The World Bank South Sudan Transport Sector Development And Regional Integration Project (P179918) Concept Environmental and Social Review Summary Concept Stage ( ESRS Concept Stage) Public Disclosure Date Prepared/Updated: 03/20/2023 | Report No: ESRSC03431 Sep 19, 2023 Page 1 of 11 The World Bank South Sudan Transport Sector Development And Regional Integration Project (P179918) I. BASIC INFORMATION A. Basic Operation Data Operation ID Product Operation Acronym Approval Fiscal Year P179918 Investment Project Financing (IPF) South Sudan Transport 2025 Sector Development Operation Name South Sudan Transport Sector Development and Regional Integration Project Country/Region Code Beneficiary country/countries Region Practice Area (Lead) (borrower, recipient) South Sudan South Sudan EASTERN AND Transport SOUTHERN AFRICA Borrower(s) Implementing Agency(ies) Estimated Appraisal Date Estimated Board Date Ministry of Finance Ministry of Roads and Bridges, Ministry 12-Feb-2024 25-Mar-2025 of Transport Estimated Concept Total Project Cost Public Disclosure Review Date 07-Feb-2023 60,000,000.00 Proposed Development Objective The Project Development Objective of the proposed project is to prepare a spatially coordinated and climate resilient investment pipeline of economic development corridor projects for South Sudan, and to strengthen the national government’s capacity to deliver critical transport services. B. Is the operation being prepared in a Situation of Urgent Need of Assistance or Capacity Constraints, as per Bank IPF Policy, para. 12? No C. Summary Description of Proposed Project Activities Project Components. The proposed PDO will be achieved through the following proposed components: Component 1: Institutional and Capacity Development (US$11 million equivalent; of which US$3 million from Regional IDA, US$8 million from National IDA) This component will support select institutional and capacity development interventions within the sector to achieve the following (a) carry out evidence based planning, implementation, and monitoring of projects; (b) strengthen the technical, project management, procurement, financial management, social and Sep 19, 2023 Page 2 of 11 The World Bank South Sudan Transport Sector Development And Regional Integration Project (P179918) environment management skills of staff of PIU with wider outreach to respective agencies and even private industry consultants and contractors; and (c) carry out a needs assessment, formulating a framework for institutional and human resource capacities. The Capacity building activities have been selected with a long-term but incremental and forward- looking vision of sector development. Recognizing that major infrastructure gaps exist, resulting from decades of conflicts and fragility, the institutional capacity must be strengthened in all parts of the sector. Within this project, capacity building activities are focused on the planning, implementing, and leveraging economic corridors, including activities in transport and trade as well as those associated with planning integrated corridors. Component 2: Connectivity to Economic Corridors and Regional integration (US$23 million equivalent of which US$10 million from Regional IDA, US$11 million from National IDA and US$ 2 million from counterpart financing) This component will prepare technically sound and bankable projects that will enable regional integration and connectivity to the region. Specific activities will include the following: • Conducting feasibility, detailed design, and other studies necessary to prepare and bring to bidding stage approximately the following projects: • Juba-Torit-Kapoeta-Nadapal road (360km) • Juba-Renk river transportation • Juba-Nimule road (193km) • Malakal-Nasir-Jikao road (350km) •Conducting area-wide trade facilitation and development analyses and proposing targeted interventions to support job and value creating trade activities, including identifying opportunities to address the barriers for women to benefit from trade opportunities. Component 3: Priority Domestic corridors and road projects to support economic growth, social cohesion, climate change adaptation and post conflict reconstruction (US$15 million equivalent from National IDA) This component takes into account the unique situation in South Sudan and the important role that road projects play in long term structural shifts to transition from humanitarian to growth, but also short term impacts of roads on enabling recovery from extreme flooding and conflict. The following road project have been identified through the recent diagnostics: o Wau-Raja-Boro-medina Road (360km) o Juba - Kajo-keji – Jale (180km) o Rumbek - Maper – Mayendit Public Disclosure road (245km) o Adok - Leer – Bentiu road (230km) o Bor - Pibor road (230km) o Ikotos – Kiyala – Mogiri (260km) o Bentiu - Pariang - Tonga - Malakal Road (243km) Component 4: Project Management (US$9 million equivalent; of which US$2million from Regional IDA, and US$6million from National IDA and US$ 1 million from counterpart financing) This component will finance overall project implementation, client supervision and coordination. It will strengthen the institutional and human resource capacity of the PIU for project implementation, coordination, management, monitoring and evaluation, financial and technical audits and mid-term and end-project evaluations, environmental and social management, financial management, and procurement, and recruiting project staff, through the acquisition of goods, provision of works, technical advisory services, training and operating costs. The project will rely as much as possible on local staff, utilizing external technical assistance consultants to support but not take responsibility for deliverables. Component 5: Contingent Emergency Response