) downstream of the existing crossingAppendix Figure. 31. On the western bank the new approach would almost immediately connect to the existing road and pass a small cluster of houses. On the eastern bank, a segment of new road, about 250 m long, would be required to connect the bridge with the existing road. This passes through a series of banks and a swampy area before joining the existing main road.
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2.
Provincial Characteristics
32. This chapter describes the main features and characteristics of the province in which the subproject road is located.
2.1
Geography and Land Use 2.1.1 Geography and Topography
33. The Solomon Islands has a land area of approximately 28,000 km2 and comprises nine island provinces and somewhere in the order of 900 smaller islets and atolls. The country’s capital, Honiara, is located on Guadalcanal. 34. Makira-Ulawa Province comprises San Cristobel (Makira island), Ulawa, Uki Ni Masi, Owaraha (Santa Ana), Owariki (Santa Catalina), and the Three Sisters group. The provincial centre is Kirakira (Figure 1). 35. The main island is 3,090 km² being 139 km long by 40 km wide. The highest point of the mountainous interior is 1,040 m. The southern or weather coast has limited cultivatable land. Most of the population lives on the northern coast. The high rainfall in the interior mountains feeds many rivers, which cross the narrow coastal plain every two to five kilometers. Makira has been, and still is, heavily logged for over 20 years, but the economic benefits of this industry to local development are not visible, and the province is among the least developed in the Solomon Islands. Figure 1: Makira-Ulawa Province
Source: Solomon Islands Department of Lands
36. In terms of administration of land, the country is divided into nine provinces which include a central island (larger land mass) and usually several smaller islets and atolls. Each province has a provincial town which includes representative Government agencies as departments and offices. Provinces are divided into wards which are further divided into villages. As shown in Figure 2, the subproject road passes through four wards.
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Figure 2: Wards on San Cristobal - Makira Province
Source: AusAID CSP – Community Snapshot Report – Volume 1 (2006)
37. Makira consists of a narrow coastal plain leading up to undulating hills and occasional terraces and, ultimately, steep central ridges that run the length of the island with elevations of up to 1,200 m. The terrain of San Cristobal Island is largely mountainous, with hills and mountains rising to 1,040 m above sea level in places, with deeply-cut river valleys. The highest peaks are located in the central and western parts of the island. The island is divided into three physiographic units; mountain zone; plateau zone; and alluvial zone. The subproject area traverses all three. 38. The Solomon Islands is prone to natural hazards including cyclones, landslides, earthquakes and tsunamis, and Makira is one of the most disaster prone provinces in the country. It has been affected by 15 cyclones and 56 earthquakes in the last 50 years. The province has experienced some 46 different disaster events between 1950 and 2000. The province is classified as “high vulnerability” to cyclones, river and coastal flooding, and tsunami, “medium vulnerability” to earthquakes and landslides, and a “low vulnerability” to droughts and volcanic eruptions. 5 2.1.2 Land Use 39. Throughout the nine islands of the province, the population is almost exclusively located on the coastal fringe. Exceptions occur on Makira, where a few isolated villages are established on the leeward side of the central area, where arable land does not exist on the coast. Population is also concentrated on the northern coast of San Cristobal. 40. Across the island settlements are largely small to medium sized villages located along the coastline, the exception being Kirakira which is a small town and the provincial capital. The movement from interior villages to coastal villages increased after World War II, encouraged by British administration and the advent of the Marching Rule, a nativistic cult that spread from Malaita to Makira.
5
AusAID a; Community Sector Program – Community Snapshot Report – Volume 1 (2006)
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41. Inland villages only remain in the area between Ravo and Maghoha Rivers, along the Warihito River, and a couple of areas along the eastern coast (beyond the subproject area). 42. Land use is quite intensive in the vicinity of Kirakira Township in central Bauro, but is less intensive in other areas. The fallow vegetation is generally low, woody regrowth, with trees and shrubs growing to a maximum height of 4-5 m. Typically, people harvest two crops of sweet potato before land is fallowed. Sweet potato is often intercropped with banana, either on the garden edges or at random throughout the plot. In some cases, banana is planted as the sole crop. Fallow periods range from one year or less in villages around Kirakira to two to four years in Maro’o Bay and Tawaroga. Around Kirakira, and on outlying islands (Santa Ana, Santa Catalina), population growth has resulted in shortening of the fallow period and extension of the cropping period, with consequent declines in soil fertility and crop yield. Reasonable yields of sweet potato and other crops were being maintained in other areas in Makira. 43. In terms of potential land use, the Land Resources Study conducted in 1974 reported that Makira was lacking in significant areas of agricultural potential (Wall and Hansell 1974). The primary barrier to agricultural potential was the steep topography. The study identified approximately 250 km2 as being ‘agricultural opportunity areas’ (AOAs) suitable for agricultural development, which represents only seven percent of the province’s total land area (shown in Table 1). The AOAs are the in the north-west and south-east of the island, the road can potentially provide improved access to three of these areas (Arosi, Bauro and Wainoni East). Table 1: Agricultural Opportunity Areas in Makira Agricultural Area / Region
Area (km2)
Bauro (Aupere, Wairaha, Waihaoru, Maghone & Ravo)
Land Suitability Onion, peanut, shallot, cucumber, melon Vegetable and nut
Wainoni East (Wau and Warihito)
Vegetable and nut
30
Star Harbour, Nanutu, Wairaha, Harigha, Matangarighi Ulawa (Haraina plateau)
Various Coconut
30 28
Arosi (Heuru, Hada, Arosi plateau)
97 73
Source: AusAID Agricultural Smallholder Study after Hansell & Wall 1974
2.2
Population
44. According to the 1999 Census the population of Makira was 31,006 and had experienced a 2.7% annual growth rate between 1986 and 1999. The Household Income and Expenditure Survey 2005/06 (HIES) estimates the population as 50,026 and with the number of households estimated as 7,524 gives an average household size of 6.7 people. he population of Makira accounts for 9% of the country’s population. 45. The average population density for the province is 10 people/km2, lower than the national average of 15/km2. Exceptions are the small islands of Santa Ana and Santa Catalina, where land area is under considerable pressure. Population density is generally highest in readily accessible locations where services are well provided. For example, density in the Central Bauro Ward, which includes the provincial capital of Kirakira, is 64/km2, whereas population density at Star Harbour South in the remote south-east is 0.2 people/km2. 46. The northern coast of San Cristobal, which includes provincial headquarters of Kirakira, has almost twice the population of the south coast. Approximately 28% of the population live in Arosi ward (north-western end of subproject area). Tikopean settlements in Makira are a result of overcrowding on Tikopia and Anuta (Temotu province).
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47. Makira has eleven indigenous language groups comprising four main language. On the north coast up to the highlands of central Makira the people are Bauro speakers. Other languages are Wainoni, Arosi and Haurosi. Of the different language groups, the Arosi language-speaking group has the highest portion of the province’s population, while the Rawo speaking group is the smallest. Marmaregho and Fagani groups are the other small language groups in the province. Pidgin has become the common language used mainly by young people who have been through some formal education system outside the province.
2.3
Economy 2.3.1 Copra, Cocoa and Betel Nut
48. The economy of Makira-Ulawa is based mainly on small-holder copra and cocoa production, with a few hectares planted with coconut palms or cocoa, or both. It is difficult to obtain production data for these plantations, because harvesting and sales are irregular. In particular copra tends to be made when money is needed or a buyer is available and records of transactions are not kept. Most villages are isolated from markets so storable, non-perishable export crops are the major source of cash income for most of the population. Growers sell processed cocoa beans if they have access to a fermentary and unprocessed beans, and/or copra to a small number of buyers in the province. Processed cocoa and copra products are sent to Honiara by boat for export. 49. On Makira, copra is the most important source of cash income for rural coastal villagers. In 1999, income from copra was SBD$346 per household, fourth after Choiseul, Western and Isabel Provinces (where income ranged from SBD $410 to SBD $570 per household). Over half of the copra was delivered by traditional canoes or canoes with outboard motors to Commodities Export Marketing Authority (CEMA) buying centers. The rest was transported by truck and ship. In 1999, nearly three-quarters (72%) of households harvested coconut (mainly in the form of copra) for cash income. 50. Copra production in Makira stopped in 2001-2002 due to financial problems experienced by CEMA, and impacts of the ethnic tension. Production picked up again in 2003 after the government privatized the copra industry, and in 2003 was just over 1,000 tonnes, up from a record low of 112 tonnes in 2002. 6 Since the civil conflict government agencies have ceased buying copra and private buyers have taken over. 51. Smallholder cocoa production in Makira/Ulawa is mainly confined to the west and east Bauro, Arosi and Wainoni areas. Irregular shipping, the lack of wharfs and the difficulty of crossing rivers were reasons cited for the drop in copra production. Fermentaries have been built where cocoa production is high, and are generally owned by smallholders who buy cocoa wet beans (SBD$5 per kg) in addition to processing their own cocoa. The Smallholder Study notes that there is considerable interest in cocoa evidenced by new plantings being established in Wainoni, and east and west Bauro. 7 52. Although cash income from betel nut is lower than for copra and cocoa, betel nut is widely grown by households for both domestic use and sale at the domestic market. In 1999, just over half of households (52 percent) were involved in production and marketing of betel nut. The domestic market for betel nut is also expanding, due to an increase in the number of people now chewing betel nut. Betel nut is sold at most informal and formal market outlets, the price at Kirakira market ranged from SBD$0.10 to $0.50 per fruit depending on supply and demand. Betel nut is occasionally sold into the Honiara market where a 20 kg bag can be sold for SBD$100-150.
6 7
AusAID b; Smallholder Agricultural Study – Volume 4 Provincial Reports (2006) AusAID b; ibid
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53. Shelled ngali nut and cut-nut are sold at Kirakira market for SBD$1 per packet. When the Warihito nut press was operating, it purchased fresh ngali nut kernels for SBD$10 per kg from villagers in Bauro and Wainoni districts. The nut press stopped operation in 2002 because of lack of funds to purchase fresh kernels. Home tobacco (savusavu) is becoming popular, and is sold in most markets and amongst villagers. A bundle of dried and rolled tobacco can be sold at Kirakira market for SBD$50. 2.3.2 Forestry 54. Large and commercial logging operations have been operating on San Cristobal for many years. There are six commercial logging companies, working predominantly in the Arosi area. Logging companies pay a licence fee to the Provincial Government of $15,000 per year, and pay small royalties to the owners of the logged land. In the subproject area there are least three commercial logging operations; two on the WainuriKirakira section located at Manitawaniuhi village (Elite and Middle Island Logging Camps) and one located at Hageahu village (Kirakira-Warihito section). 55. The Smallholder Study notes that small-scale sawmilling, using chainsaw mills, have been common in most regions around Makira but are short-lived. For various reasons only rosewood (Pterocarpus indica) is purchased by buyers. The resource is limited, already fully exploited in some areas and sawn timber can only be cut within the immediate vicinity of transport links. Shipping of milled timber is also difficult from all but the best cargo loading sites. 2.3.3 Fishing 56. Small-scale fishing is another source of rural income. Fishing is mainly to supply fresh fish to the Kirakira market, but every Thursday unsold fresh fish can be stored in the Provincial Fisheries Centre for re-selling the following day as frozen or chilled fish. 57. Overall, about 40% of households are engaged in fishing for trade (40% fish and 39% shellfish), and on Makira a third of households are engaged in the sale of fish products (19% sell fish and 12% sell seafood). 8 Information given in the consultation meetings suggests that a number of the villages along the subproject road catch and sell trochus, beche-de-mer and fish. 2.3.4 Markets and Commercial Activities 58. There are three formal markets on Makira, all situated along the central part of the north coast. The major market is located at Kirakira; a second is at the national secondary school at Waimapuru, and the third is located at the Rural Training Center (RTC) and secondary school at Pamua. 59. There are approximately 50 vendors at the Kirakira market which operates six days a week (not Sundays). Fishermen sell skipjack tuna, and occasionally reef fish, on most afternoons during the week. Chickens and pigs were reported to be sold irregularly. The primary products sold at the Kirakira market, in decreasing order of volume, were sweet potato (several varieties), cooked and ripe bananas (several varieties), bread (as buns), snake beans, shallots, ngali nuts and cut-nuts, tomatoes, aubergine and melons. Waimapuru and Pamua markets operate on a weekly basis and rely on sales of produce to teachers and students at the Waimapuru and Pamua schools. 60. In Makira, licences are issued for a wide range of commercial and semicommercial activities, including merchant shipping, trade stores, hawking, cooked-food stalls, copra buying, cocoa buying, bakeries and butcheries. There are a range of commercial activities, in addition to government departments, in the provincial capital of Kirakira. This includes bottle shops, small grocery stores, a speciality spice store, used clothing stores, canteens, small café / food shop, and two guest houses.
8
UNDP et al; Common Country Assessment Final Report – Suva, (March, 2002)
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2.4
Health Services
61. Ideally Solomon Islands health service system operates from a foundation of preventative primary health care services, with patient referral when necessary from local to area to provincial to national levels of service (Figure 3). Figure 3: Solomon Islands Health Service System
62. Makira-Ulawa Provincial Hospital is located at Kirakira. This hospital has only one doctor (who retired from national service, but returned to service) and one dentist, serving a total population of more than 30,000 people. The province has a total of 136 health staff for the 54 health facilities with 77 are trained nurses, 26 Nurse Aides and 31 paramedic staff. There are no non-government health facilities in the province. 63. The Kirakira Provincial hospital sends “satellite” health teams to visit the health facilities every month – where possible, the team visit by vehicle when they can, but more often they have to travel by outboard motor boats. 64. The Ministry of Health has a new Toyota Hilux (4x4) and a couple of OBM boats. Some of the problems that were identified during the consultations for the health facilities include distance from village to health centers, the lack of trained nurses and lack of medicines. Some health facilities are staffed with only a nurse aide and/or malaria diagnosis technicians – locally known as microscopists.
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2.5
Education Services
65. Most villages in the province have access to primary schools within an hour or so walking distance or less. Junior secondary schools are less accessible and entry depends on a good grade six result. There 10 junior secondary schools (Community High Schools) which offer classes from form one to form three levels only. These are scattered throughout the Makira/Ulawa Province. There are 55 primary schools with enrollments of 4,583 students for the province (Table 2). Table 2: Summary of Education Staffing Number & Vacancies for 2007 Teachers
Numbers
Total number of untrained teachers at posts
18
Total number of teachers on probation
25
Total number of teachers with Early Childhood Certificates
8
Total number of Primary certificated teachers
186
Total number of teachers at posts
237
Number of teaching vacancies Total primary staff establishment posts
34 284
Total number of Registered Schools
50
Total Number of Extension schools
20
Total Number of Primary schools
20
Source: Ministry of Education and Human Resource Development (2007)
66. The province has two senior secondary schools - Pamua and Pawa Secondary Schools. Pawa is run under the provincial government administration and is located on Ugi Island while Pamua is run by the Church of Melanesia on the Makira mainland (and within the subproject area). Both offer classes from form 1 to form 5. TA 48-SOL IPSA Wainuri – Kirakira & Kirakira - Warihito June08
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67. Waimapuru National Secondary School offers classes from form 1 to form 7. National Secondary Schools belong to the central government and although located in the Makira/Ulawa Province, its intake is from all over the Solomon Islands. Both Pamua and Pawa are located in the Central Makira constituency and Pamua is west of Kirakira. 68. Table 3 provides the 2006 enrolment data, for all levels from kindergarten through primary to secondary, by male and female for the province. In each constituency, more males than females are enrolled at school. Table 3: Education Enrolment for Makira Province 2006 Constituency
Female
Male
Total
Central Makira
1165
1242
2407
East Makira
1505
1724
3229
Ulawa/Ugi
23
40
63
1286
1577
2863
Santa Ana
409
433
842
Ugi
244
340
584
Ulawa
489
528
1017
TOTAL
5121
5884
11005
West Makira
Source: Ministry of Education and Human Resource Development (2007)
2.6
Transport Infrastructure and Services
69. Despite years of extractive logging (which in many cases has involved road construction) Makira-Ulawa province has limited state investment in transport infrastructure. The province has 114 km of road network constructed in the early 1970s. The roads were constructed in line with the provincial programs to facilitate the delivery of goods and services and to stimulate development in villages, as shown in Table 4. In addition to the government built roads, logging companies operating within the province have also built roads into the interior. The current road network has increased in length to about 167 km. 70. Of the current 167 km. of road network in the province, 120 km are on Makira, from Marou Bay to Warihito, 40 km are on Ulawa, and 7 km are on Ugi. Few river crossings constructed are still viable which limits connectivity and access. Table 4: Road Network Projects in Makira Province Island
Project Name
Year Built
Km
Makira
North/West Road
1976-1978
12.0
Makira
North/East Road
1976-1978
Makira
Feeder Road Improvement
1983
48.0
Ulawa
Improvement & Extension
1992-1998
40.0
Ugi
Hakanipua-Pawa Road
1970
7.0
7.0
Source: Ministry of Infrastructure and Development
71. The main northern-coast road links several wards and villages located on a “ribbon” manner along its track. The road was originally built to connect about 70% of coastal Central Makira Constituency settlers so they could access copra and cocoa buying point at Kaonasugu, educational facilities, vocational institutes, copra milling facility, wharf, airport, administration, hospital, clinics, commercial activities and regular shipping port of calls at Kirakira.
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72. Flooding is common in Makira and this often puts roads out of use. The lack of proper river crossings makes it impossible to cross most of the wide rivers – Warihito, Ravo, Magoha, Hao, Maepua, Wairaha, Makarima and Tarihu – and many villagers cannot access services at Kirakira when rivers are flooded. 73. Other forms of transportation include air and shipping services to all provinces which are accommodated through a network of wharves, jetties and landings and small airports or air strips. The main airport (Kirakira) receives three Solomon Airlines flights per week, while a passenger and freight shipping service is provided once per fortnight. 74. There are four airstrips and six wharves in the province, the majority of these are located on San Cristobal (two airports and five wharves). Some villages have smaller wharves or boat landings, some of which have been built by logging companies, and most of which are in a poor state of repair. The three main wharves are at Namugga in East Makira, at Su’umoli on Ulawa, and at Kaonasugu in West Bauro. The Kaonasugu wharf is currently out of service due to sea erosion. Mid Island Logging Company has a “log-wharf” at Manitawaniuhi Village for its own use. Outboard motor-powered canoes are the most common form of sea transport used in the province. 75. Commercial cargo vessels irregularly work the north coast of Makira, generally concentrating on the area from Arosi to Kirakira. Star Harbour and the weather coast are poorly serviced, as these routes are less commercially rewarding. The subsidised, provincial-owned, MV Bulawa was the most frequent and reliable vessel on the north coast until it was forced out of service in 2003 with hull damage. It is uncertain if, or when, the vessel will begin operating again. Timber buyers, and occasionally copra and cocoa buyers, charter boats to collect their cargo as required. 76. There are approximately 11,000 vehicles in Solomon Islands, of which 90 percent are on Guadalcanal (three-quarters in Honiara), eight percent in Malaita, one percent in Western Province, and the remainder spread throughout the other provinces. 9 Outside of Honiara traffic volumes are very low and the main form of transport is by small boat. 77. In the subproject area, there are only a few vehicles outside of Kirakira, and largely these are logging trucks. In Kirakira the vehicle fleet is largely owned by provincial government (Departments of works, forestry and health) and around five privately owned vehicles, the RAMSI office also has a 4-wheel drive. 78. Based on the data from the social and poverty surveys undertaken in the first phase of the project, general ownership of transport mode can be derived from the sample of 13 villages along the subproject road. Nearly all land transport is bicycle (94%) with two percent being 4-wheel drive and three percent truck, in terms of sea transport, most (96%) is undertaken by paddle canoe, and four percent by fibre-glass canoe with a very small proportion including aluminium boat.
2.7
Other Services
79. The province has two Solomon Island Police Force (SIPF) stations with 32 officers. Thirty officers are stationed at Kirakira, and two are located at Namuga at Star Harbor, there are also two Regional Assistance Mission to Solomon Islands (RAMSI) Officers stationed in Kirakira. The RAMSI officers advise and work with the local SIPF police, including providing both land and sea transport. 80. Communications with the provincial administration are problematic. Fax communication is generally not available except through the Telikom office. However recipients are required to pay Telikom before they can receive a printout.
9
ADB a; Report and Recommendations of the President: Proposed Asian Development Find Grant Solomon Islands: Road Improvement (Sector) Project, Project No. 39581, Manila (July 2006)
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81. The provincial Education and Health high frequency radio systems are probably the most widely heard services in the province. RAMSI use these systems whenever it is necessary to pass information quickly to many people. This system will be used for subproject communication and contractors will be encouraged to use them as well. 82. The Department of Agriculture & Livestock (DAL) has 11 staff in the province; three are based at Kirakira, while the rest are stationed around the province. There is no support provided by government for DAL staff in the province, except for payment of their salaries. Currently staff are mostly involved in donor-funded activities, such as the Republic of China funded rice and vegetable program and EU Micro Project-funded agriculture projects. 83. The buildings and grounds of the Agricultural Training Centre at Hauratarata are being maintained by the agriculture staff stationed there. Fruit and nut trees have not been maintained. No training has been conducted for some years, but the site remains a potentially valuable provincial resource centre. The Makira Provincial Assembly plans to develop this centre into a research and development centre. 84. There are four RTCs in the province and all are run by churches. These include St Stevens Pamua (COM), Nawote (South Seas Evangelical Church), Styvenburg at Nana (Catholic) and Manivovo (Catholic). Styvenburg is a mixed college with about 80 students. The Manivovo RTC, in the southeast, is for female students only, and there are currently 23 students enrolled in a three-year study program.
