The World Bank Second Sao Tome e Principe Transport Sector Development and Coastal Protection Project (P178353) @#&OPS~Doctype~OPS^blank@pidconcoverpage#doctemplate Project Information Document (PID) Concept Stage | Date Prepared/Updated: 26-Jul-2023 | Report No: PIDC35360 @#&OPS~Doctype~OPS^dynamics@pidbasicinformation#doctemplate BASIC INFORMATION Jul 27, 2023 Page 1 of 11 The World Bank Second Sao Tome e Principe Transport Sector Development and Coastal Protection Project (P178353) A. Basic Project Data Project Beneficiary(ies) Operation ID Operation Name Sao Tome and Principe P178353 Second Sao Tome e Principe Transport Sector Development and Coastal Protection Project Region Estimated Appraisal Date Estimated Approval Date Practice Area (Lead) EASTERN AND SOUTHERN 18-Dec-2023 16-Aug-2024 Transport AFRICA Financing Instrument Borrower(s) Implementing Agency Investment Project Ministry of Finance, AFAP, INAE Financing (IPF) Planning and Blue Economy Proposed Development Objective(s) The project development objective is to improve transport connectivity, safety, and transport resilience to climate change @#&OPS~Doctype~OPS^dynamics@pidprojectfinancing#doctemplate PROJECT FINANCING DATA (US$, Millions) SUMMARY Total Operation Cost 35.50 Total Financing 30.00 of which IBRD/IDA 30.00 Financing Gap 5.50 DETAILS World Bank Group Financing International Development Association (IDA) 30.00 IDA Grant 30.00 @#&OPS~Doctype~OPS^dynamics@envsocriskclassification#doctemplate Environmental and Social Risk Classification Concept Review Decision Substantial The review did authorize the preparation to continue Jul 27, 2023 Page 2 of 11 The World Bank Second Sao Tome e Principe Transport Sector Development and Coastal Protection Project (P178353) Other Decision (as needed) B. Introduction and Context Country Context 1. The Democratic Republic of São Tomé and Príncipe (STP) is a small island state comprised of two main volcanic islands, and several islets located off the west coast of central Africa in the Gulf of Guinea. São Tomé, the largest island, covers an area of 859 km² with over 220,000 inhabitants. Príncipe Island, situated 150 km to the north, covers about 142 km² with over 8,000 inhabitants. The country is divided into six districts (Agua Grande, Cantagalo, Caué, Lembá, Lobata, Mé-Zóchi) plus the Autonomous Region of Príncipe (RAP), which has been self-governed since 1995. 2. As a small island developing state, STP is highly vulnerable to the effects of climate change and sea level rise. STP shares many of the challenges affecting other West African coastal countries and other small island nations: severe coastal erosion and shoreline loss; overexploitation of fisheries and coastal aggregates; coastal pollution; rapid urbanization and unsustainable land use; and overlapping policies affecting the governance of the coast. The negative impacts of Climate Change are evident in all sectors of the national economy including transport and coastal zones and population. Climate change adaptation and risk reduction from climate change impact is a priority for the national authorities. STP has taken steps to identify measures to contribute to the reduction of national greenhouse gas (GHG) emissions and improve resilience to climate change. However, the implementation of these measures both for adaptation and mitigation requires financial resources and institutional capacity. 3. STP is a low-middle income country facing development challenges typical of small island nations . In 2020 the country’s per capita gross national income was estimated at US$4,260 in purchasing power parity (PPP), and its per capita gross domestic product (GDP) at market exchange rates was US$2,158. More than a third of the population live below the global poverty line of US$1.90 (2011 PPP) per person per day. Low government capacity and high fixed costs of public goods limit effective investments in human development, and an undiversified production base. STP is heavily dependent on grants and concessional loans for fiscal and external financing. STP’s economy is based on services and the primary sector, with an almost non-existent industrial sector. The main economic activities are tourism, retail, transport, communication, and construction. Agriculture and fishing are a mainstay for the majority of the population despite their modest contribution to GDP. São Tomé and Príncipe faces the usual hardships associated with small island states with limited natural resources. Domestic production is small, with almost all consumer goods being imported. The main agricultural product is cocoa, whose production is largely exported, although exports volumes have declined in the last couple of years due to weather related problems. Capital goods and fuels are also imported. Tourism is a relevant economic activity – generating more foreign currency inflow than cocoa – but still far from its potential in terms of exports, GDP contribution and job creation. 