Component (US$0) Following an eligible crisis or emergency, the Borrower may request the World Bank to re-allocate project funds to support emergency response and reconstruction. This component would draw from the uncommitted resources under the project from other project components to cover emergency response. Prior to the implementation of any activities under this component, a Contingent Emergency Response Component (CERC) Manual and Emergency Action Plan will be prepared and adopted, detailing implementation arrangements for the CERC and that will meet the environmental and social requirements as to be agreed in the Emergency Action Plan and ESCP. D. Environmental and Social Overview D.1 Overview of Environmental and Social Project Settings South Sudan is endowed with a wealth of biodiversity, which provides the country with great opportunity for socioeconomic development, as well as many biological resources that have considerable economic and social value. The country has a wide range of habitats, including lowland forest, montane forest, savannah woodland, savannah Sep 19, 2023 Page 3 of 11 The World Bank South Sudan Transport Sector Development And Regional Integration Project (P179918) grassland, wetlands and floodplains, the Sudd Wetland and the semi-arid region in the north, which support a very rich diversity of animal and plant species (Government of South Sudan Initial National Communication to the United Nations Framework Convention on Climate Change, 2018). There are currently 5 national parks (plus one proposed), 11 game reserves, one Ramsar-listed wetland, covering a total of 15.6 million ha (Salter, 2006). Approximately 13.7% of the country’s total land area of 640,000 km2 is comprised of national parks, game reserves, nature conservation areas, and a Ramsar wetland (Salter, 2006). National Parks, Game Reserves and other Conservation areas in South Sudan include Ashana, Bengangai, Bire Kpatuos, Boro, Chelkou, Ez Zaraf, Fanikang, Juba, Kidepo, Mashra, and Numatina. South Sudan has substantial water resources, mostly from the Nile River (White Nile and Blue Nile), its tributaries and aquifers. However, these resources are unevenly distributed across the region and vary considerably from year to year. Water demand for domestic and productive uses has been growing rapidly, a trend that is expected to continue, which will place even greater pressure on water availability. The Sudd Wetland, which comprises lakes, swamps, marshes, and extensive floodplains, covers a large part of the country (around 15 per cent of the total national territory), and was designated a Ramsar site in 2006. The conflict dynamics in South Sudan remain fluid despite the peace agreement. The signing of the truce in September 2018 and the subsequent formation of a unity government in February 2020 has reopened a window for the country to take a path towards stability and sustainable development. While the levels of violence have declined since the signing of the 2018 peace accord, recent events point to the persistent risk of a reversal of this trend, with escalating localized violence and incidences of roadside ambushes and attacks in 2021. Public Disclosure South Sudan faces several development challenges due to decades of political instability, poverty and persistent food insecurity, all of which are exacerbated by climate change. With around half its population living below the national poverty line, a weak economy and the ongoing political conflict, South Sudan ranks among the world’s most fragile states. Despite having one of Africa’s richest agricultural areas with fertile soils and abundant water, frequent flooding, conflict, and the displacement of millions of people have drastically reduced the country’s food production, which has left an estimated 7.5 million people facing food insecurity. South Sudan is characterized by a large number of distinct social and cultural groups. Analysis by World Bank and other institutions, confirms that most people in the country meet the requirements of ESS7 including the majority of the ethnic groups in South Sudan. In addition, there are other vulnerable groups in South Sudan, people affected by human-made social and economic shocks, refugees, IDPs, soldiers, demobilized soldiers (including those displaced), child soldiers, young girls, women headed households, child headed households, female ex-combatants, etc. Therefore, it is essential that project interventions are accessible, culturally appropriate and inclusive which require equitable access and benefits via culturally appropriate forms of meaningful consultations to their specific needs and livelihood models. D.2 Overview of Borrower’s Institutional Capacity for Managing Environmental and Social Risks and Impacts South Sudan has legal frameworks related to management of environmental and social risks such as the National Environment Policy (NEP; 2015-2025) which was developed to manage the environment and ensure the wise exploitation of natural resources in the country (oil, energy, mining, forest, water, land, animal, fisheries, wildlife, biodiversity, mountains, natural heritage). There are also other relevant legal frameworks such as the Wildlife and National Parks Protection Act (2003), the Environment Protection and Management Bill (2013), the Labor Act (2017), etc. Further, the country ratified some key international conventions concerning Child Labor. Furthermore, Section 12 of the Labor Act and Article 25(3) of the Child Act define the minimum age for labor as 14 years of age. Section 10 of the Labor Act, Article 22(3)(b) of the Child Act and several Articles of the Penal Code prohibit forced labor. Sep 19, 2023 Page 4 of 11 The World Bank South Sudan Transport Sector Development And Regional Integration Project (P179918) The Government