2.8
Civil Society Activities
85. A small number of civil society and non-government organizations (NGOs) are active in the province. These include the International agencies such as Save the Children (Australia) (STC) and World Vision International (WVI), and locally based NGOs like Makira Community Conservation Foundation (MCCF), and the Kastom Garden Association (KGA) and Solomon Islands Development Trust (SIDT) 86. STC is engaged in awareness raising activities, including HIV/AIDS issues, targeting village youths. WVI supports community-based development programs to encourage local participation and to build capacity in various areas parts of the province. The organization has provided financial assistance for rural water supply and sanitation projects, communication facilities and school materials. 87. SIDT has village demonstration workers (VDW) to promote rural development by providing skills training for people in the rural communities. However, the organization is now operating under a much reduced capacity. The MCCF was started with the support of an international NGO (Conservation International) and is involved in forest conservation and promotes eco-tourism activities. The KGA has been working with the Manivovo rural training centre to develop and multiply a banana germplasm collection.
2.9
Livelihoods, Income and Poverty 2.9.1 Livelihoods
88. According to the Agriculture Smallholder Study, there are three major livelihood strategies adopted in Makira based on (i) sweet potato and bananas, (ii) remittance income and fish, and (iii) cash from wages. 10 The livelihood strategy for the predominant rural population of Makira is based on subsistence production of sweet potato and banana. Banana production reduces the risk of food shortages in very wet years when sweet potato crops fail. Crops such as slippery cabbage, shallots, peanuts, tomatoes and leafy vegetables are also grown for home consumption. Surplus foods are sold for cash at local markets. 10
AusAID b; op cit
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89. Copra production is the most widespread source of these, whereas other sources are situation specific. These include the sale of cocoa, chickens, pigs, microprocessed foods, sawn timber, ngali nut oil, coconut oil, betel nut, fish, bêche-de mer and trochus shell. 90. The second livelihood strategy is based primarily on remittances from family members working in Honiara, for the purchase of rice and other foods from trade stores. Rice is supplemented with locally caught fish and subsistence vegetables. Additional activities to augment remittance money are similar to those listed above for the sweet potato and banana livelihood group. 91. A third livelihood strategy is that of the wage-earning households based around the provincial capital and substations. These households buy root crops, fish, meats and other items from their local markets, and rice, tinned fish, biscuits and luxury foods from trade stores. Commonly, some production of root crops, bananas, vegetable and tree crops is undertaken in the home garden, or in land close to the town. 2.9.2 Subsistence Production 92. Subsistence agriculture is the main livelihood for most of rural households in Solomon Islands. These rural households make up 85 per cent of the population. Complete subsistence, i.e. total self-reliance at household level, is rare and possibly may not occur at all, semi-subsistence is the norm and is probably a more accurate definition. Subsistence in the context of Solomon Islands includes consumption by the producers themselves (almost all are family based), as well as sharing, exchanging and selling food in the local area. 93. Subsistence food production involves cultivating, harvesting and managing foods from different environments, the most important being shifting cultivation gardens. In the subsistence food production system, food comes from gardens cultivated under shifting cultivation, as well as forest (primary forest), fallows (secondary forest), mangroves, reef, deep sea, rivers, plantations, nut groves, swamps, and agro-forests (planted tree crops of mixed usage, including food and timber) around the village and in the bush. 94. Both fisheries and agriculture have high importance as livelihoods and components of the subsistence base. Solomon Islanders consume in the order of 22 kg of fish and 12 kg of shellfish per year. There are few full-time fishers, most people who fish are also involved with agriculture. Overall about 80% per cent of the population is engaged in subsistence farming and fishing. In Makira three-quarters of households are engaged in subsistence fishing (83% fish and 58% shellfish). 11 95. According to the 1999 Census nearly all households (96%) produced sweet potato and banana/plantain, respectively, for home consumption. Minor staple food crops are cassava, pana, yam, kongkong taro, swamp taro and giant taro. Other important food sources are coconuts, fish, and other marine foods. The main green vegetable grown is slippery cabbage, but it is being severely attacked by insect pests. Other leafy vegetables such as giant ferns, kasume and amau are harvested from the wild. The most common food-producing trees are ngali nut, cut-nut, pawpaw, mango, breadfruit and Malay apple when in season. Betel nut and betel pepper are widely grown and consumed, or sold at the domestic market. Imported rice and fl our-based foods are significant in the diets of some villagers. 96. Rice is becoming an important food in many rural households, and smallholder rice growing is being promoted on Makira under the Republic of China (Taiwan) Agriculture Mission. Production is, however, heavily subsidized with external inputs. Assistance to villagers takes the form of direct funds for technical support from agricultural extension staff, equipment, seed, fertiliser, chemicals and milling machinery. 11
UNDP a; op cit
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97. Three rice mills are currently operating in Makira. Substantial resources have been directed at rice production for the past six years. It is claimed that there are 30 ha under rice cultivation, although the actual figure is likely to be much less, as many fields are fallow or producing rotational crops. 2.9.3 Income and Poverty 98. Based on the results of the HIES 2005/06 the major source of income in Solomon Islands is derived from home production (37%) followed by income from salary and wages (26%). However these figures obscure marked differences between rural and urban households as shown in Table 5. Table 5: Proportion of Income by Sources Income Source
Total Households (%)
Salary and wages
Urban Households (%)
Rural Households (%)
25.9
48.3
12.8
7.8
5.5
9.1
Home production
36.9
4.8
55.9
Benefits, welfare
8.8
10.3
7.9
Rent
5.5
12.4
1.5
Self employment/business
Source: SIG – HIES 2005/06 (2006)
99. Households can receive one or more incomes from small commercial activities, for urban households this includes self employment or small business activity (24 per cent) and production of root crops (19 per cent) and for rural households this includes production of root crops (27 per cent) and production of other vegetables and fruits (22 per cent). Urban households receive higher annual incomes than rural households. 12 100. In terms of income sources on Makira, 56% of income comes from home production, 15% is received from wages and salary, and 7% from self-employment or small business activity. Home production and small business activity is very important to households; producing root crops (24%), producing other vegetables and fruits (20%), sale of fish or other seafood (13%), sale of handicraft or shell products (6%) while other small business accounts for 22% of households. 101. An analysis of the HIES, funded by UNDP, has been undertaken to estimate poverty lines in order to provide some measure of hardship, assess the basic costs of a minimum standard of living, and measure the numbers of households and proportion of the population in Solomon Islands, that are deemed unable to meet these needs. 13 102. The analysis defined poverty in the Solomon Island context as not meaning hunger or destitution, but rather struggling to meet daily or weekly living expenses, particularly those that require cash payments. The definition further included households (i) constantly having to make choices between the competing demands for household expenditure and the limited availability of cash income to meet that expenditure; (ii) having to make trade-offs between one bill and another, food or school fees, utilities or bus-fares; (iii) borrowing regularly from "loan-sharks", who charge very high interest rates, for small unsecured loans in order to meet family commitments and community obligations; and, (iv) that are frequently, and occasionally constantly, in debt. 103. Households deemed to be experiencing basic needs poverty are therefore facing hardship on a daily basis. They struggle to pay bills and purchase adequate and suitably nutritious food.
12 13
SIG b; op cit UNDP b; Unpublished data (2007)
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104. Poverty lines were calculated for Honiara, provincial-urban, and rural households. 105. A food poverty line 14 (FPL) was calculated from actual food expenditure patterns recorded for households in the lowest three deciles of per capita adult-equivalent expenditure (PCAE). For Honiara, market prices were used to cost local foods, either own produce or purchased items while in provincial urban and rural areas values for local foods were based on householders’ estimates of their worth. This resulted in the costs of local foods being much higher in Honiara (by about twice and in some cases by nearly three times) and reflects the fact that in the rural areas a far greater proportion of food is home grown and markets, as such, do not really exist. 106. A basic needs poverty line (BNPL) was also estimated, this poverty line included the FPL plus an allowance for essential non-food expenditure (such as housing/shelter, clothing, utilities, school fees, other education related costs, health, and transport). The study found that the amount spent by households on non-food essentials varies widely based on location; in Honiara, households spent 24% more on non-food items than food items each week, compared with households in rural areas, in which non-food basic needs expenditure amounted to 44% of food expenditure. This indicates that basic needs costs vary widely and are location dependent (being much higher in urban areas). 107. Based on the analysis of the HIES data, the FPL for the country as a whole was estimated to be SBD 182.87 per household per week (or SBD 32.59 PCAE) and the BNPL was estimated to be SBD 265.77 per household per week (or SBD 47.37 PCAE), as shown in Table 6. Table 6: Food and Basic Needs Poverty Lines Location of household
Food poverty line (SBD) Week
National
Basic needs poverty line (SBD)
PCAE 182.27
Week 32.59
PCAE 265.77
47.37
Honiara
446.40
62.17
998.32
139.04
Provincial urban
249.04
42.33
465.11
79.11
Rural
156.17
27.48
225.02
39.59
Source: UNDP – unpublished data (2007)
108. Based on the estimation of the poverty lines, the study showed that the average national incidence of basic needs poverty was 18.8% of households and 22.7% of the population, and for rural areas the rate of basic needs poverty was equivalent to 15.2% of households and 18.8% of the population (Table 7). Table 7: Incidence of Poverty Location of household
Households (%) FPL
Population (%)
BNPL
FPL
BNPL
National
8.6
18.8
10.6
22.7
Honiara
1.7
24.6
2.6
32.2
Provincial urban
0.6
11.2
0.8
13.6
Rural
6.4
15.2
8.7
18.8
Source: UNDP – unpublished data (2007)
14
The food poverty line represents a basic, low-cost, minimally nutritious diet and is measured in terms of the minimum daily calorie intake required for basic human survival. This is an international benchmark of around 2,100 calories/day per capita (as recommended by FAO/WHO as the daily minimum adult calorie intake for a moderately active adult).
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109. Analysis of the provincial data suggests that the provinces with the highest proportion of poor households were Choiseul, Malaita, Makira and Temotu; essentially those provinces which are either the most remote or the most densely populated. 110. Relative to its share in the overall rural population, Makira is the most disadvantaged province. The province has 9.9% of all rural households and 10.8% of the total rural population, but accounts for 15.3% of rural poor households and 16.4% of total rural poor population. Temotu was the next most disadvantaged; this province accounted for 5.7% of all rural households and 5.2% of the total rural population, but had 8.4% of all rural poor households and 8.0% of the total rural poor population. 111. The study also showed that gender plays a role in determining the incidence of poverty in Solomon Islands. The HIES analysis suggests that female-headed households are slightly over-represented in the lowest three expenditure deciles. In rural areas female-headed households are particularly over-represented in the lowest quintile (20%) of households, suggesting that these households are amongst the very poorest in these areas. Overall, female-headed households are estimated to account for 6.5% of all households but account for 7.3% of those below the basic needs poverty line.
2.10
Human Development
112. Life expectancy in the Solomon Islands is 61 years for males and 62 years for females. The infant mortality rate is 66 per 1,000 live births and the maternal mortality ratio is 2.1 per 1,000 live births. Low birth weights affect 13% of babies and 11% of children under five years are considered to be under-weight. The Demographic and Health Survey concludes that data on neonatal mortality child mortality and under five mortality rates implies that all have increased over the past decade. For example, underfive mortality has increased from 30 deaths per 1,000 births 10-14 years before the survey to 37 for the 5-year period before the survey. 15 113. Malnutrition places children (< 5 years old) at increased risk of morbidity and mortality and has also been shown to be related to impaired mental development. Children who fall more than two standard deviations (SD) below the reference median are regarded as undernourished, while those who fall more than three standard deviations below the reference median are considered severely undernourished. Low birth weights affect 13% of babies and 11% of children are considered to be under-weight. A third of Solomon Islands children are stunted, with 9% being severely stunted. Table 8 shows that using any of the nutritional measures, there are large proportions of children that are undernourished and severely undernourished. Table 8: Nutritional Status of Children by Location Height-for-age Location
% below 3SD
Weight-for-height
% below 2SD
% below 3SD
Weight-for-age
% below 2SD
% below 3SD
% below 2SD
Urban
6.9
23.0
0.5
3.4
0.6
8.2
Rural
8.7
33.9
1.5
4.4
2.6
12.2
Honiara
5.7
24.1
0.3
4.3
0.4
10.0
11.7
34.3
1.8
4.9
3.0
14.3
6.4
33.4
0.2
2.9
1.7
10.2
Guadalcanal Other provinces
Source: SIG – Demographic and Health Survey (2007)
114. The literacy rate in Makira is 81%. Educational achievement does not vary as markedly according to gender as it does in other provinces, as shown in Table 9.
15
SIG c; op cit
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115. Slightly more females (6%) compared with males (4%) have no education, and very similar proportions have graduated from secondary school or attained a certificate, diploma or degree. Table 9: Education Levels by Gender on Makira Education Level (%) Gender
None
Primary
Form 1-4
Form 5-7
Cert/Diploma or Degree
Not stated
Male
3.5
26.5
15.8
3.8
2.6
0.8
Female
6.1
26.0
10.4
2.3
1.6
0.6
Source: HIES 2005/06 - Provincial Report
116. These and other factors give Solomon Islands a Human Development Index score of 0.371 and rank the country 13th out of the 15 Pacific Island countries ranked by UNDP. 117. In terms of achieving its Millennium development Goals (MDGs), the most recent report indicates that Solomon Islands is unlikely to meet most of its MDGs by 2015. 16 There are indications that the poverty situation has been exacerbated by law and order problems, the ongoing financial crisis, the contraction of economic activities and rising unemployment, compounded by high population growth rates. Many people have been displaced by the inter-communal conflict that is still simmering. 118. Funding for essential social services has diminished impacting upon the health and education indicators, particularly in remote areas. Education indicators are very low. Primary enrolment rates are the lowest of all ADB’s Pacific member countries. The gender gap has narrowed but remains noticeable in school enrolment and literacy rates. Health indicators are poor. Available data suggest that child mortality rates and malaria prevalence have decreased slightly. Maternal mortality rates are very high. Access to water and sanitation has improved slightly but urban-rural disparities are extremely high. For all indicators there are great variations between the different provinces/ islands.
16
ADB b; Millennium Development Goals in the Pacific: Relevance and Progress, Manila, 2003
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3.
The Subproject and Impact Area
3.1
Survey and Fieldwork for the Assessment
119. The RRA field team was deployed from 2 – 12 July 2007 and for a second visit to focus on the crossings in January with a road users survey being conducted in April 2008. Field data was collected by a team of project staff and a local consultant. The teams consisted of engineers who conducted road condition surveys, supervised traffic counts and provided information about the type an locations of crossings, and a social impact specialist/community development worker. The social poverty data was collected by the community development worker. 120. Initially it was intended to survey all villages on the road. However the time of 10 days proved to be insufficient to cover over 100 km with about 50 villages and settlements and therefore data was collected from representative villages selected on the basis of population, livelihoods, location, and access. Although the RRA was conducted for the road from Marou Bay, including Wainuri, through the provincial capital Kirakira, to Warihito River, the actual subproject road includes only the villages between the Wainuri and Warihito Rivers. 121. The field procedures for collection of information are primarily direct observation, informal conversation, at least one key-informant interview with a villager and where possible detailed follow up questions with respected community leader. The SIRIP RRA of the area included a sample survey of 13 villages. Additional data was collected during the IEE study and road user survey. 122. A further assessment was made during a site visit to Kirakira by the SIRIP Community Development Specialist 28-30 September 2007. The purpose of this visit was to (i) undertake some outstanding data collection; (ii) establish communications protocols with the province; (iii) consult with relevant stakeholders and review their capacity to partner in pre-construction phase community consultation and awareness; and, (iv) undertake preliminary planning for consultation and awareness programs. 123. As noted above, additional investigations were then undertaken over the period January – March 2008 once further details on the type and location for major river crossings were available. The additional investigations also included a road user survey to further understand the relationship between people, their current road use and transport needs, and to allow dis-aggregation of this data by gender, age, and broad income group.
3.2
Description of the Subproject Location
124. North to south the subproject road between Wainuri and Warihito Rivers traverses Kirakira town. The road is built on the mainly flat coast plain and follows the coastline. The flat areas adjacent to the road are suitable for commercial farming, especially cocoa and coconut plantations. 125. The stretch of road west of Kirakira (through Arosi and West Bauro wards) to Wainuri. Figure 4 shows the Wainuri to Pamua section of road which serves 18 large villages; Aboru, Ubuna, Tawatana, Heuru, Hagaura, Asimaniho, Ngonihau, Takiri, Masedonia, Toroiwango, Kakaoragana, Mwanitawaniuhi, Waimasi, Nukukaisi, Kaonasugu, Mwanibena, Haniriko and Pamua. There are a few villages further inland, which are accessible by feeder roads. 126. This section of road crosses 14 large rivers and several smaller streams and creeks. The Wairaha River remains impassable to most vehicles as it is too deep and wide (and also crocodiles are known to live there). TA 48-SOL IPSA Wainuri – Kirakira & Kirakira - Warihito June08
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Figure 4: Wainuri to Pamua Section
127. The Pamua to Kirakira section of road is shown in Figure 5. Figure 5 This section crosses nine wide rivers including the Maepua, Hao and Magoha, and provides access to the larger settlements of Waimapuru and Manibena (both west of Kirakira) and Kirakira town itself. 128. None of the rivers west of the Magoha are crossed by bridges or fords. Although large trucks and four-wheel drive vehicles are able to cross the Magoha, Maepua and Hao rivers during drier periods. Figure 5: Pamua to Kirakira Section
129. The road section east of Kirakira to Warihito (as shown in Figure 6) is 18 km and includes the major crossing of the Ravo River. The land adjacent of most of this section is flat except for a small ranger of hills near the Warihito River. The area east of Kirakira produces larger volumes of smallholder cocoa and milled timber than other parts of the province. There are four large communities and four rivers along this section of road. The communities include Tawani, Arohane, Mwaniwiriwiri, and Waita. TA 48-SOL IPSA Wainuri – Kirakira & Kirakira - Warihito June08
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130. Smaller settlements like Bwarabwaraora, Waiasi and Haegahu (location of a logging camp) are considered part of the larger villages. The very wide rivers include the Ravo and Warihito Rivers while the Hunahau and Waita’a Rivers are smaller in comparison. The other streams and creeks along this section have crossings by either bridge or culvert. Figure 6: Kirakira to Warihito Section
131. The Warihito River marks the end of the road towards to east. It is also prone to flooding as soon as there is rain in the watershed. A bridge was never built across the Warihito River but there are remnants of an old road on the other side of the river. It was mentioned during consultation that the road used to go all the way to Wainoni. The upper reaches of this river are recognized as an AOA. As stated earlier, the area produces the more cocoa and timber than the rest of the province. 132. The Waita’a River is a smaller river compared to the Warihito. It is located between Bauro and Mwaniwiriwiri villages. The flooding of this river eases within a day and poses little problem for those who live on either side. The Hunahau River is crossed by an old, but trafficable, bailey bridge. The East Bauro Logging Company has built a temporary structure over the seaward side of the bailey bridge for heavier vehicles to cross. The major Ravo River is the biggest problem for all of the villages to the east side of it. It was reported, an observed during site visits, that the Ravo River is prone to flooding and can expand by up to 50 m from its banks in a “normal” heavy downpour overnight and up to 200 m from its banks when heavy rain continues for a week. 133. The key issue affecting the people living adjacent to the road is the condition, and mostly lack of, river crossings. The road is adequate for both passenger and cargo vehicles and pedestrians but access and connectivity is often constrained by flooding. The rivers are subject to flash floods which make them dangerous for vehicles and pedestrians to crossing. The lack of connectivity restricts the movement of people and trade. It also inhibits socio-economic development west and east of this major coastal road. Consequently transportation of goods and services to the region occurs mainly by sea, which is not only expensive, but, during rough seas and stormy weather, can be hazardous. 134.
These rivers are shown in the plates below.
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Plates: Various Rivers along Subproject Road
Crossing Magoha River
Maepua River
Hao River
Flooded Wairaha River
Warihito River- normal flow
Waita’a River
Bailey bridge over Hunahau River
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Ravo River in flood
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3.3
Population and Access
135. The population of the subproject road, including Kirakira, is estimated to be in the order of 14,550, based on the 1999 Census adjusted for population increase based on average growth rate between 1999 and 2007. 136. The estimated population of a number (but not all) of the villages, excluding Kirakira, along the subproject road is provided in Table 10. This information is based on estimates of numbers of households and population provided during the meetings held for the IEE investigations. Table 10: Population in Selected Villages along Subproject Road Village
Population1
Total No. Households
No. Clan/Lines
Average Household size
Wainuri
34
240
5
7.1
Borodao
74
511
3
6.9
Mwanitawaniuhi
50
315
1
6.3
Kakaona
38
220
2
5.8
114
1000
4
8.8
Makirima
46
300
4
6.5
Kakaorana
62
500
2
8.1
Nukukuaisi2 2
3
Kokana
33
227
7
6.9
Pamua4
na
700
2
NA
Waimapuru4
na
800
3
NA
Mwanibena
36
200
2
5.6
Mu'u
20
140
2
7.0
Tawani
41
200
2
4.9
Arohane
50
350
2
7.0
Nawote5
137
850
2
6.2
60
500
2
8.3
795
7,053
45
8.9
Mwaniwiriwiri Total Notes: 1 Estimated during IEE meetings 2 Tikopian settlements 3 Reef Islands settlement
4 Secondary school villages, population is mostly students and teacher's families 5 Including Maerognosia, Namagohigho, Goqe, Manasughu, Sughuasi and Warahinou Source: SIRIP IEE consultation meetings (August 2007)
137. As shown in Table 11, there are three crossings (in addition to four culverts) in the stretch of road between Wainuri and Aupere rivers which used to have timber bridges. It is estimated that about 2,500 people live between these rivers. 138. The Middle Island Logging Camp (located at Mwanitawaniuhi) some 48 km west of Kirikira is a shipping point for the estimated 1,800 people living between the eastern bank of the Aupere (Km 57.2) and the western bank of the Piura. The wharf at Kauanosugu (22 km from Kirikira) provides an outlet for the more than 2,800 people living between Puira river (Km 43.5) and the western bank of the Hao River. Of the 16 rivers and streams between these two points, four log bridges are serviceable, three other bridges have been destroyed by bad weather, while eight other river crossings require culverts or bridges.