4. A large increase in external grant financing offset the negative impact of COVID-19 on the tourism sector, allowing the economy to grow in 2020. At the height of the pandemic, STP’s economy was hit by a near total halt in tourism, one of the main growth drivers of the economy prior to the pandemic, as well as mobility restrictions to contain the spread of the virus. According to government statistics, these pandemic-related shocks were, however, Jul 27, 2023 Page 3 of 11 The World Bank Second Sao Tome e Principe Transport Sector Development and Coastal Protection Project (P178353) more than offset by increased government spending and investment, financed by exceptionally large donor financing. Accordingly, STP’s GDP grew by 3.1 percent in 2020 compared to 2.2 percent in 2019. Poverty is projected to have declined slightly in 2021, from 35.4 to 35.2 percent (at the international poverty line of US$1.9 per day 2011 PPP). 5. The small archipelago state of São Tomé and Príncipe (STP) is particularly vulnerable to climate-related hazards such as floods, coastal/river mouth flash floods, storms, and drought episodes. These events are very likely to become more frequent and more intense due to global climate change, and they have significant impacts on critical sectors such as agriculture, fisheries, and transport. Most of the national infrastructure is located in low lying areas along the shoreline, including the port, airport, the oil reservoirs, hotels, and therefore, directly exposed to the elevation of the sea-level, which, in addition to increased consequences of coastal flooding, exacerbates the coastal erosion. Moreover, the coastline is already fragile due to unsustainable sand extraction practices. The developments in the coastal areas, often based on the plans developed during the colonial period, have not integrated those threats. For instance, the road connecting the airport to the city center was washed away by the sea around thirty years ago. The current road section was rebuilt 30 meters further inland, but in a place which will also be exposed to climate change impacts in the future. More recently, a storm hit STP in December 2021, leaving two people dead and at least six missing and causing major damage to infrastructure and disruption to economic activities. The World Bank is providing emergency support to rebuild three bridges that were destroyed by the storm. Sectoral and Institutional Context 6. The responsibility for all transport related activities in São Tomé and Príncipe (STP) fall within the Ministry of Infrastructure, Natural Resources and Environment (MIRNA). STP has a total of 1,317 km of roads out of which 331 km are paved. The National Institute of Roads (INAE-Instituto Nacional das Estradas) manages the road network and transport services are regulated by the Directorate for Transports and Communication (DTC). The National Road Fund (Fundo Rodoviário Nacional, FRN), an autonomous government fund oversees financing of road maintenance activities. INAE is responsible for road maintenance, implements the road development strategy, plans road projects, and compiles and manages a road database. 7. STP uses a community-based approach to maintain its road network. This approach is mainstreamed as a road management practice through community associations (Grupos de Interesse para Manutenção de Estradas, GIME) which are organized under the national federation (FNAME - Federação Nacional para Manutenção de Estradas). The associations were established with the support of the European Development Fund in 2005. There are 32 GIMEs covering all the country and each GIME has on average 50 members from local communities. GIMEs carry out routine maintenance of both paved and unpaved roads. They also undertake a more elaborate road maintenance intervention such as filling potholes and some coastal protection and slope stabilization works (i.e. gabions). GIMEs used to cover the whole country's road network routine maintenance work (1,300km) at an average unit cost of $1,000/km/year. However, GIMEs cover currently only 860 km due to budget constraints. 