of South Sudan has also established various institutions, which could play a significant role in addressing environmental and social issues affecting the country including the Ministry of Environment and Forestry (MEF) and Ministry of Wildlife Conservation and Tourism. However, these institutions are at very nascent stages in terms of capacity needs and therefore they are not capable of delivering needed solutions to various environmental and social risks and impacts arising development projects. The proposed project implementing entities, the Ministry of Roads & Bridges, Ministry of Transport, and South Sudan National Roads Authority, have no experience in management environmental and social risks of World Bank financed projects. There has been limited of capital investments in South Sudan to implement projects since 2012 coupled by the conflicts in the country where development partners ceased to implement development projects and concentrated on humanitarian interventions without involving the government in the implementation. The PIU will hire one environmental , one OHS and road safety specialist and one social development specialist who will liaise with the consultants that will prepare ESIAs, RAPs, SEP and other E&S instruments for future road investments the feasibility and design of which will be financed at this phase of the project. The E&S exerts will need to have practical experience in risk management activities. Hence, establishment of a functional E&S risk management implementation arrangement ( including recruitment of qualified E&S experts, training them, follow up the implementation of the E&S risk management tools )will be one of the major commitments to be included the client’s Environmental and Social Commitment Plan. Compliance with environmental and social standards shall be monitored in different ways. Quarterly and annual environmental and Public Disclosure social monitoring reports will be prepared by the PIU and will be shared with the Bank. The PIU will also closely work with relevant regulatory agency (Ministry of Environment) so that the ESIAs which will be prepared alongside with the feasibility and design study could be reviewed and cleared by the agency. If a third party will be engaged for monitoring of the project, it will also monitor the E&S risk management activities. II. SCREENING OF POTENTIAL ENVIRONMENTAL AND SOCIAL RISKS AND IMPACTS A. Environmental and Social Risk Classification (ESRC) High A.1 Environmental Risk Rating High None of the project activities will finance construction or rehabilitation roads and any other transportation facilities. The project investments focus mainly on road feasibility and design studies (under Components 2& 3 ) which are Type 1 TA according to the World Bank/ OESRC Advisory Note on Technical Assistance. It will also support Type - 3 TAs such as institutional and capacity development activities (under Component 1). None of the project components will finance road construction or rehabilitation activities. Hence, the TA activities to be financed by the project do not have direct adverse environmental impacts. However, the outcomes of TA support (feasibility and design studies for bankable road projects), if subsequently implemented by the Ministry of Roads & Bridges, Ministry of Transport, and the South Sudan National Roads Authority, can have downstream environmental, health and safety implications. Road construction activities , if implemented following up the TAs to be supported by this project , may adversely affect wildlife habitats. Habitat alteration from these activities include fragmentation of forested habitat; loss of nesting sites of listed rare, threatened, or endangered species and or high biodiversity / sensitive habitat; disruption of watercourses; creation of barriers to wildlife movement; and visual and auditory disturbance due to the presence Sep 19, 2023 Page 5 of 11 The World Bank South Sudan Transport Sector Development And Regional Integration Project (P179918) of machinery, construction workers, and associated equipment. There is are also potential transboundary impacts due to the regional integration projects, as well as cumulative impacts, to be further assessed and addressed as part of the SESA and ESIAs. Sediment and erosion from road construction activities may increase turbidity of surface waters. Solid waste may be generated during construction of roads and associated structures. Rock and soil materials may be generated from earth moving during construction activities. Air emissions in the road construction activities are related to dust during construction and exhaust from vehicles. Similarly, extraction of construction materials for the road construction purposes can lead to air emissions, noise, vibrations, generation of waste and land conversion. There are also various occupational health and safety issues associated with the construction and operation of roads include physical hazards, chemical hazards, and noise. Community health and safety issues during the construction of roads include pedestrian safety, flooding, traffic safety, dust, noise, and vibration from construction vehicle transit, and communicable diseases. Based on these potential downstream EHS risks, the environmental risk of the project is rated as high. These EHS risks may occur if the outcomes of TA to be supported by the project will be subsequently implemented by the client. A.2 Social Risk Rating High As mentioned earlier, the project will not finance any construction work and only focuses on feasibility and design studies (Components 2& 3 which are Type 1 TA according to the World Bank/ OESRC Advisory Note on Technical Assistance). The project under component 1 will support institutional and capacity development. Hence, the TA activities to be financed