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139. Of the estimated subproject population, about 7,850 live on the 47 km section between Puira River and Kirakira. There are 14 crossings on this section of road. About half of the population (living between Kirikira and the Hao River) have all-weather access to the capital. Three of the five rivers between the Hao River and Kirikira are bridged and the two channels of the Magoha River are apparently not difficult to ford year-round. For the 2,400 people living to the east of Kirakira access to the west and the provincial capital is very difficult due to the wide and often fast-flowing Ravo and Warihito Rivers (Table 11). Table 11: Population Distribution and Access Approximate Population 2,500
Section Wainuri to Aupare
Crossings 3
East bank of Aupere to west bank of Piura
1,800
8
East bank of Piura to Kirakira (incl. town)
7,850
14
East of Kirakira to west bank of Ravo
1,050
1
East bank of Ravo to Warihito
1,350
5
Source: 1999 Census (ward) data adjusted for population growth
140. Table 12 shows that the people of many villages have long distances to walk to service centers and markets, this is a particular deterrent to selling goods at the main market – Kirakira - as goods must be carried, and most market sales are made in the early morning. It can take people living at the western end of the subproject road in the order of three hours (providing that the rivers can be crossed on foot) to reach the town.
Wainuri - Pamoa
Heuru
Wainuri - Pamoa
Aupuru
Wainuri - Pamoa
Manitawaniuhi
Wainuri - Pamoa
Kakaora'ana
15
20
120
0
60
5
120
5
2
180
180
2
45
5
30
120
Fishing ground (paddle)
Plantation
Food garden
Town market
Store/shop
Hospital
Village
Health centre
Road Section
Primary school
Table 12: Travel Time (minutes) by Walking to Services & Resources
60
60
30
180
30
30
30
60
15
15
10
5
120
30
5
30
Wainuri - Pamoa
Etemarore
15
15
180
15
180
20
0
5
Wainuri - Pamoa
Tawatana
5
15
120
5
120
20
20
60
Wainuri - Pamoa
Nukukaisi
15
15
120
5
120
30
10
30
Kirakira - Warihito
Kaonasugu
10
3
40
2
40
20
>5
20
Kirakira - Warihito
Mwanibena
15
0
50
5
50
30
10
0
Kirakira - Warihito
Nawote
45
120
20
0
20
20
10
0
Kirakira - Warihito
Manawiriwiri
5
5
30
5
30
30
10
10
Kirakira - Warihito
Arohane
0
0
120
10
120
60
5
30
Kirakira - Warihito
Tawanai
15
15
15
5
15
120
5
5
Source: SIRIP RRA and IEE consultations (2007)
141. On the Pamoa to Warahito stretch, about four people from Arohane village stayed in town during the week to sell produce daily at the market, while a small proportion of people from six of thirteen villages surveyed attended the market to sell on big market days. Most used sea transport or walked. TA 48-SOL IPSA Wainuri – Kirakira & Kirakira - Warihito June08
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142. Appendix 2 provides a more detailed breakdown of access and connectivity problems and constraints along the subproject road.
3.4
Ownership of Transport
143. The RRA (Table 13) indicated that there are owners of motor vehicles in only two of the thirteen villages surveyed along the road (totaling four motor vehicles), while there are owners of motorized sea transport in six of these villages. All villages except one owned traditional canoes and people from eight villages owned fiber-glass canoes. 144. Bicycles are owned by people in 11 villages totaling about 84 bicycles, these are usually used to travel between the smaller settlements, rather than the long distance travel to Kirakira town. 145. The transport service available between Kirakira town and Warihito River is by logging truck when the Ravo River is flooded. In drier periods, a 3-tonne pick up truck and two old 4x4 trucks can travel to Mwaniwiriwiri. Table 13: Ownership of Means of Transportation
Traditional canoe
Outboard motor
Aluminum boat
Fiberglass canoe
Bicycle
Village
Motor vehicle
Road Section
Means of transportation owned in village Estimated population
Location and population
Kirakira - Warihito
Tawanai
100
0
0
0
0
0
7
Kirakira - Warihito
Arohane
300
0
5
0
0
0
7
Kirakira - Warihito
Manawiriwiri
600
2
20
1
0
1
20
Kirakira - Warihito
Nawote
50
0
0
0
0
0
0
Kirakira - Warihito
Mwanibena
290
2
4
0
0
0
4
Kirakira - Warihito
Kaonasugu
242
0
7
0
0
0
23
Wainuri - Pamoa
Nukukaisi
1500
0
40
4
1
5
200
Wainuri - Pamoa
Tawatana
1000
0
1
2
0
0
20
Wainuri - Pamoa
Etemarore
60
0
1
1
0
1
6
Wainuri - Pamoa
Kakaora'ana
130
0
1
1
0
0
10
Wainuri - Pamoa
Manitawaniuhi
750
0
3
1
0
1
15
Wainuri - Pamoa
Aupuru
250
0
1
2
0
1
10
Wainuri - Pamoa
Heuru
22
0
1
1
0
1
23
Source: SIRIP RRA (2007)
146. There are currently no more than 20 vehicles (other than those owned by logging companies) operational in the subproject area. The Member for the National Parliament living east of the Warihito River operates three trucks that drive across the Warihito River and make regular visits to Kirakira. There is another 3-tonne truck privately owned that is used almost exclusively in Kirikira for transporting goods from the wharf to local stores. The owner sometimes allows the truck to be driven as far as Ravo or Manibena but does not encourage river crossings. 147. Two other privately owned 3-tonne vehicles operate cargo and passenger ‘taxi’ services between the Hao and Ravo Rivers and Kirakira. Farmers use these vehicles to bring copra and cocoa to sell to buyers. These vehicles work on a full time basis when they are serviceable. The owner of a Hilux runs a passenger and cargo ‘taxi’ service between Manihuki and Kirakira and another who runs a similar service to and from the Ravo River area. There are 3-4 other privately owned 4x4 vehicles that can be chartered but not to cross rivers. TA 48-SOL IPSA Wainuri – Kirakira & Kirakira - Warihito June08
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Solomon Islands Road Improvement (Sector) Project
148. Apart from the logging company vehicles the only other vehicles are nine government vehicles (including RAMSI and medical services vehicles). Pamua and Waimapuru schools each own a vehicle that they use in the local area. A local entrepreneur owns two tractors, and while several villages have purchased tractors none are in current working condition. 149. Road conditions and river crossings are a major disincentive for investment in vehicles. Vehicle operating costs escalate significantly when vehicles are constantly driven through water. Regular and effective maintenance is essential. Differential oil needs to be changed every fortnight, wheel bearings need to be greased every week, and it is almost impossible to purchase grease in Kirikira. Driver skill is of paramount importance in this type of driving. Clutches are destroyed very quickly if drivers do not understand correct driving techniques. Even with the best of drivers clutches rarely last 12 months. Brakes linings deteriorate quickly as do bearings on motors, alternators, starting motors, universal joints and exhaust systems. Most vehicles do not have “snorkels” for their exhaust pipes, though the few vehicles that are working and are used to cross rivers have undergone an innovative modification that places the air filter high over the vehicle cabin. Regular river crossings without requisite (and expensive) maintenance deteriorates vehicles. 150. Truck fares to the market from nearby villages such as Mwaniwiriwiri (east) to Mwanebena (west) are between SBD 2 to SBD 4, which few can afford. Market produce are similarly charged per bag – using standard 10kg and 20kg bags. Most sellers bring fresh market produce to sell very early in the morning, but when there is surplus produce market vendors stay at the market all day to try and sell everything rather than carry it on the return journey. Betel nuts are sold throughout the day.
3.5
Economy
151. The economy of the subproject area is dependent mainly on declining copra production and increasing cocoa production, although on a small scale. Between 10 – 15% of the village population along the Kirakira – Warihito section of road own cocoa smallholdings. Except for Arohane which has a coconut plantation on the other side of Ravo River, few households on this section own coconut plantations and make copra. Between 10 – 20% of the families are subsistence farmers who used to sell their produce at Kirakira market. 152. On the western sections of road, although copra production is declining, due to the lack of driers and buyers, the economy of the area still depends mainly on these plantation products. The logging operations provide some, albeit limited, economic opportunity for this area. Subsistence farmers are able to sell produce at the logging camps and a few others are employed by the companies. The Kaonasugu area has the highest proportion (32%) of families producing copra. This village is adjacent to a functional wharf but the causeway has collapsed. The rest of the villages on the west side of Kirakira are more dependent on wages (up to 7%) than on copra production, due to logging activities in the area. 153. DLA reports that there have been no new planting of coconuts in the subproject area and that farmers have been advised not to plant new coconuts, at least until they are able to harvest and process existing produce. 154. Coconut oil processing will add value and reduce transportation costs. Three businesses started producing virgin coconut oil a couple of years ago. The Church of Melanesia operated a copra-processing mill at Waimapuru but this has closed. Two other mills continue to be operated by the private sector. The mills have a capacity to produce about 600 liters a month, which is sold under agreement to a company in Honiara. 155. Another mill is ready to start operation, at Kaunasuga wharf, and should provide a good market source for farmers in the area. TA 48-SOL IPSA Wainuri – Kirakira & Kirakira - Warihito June08
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Solomon Islands Road Improvement (Sector) Project
156. Cocoa plantings have been increasing in the river basins along the entire stretch of the road (from Wainuri to Warihito) where suitable land is available. About half of the island’s cocoa prodution is now estimated to originate from this area and production is expected to increase with extensive new smallholder planting and at least one larger commercial plantation in the subproject area. The interest in cocoa production has been farmer-driven. The DLA in the province acknowledges that its staff does not have the resources to provide field extension and that their officers ‘”sit at their desks” waiting for farmers to call in to access information. 17 157. No nurseries or new planting stock has been supplied and all new plantings are the result of individual farmers collecting hybrid seeds from their own or their neighbors trees, setting up their own nurseries and then planting out cleared land. This raises issues of quality. DOA sctate that no new seeds have been available from the Tenavatu station on Guadalcanal since the civil conflict, and it is suspected that many farmers have brought in seeds from Papua New Guinea. 158. The availability of cocoa drying facilities is a limiting factor. Farmers at both ends of the study area complain of large losses through the inability to process or move ripening beans to a processor. This is particularly critical for farmers around Wainari and other distant communities on the west side. Farmers of the east side are well serviced by vehicles owned by the local member of parliament. A fermentary is currently under construction on the west bank of the Ravo and should contribute to the reduction of product loss by farmers on both sides of that river. In their effort to maintain and even raise cocoa quality DOA do provide training to farmers wishing to build and operate fermentaries. An at-cost quality testing service is also available for buyers and exporters of cocoa.
17
Pers.comm - interview with DAL - Agriculture Field Officer, Makira (2007)
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159. The Kirakira market provides a source of income, particularly to women selling baked items, vegetables and root crops. It operates six days a week (excluding Sundays). The RRA market survey on a Tuesday - “big market day” - at the Kirakira market showed that the staples for the Kirakira market, in decreasing order of volume, include banana, kumara (sweet potato), cassava, and pana. Prices ranged from SBD 3 to SBD 5 for a ‘pile’. The prices are very similar for all the vendors and most of the piles of root crops are roughly the same size. The main vegetables sold were snake beans, long beans, pumpkin vines, shallots, peanuts, ngali nuts, cutnuts, tomatos, eggplants (aubergine), and dry coconuts. The price ranged between SBD 1 to SBD 2 for a ‘bundle’. Baked items include buns, ring-cakes, scones and cassava pudding. Local fruits such as green coconuts, paw paws and melons can also be bought at the market. Approximately 50 vendors were selling on that day. At lunchtime at least five vendors were selling cooked fish and sweet potato (fish and chips). Interviews with vendors found that at the end of the day on most afternoons during the week, fisherman sell skipjack tuna or island bonito, and occasionally reef fish. Chickens and pigs were also reported to be sold irregularly at the market. 160. Villages market vendors located a few kilometers east and west of Kirakira mainly walk to the town with their produce. Only a few travel by road, due to the limited number of passenger trucks because with the small amount of products for sale, the cost of fare and freight will be more than what they are selling. Therefore, vendors, mainly women can spend up to a whole day bringing products to sale at the market and returning home with items bought from the shops in Kirakira.
3.6
Access to Education and Health Services 3.6.1 Education Services
161. Table 14 provides data for some of the schools in the subproject area, it should be noted that data was not available for all schools in the area. 162. On the Wainuri - Kirakira section, in terms of secondary schools, there are two community high schools at Tawatana in the east Arosi and Taripara, and two senior high schools in West Bauro ward; Pamua Provincial Secondary and the Waimapuru National Secondary School. The latter offers education up to form 6. 163. There are 14 primary schools serving the Arosi and West Bauro wards. Children living in the furthest villages may walk up to an hour to get to their school. 164. On the Kirakira – Warihito section of road, there is only the FM Campbell Community High School at Kirakira. During the RRA in 2007 construction works for staff accommodation had commenced. Also along this section of road are four primary schools with enrollments in the order of 530 students. These primary schools are Manama and F.M. Campbell schools, (the two primary schools next to Kirakira town), and schools at Arohane and Waita Villages. Students from the farthest villages can walk up to 45 minutes in average to get to their respective schools. Most teachers live in the villages where the schools are located. 165. Walking to school in areas where rivers must be crossed, especially during rainy seasons, is unsafe for children who are at risk crossing flooded rivers. A RAMSI officer believed that there had been five or six drowning accidents on Ravo River crossings in 2006.
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Table 14: School Enrolment by Type of School and Gender School Type Community High School
School Name
Female
FM Campbell Taripara
Total
383
736
69
95
164
478
900
Arohane
35
39
74
Hamariko
40
35
75
Hauta
27
36
63
Kaokaoragana Extension
30
39
69
Kaonasugu Primary
81
71
152
Makirima Extension
26
24
50
Manama Primary
77
81
158
Pamua Primary
59
46
105
Risiwa Extension
41
28
69
Waimasi Primary
56
73
129
Waita Primary
90
82
172
Toroiwanga Primary
54
72
126
Total Kindergarten
Male
422
Total Primary School
353
616
626
1242
FM Campbell
33
52
85
Kaokaoragana
9
14
23
Kaonasugu
14
16
30
Kirakira Township community
2
8
10
Macedonia Community
8
9
17
Maepua community
7
7
14
10
12
22
7
10
17
Ngorangora
15
11
26
Nukukaisi Christian
10
9
19
St.James Henry-Arohane
19
16
35
Tawani
23
26
49
4
8
12
Mwanibena Nagosu
Tawapuna Waimapuru Total Total enrollment
20
12
32
181
210
391
1219
1314
2533
Source: Ministry of Education (2007)
166. Table 15 shows estimates from a number of the villages visited during the RRA along subproject road. The data indicates that primary school attendance is very high with the exception of Tawanai, Arohane and Manawiriwiri villages, these villages are located at the eastern end of the subproject road and access to schools is hampered by river crossings. School age children not attending junior high school are located in Tawanai, Mwanibena (west of Kirakira town) and Nukukaisi and Manitawhaniuhi about mid-way along the Wainuri – Kirakira section of road. This data also shows much higher non-participation rates for female junior high school age children, with girls not attending school in four other villages where there are 100% attendance rates for boys. The RRA data also indicated that the only villages with children participating in form 7 study are located in four villages along the Wianuri – Kirakira section of road, in areas less hampered by risky stream or river crossings.
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Arohane
Studying Form 7 level
Higher education
M 2
Attending senior high school
F 4
Attending junior high school
M Tawanai
Attending primary school
Village
Attending Kindergarten
Not attending Primary school
Not attending junior high school
Table 15: Education Participation Rates for Selected Villages in Subproject Area
All
All
All
All
All
All
F 5
>15
>10
15
5
2
0
1
>25
>15
0
0
25
>70
>20
15
0
0
Manawiriwiri
6
7
0
0
64
>200
>15
>15
0
1
Nawote
0
0
0
0
3
2
0
0
0
8
Mwanibena
0
0
4
5
11
38
10
5
0
0
Kaonasugu
0
0
0
0
23
18
4
0
0
0
Nukukaisi
0
0
>15
>10
65
200
>50
15
1
15
Etemarore
0
0
0
6
0
8
2
0
0
0
Kakaora'ana
0
0
0
5
>15
70
4
0
0
1
Manitawaniuhi
0
0
5
15
17
123
40
0
1
0
Aupuru
0
0
0
3
16
84
8
3
1
6
Heuru
0
0
2
7
>20
26
19
2
1
0
3.6.2 Health Services 167. There are seven health facilities on section of road Wainuri – Kirakira, including the provincial hospital located in Kirakira town and six NAPs. The NAP in Borodao is the only the health facility located in Arosi ward and another four are located in West Bauro ward; Manasugu, Pamua, Waimapuru and Kaonasugu. 168. On the Kirakira to Warihito section there is one NAP located in Hagaehu/Mwaniwiriwiri. The nurse aide lives on site as he is accommodated by the community. People can walk there from the furthest villages of Baoro (to the east) and Arohane (to the west) to the clinic for about 30 to 40 minutes. However for serious cases, as well as those who live farther west or on the western side of Ravo River usually travel to Kirakira hospital. 169. People from the furthest villages walk up to an hour to get to the facilities, which is manageable according to most people, but people in the villages beyond Wairaha in the west and Warihito in the east are at risk because they must cross rivers to reach the health centers. 170. As noted in Section 2, NAPs offer basic primary health services particularly for malaria related ailments but often dispensing medicines (sometimes including antibiotic injections) and treatments for common ailments and minor diseases. Area Health Centers provide maternal and child health services, immunization, midwifery services as well. 171. The leading cause of morbidity is malaria. While no official data was available on mortality, the RAMSI police officer said the leading cause for mortality is malaria, followed by respiratory infections. A non-disease related cause of death include overintoxication of the locally brewed alcohol (kwaso), a 17 year old boy had died of kwaso poisoning just prior to the arrival of the IEE team in August 2007. There are no reported cases of HIV or AIDS in Makira Ulawa Province. Table 16 provides some data on diagnoses of illness and disease of people 172. admitted to Kirakira Hopsital over the period January 200 – December 2003. TA 48-SOL IPSA Wainuri – Kirakira & Kirakira - Warihito June08
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Solomon Islands Road Improvement (Sector) Project
Table 16: Diagnosis for Patients Admitted to Kirakira Hospital (January 2002 – December 2003) Diagnoses
Toddlers 1 – 5 years
Infants
Children 5 – 15 years
Adults
Total
Malaria
45
77
81
336
539
Skin infections
12
37
32
129
210
0
9
37
82
128
Pneumonia
48
29
9
27
113
Gastroenteritis
11
17
0
13
41
Osteomyelitis
0
3
13
21
37
Tuberculosis
2
1
3
21
37
Cancer
1
0
0
19
20
Trauma
Source: Centre for Disease Control, Northern Territories Dept of Health & Community Services (2003).
173. Villages surveyed in the RRA reported that most births are supervised by a nurse aide or midwife at a health centre or at the Kirakira hospital, and that all villages are covered by maternal and child health services for prenatal checkups and monitoring of infants, with all children receiving immunization. 174. Common problems with health services were cited as including; (i) shortage of medical supplies; (ii) limited access and lack of means of transportation to the provincial hospital at Kirakira; and (iii) poor quality of service due to lack of staff at health centers or inability to communicate with health centers.
3.7
Road User Survey 3.7.1 Methodology
175. The road user survey was undertaken to further understand the relationship between people, current road use and their transport needs. All data collection and survey forms were entered onto an Microsoft Access database which is updated and held in the SIRIP office. The data has been analyzed and is presented in this section. 176. The road user survey was designed to enable analysis of some transportation and trips within the subproject area. The survey asked a number of general questions about the road user and their household to provide some basic socio-economic characteristics to be generated and enquired as to main trips made, frequency of trips, mode of transport or travel, travel times, and costs of travel, and to allow dis-aggregation of this data by gender, age, and broad income group. 177. A road user survey was designed to enable some analysis of trips, modes of transport and travel times to main destinations within the subproject area. A survey sample of approximately 20 road users at several locations along the subproject road were completed in April 2008. In total some 142 surveys were completed in five sections along the subproject road, including 66 females and 74 males, as shown in the Table 17Table 1. Table 17: Location and Number of Road User Surveys Road Section
Female
Male
Total
Kirakira
15
14
29
Maghoha-Maepua
13
16
29
Manitawaniuhi
15
14
29
Pamua-Wairaha
9
18
27
Tawaitara-Ravo
14
14
28
Total
66
76
142
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178. The survey asked a number of general questions about the road user and their household to provide some basic socio-economic characteristics to be generated and enquired as to main trips made, frequency of trips, mode of transport or travel, travel times, and costs of travel. 3.7.2 Socio-Economic Characteristics of Road Users i.