8. The Sao Tome e Principe Road Fund (Fundo Rodoviário Nacional, FRN), established in 2005, is supposed to cover all routine maintenance needs, estimated at US$1.3 million/year, but it has currently difficulties in mobilizing revenues (fuel levy, vehicle license fee, vehicle import fees, traffic fines, and a levy on vehicle insurance). Currently only the proceeds from the fuel levy (US$0.25 m) are mobilized and channeled directly to the FRN. The institutional Jul 27, 2023 Page 4 of 11 The World Bank Second Sao Tome e Principe Transport Sector Development and Coastal Protection Project (P178353) set up between FRN and the GIMEs needs to be consolidated along with their financing mechanism and improved road management practices. The total financing gap for road maintenance needs and the level of road user charges (fuel levy, vehicle license fee and levy on vehicle insurance) that are required to fill the financing gap are unclear. Further support is required to develop a road asset management system with a climate-resilience focus and to improve the technical and management capacity of INAE, FRN and GIMEs. 9. Protection of road infrastructure against coastal hazards is a challenge. Built on a volcanic island, STP’s population and economic activities are mainly located along the attractive coastlines. Therefore, a large part of the national road network (National Roads 1 and 2) is located along the coast, and the urban road along the waterfront of Sao Tome city are particularly exposed to coastal hazards (erosion and inundation). Stronger and increasingly unpredictable spring tides, combined with extensive sand mining, have led to high rates of coastline erosion (about 0.2-1.2 meters a year), which exacerbates the threat to the coastal infrastructures. The current coastal protection structures are degrading and no longer adequately protect the sea front and some of the main roads from both the impacts caused by submersion, and by the erosion, affecting the pavement and the structure of the road. There are a few localized temporary interventions, but not at the scale which could protect the road infrastructure in the long term. 10. Connectivity along the National Road N1 (EN1 – Estrada Nacional 1) and coastal protection is key to enable private sector activity and achieve wider economic impact. The EN1 provides transport access to around 60 % of Sao Tome’s population. It connects Sao Tome (70,000 inhabitants)1 to Guadalupe (20,000), Neves (15,000) and Santa Catarina along a distance of 44 km. The segment from Sao Tome to Guadalupe, with 15 km in length, is currently being rehabilitated with World Bank support. The 14 km segment between Guadalupe and Neves and the 19 km between Neves and the end of EN1 in Ponta Furada (a few kilometers past Santa Catrina) is 5-6 meters wide road with a dangerous horizontal and vertical alignment, with a long portion of coastal road bordering non- stabilized high slope on one side and the sea on the other side with occasional sea walls protection. It is mostly in bad condition and in need of rehabilitation. The average traffic is around 1,500 vehicles/day with a high presence of motorcycles in urban/town areas. The road is also used by trucks to transport fuel, which is used to generate electricity, and beer from Neves to the rest of the country, including to the island of Principe. It also provides access to coffee, cocoa and other small-scale agricultural units 11. Road Safety remains a major issue in STP. The number of traffic fatalities was estimated at 55 per year2, or a rate of 27.5 persons per 100,000 of population in 2016. This is higher than the African average of 26.6 and is ten times the rates experienced in best performing countries in the world. The number of motorcycles has also increased significantly in STP and this presents an additional challenge to road safety. Road traffic fatalities can cost the equivalent of up to 9% of the GDP every year, disproportionately affecting the poorest households. Fatalities are also greatly underreported, with an estimated 1 out of 2 fatalities not being recorded in official statistics. 