by the project do not have direct adverse social impacts. The project is not expected to impact staff within implementing entities or other institutions, or involve physical works. However, inadequate consultation and security related risks to workers who will be engaged for the TA activities can be risks of the project. . Road construction activities , if implemented following up the TAs to be supported by this project , may have impact Public Disclosure on the assets and property of individuals; community health and safety, SEA/SH and security of workers, child labor and impact on underserved community. Another social risk could be weak grievance redress mechanism as well as in adequate consultation and participation of key stakeholders. Further component 2 will prepare projects and make them ready for bidding. Thus, the feasibility studies and other preparatory works will need to ensure that the mitigation measures are proportionate to the risks. Hence, the social risk of the project is rated as high. B. Relevance of Standards and Policies at Concept Stage B.1 Relevance of Environmental and Social Standards ESS1 - Assessment and Management of Environmental and Social Risks and Impacts Relevant This Project is expected to have a range of benefits including safe, efficient, climate resilient and reliable road infrastructure if the outcomes of the technical support are subsequently implemented. However, there are also potential downstream of environmental, social health and safety risks associated mainly with Component 2 and 3 of the Project activities as summarized in Section II A. The downstream EHS risks of the project include: i) habitat alteration and risks to biodiversity; ii) generation of wastes /pollutants; iii) resource efficiency concerns related to extraction of construction materials; iv) occupational health and safety risks; iv) community health and safety risks; and v) potential risks to cultural heritage. The downstream social risk of the project are the following social risks(i) land acquisition;(ii) inadequate consultation(ii) weak grievance redress mechanism;(iii) SEA/SH risks and security risks and child labor. To address potential environment, social, health and safety risks, the Client will prepare an Environmental and Social Commitment Plan (ESCP) prior to project appraisal. The ESCP will outline the client’s Sep 19, 2023 Page 6 of 11 The World Bank South Sudan Transport Sector Development And Regional Integration Project (P179918) responsibility to implement the project in compliance with the applicable Environmental and Social Standards. It will also prepare a Stakeholder Engagement Plan and a Labor Management Procedure prior to appraisal. A ToR for preliminary environmental and social assessments and RAPs which will be conducted as part of the feasibility studies for each road project, will be prepared prior appraisal. As part of the feasibility studies, analysis of alternatives (combining both socio-environmental and technical-financial considerations) and a screening process to avoid sensitive areas (protected areas, critical habitats, cultural heritage sites, areas prone to high flooding, etc.) will be undertaken. The assessment will help to make an informed judgment about the feasibility of each road alternatives. However, detail ToRs for ESIAs, RAPs and other ESF instruments for the road projects will be prepared along with the feasibility studies during implementation phase i.e., detail ToRs for ESIAs for the different roads will be prepared during implementation stage following the scoping and feasibility study as this will help to ensure comprehensive consideration of all relevant E&S issues in the TORs (rather than a generic ToR for ESIA which may not adequately cover issues to be studied). Besides, ESIAs, RAPs and other ESF instruments for the road projects listed in the project description section will be prepared along side with the detail design studies for each of proposed road projects during implementation phase. The Client will conduct a Strategic Environmental and Social Assessment (SESA) during implementation stage which could help to manage potential E&S risks that may result from the National Transport Master Plan and Policy ( which will be financed under Component 1). The SESA can help inform the choice or types of investments, institutionally and implementation capacity related considerations. A draft ToR for the SESA will be prepared prior to appraisal. All of these E&S risk management commitments will be reflected in the Environmental and Social Commitment Plan. The downstream activities, if financed by the Bank, will be implemented in compliance with relevant World Bank EHS guidelines such as the General Environmental, Health, and Safety (EHS) Guidelines, the EHS Guidelines for Construction Materials Extraction as well as the EHS Guidelines for Toll Roads. Public Disclosure ESS10 - Stakeholder Engagement and Information Disclosure Relevant There are different stakeholders relevant to the proposed project, the Ministry of Roads & Bridges, Ministry of Transport, and South Sudan National Roads Authority and community members including women groups are the key are stakeholders that needs to be meaningfully consulted. The project shall set up adequate transparency and stakeholder communication and consultation procedures. Stakeholder Engagement Plan(SEP) that provides detail communication mechanisms including the establishment of the grievance redress mechanism will be prepared during project preparation and disclosed before appraisal. The project needs to ensure that the studies and instruments prepared are based on adequate consultation of the key stakeholders including community members . Application of ESS10 will be closely monitored through the implementation of the SEP. The