Gender, Age and Household Data
179. Overall, 46% of the road users captured in the survey are female. Nearly half (48%) of all road users fell into the 21-35 year age group, 24% are in the 36-50 year age group, 9% are 20 years or younger (with 15 years old being the youngest), 16% are between 51 and 65 years, and 3% are older than 66, with 70 years being the oldest. The 21-35 year age group accounts for 59% of female road users and 40% of male road users, and the 36-50 year age group accounts for 26% of male road users and 22% of female road users. 180. The heads of road user’s households are predominantly male, while overall 39% of the road users surveyed are head of their household, some 65% of male road users compared with 9% of female road users are head of their household. Other male heads of household include the father or father-in-law (32%), the husband (16%), and the brother, brother-in-law, or son (7%) of a road user. The mother or mother-in-law is the head of household for a small proportion of road users, and no daughters were noted to be head of household (Table 18). Table 18: Gender of Household Head Relationship
Road users (%) Female
Self Father/father-in-law Mother/mother-in-law Spouse
Aunt/uncle/nephew Brother/brother-in-law Son Other
Male
Total
9.1
64.5
38.7
45.5
19.7
31.7
3.0
0.0
1.4
34.8
0.0
16.2
0.0
6.6
3.5
3.0
6.6
4.9
4.5
0.0
2.1
0.0
2.6
1.4
Source: SIRIP – Road User Survey (2008)
181. As shown in Table 19, in terms of household size, the smallest households are made up of one or two people (4% of road users) and the largest include more than 18 people (3%). Similar proportions of road users live in households of either 3 to 6 people (43%) or 7 to 10 people (44% each). 182. In terms of households of seven or more people, female road users come from larger households (60%) than male road users (51%). Table 19: Household Size by Gender of Road User No. of people in household
Road users (%) Female
Male
Total
1 to 2
1.5
5.3
3.5
3 to 6
39.4
43.4
41.5
7 to 10
47.0
40.8
43.7
11 to 17
10.6
6.6
8.5
1.5
3.9
2.8
> 18
Source: SIRIP – Road User Survey (2008) TA 48-SOL IPSA Wainuri – Kirakira & Kirakira - Warihito June08
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ii.
Housing and Land Tenure
183. Table 20 shows that nearly half (46%) of road users live in houses constructed of timber with a thatch or leaf roof, a quarter of road users live in traditional leaf houses, and 30% live in houses with corrugated iron and timber houses. Table 20: Type of House by Gender of Road User Road users (%)
Type of house
Female
Male
Total
Corrugated iron and timber
28.8
31.6
30.3
Leaf house
24.2
23.7
23.9
Leaf roof and timber house
47.0
44.7
45.8
Source: SIRIP – Road User Survey (2008)
184. Overall 62% of road users are from households with traditional or customary ownership of land and 9% states their household was the registered, some 29% did not provide an answer to this question. More than half (55%) of road users stated their household owned land with others (59% of female road users and 51% of male road users). A high proportion of road users (45%) did not state who they owned land with. 185. In respect of access to, or use of, land, 95% of road users stated their household had access to land for growing garden or cash crops (97% of female road users and 93% of male road users). iii.
Livelihoods, Income and Poverty
186. For types of livelihoods and occupations, no road users listed their occupation as fishers or copra/cocoa producer or buyer. Only males listed their occupation as chief, betel nut producer or were engaged in the operation of plant or mechanics. Of those listing their occupation as housework, all are female. Overall some 45% of road users have livelihoods based in farming (including production of betel nut), accounting for 52% of male road users and 28% female road users (Table 21). Table 21: Type of Livelihood or Occupation by Gender of Road User Livelihood or occupation Chief Betel nut producer
Gender of road user (%) Female
Male
Total
0.0
9.8
4.9
0.0
2.4
1.2
Farmer
27.5
52.4
40.1
House work
61.3
0.0
30.2
Plant operator/mechanic
0.0
6.1
3.1
Student
2.5
6.1
4.3
Wage work/other
7.5
19.5
13.6
Church
1.3
3.7
2.5
Source: SIRIP – Road User Survey (2008)
187. Road users were asked a series of questions about the number of income sources of, and amounts of income earned by, their household. The maximum number of sources per household is eight, with an average of 3.2 income sources per household. 188. Table 22 shows that overall most households (91%) are multiple source income households, 27% of households have three income sources, a quarter of households has four income sources, and 16% of households have between five and seven sources of income. A very small proportion of households (1%) have eight sources of income.
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Table 22: Number of Household Income Sources by Gender of Road User No. of income sources
Gender of road user (%) Female
Male
Total
1
7.8
9.3
8.6
2
25.0
20.0
22.3
3
29.7
25.3
27.3
4
20.3
29.3
25.2
5
10.9
8.0
9.4
6
1.6
6.7
4.3
7
3.1
1.3
2.2
8
1.6
0.0
0.7
Source: SIRIP – Road User Survey (2008)
189. Table 23 shows that 58% of households earn income from production; fruit and vegetables (27%); copra (14%) and cocoa (17%). Income from fishing (2%), livestock (2%) and timber (3%) are relatively small sources of income. Nearly 14% of households earn income from the market or from selling home produced goods (baking, prepared food, or other goods). 190. Incomes for 13% of households are earned from wages/salary, while receipt of remittances accounts for the income source of 1% of households. Table 23: Type of Income Source by Gender of Road User Income Source
Households - by gender of road user (%) Female
Male
Total
Production - cocoa
13.9
19.5
17.0
Production - copra
10.9
16.0
13.8
Production - fruit/vegetables
31.8
23.3
27.1
0.5
3.5
2.2
Fishing Home production (baking, food, other, sewing)
14.9
12.5
13.5
Livestock
1.5
3.1
2.4
Market
5.0
4.7
4.8
Other (incl. labour)
2.5
2.3
2.4
Remittances
0.0
1.9
1.1
Timber
2.5
3.5
3.1
16.4
9.7
12.7
Wages/salary
Source: SIRIP – Road User Survey (2008)
191. This data shows that overall 74% of the households of road users captured in the survey receive income from agriculture, home production and fishing and require transportation to and from gardens, plantations and fishing grounds as well as when taking the produce to the market. As these incomes are seasonal, cash into these households is unlikely to be regular, thereby increasing the importance of access and connectivity to markets to ensure that these households can obtain cash for their products when they need to. 192. An idea of monthly household incomes earned in the subproject area was derived in two ways. Firstly by asking road users a question about the total household income earned (from all sources) each month in the preceding 3-month period, this provides an idea of average actual monthly household income. TA 48-SOL IPSA Wainuri – Kirakira & Kirakira - Warihito June08
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193. Secondly, road users were asked to identify each of the sources of income available to their household in a month and to specify the amount of money that could be earned from each source in a month, this provides an idea of potential monthly income i.e. the income that could be earned by a household if each income source was available to the household each and every month. 194. Using the recent HIES analysis undertaken by UNDP, the poverty lines relevant for the households in the subproject area are the lines established for rural households i.e. SBD 156.17 per week for the FPL and SBD 225.02 per week for the BNPL. 195. Based on the data provided during the road user survey, overall some 5% of households fall below the FPL and 11% fall below the BNPL based on potential weekly income while 11% fall below the FPL and 21% fall below the BNPL based on average actual weekly income. 196. This suggests that based on the actual income, nearly a quarter of roads users are from households that fall below the minimum necessary to meet basic needs and some 11% of road users are from households that fail to meet a basic, low-cost, minimally nutritious diet (2,100 calories/day per capita). Table 24 also shows that a higher proportion of male road users are from households falling below the poverty lines based on potential weekly income, and that the proportions are very similar for male and female road users for households in poverty based on actual income.. Table 24: Households Falling Below Poverty Lines Households in poverty – by gender of road user (%)
Poverty line
Female
Male
Total
FPL - potential weekly income
3.1
6.6
5.0
BNPL - potential weekly income
9.2
11.8
10.6
FPL - average actual weekly income
10.8
10.5
10.6
BNPL - average actual weekly income
21.5
21.1
21.3
Source: SIRIP – Road User Survey (2008)
197. Looking at the geographic distribution of households in poverty across the subproject area (Table 25), the largest proportion of households (16%) in poverty are located along the road section between Tawaitara and Ravo, and the second largest proportion of households in poverty is the Magoha – Maepua section (13%), these two road sections include the three major river crossings which constrain access. Based on the poverty lines, the road section including Kirakira town is the section with the smallest proportion of poor households (7%). Table 25: Geographic Distribution of Households Falling Below Poverty Lines Households below poverty line (%) Road section
FPL Potential Income
BNPL Potential Income
FPL Actual Income
BNPL Actual income
Total
Kirakira
3.4
6.9
6.9
10.3
6.9
Maghoha-Maepua
3.6
10.7
10.7
28.6
13.4
Manitawaniuhi
3.4
13.8
6.9
27.6
12.9
Pamua-Wairaha
7.4
7.4
11.1
14.8
10.2
Tawaitara-Ravo
7.1
14.3
17.9
25.0
16.1
Source: SIRIP – Road User Survey (2008)
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3.7.3 Transportation and Trip Characteristics of Road Users 198. Table 26 shows that overall 71% of trips are associated with livelihood and productive activities and 29% are related to social and customary activities. Some 69% of travel undertaken by women is associated with livelihood activities and 31% is related to social or customary activities, while of all men’s trips, nearly three-quarters (73%) of trips are associated with livelihood and productive activities and 27% of trips are social or customary. 199. Of all the trips associated with livelihood and productive activities 58% are made by men and 47% are made by women, while of social or customary related trips some 51% are made by women and 53% are made by men. 200. Together trips to either collect or sell coconut/copra, cocoa, betel nut, other crops or fish account for 29% of all trips, followed by 19% of trips being related to the market or shopping, and 15% of trips being made to health care facilities (including combined trips to health care facilities and the market). Collection of copra, cocoa, other crop, betel nut or fish account for the largest proportion of all men’s trips (26%) and women’s trips (24%) followed by trips to the market/shopping (20% of women’s trips and 18% of men’s trips). Trips for water collection account for 3% of women’s trips and 2% of men’s trips. Table 26: Purpose of Travel by Gender of Road User Trip purpose
Gender of road user (%) Female
Male
Total
Livelihood and productive
69.2
72.9
71.3
Collect betel, cocoa, coconut, crop
24.2
25.5
24.9
2.1
1.6
1.8
Sell betel, cocoa, coconut, crop Fishing
0.3
2.9
1.8
Health
10.8
10.8
10.8
Health/market Market/shopping
4.4
3.5
3.9
20.3
18.4
19.2
Work
3.6
5.9
4.9
Water collection
3.1
2.0
2.4
Other
0.5
2.4
1.6
30.8
27.1
28.7
Recreation
0.3
2.0
1.2
School
1.3
1.2
1.2
Visit family/friends
13.4
11.8
12.5
Church
15.9
12.2
13.8
Social and customary
Source: SIRIP – Road User Survey (2008)
201. Over three-quarters (84%) of all trips made in the subproject area are by walking, trips by truck account for 9% of travel (comprising 10% of trips made by women and 8% of trips made by men) while canoe or boat travel account for 7% of trips (6% of women’s trips and 7% of men’s trips). Only male road users stated they also use bicycles (2%). 202. Table 27 clearly shows that a high proportion of trips associated with the outputs of livelihood and productive activities are made on foot (three-quarters of trips for selling copra and other crops, a quarter of trips associated with fishing and two-thirds of trips to take goods to the market or for shopping). This reflects both the very small vehicle fleet in the subproject area and the difficulties of vehicle travel related to the lack of river crossings. Nearly all trips for collecting betel nut, copra and cocoa etc are made on foot (99%) as are all trips for water collection, to school and for recreation. Some 28% of trips to health facilities and 16% of trips to the market are made by truck. TA 48-SOL IPSA Wainuri – Kirakira & Kirakira - Warihito June08
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Table 27: Purpose of Trip by Transport Mode Transport mode (%)
Purpose of trip Bicycle
Boat/canoe
Collect betel, cocoa, coconut, crop
Truck 1.6
Sell betel, cocoa, coconut, crop
6.3
Fishing
75.0
Health
2.1
18.8
Walk 99.1 75.0 25.0
27.8
70.1
Health/market
5.7
17.1
25.7
51.4
Market/shopping
2.9
13.9
15.6
67.6
9.1
90.9
Other Work
2.3
6.8
90.9
Church
0.8
0.8
98.4
Recreation
100.0
School
100.0
Visit family/friends
1.8
10.7
6.3
Water collection
81.3 100.0
Total
1.0
6.6
8.9
83.5
Source: SIRIP – Road User Survey (2008)
203. Some 34% of all truck trips are made by people traveling to health facilities and another 34% are made by those going to/from the marketing or shopping, 6% are being made for other work purposes, and 11% are made by people traveling to health facilities and the market (combined trips). Nearly a third (29%) of all pedestrian trips are for collection of coconut, betel nut, fish, or other crops, and 16% of trips on foot are made to the market or for shopping. Some 41% of trips by boat or canoe are to the market followed by people going to visit family and friends (20%), while 13% of boat/canoe trips are made by people traveling to health facilities. 204. As noted above, more than half of trips are made on foot and therefore will not incur a cash cost. In respect of trips that are paid for, the road user survey shows that a very high proportion (96%) of truck trips are SBD 10 or less compared with 49% of trips by canoe/boat costing between SBD 100 – 200 and a further 40% costing more than SBD 201. Table 28: Average Cost of Trips by Gender and Transport Mode Average cost of trip (SBD)
Gender of road user (%) Female
Male
Transport mode (%)
Total
Boat/Canoe
Truck
1 - 10
60.0
61.3
60.7
0.0
96.1
11 - 25
0.0
6.5
3.3
9.3
0.0
26 - 99
1.7
1.6
1.6
2.3
0.0
100 - 200
20.0
19.4
19.7
48.8
3.9
> 201
18.3
11.3
14.8
39.5
0.0
Source: SIRIP – Road User Survey (2008)
205. To give some idea of the costs associated with trips by their purpose, of those traveling by truck or boat to sell agricultural produce or fish half of trips costs less than SBD 10 and the other half cost SBD 100 or more. Nearly all trips to health facilities (93%) cost less than SBD 10, while the largest proportion of trips to the market of for shopping (60%) cost SBD 10 or less followed by trips (20%) costing SBD 100 – 200.
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206. Nearly three-quarters of trips (71%) take less than half an hour, 12% of trips take between 0.5 - 1 hour, 14% of trips made take between 1.5 and 3 hours. A small proportion of trips (3%) are longer than 3.5 hours. 207. Travel times do not vary greatly according to gender of road user. Trips of less than half an hour account for three-quarters of all trips made by women and 69% of all trips made by men. The travel times that accounts for the next largest proportion of trips by gender are trips of between 1.5 and 3 hours (13% of women’s trips and 15% of men’s trips). A slightly higher proportion of men (4%), than women (2%), make trips that are 3.5 hours or longer (Table 29). Table 29: Travel Time by Gender of Road User Trip Time (hours)
Gender of road user % Female
Male
Total
< 0.5
74.7
68.5
71.2
0.5 - 1
10.1
12.7
11.5
1.5 - 3
12.6
15.0
14.0
3.5 - 5.5
1.5
1.6
1.6
>6
1.0
2.2
1.7
Source: SIRIP – Road User Survey (2008)
208. In terms of distances traveled, 38% of trips are 1 km or less and 37% are between 1 km and 4 km, and 14% are between 20 and 50 km. A very small proportion of trips (1%) are 51 km or longer. Trips of < 1 km account for a third of all women’s trips and 42% of all men’s trips, followed by 32% of women’s trips and 40% of men’s trips being 1 – 4 km. Another third of women’s trips are for travel of between 10 and 50 km compared with 14% of men’s trips. Only male road users made trips of more than 51 km. 209. The frequency of trips ranged from daily (or nearly daily) to monthly, with the largest proportion of trips being made 3 -5 times per week (22%), followed by a fifth of trips being made every week, and 19% of trips being made every month. Some 11% of trips are made daily (or nearly daily). There is negligible gender difference in terms of trip frequency. 210. Table 30 presents the data for purpose by frequency of trip. A quarter of road users make trips to sell produce 2 – 3 times per week while 19% of road users either make the trip every day or 3 – 5 times per week. Trips to collect produce are 3 – 5 times per week by 35% of road users and 2 – 3 times per week by 19% of road users. A quarter of road users make trips for marketing or shopping 3 – 5 times per week while another fifth make trips to the market every month. Over three-quarters (86%) of trips for water collection are made daily (or nearly daily) with the remaining 14% of trips being made 3 – 5 times per week.
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Table 30: Purpose of Trip by Frequency of Trip
Fishing Sell betel, cocoa, coconut, crop Market/shopping
Every 2 weeks
35.3
16.1
19.2
11.6
4.5
Every month
Every week
13.4
2 - 3 per week
Collect betel, cocoa, coconut, crop
3 - 5 per week
Purpose of trip
Daily, or nearly daily
Frequency of trip by road user (%)
6.3
43.8
12.5
12.5
6.3
18.8
18.8
18.8
25.0
18.8
6.3
12.5
7.5
24.9
15.6
15.0
17.3
19.7
Work
25.0
40.9
9.1
13.6
9.1
2.3
Other
18.2
18.2
9.1
9.1
18.2
27.3
Recreation
36.4
18.2
18.2
9.1
9.1
9.1
School
9.1
72.7
9.1
Health
2.1
2.1
3.1
8.2
28.9
55.7
Health/market
0.0
5.7
11.4
11.4
34.3
37.1
10.9
17.3
24.5
34.5
7.3
52.4
8.9
7.3
Visit family/friends
2.7
10.0
Water collection
86.4
13.6
Church
10.5
13.7
9.1
Source: SIRIP – Road User Survey (2008)
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4.
Poverty, Social and Safeguards Assessment
4.1
Poverty Assessment
211. In Section 2.9.3, conclusions as to poverty in Solomon Islands have been provided based on recent analysis made available from UNDP. Poverty in the Solomon Island context has been defined as not meaning hunger or destitution, but rather described households struggling to meet daily or weekly living expenses, particularly those that require cash payments, and constantly having to make choices between the competing demands for household expenditure. The analysis indicated that the provinces with the highest proportion of poor households were Choiseul, Malaita, Makira and Temotu; essentially those provinces which are either the most remote or the most densely populated. 212. Further, relative to its share in the overall rural population, Makira is the most disadvantaged province. The province accounted for 9.9% of all rural households and 10.8% of the total rural population, but had 15.3% of all rural poor households and 16.4% of the total rural poor population. 213. Based on the data provided during the road user survey, overall some 5% of households fall below the FPL and 11% fall below the BNPL based on potential weekly income while 11% fall below the FPL and 21% fall below the BNPL based on average actual weekly income. 214. Further, the results of the RRA results indicate that households suffering hardship are those with insufficient cash income to improve their standards of living and social status. Those experiencing hardship cannot afford to (i) consume occasional “luxuries” (mainly imported processed foods consumed by choice) such as rice, tinned fish, tinned meat, cabin biscuits, tinned or powdered milk, noodles, flour; (ii) contribute to school fees, or cash donations to church and ceremonial activities; (iii) improve the quality of their houses (with corrugated iron roofs and rainwater catchments for example); and (iv) pay fares for occasional transport to the commercial and service centre. 215. The RRA indicated that most people in the Wainuri to Warahito subproject area do not consider themselves “poor” because their basic needs for housing and food are met. However, the lack of opportunities for earning cash income (“poverty of opportunity”) is their main problem. In all the villages surveyed, most households are self sufficient in food and can survive without cash income. The major source of income in Makira households include sale of garden products, commercial crops such as copra and cocoa, logging and saw milling activities, and small home based business like bakery, kerosene depots . 1. People reported that life is hard because they cannot make enough money to meet school fees, or improve the quality of their houses (with corrugated iron roofs and rainwater catchments for example). Other hardships people reported to be facing are the expensive nature of sea transport transportation to get to services only available in town. This is especially for people on the other side of Warihito River (east) and Wairaha River (west). Hardship is also described as the extreme difficulties to quickly transport medical emergency cases to hospital. Hence it is the great concern of the people there that the river crossings are extremely important so that everyone can access services through road transport. 216. Improved houses are widely aspired to throughout Solomon Islands. Therefore, standard of housing can also be used as relative poverty indicator or proxy, as those who are more economically disadvantaged than others are unable to afford to improve their standard of housing. TA 48-SOL IPSA Wainuri – Kirakira & Kirakira - Warihito June08
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217. According to HIES, on Makira, some 73% of households live in thatched or traditional “leaf” houses while the remainder lives in houses constructed of timber (11%), concrete/timber (2%) or other materials (11%). 18 218. Traditional thatched “leaf” houses, although cool and comfortable harbor mosquitoes and other insects, and must be constantly repaired or they leak when it rains. Those with iron or steel roofs can be used for rainwater catchments, and those with sawn timber floors and frames are more durable. If the houses have doors and windows, houses can be mosquito-proofed, reducing risk of mosquito-borne diseases. 219. As shown in Table 31, in the RRA sample villages, 61% of households live in traditional leaf houses (ranging from 47% to 90%) and 16% live in houses constructed from thatch and timber (ranging from 3% to 43%). Overall some 23% of households live in houses with a corrugated iron roof. In Kaonasugu three-quarters of households live in houses with corrugated iron roofs which provide the opportunity for a rainwater catchment. Table 31: Housing Construction Materials in Sample Villages Houses (%) Village
Thatch
Thatch and timber
Corrugated iron roof
Water tank
Piped water or communal standpipe
Tawanai
50.0
20.0
30.0
0.0
30.0
Arohane
55.6
27.8
16.7
0.0
0.0
Manawiriwiri
58.9
17.9
23.2
4.5
0.0
Nawote
57.1
21.4
21.4
7.1
0.0
Mwanibena
76.8
3.0
20.2
0.0
10.1
Kaonasugu
25.0
0.0
75.0
12.0
31.0
Nukukaisi
90.1
3.0
6.9
0.0
3.0
Tawatana
73.7
13.1
13.1
2.0
4.0
Etemarore
53.5
26.3
20.2
0.0
0.0
Kakaora'ana
75.7
20.4
3.9
2.9
13.6
Manitawaniuhi
76.8
0.0
23.2
0.0
7.1
Aburu
52.5
14.1
33.3
28.3
0.0
Hauru
46.5
43.4
10.1
3.0
0.0
Source: SIRIP - RRA Data (2007)
220. Piped or communal water supply systems are frequently dysfunctional, and as a result households in the subproject area depend on streams for water for washing, and rain water collection (in tanks) for drinking water. Women, especially those in villages without communal taps or standpipes, spend a lot of time fetching water for washing and cooking. During the RRA discussions, it was reported that children and teenagers suffer diarrhea as a result of lack of proper water supply and safe sanitation. It was further noted that most households use an “open” toilet (sea or bush). 221. Table 31 also shows that 8% of households in the area have access to piped water supply and some 5% have water tanks. Six of the villages did not have standpipes, and for those villages that did between 7% and a third of households had access to this water source.