12. Transport contributes to gender gaps in secondary education. In terms of education, girls’ and boys’ access to primary education in STP is nearly universal. However, there is a substantial difference in girls’ probability to complete secondary school compared to primary school. The probability for girls to complete secondary school is 64.1 percent against 99.4 percent probability to complete primary school.3 Several barriers can explain this fact such as an insufficient number of 10th to 12th grade high school facilities coupled with long distance to reached 1 2012 population census 2 Global Status Report on Road Safety 2018. World Health Organization 3 Sao Tome and Principe, 2018. Education sector analysis report Jul 27, 2023 Page 5 of 11 The World Bank Second Sao Tome e Principe Transport Sector Development and Coastal Protection Project (P178353) them, and concerns about gender-based violence (GBV) on the way to and return from schools. There are even concerns about GBV taking place in the school environment.4 13. Gender gaps persist in female labor force participation in the transport sector in STP. Labor force participation, occupational segregation is evident in the country, with women concentrated in less skilled and lower remunerated jobs that are aligned with traditional ideas of women’s role in the society. For instance, women hold only 5% of jo bs in transport, storage, and communication in the country as of 2021 data5. Relationship to CPF 14. The proposed project is well aligned with the recommendations of the Systematic Country Diagnostic (SCD) for STP (Report 163801-ST) and with the most recent policy recommendations for STP6, which identified the lack of connectivity as a barrier for private sector development. The SCD informs the Country Partnership Framework under preparation, which is expected to focus on growth and employment creation potential, as part of a development model that builds on and protects STP’s natural wealth. By supporting investments in institutional strengthening and coastal resilience, this project contributes to these objectives. The project aims to reduce STP’s present and future vulnerability to climate change and enable private sector economic activity through improved connectivity. The project is aligned with IDA20 themes on climate change and gender. The most recent WBG policy recommendations to boost growth and resilience in STP, and the previous CPS, which is currently being updated, place emphasis on creating an environment that encourages a thriving tourism, fisheries, and agricultural sectors. The proposed project contributes to these objectives by enhancing the resilience of a key link that concentrates a significant portion of the country’s economic activity. 15. The proposed project is likely to be Paris-aligned and will contribute to the implementation of the “Nationally Determined Contribution (NDC)� prepared by São Tomé and Príncipe for the twenty-first session of the Conference of the Parties (COP21). NDC summarizes the principal measures required to adapt to climate change risks. The main climate change adaptation measures stated in the NDC include resilience to erosion and to maritime as well as river and storm flooding of coastal areas through improved Coastal Protection of vulnerable communities. The rehabilitation of the proposed segment of EN1 is not expected to lead to additional capacity and is not easily substituted by other modes. Therefore, the project is expected to be universally aligned and to not require further assessment. C. Proposed Development Objective(s) 16. 17. The project development objective is to improve transport connectivity, safety, and transport resilience to climate change Key Results (From PCN) 4 World Bank, 2019-COUNTRY ECONOMIC MEMORANDUM for Sao Tome and Principe: https://documents1.worldbank.org/curated/en/826781562912158832/pdf/Country-Economic-Memorandum-Background-Note-13-What-do-we-know- about-gender-in-S%C3%A3o-Tom%C3%A9-and-Pr%C3%ADncipe.pdf 5 ILOSTAT, 2021: https://www.ilo.org/shinyapps/bulkexplorer41/?lang=en&segment=indicator&id=EAP_2WAP_SEX_AGE_RT_A 6World Bank. São Tomé and Príncipe: Leveraging Natural Wealth to Build Opportunities. Policy recommendations to boost growth and resilience. March 2023. Jul 27, 2023 Page 6 of 11 The World Bank Second Sao Tome e Principe Transport Sector Development and Coastal Protection Project (P178353) 18. The key expected results from the implementation of the project and the respective monitoring indicators are: a) Enhanced transport connectivity. This will be measured through: - Indicator: Reduction in travel time on the project road section (minutes). b) Improve road safety on the project road section. This will be measured through: - Indicator: Reduction in road traffic fatalities on the project road section (100 million vehicle-km). c) Improve resilience to climate change on project roads: - Indicator: Population with enhanced access to more resilient transport. (Inhabitants) D. Concept Description 19. The proposed Second Transport Development and Coastal Protection Project will rehabilitate National Road EN1 from Guadalupe to Neves, as well as finalize studies for the remainder of EN1 between Neves and Ponta Furada (beyond Santa Catarina) (19 km). The proposed project will adopt climate resilience measures to protect the road project from landslides and sea erosion. The project will also strengthen the technical and management capacity of INAE. 20. The proposed project will consist of four components totaling US$35.5 million: Component US$ Component 1: Road rehabilitation Guadalupe - Neves 30.0 Sub-component 1.1: Rehabilitation of existing National Road N1 from Guadalupe to Neves (14 27.0 km) Sub-component 1.2: Construction supervision and quality assurance services. 3.0 Component 2: Road Sector Institutional Strengthening 3 Sub-component 2.1: Safe roads to schools 0.7 Sub-component 2.2: Strengthening the institutional capacity of the FRN, INAE and GIME 0.3 Sub-component 2.3: Small scale interventions from the climate resilience strategy 0.7 Sub-component 2.4: Small scale road safety interventions 0.7 Sub-component 2.5: Preparation of any required engineering studies, bidding documents and 0.6 E&S assessments for the project Component 3: Project Management 2.5 Component 4: Contingent Emergency Response Component - CERC 0 Total 35.5 Component 1: Guadalupe -Neves rehabilitation - Civil works and project supervision (Cost estimate: US$ 30 million). (a) Rehabilitation of existing National Road N1 from Guadalupe to Neves (14 km). The paved road is 5-7 meters wide with a dangerous horizontal and vertical alignment. It is mostly in bad condition and in need of rehabilitation. The average traffic is around 1,500 vehicles/day with a high presence of pedestrians and motorcycles in urban/town areas. The road is also used by trucks to transport fuel, including for electricity generation, and beer from Neves to the rest of the country. It is a coastal road wedged between a non- stabilized high slope and the sea. The carriageway will be of asphalt pavement. The cost estimate is around Jul 27, 2023 Page 7 of 11 The World Bank Second Sao Tome e Principe Transport Sector Development and Coastal Protection Project (P178353) US$27 million including slope stabilization and coastal protection. (b) Construction supervision and quality assurance services. The services to be financed will be for all civil works, including coastal protection. (Cost estimate: US$3 million). Component 2: Road Sector Institutional Strengthening (Estimated Cost: US$3 million): This project component will finance activities to consolidate the road sector institutional set up and improve road asset management practices with a focus on climate resilience and road safety, including: (a) Sub-component 2.1: Safe roads to schools with an emphasis on education facilities in the area of influence of EN1, to address identified transport barriers for girls’ access to education. The project will prioritize roads that provide access to school facilities and incorporate features that address women’s mobility patterns and barriers, including but not limited to sidewalks, pedestrian pathways, and violence prevention environmental design features such as lighting to foster travel frequency of female users and increase access to schools. In addition, GBV communication campaigns and security measures to improve girls’ safety when traveling to or return from schools could be deployed. Specific interventions to improve girl’s safety and personal security will be piloted such as walking-school buses. These small-scale works can be conducted by GIME, providing job opportunities for local communities. (b) Sub-component 2.2: Strengthening the institutional capacity of the FRN and INAE in mobilizing road maintenance financing and improving the road asset management system. Under this activity, the project will finance technical assistance to help FRN mobilize funding required to close the maintenance gap in STP. (c) Sub-component 2.3: Small scale interventions from the climate resilience strategy. This activity will finance interventions to implement the national strategy on climate resilience for the road network, which is being prepared by INAE under a climate vulnerability assessment financed by the current transport project. It will include implementation of innovative road maintenance and coastal road protection interventions. The piloting of the maintenance and protection interventions will be carried out by GIMEs with technical assistance during the design and supervision of works. (d) Sub-component 2.4: Small scale road safety interventions along the entire STP network (1,300 km) to identify black