18
SIG b; op cit
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222. Table 32 shows that access to piped water is about the Same as the national figure, but that few houses (2%) have rainwater tanks confirming the data suggesting that few houses have corrugated iron roofs. Table 32: Main Source of Drinking and Cooking Water Location
Source of water for households (%) Piped water
Rainwater tank
Other sources
Makira
55.5
2.3
42.2
Solomon Islands
55.0
13.5
31.5
Source: SIG - HIES (2006)
4.2
Improving Access and Facilitating Development
223. About 40% of the population east and west of Kirarkira are cut off during frequent flooding by the major Ravo and Wairaha rivers and rely on irregular and expensive sea transport, hiring or paying fares to travel on small outboard motor-powered craft. Their limited access to Kirakira town where the secondary schools, hospital, shops, market, wharf and airfield and commodity buyers are places them in a disadvantaged situation. 224. Some of the key constraints to development relate to the difficult terrain and the isolation caused by the physical environment, including the lack of safe and all-weather river crossings. Completion of the subproject – including three river crossings - will provide improved access to Kirakira. 225. Providing or restoring river crossings would allow cheaper transportation services access to markets and to cocoa, copra and timber buyers. This would increase household incomes and was stated as a priority for development in the communities consulted. Better and more durable crossing will help villagers easier and safer better access to the social services on the road and in Kirakira. The people at Arohane (east of Kirakira) also said that if a crossing was provided at the Ravo River they would have better access to their food gardens, cocoa plantations and other natural resources and materials for their livelihood. The upper Warihito catchments or watershed is also the only significant agricultural development area in the sub project area. 226. Following provision of the crossings and rehabilitation of the road, access for people living west and east of Kirakira, as well as the performance of a key route in the island transport network will be improved. This will facilitate the flow of traffic, goods, and passengers. 227. Access to social services and key community facilities will be improved as a result of the subproject. The implementation of a maintenance plan will ensure the sustainability of the road rehabilitation. It is anticipated that the subproject, by improving the road, will encourage the re-introduction of vehicles into the subproject area, reduce travel times for both vehicles and pedestrians, as well as reducing costs associated with vehicle travel along the road (vehicle operating cost savings).
4.3
Impacts on Land and Resources
228. Consultation with MID indicated that in some cases, where roads have been “gazetted” or “declared”, non-titled people are using road reserve land within an existing road corridor for growing crops or trees, and that it is standard practice for MID to compensate these land users for their crops and trees (or structures) if they are affected by road rehabilitation works. These people are not entitled to compensation for land. It is MID practice to enter into a Memorandum of Understanding (MOU) with a community for provision of land and resources (including aggregates and coronus as road building materials).
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229. During the screening of candidate roads, resettlement per se was not considered appropriate as an excluding criterion, rather the magnitude of resettlement was used to determine inclusion or exclusion of a candidate road, and any roads requiring “significant” resettlement, as defined in ADB’s policy would be excluded from the project. 19 All remaining roads were anticipated to incur only minor, if any, resettlement impacts. 230. Appendix 13 of the PAM also includes a specific assurance in respect of land acquisition and resettlement which include: •
The Government will ensure that all project rehabilitation works are undertaken within existing rights-of-way;
•
In the event of any unforeseen land acquisition or resettlement needs, the Government will inform ADB and prepare a resettlement plan according to relevant laws and regulations and ADB’s Policy on Involuntary Resettlement (1995); 20 and
•
The PMCBU will ensure that no construction activities begin until ADB has reviewed, and approved, such resettlement plan.
231. According to the RRA, and information provided in the road user survey, most if not all land in the subproject area is under customary ownership. Groups of people who trace descent from a common ancestor claim collective ownership of a territory, within which all residents have use rights. In the subproject area these territories extend from inshore areas of sea to hills. As the population has grown, conflicts over boundaries have become increasingly frequent. Villages are not necessarily harmonious communities, as often imagined in the design of community based project. They are divided into numbers of “lines” (land-owning descent groups), belong to different church congregations and are held together by their shared or adjacent land. 232. Solomon Islands suffers from a “culture of compensation” in which traditional norms concerning compensation have become inflated, monetized and politicized. Traditionally, compensation could be paid to settle disputes (to forestall violence and sorcery) in traditional wealth items (for example red feather bands, strings of shell artifacts, and pigs) but now cash is demanded, and some people issue demands for compensation opportunistically. While the RRA avoided close investigation of potentially controversial compensation and land dispute issues, it was identified that there are land disputes within the wider subproject area, but that none of these are in the vicinity of the road or could affect the implementation of the subproject. Consultation indicates that people are willing to cut down trees, with advance notice, as part of community contribution to the subproject. 233. Consultations have been held with landowners and chiefs in the vicinity of three crossings and approach roads. There is overwhelming support for the subproject by all of the principal landowners. The principal landowners gave assurance that they would facilitate all future field visits and provide whatever assistance is required. There is belief that the project is one whose ‘time has come’ and that landowners and their communities would provide all necessary support to ensure successful completion.
19
According to ADB’s Policy on Involuntary Resettlement, resettlement means all social and economic impacts that are permanent or temporary and are (i) caused by acquisition of land and other fixed assets, (ii) by change in the use of land, or (iii) restrictions imposed on land, as a result of a project. Significant means 200 people or more will experience major impacts, which are defined as; (i) being physically displaced from housing, or (ii) losing ten per cent or more of their productive assets (income generating).
20
ADB c; Policy on Involuntary Resettlement (1995); Handbook on Resettlement: A Guide to Good Practice (1998), Operations Manual Section F2/OP & F2/BP (2003), and Gender Checklist; Resettlement (2003).
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234.
All landowners spoke of the project: •
Improving access to the major secondary schools of the province;
•
Allowing investment in vehicles and improving access to services and markets; and
•
Contributing to economic growth through access to Kirakira – the area is considered the major food source for Kirakira.
235. There will be customary held land (9.9 ha) and resources (crops, trees and three houses) affected by the road approaches to the three river crossings. In the order of 27 families will be affected, as indicated on the maps attached in Appendix 3. One house has already been moved back (and was rebuilt with community support in a matter of days) but has not been moved back sufficiently. The owner of this house has agreed to it being moved further back. 236. Principal landowners consulted encapsulated the current feeling when they said that the villages are willing to support any subproject that would not provide cash to landowners. Cash compensation, they said, is the cause of many community disputes. Landowners and chiefs have stated that they are prepared to provide all resources required on the understanding that no cash compensation would be paid. 237. It should be noted that imposing a process of compensation upon communities who have stated they are willing to contribute customary held land to the project runs the risk of project delays. There is a real unease in the community that cash compensation will lead to land disputes which take considerable time and resources to settle. 238. Therefore, based on the strong community support for the project, along with the concerns that provision of cash compensation will have a divisive effect on communities, the recommendations made in previous versions of this document were that the project seeks to enter into a MOU for each of the crossings, as per standard practice, and does not attempt to compensate individual land/resource owners with cash. The MOU will stipulate the process for the provision for voluntary contribution of customary land, as well as the receipt of in-kind project contribution to rebuild any structures requiring relocation and assistance with development of coconut seedling and banana plantation areas (if requested by the community). 239. ADB’s resettlement policy will not apply in cases where a community volunteers parcels of land in exchange for project benefits, providing that there are no squatters on the land (in the case of each of the crossings there are no squatters) and that the landowners and users publicly verify that they agree to provide the land for project purposes, and that grievance redress mechanisms are in place. 21 240. During April and May 2008 further consultations were held with the communities, with the successful outcome of MOUs being agreed to, and signed, by landowners and resource users along each of the three bridge sites and approaches. The consultations also confirmed that there are no squatters on the land affected, and that any grievances will be addressed firstly through custom/traditional means such as chiefs and councils of chiefs.
4.4
Risk of Spread of Communicable Diseases and Child Exploitation
241. The transmission of communicable diseases such as sexually transmitted infections (STIs) and Human Immuno-Deficiency Virus (HIV) is a potential impact of the construction phase posed by construction workers engaging in either commercial sex or sexual relationships with local people. There are also reports recording child exploitation associated with logging camps in parts of Makira. 21
ADB c; Handbook on Resettlement: A Guide to Good Practice, Manila (1998) pp.7-8
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4.4.1 Status of HIV and STIs in Solomon Islands 242. HIV was first reported in a Pacific island country (PIC) in 1984, more than 11,000 cases have been detected (90 per cent are in PNG). Because of low levels of surveillance, actual prevalence rates are likely to be higher than official figures indicate. ADB considers it likely that under-reporting in the region is considerable, possibly by a factor of ten. 22 Within PICs, Melanesia has the highest incidence of HIV with 44 per cent overall; 52 per cent of cases in the 15-24 year age group, and half of the cases in the 3034 year age group. 23 243. The first case of HIV in Solomon Islands was detected in 1994. Data shows, as at December 2007, ten cases of HIV (two being reported during 2007), including two cases of Acquired Immuno-deficiency Syndrome (AIDS), and four deaths associated with AIDS. 24 While a meeting of the National AIDS Council (NAC) in Honiara in April 2008 considered that according to the cumulative HIV estimate, the number of cases could double during 2008, as there are only five HIV/AIDS testing and counseling centres in the country, three in Honiara, and one each in Gizo and Auki, the number of cases is likely to be significantly under-reported. Conservative estimates from the World Health Organization (WHO) indicate that the HIV infection rate in Solomon Islands could rise to 350 by 2010. 25 244. The prevalence of STIs in Solomon Islands is very high and is an indicator of those at risk of HIV. The incidence of STIs is a sensitive marker for behaviours that put people at increased risk of HIV infection, and genital ulcer disease has long been implicated as a co-factor in the transmission of HIV. 26 The second generation surveillance survey of STIs was undertaken in 2004-05 in six PICs including Solomon Islands. Results show very high rates of STIs among women and young people, and there was a very high prevalence of STIs and in a number of cases multiple STIs in young, single females. The findings include:
22 23
24 25 26
•
Youth was associated significantly with increased risk of STI; female youth under 25 years old were three times more likely to have an STI than older women, while nearly all of those who had Gonorrhea were 25 years old or younger and more than three-quarters had multiple STIs;
•
58% of teenage girls had an STI and a fifth had more than one infection. Single teenage mothers were at highest risk of having an STI;
•
Younger women had higher levels of STIs, and were more likely to have Chlamydia than older women. Chlamydia prevalence in female youth under 25 years old ranged from 7% in Solomon Islands to 41% in Samoa; and
•
The highest prevalence of Chlamydia found among seafarers was in the 25-29 year group (14%) while the highest prevalence of Hepatitis B was found in seafarers in the 20-29 year group. Nearly all seafarers (95%) tested positive for the herpes simplex virus (Kiribati).
ADB d; HIV/AIDS in the Pacific, Manila (October 2005) ADB e; Report and Recommendations of the President: Proposed Asian Development Fund Grant To The Secretariat Of The Pacific Community For The HIV/AIDS Prevention And Capacity Development In The Pacific Project, Manila (October 2005) As reported in Solomon Star News, 14th April 2008 ADB d; op cit Secretariat of the Pacific Community; Review of United Nations STI/HIV/AIDS and Development Program. September 2005
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245. The above trends prove true for Solomon Islands, the results of the second generation surveillance survey showed that pregnant women under the age of 25 years indicated a 15% prevalence of Syphilis and 7% prevalence of Chlamydia. 246. In respect of data for the subproject area, as there is no systematic reporting of suspected STIs and health posts are unable to undertake testing the actual number of cases is difficult to confirm. Positive cases are considered to be an under-estimation of the actual number of cases. Data provided by Kirakira Hospital are presented in Table 33. Table 33: STI Data for Makira
STI
2003
Gonorrhoea Syphilis Total
2004 313
2005 301
2006 257
Jan 07 293
34
47
52
46
46
5
360
353
303
339
39
Source: SIRIP IEE Consultation - Kirakira Hospital (Aug 2007)
247. In addition to the data provided in Table 33, records from Kirakira Hospital reported that of the 36 province-wide cases of venereal disease reactive level (VDRL) in 2006, 32 were located in the north-coast zone, which includes the subproject area. 248. Oxfam International has been active in the province and is implementing the Choiseul Against STI, HIV and AIDS Project which focuses on awareness and prevention targeting youth and leaders. Oxfam has an office in Gizo and is working in the areas of general health awareness, water supply and sanitation, and construction of houses for health workers. 249. Through assistance from Australian Government via Pacific Regional HIV/AIDS Project (PRHP) Oxfam funds the STIs and HIV voluntary counselling and confidential testing site at Taro Hospital. 4.4.2 High Risk Groups 250. HIV infection is concentrated in subpopulations with risk-taking behaviours that make them more susceptible to infection. Some subpopulations have been identified as engaging in risky behaviours that lend themselves to higher rates of HIV infection: (i) sex workers (including occasional sex workers) and their clients; (ii) mobile populations, such as loggers and seafarers; and (iii) Men who have sex with men. Estimating the prevalence within these subpopulations is difficult, as people in these groups typically do not attend clinics where HIV testing is undertaken. 27 251. There are a range of significant risk factors for HIV, including the high prevalence of STIs; the low level of condom use; the high levels of inter-regional and intra-regional mobility; cultural practices such as taboos on frank discussion of sexual issues; the practices of tattooing, polygamy, and multiple sex partners; and the high rates of transactional sex. Pacific cultures are typically conservative, and intolerance and misunderstanding may marginalize affected or vulnerable individuals and isolate them from information and services that reduce risk and vulnerability. 4.4.3 Awareness of HIV and STIs in Subproject Area 252. In general in Solomon Islands, the knowledge of sexual and reproductive health within the community is poor. Discussions about reproductive and sexual health with young people in the family, educational, and health systems are limited due to cultural and religious barriers. Primary and high schools do not have a formal curriculum for sex education, and continuing training for health workers in the areas of STI, HIV infection, and AIDS has been lacking. 27
ADB d; op cit
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253. Most notable is the absence of access to free or affordable condoms and ‘youthfriendly’ sexual health advice services, particularly in remote areas (SPC and Burnett Clinic, 2005). 254. It was noted during consultations for the IEE that in 2006 the villages along the subproject road had been visited by a health team from Kirakira Hospital, and people from UNICEF and Solomon Islands Planned Parenthood Association (SIPPA), who, amongst other things, covered community awareness raising on STIs and HIV. The hospital also runs a Community Outreach Clinic which includes STI awareness raising, testing and counselling. 255. During the consultation for the IEE, every village expressed a concern about a low general knowledge about STIs and HIV, particularly methods of transmission and increasing safety from exposure. On this issue villagers stated clearly that more awareness is needed and a campaign that targets sub-groups within the community need to be held separately, i.e. separate sessions and discussions for boys and girls, youth and elders, women and men. 256. In the discussion about the possible benefits and impacts of the road improvement, “bad influences” associated with the construction workforce was cited as an adverse social impact, in particular increased alcohol consumption and risk of exposure to STIs and HIV were mentioned. 257. It is clear from the foregoing that there is little knowledge of risk, and protection from, STIs and HIV in the villages along the subproject road, and therefore there needs to be a systematic approach to awareness raising and prevention adopted by the project. The fear of construction workers bringing STIs and even HIV into the area is a very real concern for the villages along the subproject road. 4.4.4 Child Exploitation 258. A case study of risk factors in terms of spread of STIs, child sexual exploitation, and teenage pregnancy associated with logging camps in the Arosi region of Makira was undertaken in 2007. 28 259.
The findings can be summarised as follows: •
Children went regularly to logging camps although parents, village leaders and elders agreed that they were inappropriate places for children to visit;
•
Some 60 stories of child abuse and sexual exploitation were collected during the case study, including six interviews involved multiple children being abused by two different men on separate occasions, and abuse was reported in 12 different villages;
•
Findings are reported within the different types of sexual exploitation of children including child prostitution, ‘sale’ of children and early marriage, children involved in the production of pornography, and child trafficking for sexual purposes; and
•
There were nine stories of girls becoming pregnant, five of which involved early marriage, with the ages of the girls who became pregnant ranging from 12 to 17 years old.
260. It is clear from the above case study that the presence of camps can be associated with high risk activities.
28
Herbert, T; Commercial Sexual Exploitation of Children in Solomon Islands: A Report Focusing on the Presence of the Logging Industry in a Remote Region, Christian Care Center (2007)
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4.4.5 Risk of STIs/HIV and Child Exploitation Associated with the Project 261. The risk of spread of STIs and HIV associated with the project is a function of a number of factors including (i) existing knowledge about the risk; (ii) the length of time large and relatively mobile populations will be located in the subproject area; and (iii) engagement in high-risk behaviours (such as increased alcohol consumption and multiple partners etc). 262. As noted above, the knowledge surrounding STIs and HIV in the villages along the subproject road is low. 263. The subproject includes 79 km of road reconstruction and bridge and culvert works, while culvert and pipe manufacture could be sub-contracted to national contractors, the overall work for the three subprojects will likely be as one contract package, with an international contractor. 264. The subproject will require a construction workforce of approximately 75 people (vegetation clearing, material sourcing, pipe and bridge crews, erosion control crews, base-course/sub-base crews, equipment and vehicle operators, manager, as well as ancillary staff such as cook, cleaners and security guards). The construction force could be located in the subproject area for 2 to 3 years. 265. Based on work undertaken by PCERP, with an international contractor, between 18% and 21% of the construction force at any one time can be made up of foreigners, and while that provides for a large contingent of local Solomon Islander workers, out of necessity they will come from other provinces, as well as from the subproject area or other areas in Makira province. 266. The contractor will be required to establish a camp for the foreigners and Solomon Islanders that do not live locally or have wantoks (family or relatives) in the area they could live with. The construction force and establishment of the camp has the potential to generate income for some people to be employed i.e. as construction workers, cooks, cleaners, security guards, but also has the potential to foster “unequal”, and even abusive, relationships between foreign workers and local children and teenagers. 267. Foreigners and Solomon Islanders from other provinces and islands, employed by international contractors are considered as an ‘opportunity’ for young people to access money and goods which would normally be out of their reach. Village leaders, interviewed as part of a case study assessing the prevalence of exploitation of young people, expressed concern about children and teenagers spending time at logging camps, and particularly about some teenage girls who had become pregnant to loggers, or who were known to be receiving money or goods in return for sex with people working in logging camps. 29 268. The conclusions, from review of effects of establishment of camps (such as for logging) with large numbers of men (foreigners and Solomon Islanders) in remote areas, and a limited health awareness in villages along the subproject road as indicated through consultation meetings, are that the civil works phase of the project can pose risks for both the construction workforce and the communities along the road for the civil works / construction period. 4.4.6 Project Response to the Risks 269. In addition to the ongoing work by National AIDS Council (NAC) and Ministry of Health (MOH), there are a number of NGOs currently active in Solomon Islands in the sector of STIs and HIV/AIDS awareness raising and prevention funded through projects including:
29
Herbert; op cit
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•
Australian Government’s PRHP to strengthen the capacity of Pacific Islands Governments, NGOs and communities to develop, and implement responses to HIV/AIDS;
•
National Aids Council Grants Scheme launched 2005 and managed by Oxfam Australia which has been appointed the Capacity Development Organization (CDO) for the PRHP in Solomon Islands;
•
ADB’s Fund Grant to the Secretariat of the Pacific Community for the HIV/AIDS Prevention and Capacity Development in the Pacific Project (runs to 2010); and
•
Franco-Australian Pacific Regional HIV/AIDS and Sexually Transmitted Infection Initiative.
270. The project’s awareness and prevention measures should link in with existing initiatives wherever possible. In addition to its own HIV awareness program which aims at supporting stakeholders in the HIV sector, as noted above, Oxfam is CDO for the PHRP and in this capacity provides information and builds links with other organisations in the delivery of awareness and prevention. Consultation with Oxfam indicated that working more closely with the private sector is a gap it is trying to close. 271. Oxfam has developed a package of instruction, education, and communication (IEC) materials related to STIs and HIV and a module or standard workshop for delivery to institutions (including the prison service), which could be ideal for delivery to the contractor’s construction force prior to construction. 272. Oxfam has also developed relationships with Provincial Health and NGOs working in the project area (UNICEF and Save the Children), linking with an already established network in the area would be beneficial in terms of implementing the awareness and prevention aspects of the program aimed at the villages along the subproject road. 273. Mitigating the risk of spread of STIs and HIV/AIDS during the construction phase of the project will include implementation of the STIs and HIV/AIDS awareness and prevention program. The objective of the program will be to raise public awareness and address the risk of HIV/AIDS and STIs transmission and child exploitation among construction workers, local communities along the road (including casual sex workers), and eventually road users. 274.
The project’s awareness program includes the following components: •
Component 1 - HIV/AIDS in the workplace training for contractors. Provision for the contractor to ensure the construction workforce attends STI and HIV/AIDS prevention workshops provided through Oxfam International. A series of workshops and seminars will be provided for contractors and their construction force, these will be implemented by an NGO or consultant and will be based on the modules and information already prepared by ILO (Code of Practice on HIV) specifically for dealing with HIV/AIDS in the workplace. The training will include; basic information on HIV/AIDS – history, terminology, statistical data (global, regional Pacific, and Solomon Islands), legal background (law and regulations etc); paths of transmission, high risk groups (how and why); prevention measures; stigma and discrimination issues. The workshops will be delivered to the contractor’s workforce prior to commencement of any civil works;
•
Component 2 – Contractor’s Health and First Aid Post. The contractor providing adequate health care facilities including an HIV/AIDS education post (using Oxfam’s IEC materials) and first aid facilities within the construction campsite;
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•
Component 3 - Advocacy workshops and community awareness. To improve understanding of the awareness and prevention program on HIV/AIDS, STIs, and child exploitation among community stakeholders, advocacy workshops will be conducted, including information and education campaigns. This component will be village-based community awareness raising about transmission of STIs and HIV, reproductive health and safe sex. The program will be implemented prior to contractor mobilization. The awareness raising will be facilitated through Oxfam or a similar NGO with experience in delivery of community based programs and training-of-trainers (TOT) to community facilitators who will then conduct meetings and workshops in the villages in the subproject area. Workshops will be presented to groups of men and women and youth and elders separately to ensure cultural sensitivity and will include outreach to the most vulnerable and at risk.
275. The estimated (and rounded) cost of the program as shown in Table 34 is in the order of SBD $81,200 (US $10,800). This assumes that all of the IEC materials required are provided by Oxfam under the provisions of the PRHP. A detailed breakdown is provided as Appendix 4. Table 34: Estimated Cost of STIs/HIV Awareness & Prevention Program on Makira
Item
Total (US$)
A.
Contractor Awareness Training (Oxfam)
17,800
2,400
B.
Community awareness raising & prevention
56,000
7,400
B.1
Oxfam TOT to Facilitators
28,500
3,800
B.2
Delivery of Community A&P
28,000
3,700
C.
Subtotal
73,800
9,800
D.
TOTAL
Contingency (10%)
4.5
Total (SBD$)
7,400
980
81,200
10,800
Impacts on Health and Safety
276. Air pollution and noise, which also have a health and safety aspect, are dealt with in the subproject’s IEE and mitigation measures are included in the environmental management plan (EMP). The risk of spread of communicable disease has already been considered in Section 4.4. 277. The subproject’s construction phase can cause a range of health and safety impacts. The main impacts on health and safety are associated with (i) contamination of local water supplies; (ii) risk of accidents at work sites, and (iii) traffic safety issues. 278. Potential impacts to local water supplies include water supply and wastewater disposal associated with construction camps. Contract provisions to ensure that these facilities are properly sited will be incorporated into project contract documents, and this is covered in the IEE and subproject’s EMP. 279. Observing general health and safety requirements, including provision of safety and protective gear and equipment to workers, will reduce the risk of accidents at the work sites. The construction camp will be equipped with a health post which will include first-aid and basic medical supplies. To reduce the risk of incidents at the camp, access to construction camps by other than those authorised will be prohibited.
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280. Road improvement projects can also inadvertently cause adverse impacts on road and traffic safety as a result of higher vehicle speeds due to improved road conditions. The proposed rehabilitation works will not be sealing the road, and do not include road realignments or other design improvements that could encourage higher speeds. 281. The contractor is required to prepare a traffic management plan (as part of the EMP) that will specify how traffic and access, as well as safety issues, will be managed during the construction activities in villages. The traffic management plan will specify if detours are required, temporary signage to be used, provision of barriers, and movement of pedestrians and vehicles through areas where works are being undertaken. 282. The proposed rehabilitation works will unlikely be sealing the road, and do not include road realignments or other design improvements that could encourage higher speeds. Community awareness, facilitated through MID’s Community Development Specialist and PMCBU, will assist in identifying any village concerns regarding traffic calming or management measures such as speed bumps or pedestrian access on single lane bridges. All such measures will be incorporated into final design by the contractor. Similarly, during construction the contractor will need a traffic management plan. 283. Mitigation measures for reducing and avoiding impacts on health and safety include: •
Community awareness will be undertaken to address traffic safety in villages during construction (and through operation), any measures required by villagers to address safety concerns (such as speed bumps) will be incorporated into the final design by the contractor;
•
Signs and other appropriate safety features will used to indicate construction works are being undertaken;
•
Adequate signage and security provided at the work camp site and prevention of unauthorized people (including children) entering the work camp site or workshop area;
•
Provision of adequate protection to the general public in the vicinity of the work site, including advance notice of commencement of works, installing safety barriers if required by villagers, and signage or marking of the work areas;
•
Provision of safe access across the works site to people whose villages and access are temporarily affected during road rehabilitation activities (as set out in the traffic management plan);
•
The contractor will provide adequate health care facilities including a health post and first aid facilities within the construction camp. The contractor will provide construction workers training of all in basic sanitation, hygiene and health care issues, health and safety matters, and on the specific hazards of their work;
•
The contractor will provide workers with personal protection equipment, such as safety boots, reflector vests, helmets, gloves, and protective clothing and goggles if required;
•
Contracts will include a clause specifying that care must be taken during the construction period to ensure that disruptions to access and traffic are minimized and that access to villages along the subproject road is maintained at all times;
•
Provincial Works and villagers will be consulted in the event that access to a village has to be disrupted for any time;
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•
The contractor will recruit an environmental, health, and safety management officer (EMO) to address health and safety concerns and liaise with the PMCBU and villages;
•
Contractors will ensure that no wastewater is discharged to local water bodies and safe and clean drinking water is provided to all workers;
•
Septic tanks and garbage receptacles will be set up at construction camp sites camps, which will be regularly cleared by the contractors to prevent outbreak of diseases. The garbage will be dumped only at a site approved by Provincial Infrastructure Development and local land owners; and
•
The contractor will ensure that there is adequate drainage throughout the camp to ensure that disease vectors such as stagnant water bodies and puddles do not form.
284. An increased traffic volume and possibility of higher vehicle speeds can create the potential for accidents involving pedestrians and children (who are used to playing in the road). Awareness raising through village meetings and through road safety programs included in schools will help mitigate this. 285. It should be noted that overgrown vegetation poses a traffic hazard, especially when it reduces sight-lines around corners (as shown in the plates). Vehicles are known to cross to the other side of the road to avoid heavily vegetated areas along the Visale – White River sections of West Road on Guadalcanal, posing accident risks to oncoming vehicles. 286. Clearance of road-side vegetation should be included as part of the road maintenance program. 287. In general traffic safety will be improved following rehabilitation and routine maintenance of the project road, inclusion of the shoulder and minor widening of the road (within existing ROW) to allow for safe passing of vehicles. Ongoing community awareness, facilitated through MID’s Community Development Specialist, will identify any community concerns associated with traffic calming and management matters that need to be resolved during the operation phase of the project.
4.6
Other Social Impacts
288. Construction camps can place stress on resources and infrastructure of adjacent communities which could lead to antagonism between residents and the contractor. To prevent such problems occurring in the subproject area, the most suitable location for main camp and project office should be identified in consultation with the community, contractor, and representative of Provincial Infrastructure Development, and a lease negotiated with the land owner(s). 289. The contractor will provide temporary facilities in the camp such as health care, eating and sleeping areas (including a cook and provision of meals), water and electricity supply, telecommunications, so that existing facilities and services of the town are not over-burdened by additional people living in the area. The contractor will be responsible for removing all temporary structures and re-instating the land to its pre-project condition at the completion of the works. If a secondary camp or an alternative location is required for other reasons, the foregoing requirements for consultation and provision of facilities in the camp apply.
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290.
Plates: Overgrown Vegetation on Roadside
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291. To avoid, or reduce the risk of, other social impacts, construction workers should be limited to subproject sites (immediate site of works on the road and camp site), and at all times workers should respect village and land owner’s boundaries and be cognisant of village rules and terms of conduct (especially addressing women and elders), avoiding damage to productive trees and gardens, and access to the beach, foreshore and freshwater springs. 292. Prior to contractor mobilization to the site, PMCBU and the project’s Community Development Specialist will inform the contractor of such, and establish the communications protocol between the project and community as per the project’s communications plan. The contractor will identify one member of their staff to be the liaison between the village chief and elders and contractor, as well as between the contractor and project (PMCBU). 293. Should construction workers be permitted to go into town and visit bars etc the contractor will be responsible for their behaviour. In the event that there are complaints about the behaviour or conduct of construction workers, complaints will be dealt with immediately and seriously, by the contractor, and the method of addressing the grievance will be relayed to the complainant. If the person making the complaint is not satisfied that the complaint has been resolved, the worker causing the complaint should be restricted to working on another site or be sent away from the island. The lodgement and resolution of complaints will be monitored. 294. Case studies have noted that children visited logging camps to watch movies, look at machinery, sell small goods or generally spend time “somewhere new”, as such, children viewed the camps as exciting places. In some cases children have been given gifts and sweets. The report concluded that village leaders agreed that the camps were inappropriate places for children to visit and had tried to prevent children visiting the camps by imposing bans. 30 This impact can be addressed through access to the construction camp being carefully monitored and only permitting authorized personnel entry into the construction camp. Children and teenagers should be expressly forbidden entry to the construction camp, and this would also assist in reducing the risk of coerced or transactional sex and other forms of child exploitation. 31
4.7
Gender Analysis
295. A number of the MDGs include gender-based parameters. As noted in Section 2.8, it is unlikely that Solomon Islands will be able to attain its MDGs by 2015. Table 35: Gender-related MDGs MDG
Goal 3 - promote gender equality & empower women
Goal 5 – improve maternal health
Status The gender gap remains noticeable in education and literacy rates but has decreased. The gender gap in primary enrolment ratios in 1998 was 3%, in secondary enrolment 12%, and in adult literacy rates 15%; and The share of women in total employment is relatively high with 48%, but women’s participation in the work force is limited to menial tasks and few women penetrate the upper ranks of civil service. Women have been particularly hard hit by the rising unemployment due to the ongoing conflict Available data suggests that the maternal mortality rate has doubled between 1995 and 1999, while the proportion of births attended by skilled health personnel had decreased to 85% in 1999; and The government has also been unable to pay doctors and other health workers regularly, causing general de-motivation and even abandonment of posts. Source: ADB – MDGs Report (2003)
30 31
Herbert et al; op cit Ibid
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296. The data provided in Sections 2 and 3 show that a number of differences in access to education services, enrolments and educational achievement as well as labour participation and poverty rates are evident in the subproject area. These are summarized in Table 36. Table 36: Summary of Gender Differences in Subproject Area Parameter
Female (%)
No education
Male (%) 6
3
Primary education
27
26
Completed forms 1 - 4
10
16
Completed forms 5 -7
2
4
Certificate or diploma
2
3
Falling below food poverty line
9
12
22
21
Falling below basic needs poverty line
Source: Various (refer Sections 2 and 3 of IPSA)
297. The methods employed during the RRA ensured that women’s views and perspectives were elicited in a sensitive manner, and the road user survey and RRA results have been dis-aggregated and analysed in such a way so as to establish any gender differences in travel patterns as well as transport needs. 298. The major differences in women and men’s travel patterns are grounded in the gender-based division of labour and the location in which this work is undertaken. The focus of women’s daily activities and therefore, movements is typically the homestead. Women tend to take shorter, more frequent and more dispersed trips during the day to fetch water, collect firewood, raise livestock, and undertake coca/copra production. Some 69% of travel undertaken by women is associated with livelihood activities and 31% is related to social or customary activities, while of all men’s trips, nearly three-quarters (73%) of trips are associated with livelihood and productive activities and 27% of trips are social or customary. 299. Of all the trips associated with livelihood and productive activities 58% are made by men and 47% are made by women, while of social or customary related trips some 51% are made by women and 53% are made by men. 300. Collection of copra, cocoa, other crop, betel nut or fish account for the largest proportion of all men’s trips (26%) and women’s trips (24%) followed by trips to the market/shopping (20% of women’s trips and 18% of men’s trips). Trips for water collection account for 3% of women’s trips and 2% of men’s trips. 301. Over three-quarters (84%) of all trips made in the subproject area are by walking, trips by truck account for 9% of travel (comprising 10% of trips made by women and 8% of trips made by men) while canoe or boat travel account for 7% of trips (6% of women’s trips and 7% of men’s trips). Only male road users stated they also use bicycles (2%). For trips that are made on foot, many involve carrying loads (either equipment, goods for sale, or goods purchased) on the head or the back, which can increase travel time. This travel burden coupled with the work burden means that women’s labour is not easily transferable. 302.
The main gender impacts of the project include: •
The gendered nature of transport in the project area and the differential impacts of failing infrastructure between the genders;
•
Women’s participation in labour-based equipment support (LBES) construction and maintenance;
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•
Gender impact of LBES road construction methods; and
•
Role of women contractors and barriers they face in responding to the implementation of a gender-equitable LBES road maintenance program.
303. The subproject will be implemented through an LBES approach. There will also be the need for a maintenance contract to ensure the sustainability of the investment and improvements to access, and this can also be through LBES. The mian components of the LBES approach include (i) introducing LBES methods of road construction and maintenance whenever cost effective; (ii) training, counseling and employing local smallmedium sized contractors, and (iii) supporting access to equipment through leasing, hire purchase and/or other methods. 304. Participation in any proposed LBES construction or maintenance program provides opportunities for women and men to acquire skills in road works, which they could then apply to community-level infrastructure. Regular involvement in economic activities and engaging with others on a daily basis will expose women to public life, and as a result their confidence may increase. Participation in LBES activities provides an income-generating opportunity presented by employment in road maintenance. Participation in road works gives both women and men a chance to access cash. Access to cash would give women an opportunity to acquire productive assets and could contribute to their economic empowerment. With improved household income there is likely to be improved household welfare, and the possibility that households may move above the poverty line. Overall, the community will benefit from the increased purchasing power of the workers. With better access as a result of improved infrastructure, farm-gate prices may improve and commodity prices reduce. 305. Any participation will need to be balanced with the usual (paid and non-paid) workload of women and men. Women are more likely to be disproportionately affected since in addition to providing LBES, they will continue doing household chores and other unpaid work. This means that they will experience even more fragmented use of their time and have less time for leisure and rest. 306. In addition to the actual construction and maintenance activities women can benefit through the sale of food to the other workers on the road, from which income can be used for improving their welfare or investment in micro-enterprises. However, such activities will tend to reinforce the prevailing division of labour in the subproject villages. 307. As women can often typically be assigned the task of food preparation and provision of water on the sites, allocation of tasks should not be along gender lines (i.e. based on the belief that women are more suitable for, and naturally more efficient at, tasks such as spreading gravel, excavation to level and grubbing, than men). 308. Promoting women’s participation under any type of contracting may be difficult given the fact that contractors are primarily interested in profit maximisation rather than equity, this can be addressed by including measures to motivate contractors to employ women through incentives. Without affirmative action for women, it could be difficult for them to get work as contractors tend to believe that implementing quotas cuts into profits (largely because “female workers come late due to their domestic responsibilities”). 309. Measures (affirmative actions) that can be included in the project to maximize benefits for women, and to remove any constraints on the participation of women, can include: •
Identify and remove any potential gender-bias within the local procurement processes;
•
Pre-qualifying contractors that include women and/or awarding extra points proportionate to the proportion of women;
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•
Provide training and information on contracting systems, procedures and processes. Training should address gender issues including greater focus on gender-balanced community participation, enabling an understanding of the gender impact of failing infrastructure, and of the non-economic benefits of investment;
•
Provision for more flexibility in the criteria for selection of enterprises to be trained as small and medium rehabilitation contractors, thus removing the present bias towards firms led by technically qualified male degree holders and enabling the development of female-owned construction enterprises;
•
Identify means (such as micro-finance or revolving credit schemes) to overcome other possible barriers such as difficulty in securing the start-up capital that a small-scale contractor requires to purchase equipment and tools and to provide flexibility with cash flow (especially prior to first invoice being paid);
•
Requirement for contractors to ensure that at least a third of the labour force are women. Attaining this proportion will be dependent on the contractor pro-actively going inviting women to sign up for construction activities rather than recruiting only those who show interest. Women should also be selected to be gang leaders/fore-persons;
•
Requirement for contractors to use task instead of daily rates, adopt flexible working times, , as well as provide them with separate and special facilities in order to promote their participation;
•
Requirement for contractors to NOT allocate women traditional tasks or allocate tasks along existing gender divisions of labour;
•
Requirement for contractors to use alternative recruitment criteria (i.e. other than physical fitness, interviews on fixed dates which can deter women’s participation;
•
Requirement for contractors to recruit a new workforce at regular intervals (such as every 5 km) to spread work opportunities and ensure that women are not discouraged by excessive distances to the workplace;
•
Requirement for equal pay for equal work for both men and women; and
•
Requirement for contractors to submit weekly records of daily labour, disaggregated by gender.
310. There are significant benefits to be gained from significant gender equitable involvement in LBES approaches to road construction and maintenance. In addition to improving access, which will have much longer-term gender benefits in project of improving education and health status of women (in addition all community members will also be able to access health care services especially during emergencies), the gendered outcomes of the project will largely be linked with women’s participation in LBES activities.
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Table 37: Summary of Subproject Gender Impact Level
Labour/Time Issues
Women
Acquire skills in road works; Hours spent on road activities can lead to more fragmented use of time and less time for rest and leisure
Men
Acquire skills in road works; Hours spent on road activities can lead to more fragmented use of time and less time for rest and leisure
Household
Community
Women have less time for household chores and unpaid work;
Less time for community work, meetings, group leisure; Formation of new networks
TA 48-SOL IPSA Wainuri – Kirakira & Kirakira - Warihito June08
Benefits Access to cash; Increased control over, and access to, productive assets; Empowerment Increased exposure to public life; Increased confidence Access to cash; May wish to control income of wife/daughter Uneasy about women working on the road Increased household food security; Improved household income; Improved nutrition Spare cash for school fees for children Ability to improve houses i.e. tin roves/water tanks Trained community in road works skills transferred to other community infrastructure works; Improved farm gate prices Reduced commodity prices Better access to markets and social services
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Solomon Islands Road Improvement (Sector) Project
5.
Participation Strategy
311. A Communications Plan has been prepared for SIRIP overall, this plan will guide the flow of information between MID, the project, and the communities. The Communications Plan is being implemented by the Community Development Specialist. 312. The subproject’s participation strategy has included meetings, road user survey, semi-structured interviews, RRA, and meetings with various stakeholders.
5.1
Results of the Rapid Rural Appraisal
313. During preparation of the IPSA and IEE RRA and consultations were held with villages along the subproject road, the meetings were “open” in that anybody with an interest in the subproject was invited to participate, for smaller villages, a group of villages was invited to attend a meeting. The meetings were well attended and some interesting information was provided, which has been incorporated into the description of the existing environment and assessment of impact sections of the IEE. 314. The main issues raised during the village meetings can be distilled into common themes: •
The people in the village rely heavily on market produce, cocoa bean products, and copra for their livelihood. The villagers mostly sell fish and garden produce at the main market in Honiara. Other means of earning money in the villages include running of small canteens, sale of local bakery products such ring cakes, and banana chips, sawn timber and betel nut;
•
The main problems experienced in villages along the road include: (i) constrained access to markets, school, and health facilities as a result of poor road conditions; (ii) people have to carry heavy loads such as copra, cocoa for some distances; (iii) long distances from women to walk to take their children for immunization or check ups; (iv) difficulties getting to the market to sell produce; (v) lack of adequate sanitation; and, (vi) lack of vehicles (and transportation services);
•
The anticipated benefits from the road improvement include; (i) improved access to Honiara; (ii) encouragement for households/villages to obtain vehicles; (iii) improved travel, increased comfort, reduced travel time, and improved transport services; (iv) less dust and mud; (v) improved access to local markets and resources; (vi) opportunities for the poor or disadvantaged; (vii) reduced need to walk with heavy loads; and (viii) employment on the project during construction and possibly ongoing maintenance; and
•
The negative impacts identified included; (i) dust and nuisance during construction; (ii) bad influences from outside including increased alcohol consumption, risk of exposure to STIs/HIV, and risk of increased criminal activities; (iii) the possibility of village girls and women having relationships with construction workers, especially based on the known instances of similar occurring in relation to the logging camps; (iv) general environmental pollution similar to a previous project where waste and old or broken machinery were simply left by the side of the road to rust; (v) increased traffic noise; (vi) increased speeding and possibility of traffic accidents; (vii) outsiders coming into the village and increased competition for land.
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Solomon Islands Road Improvement (Sector) Project
315. Some measures to minimize negative impacts were discussed during the meetings, these included; (i) restricting access of the workers to the immediate road through construction of gates and/or fences along the villages; (ii) the village committee creating additional village by-laws and rules (including bans) to try and minimize the negative social impacts; (iii) establishing a police post in the area to provide reinforcements to elders and chiefs for dealing with issues of law and order; (iv) making sure the construction workers know the village rules and codes of conduct and obey them; (iv)the project running a health (including STIs and HIV) and traffic awareness program in conjunction with the responsible village authority; (v) banning children from going into the construction camp; (vi) imposition of fines (or sanctions) on workers who break village rules; (vii) enforcing a ban on workers drinking alcohol in the villages; and, (viii) insisting that the contractor remove all machinery and plant, waste, and purpose-built structures, and re-instate lands to original condition at the completion of the project.