spots, design, implement and supervise small-scale infrastructure interventions to improve road safety. These interventions will be carried out by GIMEs and will provide an opportunity to increase their capacity to mainstream road safety into their regular maintenance activities. (e) Sub-component 2.5: Preparation of any required engineering studies, bidding documents, E&S assessments, technical assistance and supervision services for the road section Guadalupe – Neves – Ponta Furada (32 km) and for sub-components 2.1 to 2.4. Component 3: Project management support (Cost estimate: US$2.5 million). This project component will finance the operation and incremental costs of the Project Implementation Unit (PIU) including: (a) Implementation support to PIU for contract management for the main civil works and consulting services under the project; (b) Preparation of supporting studies for future transport and coastal protection projects. Component 4: Contingent Emergency Response Component (CERC) US$0m. This component aims to help the government respond swiftly to eligible crisis or emergency, including climate and natural disasters. Including a contingent emergency response component, albeit with no funding, provides for Jul 27, 2023 Page 8 of 11 The World Bank Second Sao Tome e Principe Transport Sector Development and Coastal Protection Project (P178353) flexibility for an agile response to an imminent or actual emergency. @#&OPS~Doctype~OPS^dynamics@legalpolicyandscreeningrisk#doctemplate Legal Operational Policies Triggered? Projects on International Waterways OP 7.50 No Projects in Disputed Area OP 7.60 No Summary of Screening of Environmental and Social Risks and Impacts The environmental risk classification of the proposed project is rated Substantial due to the project’s likely environmental risks and impacts (road traffic and OHS incidents, pollution, erosion, etc.), the expected medium scale construction and maintenance works required and because of the National Institute of Roads (INAE) low capacity and inexperience in implementing projects under the ESF. While anticipated environmental impacts and risks will be mainly confined along the Guadalupe-Neves-Santa Catarina Road, they are expected to be mostly be site specific, reversible, temporary and will occur during construction and operation phases. Key environmental risks and impacts are mainly related to: i) occupational health and safety concerns to contracted as well as community health and safety risks; ii) loss of vegetation, soil erosion and degradation due to land clearance for road, sidewalks, drainage and slope stabilization works; iii) soil and surface water pollution from construction works and campsites; iv) dust, noise and pollutants emissions from construction vehicles, generators and other machinery leading to impacts on water and air quality that could pose environmental and public health risks, v) generation of hazardous from fuel, lubricants, tared and non-hazardous waste; vi) road traffic and safety issues; and vii) labor working conditions. In addition, proposed interventions, mainly under components 1 to road rehabilitations and coastal protection, may generate indirect, induced and cumulative impacts, including: (i) changes on ambient conditions such as the incremental contribution of pollutant emissions in an airshed; (ii) littering and blockages in road drainage systems; (iii) urban and agricultural expansion in areas with previous difficult access; (iv) increased pressure on natural resources and ecosystem services (provision) in remote areas; (v) road traffic incidents and accidents including people, wildlife and animals, and vehicles; (vi) road signage vandalism and theft, etc. The slope stabilization and coastal protection works, which will be mainstreamed into the road rehabilitation works, may generate low risks of land and/or rockslide in steep areas consolidated with vegetation and hard structures (cemented stones), but moderate to substantial risks in unprotected steep areas due to a combination of natural and anthropogenic factors (e.g. rock and coal mining on the slopes). Component 2 will consist mostly of technical assistance (TA) type 1 - feasibility studies (preparation of supporting studies for future transport and coastal protection) with potentially downstream environmental impacts and type 2 - capacity building (consulting services), which have more diffuse and induced impacts, often playing out over a long-term. For the outputs and downstream impacts and risks associated TA activities Under CERC Component potential risks and impacts stemming from the response to emergencies are expected to be also minor and negligible since activities susceptible to cause major environmental risks and impacts will be ineligible. The project has been screened for short and long-term climate change and disaster risks to take into consideration in its design and operation because the region is highly vulnerable to the effects of climate change and sea level rise and is particularly vulnerable to climate-related hazards such as floods, coastal/river mouth flash floods, storms and high rates of coastline erosion (about 0.2-1.2 meters a year) may exacerbates the threat to the coastal road sections. Based on the current project’s preparation stage, the social risk classification is rated Moderate due to the project’s likely Jul 27, 2023 Page 9 of 11 The World Bank Second Sao Tome e Principe Transport Sector Development and Coastal Protection Project (P178353) social risks and impacts and to the National Institute of Roads (INAE) low capacity and inexperience in implementing projects under the ESF. The social risks and impacts will be mainly confined along the Guadalupe-Neves road, and are expected to occur mainly during construction phases, and be mostly site specific, reversible, and temporary. Main social risks and impacts are related to: i) INAE’s limited knowledge and experience on social risks and impacts management under the ESF; ii) potential involuntary resettlement impacts resulting in physical and/or economic displacement due to road rehabilitation under component 1, especially in Neves where there is an high presence of informal sellers along the road and houses have been built on the EN1 road reducing road’s scope; iii) labor influx issues, such as GBV/SEA/SH, teenage pregnancy, early marriage, and STDs, among others, resulting from construction works and related local and international workers; iv) occupational health and safety concerns to contracted as well as community health and safety risks. Component 2 will mostly consist of technical assistance (TA) type 1 - feasibility studies (preparation of supporting studies for future transport and coastal protection) with potentially downstream social impacts, and TA type 2 - capacity building (consulting services), which have more diffuse and induced impacts, often playing out over a long-term. Under CERC Component potential risks and impacts stemming from the response to emergencies are expected to be also minor and negligible since activities susceptible to cause major social risks and impacts will be ineligible. The SEA/SH risk for the project is rated as Substantial. SEA/SH risks are mainly related to rehabilitation work under component 1. Local and international workers will be involved in road rehabilitation posing risks of SEA/SH for the local communities, especially in an environment where transactional and/or commercial sex is diffused and widely accepted among adolescent girls and young women (AGYW). Regarding local capacity to respond to GBV/SEA/SH risks, local and international organizations to provide support to GBV/SEA/SH survivors have limited human and financial resources to properly and timely respond to GBV/SEA/SH cases, including the National Domestic Violence Counseling Center (CACVD). On the institutional side, MoI/INAE has also very limited experience and capacity in managing GBV/SEA/SH risks. In addition, there are significant social barriers to reporting cases of GBV/SEA/SH including fear of reprisal, and limited guarantees of anonymity due to STP small population and local dynamics. @#&OPS~Doctype~OPS^dynamics@contactpoint#doctemplate CONTACT POINT World Bank Juan Miguel Velasquez Torres Senior Transport Specialist Paulo Jorge Temba Sithoe Senior Environmental Specialist Mustapha Benmaamar Program Manager Borrower/Client/Recipient Jul 27, 2023 Page 10 of 11 The World Bank Second Sao Tome e Principe Transport Sector Development and Coastal Protection Project (P178353) Ministry of Finance, Planning and Blue Economy Implementing Agencies AFAP Helio Silva Almeida, Director General, helio.almeida@afap.st INAE Helder Paquete Lima, Executive Director, limahelder2758@gmail.com FOR MORE INFORMATION CONTACT The World Bank 1818 H Street, NW Washington, D.C. 20433 Telephone: (202) 473-1000 Web: http://www.worldbank.org/projects @#&OPS~Doctype~OPS^dynamics@approval#doctemplate APPROVAL Juan Miguel Velasquez Torres, Paulo Jorge Temba Sithoe, Mustapha Task Team Leader(s): Benmaamar Approved By Practice Manager/Manager: Country Director: Juan Carlos Alvarez 27-Jul-2023 Jul 27, 2023 Page 11 of 11