5.2
Community Participation in LBES Maintenance
316. Government, donor and civil society institutions were consulted to assess their capacity to assist and support in initial community consultations as well a wider project awareness, including general project awareness, the signing of Memorandum of Understanding (MOUs) with communities for access to material sources etc, delivery of preconstruction awareness on topics such as STIs/HIV, women and child protection, road safety, environmental, social and community development issues, and the interest and willingness to participate in LBES activities during construction and maintenance. 317. The assessment included initial investigations into the potential to build the capacity of local institutions so as to be able to participate in this and future exercises. Consultations were held with the provincial divisions of works, health, and police, RAMSI and CSP, World Vision, and conservation and forestry project representatives as well as private individuals who have already assisted with the initial social, economic and environmental surveys. The results from this initial assessment include: •
Preliminary selection of awareness and consultation locations;
•
Agreement with CSP to assist in the identification of landowners and chiefs and as per the model developed with PCERP, assist in the organization and implementation of initial consultation meetings; and
•
Identification of provincial staff (police, health, agriculture, works) that would benefit from training and participation in the awareness campaign;
•
Scoping of training requirements for potential LBES contractors (including community groups formed for that purpose).
318. SIRIP will trial a model or models of LBES construction and maintenance which may be subsequently applied to the subproject areas. There have been a number of efforts to establish a “community-based” maintenance model on previous projects but these have focused on piece work, mainly limited to grass cutting, rather than the full range of recurrent maintenance activities. Under SIRIP maintenance contracts for the rehabilitated roads will be implemented, these are being facilitated by the Community Development Specialist and PCMBU. 319. In Solomon Islands, villagers are united historically by land tenure and descent, but tend to be otherwise fairly individualistic. The strongest social cohesion is at the household level and between close kin. Beyond the household, the next level of social cohesion is usually the church congregation, and “community” tends to be defined more by church membership than by residence in the same village. “Chiefs” are recognized as lineage heads having authority in matters of custom, custodians of land and kinship, rather than as local leaders or local authorities in civil matters.
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Solomon Islands Road Improvement (Sector) Project
320. Villages united by ancestral connection are often divided over, land boundaries and quarrels over “community” projects” and divisions are often expressed by different religious affiliations. Accordingly, assumptions cannot be made about the potential for collective community action or the pre-existence of community groups for road maintenance, 321. The RRA examined the outcomes of early efforts to establish community-based maintenance contracts for the AusAID’s CSP Afio and Busurata road rehabilitation project in Malaita. The experience of this project suggests that there is no single generic model that can be applied throughout Solomon Islands. In one village an individual can be contracted, in another a group, such as the members of a particular church; however success appears to depend on the presence of a motivated leader to take responsibility for the contract, payment, helping people to decide how to share the payment, and such individual might only be found by trial and error. It will be important for SIRIP to build MID and private sector capacity at provincial level to maintain essential infrastructure and organize local level labor-based contracts. 322. The consultation showed that people are prepared to work and be part of the labor force in any new project to rehabilitate the road. In addition, some villages said that they have qualified heavy machinery operators as they have been working for the logging companies. Their preference would be for road contractors to engage them first before attempting to hire other people to do the job.
5.3
Summary Stakeholder Analysis
323. The primary stakeholders are the people living along the subproject road from Wainuri in the north-west to Warihitoin the east. Secondary beneficiaries are those who are not necessarily from households along the road, but who will benefit in other ways; for example health workers and teachers will enjoy greater mobility, and transport operators and merchants will have more customers. Table 38: Stakeholder Analysis Stakeholder
Road users/members of village households
Primary
Secondary
X
Transport operators
X
Health and Education personnel
X
Copra and cocoa processors and exporters Merchants in local markets along the road and Kirakira
Key Stakeholders’ Interest in the Project Improved access to markets and services, improved access to secondary health services, especially obstetrical services; Increased incentives to produce cocoa, copra and other crops as transport to markets improve; Increased incomes from produce and cash crop marketing will allow families to invest in better housing and rainwater catchments, which will improve public health status; Small household retail businesses will become more profitable as local incomes rise; Increased access to employment opportunities among youth Business opportunities to carry passengers and goods on a regular basis on an upgraded road Services in rural schools and the health centre in the subproject area will become more attractive if isolation is reduced by improved transportation services; With more and better qualified teachers and health workers in subproject areas, the quality of services is likely to improve. There will be easier access to the rural clinic for health mobile teams from Provincial hospital
X
Assuming other constraints to the industry are overcome, production in the area will increase as it becomes easier to take coca and copra to market.
X
Improved will increase volume of sales to small businesses and households
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Solomon Islands Road Improvement (Sector) Project
5.4
Disclosure
324. The affected people and the local communities expressed support for the project during the consultations as they clearly saw the benefit to the villages along the road, but have not yet indicated a willingness to contribute material for construction. Further consultation and disclosure will be done during implementation through: •
The project’s Communications Plan;
•
The preparation and dissemination of a brochure in English and Pidgin (and other languages as required), explaining the project, works required and anticipated timing of the works; and
•
Setting up a formal grievance redress committee with a representation from the affected people. The PMCBU in association with the contractor will be responsible for managing the grievance redress program.
325. Information regarding the approved subproject and the proposed environmental management measures will be posted at suitable locations at the project site. 326. Disclosure will conform to the Public Communications Policy of the ADB: Disclosure and Exchange of Information (March 2005) which requires that environmental assessment reports for ADB projects be accessible to interested parties and the general public. The IEE documenting the mitigation measures and consultation process will be submitted to MID, Environment and Conservation Division and ADB and will be available for public review. The Summary IEE, as part of ADB project documents, will be uploaded onto the ADB website while the IPSA and IEE will be available to the public upon request.
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Solomon Islands Road Improvement (Sector) Project
6.
Conclusions, Risk Management and Monitoring
6.1
Conclusions and Risk Management
327. The subproject is welcomed by the people in villages along the road. The project will have an overall beneficial impact; improving access and connectivity, reducing travel time and travel costs, while improving livelihoods and socio-economic conditions along the subproject road. A range of benefits is expected to arise from provision of river crossings and upgrading (and maintaining) the subproject road including increased accessibility to markets, improved opportunities for livelihood development, and local poverty reduction. 328. The overall level of negative social impacts will be minor. The majority of impacts will occur during the civil works (construction) phase, and will be temporary, localized, and readily controlled. 329. There is strong community support for the subproject, and a willingness to contribute/volunteer land and resources to the project without cash compensation. There is a risk of delays in construction if a process of cash compensation is imposed on the communities. Compensation is seen as socially divisive and has been the source of disputes in the past, village consultations strongly favoured proceeding without cash compensation. 330. The spread of STIs and HIV/AIDS during construction phase has been identified as a potential risk. This can be addressed through implementation of an STIs and HIV/AIDS awareness and prevention campaign aimed at (i) contractor’s employees, and (ii) villages along the subproject road. 331. Another social risk of the subproject is potential conflicts between contractors and the local land owners and residents of the subproject area, if road workers abuse of the rights of local people, which may include sexual harassment of village women, or seduction of young girls looking for fun and money, damage to property, theft, drunkenness and fights between local men and outsiders. The conclusions, from review of effects of establishment of camps (such as for logging) with large numbers of men (foreigners and Solomon Islanders) along with limited health awareness in villages along the subproject road as indicated through consultation meetings, are that the civil works phase of the project can pose risks for both the construction workforce and the communities along the road for the civil works/construction period. 332. The works will be tendered internationally and will require an international contractor to mobilize personnel, plant and equipment to the subproject area. The Contractor will be required to engage local subcontractors and/or workers to carry out plant operation and labouring tasks. 333. The contractor will be required to establish a camp for the foreigners and Solomon Islanders that do not live locally. Foreigners, and Solomon Islanders from other provinces and islands, employed by international contractors are considered as an ‘opportunity’ for young people to access money and goods which would normally be out of their reach. Village leaders, interviewed as part of a case study discussing the exploitation of young people, expressed concern about children and teenagers spending time at logging camps, and particularly about some teenage girls who had become pregnant to loggers, or who were known to be receiving money or goods in return for sex with people working in logging camps. 334. The following measures for the management of social risks (also addressed in the IEE), are recommended:
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Solomon Islands Road Improvement (Sector) Project
Table 39: Measures for Management of Social Risks Spread of STIs/HIV/AIDS and Child Exploitation Subproject Activity Contract Negotiations
Immediate preconstruction Construction Maintenance
Subproject Activity Contract Negotiations
Immediate preconstruction
Construction
Risk Management activity Contract clause requiring contractor to provide HIV/AIDS education and make condoms accessible to all employers paid by the contactor OXFAM HIV/AIDS training team contracted to provide community awareness program
Expected outcome No unprotected sexual activity will occur during construction
All households in the subproject area will be fully informed about the risks of HIV/AIDs HIV/AIDS prevention program is implemented
Monitoring by SIRIP Community Development Specialist Reinforcement of HIV/AIDS message during LBES and other maintenance work, including HIV AIDS education to maintenance contractors Conflict between construction workers and villagers Risk Management activity Contract clause requiring contractor to set a code of behavior towards girls and women, and requiring workers to treat landowners/villages with respect. Contractor visits all villages to explain and negotiate construction activities SIRIP Community Development Specialist. Monitoring by SIRIP Community Development Specialist
Expected outcome Workers will maintain acceptable codes of conduct on pain of dismissal. All households in the subproject area will be fully informed about road works; Negotiations will be conflict-free No conflict during construction
335. In addition to mitigating social impacts (or managing the social risks), there are measures that can be included in the project to maximize benefits. These are set out in Table 40. Table 40: Measures for Maximizing Subproject Benefits Subproject Activity
Immediate preconstruction
Gender equity measures
Maintenance
Risk Management activity Households in subproject area fully informed about road works and will benefit from them to the maximum extent possible; Representatives of provincial NGOs health, education, planning, police and agriculture will participate in awareness raising activities organized by the SIRIP Community Development Specialist; Contractors are required to rehabilitate and maintain the road with the maximum local labor inputs, commensurate with good quality work paid at least the minimum rural wage; Awareness creation about the potential negative impacts (HIV/AIDS transmission and prevention) Construction activities planned in manner that accommodates women’s existing work/time burden; i) adopting task rates rather than daily rates; ii) flexibility in starting time; iii) undertake most works during the off-peak agricultural seasons; Awareness creation about the significance of women controlling cash; Awareness creation, targeting women, about the risks associated with exposure to public life; Women’s income is likely to be spent on improving household welfare, payment of school fees and purchase of productive assets; SIRIP Community Development Specialist and LBES specialists ensure plan for maintenance contracts go to local landowners wherever possible
TA 48-SOL IPSA Wainuri – Kirakira & Kirakira - Warihito June08
Expected outcome
All households in the subproject area will cooperate with the project
Women form within subproject area have opportunity to participate in project; Livelihood and socioeconomic status of women improves
Road is rehabilitated and maintained with maximum local labor inputs Page 66
Solomon Islands Road Improvement (Sector) Project
6.2
Monitoring of Social Safeguards
336. The project will ensure that baseline data, performance indicators and a monitoring plan are developed to measure and monitor anticipated risks and possible negative impacts from the core projects. In order to undertake this work PMCBU will establish and implement a performance management system that will provide feedback on a number of indicators to show that the social risks associated with the project are being avoided or adequately mitigated. Table 41: Social Safeguards Monitoring Framework Direct Social Benefits Poverty reduction
Employment during construction and maintenance
Increased transport services
Increased volume of production for cash sale Increased role of women in village decision making; empowerment of women Indirect Social Benefits Promotion of socio-economic development in the area Potential Negative Impacts
Land acquisition and resettlement
Increase in HIV/AIDS & STIs resulting from construction phase Exclusion of poor and marginalized groups Other Interventions Enhanced social awareness for prevention of HIV/AIDS and trafficking Public participation, consultation & awareness
32
Indicator Increase in people engaged in regular waged work Livelihood improvement and increased food security No. of improved houses (tin roof/water tanks) Legal wages paid to workers No use of trafficked or child labor for construction and maintenance activities Employment targets set for women and ethnic minority people No differential wages paid between men and women for work of equal value A specific clause placed in bidding documents that compliance will be strictly monitored during project implementation Increases in local vehicle fleet; At least one passenger/transport vehicles will call at xx villages on the stretch daily; There will be further investment in provision transport services in the subproject location Increase in overall copra and cocoa production; Improved access to local markets and Honiara No. of women on village authorities/committees No. of women engaged in construction and maintenance activities No. of women accessing existing credit schemes and successfully paying back loans Indicator Increased literacy and education Increased employment Increased incomes Reduced seasonal and out migration Indicator MOU signed by all landowners and users; If required, resettlement plan prepared in compliance with RF and activities implemented in compliance with plan; All APs have restored, if not improved, their livelihoods and living standards Increase in STD and HIV/AIDS rates Poor and marginalized households affected by project (compared with proportion of non-poor) Indicator HIV/AIDS awareness & prevention program implemented prior to construction Public awareness programs to beneficiaries and communities living in subproject areas
Measurement Means Survey data Project reports
No. of LBES contracts let; Construction contract wage bills Project reports esp. to identify if targets being met
Vehicle numbers; No. of pax and cargo trips per day; RRA Records of production in area No. of women to be specified in terms of % of village population and viza-viz men; RRA Project reports Measurement Means Survey data Household census data in longer term Measurement Means
Specific safeguards monitoring
District health statistics Survey data Survey data Measurement Means Project reports Independent monitoring report Project reports Independent monitoring report
Survey data will be dis-aggregated by income group [specifically poor and non-poor], gender, and age.
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32
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Solomon Islands Road Improvement (Sector) Project
Appendices
Appendix 1 – Aerial Photographs of Crossing Locations Appendix 2 – Details of Access Issues for Villages in Subproject Area Appendix 3 – Land Ownership and Use Maps Appendix 4 – Details of HIV/STIs Awareness and Prevention Program Appendix 5 – Participants in RRA and Consultation Meetings
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Appendices - Page 1
Solomon Islands Road Improvement (Sector) Project
Appendix 1 – Aerial Photographs of Crossing Locations Appendix Figure 1: Proposed Magoha River Crossing
Source: Ministry Lands, Housing & Survey GIS; Aerial Photo 1970s and data from this study
Appendix Figure 2: Proposed Maepua River crossing
Source: Ministry Lands, Housing & Survey GIS; Aerial Photo 1970s and data from this study TA 48-SOL IPSA Wainuri – Kirakira & Kirakira - Warihito June08
Appendices - Page 2
Solomon Islands Road Improvement (Sector) Project
Appendix Figure 3: Proposed Wairaha River Crossing
Source: Ministry Lands, Housing & Survey GIS; Aerial Photo 1970s and data from this study
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Appendices - Page 3
Solomon Islands Road Improvement (Sector) Project
Appendix 2 – Details of Access Issues for Villages in Subproject Area A. ALL WEATHER ACCESS Location Ravo River
Distance to Kirakira (km)
Population estimates
Consultation point
Ward
Observations
8.9
Small Ravo Stream
8.5
Arohane River/village
7.0
Good gravel pit Cocoa plantation including new hybrid cocoa plantings, cocoa dryer 370
Arohani
10
Bailey bridge
25
Arohani
10
Good condition concrete box culvert, coconut & cocoa plantation
10
Bailey bridge
48
Tawani
10
Coconut and cocoa plantation including new hybrid cocoa plantings
30
Tawani
10
Bailey bridge, cocoa and coconut plantation,
10
Good gravel source past village
Togori Village
122
Tawani
10
Coconut and cocoa plantation, local tourist accommodation, tilapia & eel fish farm
Tawani Village
350
Tawani
10
Kindergarten, new cocoa plantations, coconut plantation, good gravel source
10
Good condition concrete box culvert
110
Kirakira
10
Cocoa and coconut plantation, shops, coconut crushing mill, Teak plantation
2400
Kirakira
10 10
Bridge
65
Kirakira
10
Bridge
850
Manihuki
10
Alongside airstrip
Naroro stream/village Tawaitara River
3.3
Tawaitara Village Pawa River/Village
2.6
Togori stream
Tawani stream Bauro Village Kirakira Station Puepue River
0.2
Huro River/Village
1.6
Ngorangora Waimamura River/Village
4.1
30
Manihuki
10
Bridge, small village former Campbell plantation
617
Manihuki
10
Many cocoa plantations
7
Manihuki
10
350
Manihuki
10
220
Borodao
8
> 1000
Borodao
8
> 60
Borodao
8
Mwanibena Manama Primary School Manihuki Wainari River
64.4
8
Manforo Tadahadi Etemwarore
TA 48-SOL IPSA Wainuri – Kirakira & Kirakira - Warihito June08
Many new cocoa plantings
Appendices - Page 4
Solomon Islands Road Improvement (Sector) Project
B. ACCESS IN NON-FLOOD CONDITIONS ONLY Location Magoha River
Distance to Kirakira (km)
Population estimate
9
10.3
150
Hao
9
13
Hao
9
12.7 - 13
153
Hao
9
35
Hao
9
Rongojeni Poronahe Stream/village
50
Cocoa/copra including new hybrid cocoa plantings, crusher located here in 1980s
Kokana
9
A fast growing settlement
Kokana/Hao
9
National Secondary School, Nurse Aid Post
Kokana
9
Well maintained coconut and cocoa plantation
> 400
16.3
50 >480
Kokana
9
18.5
>120
Kokana
9
Log bridge
30
Kokana
9
People from Kaunasuga. Cocoa, coconuts in good condition. Cattle Village in Bay, coconuts and cocoa including new hybrid plantings
Pakera *Kaonasugu** Kaonasugu P School Kaunasuka wharf & culvert
Transport from Kirikira stops here, much new cocoa hybrid plantings
15.9 - 16. 5
Kokana Ago Stream/Village
Two branches. Much cocoa Manihuki
Riri Waimapuru Stream/village
Observations
140
Amariko Primary School Maepua River
Ward
7.9 – 8.2
Tawangisi Hao River
Consultation point
242
Tawapuna
9
20
Tawapuna
9
21.1
Waihauru River/Village
23.5
60
Mangana stream/village
24.2
60
Tawapuna
200
Pamua
Tawapuna Tawapuna
9
Wharf usable for ships, needs boats to load cargo + pax., copra crusher
9
Good gravel source
9
People from Pamua stay here
9
Used to be a dry rice mill
> 400
Tawapuna
9
Secondary School, Distance Learning Centre and Nurse Aid Post
Waihioto River/Village
27.4
300
Tawapuna
9
Log bridge
Manaraua stream/village
27.9
20
Tawapuna
9
Needs culvert
Rauwake River
29.7
9
Log Bridge
Wairaha River/village
30.6
Bridge built in ’75 and destroyed by cyclone ’79, high copra and cocoa production
Mafalu Makirima
70
Tawapuna
9
50
Koakoana
9
1200
Koakoana
9
Makirima River
33.9
9
Good gravel source
Wairoga River
34.2
9
Log bridge
9
Main village and several settlements moved to road
Nukukaisi**
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> 1500
Koakoana
Appendices - Page 5
Solomon Islands Road Improvement (Sector) Project
B. ACCESS IN NON-FLOOD CONDITIONS ONLY Location
Distance to Kirakira (km)
Population estimate
Consultation point
Ward
Observations
Wairato Stream
35.2
9
Waita 1 River
37.0
9
Used to be a timber bridge
Koakoana
9
New cocoa plantings
Kaokaona
150
Manasugu Nurse Aid Post
20
Koakoana
9
Waimasi stream/village
37.0
80
Koakoana
9
Primary School, used to be a log bridge, needs new culvert
Puira River/village
44.3
80
Macedonia
9
River has two channels, coconut plantation in good condition, cocoa
Tarihu River
45.4
9
Gravel pit used by Middle Island Logging Co camp, exPWD camp site
Manitawaniuhi River/village
47.9
> 1060
Macedonia
9
Middle Island Logging Camp, large settlement moved to road, new hybrid plantings
Mankiri Stream/village
48.8
70
Macedonia
9
Elite Logging Co
70
Macedonia
9
Moito
50
Macedonia
9
210
Macedonia
9
> 60
Macedonia
Macedonia River/village
50.4
Fagani 52.2 km
9
Haumera Stream
53.0 km
9
Kakaorana/P School Haoha River
Used to be a timber bridge
9
Wiwinao Stream Mantangi
Logging shipping point
30
Macedonia
9
>155
Macedonia
9
54.9 km
9
An old broken log bridge
Used to have a log bridge
Aupare River/village
57.2 km
100
Macedonia
9
Waita 2 River/village
59.0 km
130
Borodao
9
Log bridge built by YKB logging
290
Borodao
8
Good copra
18
Borodao
8
Primary School + Nurse Aid Post, good gravel
>500
Borodao
Manuaro/ Toroiwango Wango River/P School
61.9 km
Borodao Manihau Stream
62.4 km
Wainuri
63.5 km
180
8
Borodao
8
Needs culvert
8
YKB Logging Camp, new cocoa, culvert needed
C. NO ACCESS (VILLAGES BEYOND WARIHITO RIVER) Location
Distance to
Population
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Consultation
Ward
Observations Appendices - Page 6
Solomon Islands Road Improvement (Sector) Project
Kirakira (km)
estimates
Nagau
500
Point Makohigo
12
Coconuts and Cocoa - expanding new hybrid planting
Nava'a Village
Makohigo
12
Coconuts and Cocoa - expanding new hybrid planting
Sumarao
Makohigo
12
Coconuts and Cocoa - expanding new hybrid planting
Naupavoro
Makohigo
12
Coconuts and Cocoa - expanding new hybrid planting
Wahuhu
Makohigo
12
Coconuts and Cocoa - expanding new hybrid planting
Makoihigo
Makohigo
12
Coconuts and Cocoa - expanding new hybrid planting
Taretarena
Makohigo
12
Coconuts and Cocoa - expanding new hybrid planting
Warihito River
17.3
Warahino
Coconuts and Cocoa - expanding new hybrid planting
Haurari
Warahino
11
Coconuts and Cocoa - expanding new hybrid planting
Maerongosia
Warahino
11
Coconuts and Cocoa - expanding new hybrid planting
Goge
Warahino
11
Coconuts and Cocoa - expanding new hybrid planting
Warohino
Warahino
11
Coconuts and Cocoa - expanding new hybrid planting
Sughuwasi
Warahino
11
Coconuts and Cocoa - expanding new hybrid planting
Nawote RTC Ongo River
Warahino 16.2
Baro stream Baro Farm and Village Waita River
110 12.4
Waita (East)Village
35
Mwaniwiriwiri Village Mwaniwiriwiri River
420 10.2
Hagavu Village
126
Hagavu stream Barabaraora Village Barabaraora stream
TA 48-SOL IPSA Wainuri – Kirakira & Kirakira - Warihito June08
155
11
Coconuts and Cocoa - expanding new hybrid planting
11
Log bridge needs repair
11
Good condition concrete box culvert Coconut, teak and cocoa plantations incl. new hybrids, old Elite Logging Co Camp.
Mwaniwiriwiri
11
Mwaniwiriwiri
11
Mwaniwiriwiri
11
Nurse Aid Post and Primary School
Mwaniwiriwiri
11
Coconut and cocoa plantation including new hybrid cocoa plantings.
Mwaniwiriwiri
11
Log bridge requires urgent attention (supports collapsed), coconut and cocoa
Mwaniwiriwiri
11
Logging camp, coconut Plantation
Mwaniwiriwiri
11
Good condition culvert
Mwaniwiriwiri
11
Coconut and cocoa plantation including new hybrid cocoa plantings.
11
Culvert need replacement
Appendices - Page 7
Solomon Islands Road Improvement (Sector) Project
Appendix 3 – Land Ownership & Use Maps Map 1 – Magoha River Crossing
TA 48-SOL IPSA Wainuri – Kirakira & Kirakira - Warihito June08
Appendices - Page 8
Solomon Islands Road Improvement (Sector) Project
Map 2 – Wairaha River Crossing
TA 48-SOL IPSA Wainuri – Kirakira & Kirakira - Warihito June08
Appendices - Page 9
Solomon Islands Road Improvement (Sector) Project
Map 3 – Maepua River Crossing
TA 48-SOL IPSA Wainuri – Kirakira & Kirakira - Warihito June08
Appendices - Page 10
Solomon Islands Road Improvement (Sector) Project
Appendix 4 – Details of Costs of HIV/STIs Awareness and Prevention Program Item A.
B. B.1
B.2
C. D.
Contractor Awareness Training (Oxfam) IEC materials Airfare Food Accommodation Torch and batteries Lifejacket hire Transport: boat hire Transport: fuel Community awareness raising & prevention Oxfam TOT to Facilitators Airfare for Oxfam TOT Stationary (pens, clipfiles, notebooks, flipcharts, paper roll) Transport: boat hire Transport: fuel Lifejacket hire Food Torch and batteries Accommodation Delivery of Community A&P IEC materials Stationary (pens, clipfiles, notebooks, flipcharts, paper roll) Venue hire Accommodation for facilitators Food for facilitators Per diem Transport: boat hire Transport: fuel Lifejacket hire Village meeting provisions Generator fuel (diesel) Communications Torch and batteries Subtotal Contingency (10%) TOTAL
TA 48-SOL IPSA Wainuri – Kirakira & Kirakira - Warihito June08
Basis
Rate (SBD$)
Total (SBD$)
No.
Total (US$) 0.1326 2,358 0 620 292 530 11 4 530 371 7,418 3,766 620
1,168 100*5.5 200*5 20 3.50 500 2,800
4 4 4 4 4*2 8 1
pax
1,168
4
17,780 0 4,672 2,200 4,000 80 28 4,000 2,800 55,946 28,400 4,672
LS
150
2
300
40
500 1,400 3.50 100*3.5 22 200*3
2 1 2*12 22 2 22
1,000 1,400 84 7,700 44 13,200 27,546 0
133 186 11 1,021 6 1,750 3,653 0
150
9
1,350
179
35 18*30 18*100 18*50 500 1,875 3.50 6,500 150 50 20
5 4 5 6 2 1 18*2 1 1 7 18
175 2,160 9,000 4,500 1,000 1,875 126 6,500 150 350 360 73,726 7,373 81,099
23 286 1,193 597 133 249 17 862 20 46 48 9,776 978 10,754
gratis pax pax/day pax/day pax day day LS
day LS day pax/day pax pax/day gratis team day pax/day pax/day pax/day day LS day LS can team pax
Appendices - Page 11
Solomon Islands Road Improvement (Sector) Project
Appendix 5 – Participants in RRA and Meetings Location of Meeting
Date
Participants
Designation
Nawote:
15/08/2007
Nemesio Migioga
Farmer
Philip Marauhu
Farmer
Lawrence Wang
Chief
Mathias Raroi
Chief
Milikiore Mae
Farmer
Claudius
Chief
Moses Kangia
Chief
Michael Mamaru
Chief
Donasiano Maesiuna
Chief
Frank Rahiru
Chief
Moffat Tahina
Farmer
Andonasio Warere
Chief
Joshua Ngagigahi
Chief
Michael Woto
Chief
Severino Weo
Chief
Hon. Benedict Tahi
MPA
Mr. David Raukiki
Teacher
Mr. Ezekiel Bii
Teacher
Mr. Philemon Rarie
Teacher
Simon Nungi
Chief
Michael Giro
Chief
Joseph R. Sirai
Retired teacher
Samson Haga
Farmer
Peter Tora
Land Owner
Gad Kawo
Farmer
Joida Miri
Land Owner
Jennifer Haga
Housewife
Unice Kauto
Housewife
Magrette Mea
Farmer
Moses Wabivo
Land Owner
Janet Bania
Housewife
Abbie Sirai
Housewife
William Tohea
Land Owner
Nawote RTC, Namakohigho, Goqe, Maerongosia, Manasughu, Sughuasi and Warohinou
Mwaniwiriwiri:
Mwaniwiriwiri, Bwaro, Nanamu and Pwarapwaraora
10/08/2007
TA 48-SOL IPSA Wainuri – Kirakira & Kirakira - Warihito June08
Appendices - Page 12
Solomon Islands Road Improvement (Sector) Project
Arohane
11/08/2007
John Tauni
Farmer
Adriel Hare
Farmer
Edwin Ragon
Land Owner
Saue Kelly
Farmer
Jackson Haga
Land Owner
Unice Kelly
Housewife
Annie Kaisuka
Farmer
Mathew Tawori
Land Owner
John Roni
Farmer
Max Norman
Farmer
Joyma Bare
Land Owner
Jeffery Koukou
Farmer
John Rahe
Chief
Alick Raro
Land Owner
Sam Kelly
Farmer
Romano Haga
Teacher
Godfrey Waisi
Elder
Nelson Nawani
Carpenter
Thomas Tauni
Chief
Alfred Gari
Elder
Dominic Wataka
Chief
Paul Francis Waisi
Catechist
Michael Pini
Farmer
Calisto Maesi
Chief
Isaac Waisi
Chief
Henry Haga
Chief
Ruth Haga
Teacher
Agnes Waisi
Secretary Women
Lawrence Harumae
Elder
George Mara
Farmer
Peter Haga
Farmer
Jack Muri
Farmer
Israel Nahu
Farmer
Henry Wapu
Farmer
Sam Tagi
Farmer
James Haga
Farmer
Thomas Tauni
Farmer
James Haruharu
Farmer
TA 48-SOL IPSA Wainuri – Kirakira & Kirakira - Warihito June08
Appendices - Page 13
Solomon Islands Road Improvement (Sector) Project
Tawani:
Tawani, Toghori, Pawa & Bauro
12/08/2007
Mathew Tauni
Farmer
Luke Haga
Farmer
David Fredener
Save the children officer
James Salia
Farmer
Martin Mauriasi
Shopkeeper
Gray Nako
Public Health Officer
James Michael
Farmer
Suzie Wateoa
Housewife
Participants
Designation
Matilda Tohea
Housewife
Freda Bwagi
Housewife
Agnes Tareriu
Health Promotion Officer
Judith Tauni
Housewife
Roselyn Bae
Housewife
Martin Bwau
MUP employer
Claudius Take
Farmer
Philip Tareriu
Church Committee Member
Ben Nanau
Catechist
David Haga
Teacher
Jack Fauga
Farmer
Joseph Rikisi
Farmer
Alex Bwagi
Farmer
Mathew Koko
Farmer
Regina Katoto
Housewife
Mildina Taromane
Housewife
Matilda Moremae
Housewife
Nelly Bina
Housewife
Rosemary Pali
Sunday School Teacher
John Towo
Catechist
Jackson Tara
Carpenter
Tony Nugimu’u
Farmer
Hilmon Woimea
Farmer
Silvester Noisi
Farmer
Festus Tauni
Student
Nelly Kamagau
Housewife
Unic Kaharai
Housewife
Anna Silai
Housewife
Bodai Florence
Housewife
TA 48-SOL IPSA Wainuri – Kirakira & Kirakira - Warihito June08
Appendices - Page 14
Solomon Islands Road Improvement (Sector) Project
Mu'u:
15/08/2007
Mu’u and Risu Ngorangora:
14/08/2007
Ngorangora & Matanagoa
Manibena:
Manibena & Mwanihuki
13/08/2007
Philip Tauni
Chief/catechist
Andrew Wahinua
Chief
Alice Vuon
Member-RC Group
Eddie Maka’a
Fisherman
Hugo Bwagi
Farmer
Serah Bwagi
Housewife
Hudson Muri
Farmer
M. Kaisura
Housewife
Edith Kakagamahe
Housewife
Zephaniah Mae
Farmer
Nester Mae
Housewife
Mary Kawake
Student
Hilda Maea
Housewife
Participants
Designation
Sam Tawakesa
Farmer
Selina Cambell
Housewife
Paul Wadewga
Farmer
Ezabeth Kagadua
Housewife
Rebecca Kawaki
Housewife
Paul Wadunamwane
Farmer
Emmily Bwagi
Housewife
Philip Haga
Farmer
Jeffrey Tonia
Farmer
Johnson Mae
Farmer
Joyce Mae
Housewife
Beverlyn Waoha
Housewife
Tresa Adu
Housewife
Gravis Wasi
Farmer
Annie Mae
Housewife
Nolex Wamea
Farmer
Willson Wainun
Farmer
Robert Taemwane
Farmer
John Kirimaoma
Farmer
Emma Pwahe
Teacher
Elizabeth Momore
Housewife
Benardetta Rubasioha
Housewife
Alice Paia
Housewife
Belinda Taupini
Youth
TA 48-SOL IPSA Wainuri – Kirakira & Kirakira - Warihito June08
Appendices - Page 15
Solomon Islands Road Improvement (Sector) Project
Jesinta Karite
Housewife
Mary Ngereghapi
Housewife
Edie Waogha
Farmer
Patrick Ramoru (Jr)
Youth
Nijol Taro
Youth
Matildas Maetahi
Housewife
Andrew Ngereghapi
Chief
Chrislle Awasi
Youth
Michael Taghai
Farmer
Henry Watea
Farmer
Seraphino Mautoro
Farmer
Kevin Tare
Farmer
Marino Hahaetangia
Farmer
Stephen Tawaitangi
Youth
Mathew Waitau
Youth
Edie Ramo
Youth
Ephrain Wamwea
Youth
John Bwaghamamu
Chief
Georgina Rumu
Housewife
Margaret Bwaurai
Housewife
Humphrey Rumu
Farmer
Erasmus Tono
Farmer
Stephen Tawaitangi
Farmer
Participants
Designation
Ishmael Maka
Farmer
Edie Taro
Farmer
Ester Murisia
Housewife
Loreta Murisi
Youth
Casper Awasi
Farmer
Pancrasio Uramao
Youth
Enock Raha
Youth
Godfrey Bwau
Youth
Sighapu
Youth
Anna Taku
Housewife
Philothea Piria
Housewife
Selwyn Takua
Youth
Hubert Waena
Farmer
Domenic Taro
Farmer
TA 48-SOL IPSA Wainuri – Kirakira & Kirakira - Warihito June08
Appendices - Page 16
Solomon Islands Road Improvement (Sector) Project
Kokana:
Severino Vusia
Farmer
Albert Wote
Farmer
Marthur Ka’ataha
Housewife
Emmanuel Rumu
Farmer
Bartholomew Wamwea
Farmer
6/03/08
Ben Wasmani
Chief
14/08/2007
Cecil Peter
Village Chairman
Edward Sewia
Village rep
Shedrach Sewia
Village Chief
Martin Chris
Village rep
Brian K’io
Village rep
Duddley Vaka
Village rep
David Lau
Village rep
Baphet Bavolo
Village Elder
Patterson. N.
Village Elder
Emma Sewia
House wife
Clera Leinga
House wife
Margaret Dita
House wife
Margaret Mugua
House wife
Joan Ngingalo
House wife
Mary Manu
House wife
Danny Dix
Village Vice Chairman
Phyllis Sa’a
House wife
Thomas Temoa
Village rep
Emily Mungale
Village rep
Alice Melive
House wife
Christian Sute
Village rep
Trevor Tamoli
Village rep
8/03/08
John Ruanamae
Chief
13/08/2007
Jackson Vaka
F5 prefect
Jeroboam Sasarau
F5 prefect
Arthur Purunga
F6 student
C Jay Higgs
F5 student
Onesmu l
F6 student
Henry H
F6 student
Smith Kalisanau
F6 student
John Mark Nalbaki
F5 student
George Iniomea
F6 student
Kokona, Maepua, Rongodeni & Riri
Pamua:
Pamua, Rahurahu & Rawake
TA 48-SOL IPSA Wainuri – Kirakira & Kirakira - Warihito June08
Appendices - Page 17
Solomon Islands Road Improvement (Sector) Project
Leslie Bualea
Student
Clint Rex
F5 prefect
Hudson Sulu
F5 prefect
Kennedy Riuta
F5 captain
Jeffrey Ravin
F6 student
Nicolas Fiula
F6 student
Paul Gaviro
F5 student
Macklyn Bua
F5 student
Suah Hamilton
F5 student
Job Tawa
F5 student
Chriss Ossie
F6 student
Wykes Huori
F6 student
Tropa
F5 student
George Muri
F5 student
Tamasi Alex
F6 student
Leslie Qarenaone
F6 student
Manson Tare
F5 student
Tomson Havilegu
F5 student
Nelson Lonely
F5 student
Babra Ngahumwara
F5 student
William Namoriu
F6 student
Thompson Ori Jr
F6 senior prefect
Johnson Pupura
F6 senior prefect
Webster Hio
Head Boy
Dominic Pitu
F6 student
Barnabas Blem
F6 student
Huston Ray
F6 student
Morris Roaiy
F6 student
Timothy Hagu
Student
Goergehill Timothy Faifu
F5 student
Donald Gwao
F5 student
Simon Peter Tonia
Teacher
Zachariah Tala
Teacher
Norman Titiri
Microscopist
Cornelius Lau
Teacher
Monogari Ham
Teacher
Philistus Polokeni Lau
Teacher
TA 48-SOL IPSA Wainuri – Kirakira & Kirakira - Warihito June08
Appendices - Page 18
Solomon Islands Road Improvement (Sector) Project
Nukuakaisi:
Nukukaisi, Kaokaona & Makirima
John Sotamana
Teacher
Castro Muaki
Teacher
Loretta Matawa
Teacher
Janet Vickers
School matron
George Kwarea
HOD science
Mathew Bwau
Deputy Principal
Johnstill sahumane
Teacher
Participants
Designation
Norma Matawasau
F6 student
Suesta Ngelea
F6 student
Serander Kariamae
F6 student
Jerolyn Bosa
F6 student
Esther Aitora
F6 student
Edith Ului
F6 student
Ireen Serah
F6 student
Prisca Brina
F5 student
May Boime
F6 student
Joyce Gregory
F5 student
Barbara Awao
F6 student
Ellah Roroi
F6 student
Anika Awa
F6 student
Marilyn Tinoli
F5 student
Lovinta Nawi
F5 student
Joycelyn Mahoniha’a
F5 student
Sanix Hyla
F6 student
Mary Dara
F5 student
Roselyn Mapuru
F5 student
Jessie Malau
F5 student
Gillian Niminima
F5 student
7/03/08
Ham ramone
Chief
13/08/2007
Ronney Sengasu
Fisher man
Robert Wawaikiki
Chief
Godfrey Ariki
Farmer
Faretasi
Fisher man
Tongi Adu
Farmer
Alick Sulu
Farmer
David Riumano
Farmer
Morgan Sukirakira
Farmer
TA 48-SOL IPSA Wainuri – Kirakira & Kirakira - Warihito June08
Appendices - Page 19
Solomon Islands Road Improvement (Sector) Project
Manitawaniuhi:
Manitawaniuhi & Waita
11/08/2007
Tom Hagausu
Farmer
Tony Maitonga
Farmer
Graig H
Farmer
Lazarus W
Farmer
Lawrence Rawgi
Farmer
Mansugu
Farmer
James
Teacher
Rowgo
Farmer
Rotu
Farmer
Andrew Waforomae
Chief
Robert Taua
Catechist
Freda Campbell
Teacher
Edmond Taro
Teacher
Participants
Designation
James Pilei
Fisher man
John Manu
Village vice Chairman
Peter Waitasu
Village Elder
Johnson Wari
Elder
Joseph Tarau
Teacher
Gabriel Matai
Wages earner
Barnabas Rau
Elder
Mary watehau
M.S.S. Leader
Susie Sau
Companion member
Regina Tohe
Teacher
Naphtalie Kita
Farmer
Patricia
House wife
Anne Lua
House wife
Silon Mae
House wife
Veronica
House wife
Robert .M.
Youth leader
Margaret Sau
Assist. Youth leader
Ellen
House wife
Dorah Rau
House wife
Joycelyn Tama
House wife
Esther Saumamali
Student
Noel Mamau
Parish Youth Coordinator
Bartholomew Saurosi
Chief
Meadows Sunaone
Teacher
TA 48-SOL IPSA Wainuri – Kirakira & Kirakira - Warihito June08
Appendices - Page 20
Solomon Islands Road Improvement (Sector) Project
Kakaora’ana:
Kakaora’ana & Fagani
10/08/2007
Mary Ranikeni
Village member
Joycelyn Sunakani
House wife
Walter Taraharu
Chief
Jacob Nunusi
Catechist
Jack Tony Raeri
School teacher
Bartholomew Ramo
Farmer
Alison Uta
Catechist
Walter Pinihi
Farmer
Sarah Aosi
House wife
Emily Putu
House wife
Norman Manu
Farmer
Alice Solomoni
Farmer
Nelson Hugo
Farmer
Rebecca Waiau
House wife
Sarah Filosi
Farmer
Reuben Tako
Farmer
John Patterson
Farmer
Everlyn Jack
Farmer
Margaret Tahisi
Farmer
Rhoda Aosi
House wife
Julia Taro
House wife
Emily Watehinua
House wife
Matthew Matai
Farmer
Participants
Designation
Pepetua
Farmer
Rose Rua
Farmer
Rose Rapasia
House wife
Edna Manu
House wife
Manasseh Ruma
Farmer
Susan Katairiu
Farmer
Leonard Burunganitoro
Farmer
Albert Take
Farmer
Calwin Iri
Farmer
Meshach Sinatau
Farmer
George Kita
Farmer
Daisy kawawaru
House wife
Silas Maesirima
Farmer
Fred Taro
Farmer
TA 48-SOL IPSA Wainuri – Kirakira & Kirakira - Warihito June08
Appendices - Page 21
Solomon Islands Road Improvement (Sector) Project
Borodao:
9/08/2007
Borodao & Waita
Wainuri:
9/08/2007
Matthew Gege
Farmer
Wesley
Farmer
David Baau
Farmer
Peter M
School committee member
Michael Harara
Vestry chairman
Luke Abotaimae
Priest
John Taki
Farmer
Peter Lui
Farmer
Joseph Ungani
Farmer
John Watoto
Farmer
Rueben Mwaruru
Catechist
John Mwaruruiabu
Farmer
Jeoffrey Mae
Farmer
Charles Asuha’a
Farmer
Catherine Asuha’a
House wife
Veronica Harara
World Vision Committee member
Ellen Mamu
Village youth committee member
Hellen .F. Mwaruru
Mother’s Union Committee member
Douglas Waura
Mother’s Union Leader
Hellen Au
Companion Committee member
Noelyne Kaukui
Mother’s Union Committee member
Hannah Ngau
Farmer
Margaret Katoto
House wife
Margaret Orioma
House wife
Mayble Kaisi
House wife
Mirrian Iairobo
House wife
Mary Taro
Village representative
Richard Mono
Village representative
Bazil Tararu
Village representative
Participants
Designation
Yancy
Village representative
Elton Bua
Village representative
Reginald Nanasi
Village representative
Collensa .M.
Village representative
Vaelyne .B.
Village representative
Richard T
Business Man
Doal F
Primary School Chairman
TA 48-SOL IPSA Wainuri – Kirakira & Kirakira - Warihito June08
Appendices - Page 22
Solomon Islands Road Improvement (Sector) Project
Wainuri, Tadahadi & Takira
Elma F
Kindergarten Teacher
Rose Basu
Community member
Angie J Fititei
Community Resource Person
Friday
Fisherman
Albert Mahoroi
Community Elder
Frazer Miller
Community Chairman
Peter Heia
Community Catechist
Dudley Raheimae
Community Member
Abotai
Community Member
Joseph Losa
Community Member
TA 48-SOL IPSA Wainuri – Kirakira & Kirakira - Warihito June08
Appendices - Page 23