SEP will outline the characteristics and interests of stakeholders, timing and methods of engagement throughout the life of the project, appropriate to the different population groups, vulnerable and disadvantaged groups, consistent with the requirements of ESS7. A Project-level Grievance Redress Mechanism (GRM) will be established. The SEP will be providing a detail procedure for the GRM that will be established for the project. ESS2 - Labor and Working Conditions Relevant None of the project activities will involve construction or rehabilitation works at stage. However, ESS2 is relevant as the project activities will engage PIU staff and consultants for implementation of the technical assistance activities. Besides, there are downstream OHS risks as noted in the preceding sections. Key labor requirements including OHS risk management requirements shall be included in the client’s ESCP which will include but not be limited to: (i) Contracts of employment and terms and conditions of employment; (ii) protection of wages including fair treatment, Sep 19, 2023 Page 7 of 11 The World Bank South Sudan Transport Sector Development And Regional Integration Project (P179918) non-discrimination and equal opportunity of project workers; (iii) occupation, health and safety issues which will be applicable to all project workers; (iv) OHS risks management; (v) security provisions for workers where relevant; and (vi) grievance mechanism for workers with accessible means to raise workplace concerns. The project will ensure that the GRM is suitable to address SEA/SH related grievances. OHS measures will be designed and implemented to address: (a) identification of potential hazards to project workers; (b) provision of preventive and protective measures, including elimination of hazardous conditions or substances (including fire safety requirements and provisions for proper ventilation); (c) training of project workers and maintenance of training records; (d) documentation and reporting of occupational accidents, diseases and incidents; and (e) remedies for adverse impacts such as occupational injuries, disability and disease. A labor management procedure will be prepared prior to appraisal. ESS3 - Resource Efficiency and Pollution Prevention and Management Relevant The TA activities to be financed by the project will not have direct adverse effects related to resource efficiency and generation of pollutants. However, as noted in section II A, there are potential downstream resource efficiency and pollution management concerns. Solid waste may be generated during construction of roads and associated structures. Rock and soil materials may be generated from earth moving during construction activities. Sediment and erosion from road construction activities may increase turbidity of surface waters. Air emissions in the road construction activities are related to dust during construction and exhaust from vehicles. Similarly, extraction of construction materials for the road construction purposes can lead to air emissions, noise, and generation of waste. There are also potential environmental liabilities during excavation activities The ESIAs which will be prepared during implementation stage shall cover a comprehensive assessment of potential resource efficiency and pollution Public Disclosure management concerns as well as mitigation measures. The Strategic Environmental and Social Assessment (SESA) which will also be conducted during implementation stage will cover potential downstream resource efficiency and pollution management issues that may result from the National Transport Master Plan and Policy. If the outcomes of TA to be supported by the project will be subsequently implemented by the client, they will be implemented in compliance with relevant World Bank EHS guidelines such as the General EHS Guidelines, EHS Guidelines for Construction Materials Extraction as well as EHS Guidelines for Toll Roads. ESS4 - Community Health and Safety Relevant No direct community and safety risks may arise at this stage of the project as the activities focus on feasibility and design studies and capacity development . However, the potential downstream community health and safety risks include among others pedestrian safety, flooding, traffic safety, dust, noise, and vibration from construction vehicle transit, and communicable diseases. Hence, this standard is relevant. The SESA and ESIAs will be prepared during implementation stage along side with the detail design studies for the road projects shall adequately cover potential community health and safety risks and mitigation measures. A Road safety assessment will be conducted as part of the ESIAs. Security risk assessment and management plan will be prepared as part of the ESIAs during implementation stage. ESS5 - Land Acquisition, Restrictions on Land Use and Involuntary Resettlement Not Currently Relevant This standard is currently considered not relevant. The project will not include any activities which require land acquisition, physical and/or economic displacement. However, if the outcomes of the technical support are Sep 19, 2023 Page 8 of 11 The World Bank South Sudan Transport Sector Development And Regional Integration Project (P179918) subsequently implemented, the project may require land acquisition, restrictions on land use and involuntary resettlement. Hence, RAPs will be prepared during implementation of the project along with the design preparation. ESS6 - Biodiversity Conservation and Sustainable Management of Living Natural Relevant Resources The project activities are not anticipated to have direct risks and impacts on biodiversity and habitats as the project will not invest in the construction or rehabilitation roads. However, adverse downstream risks and impacts on biodiversity and habitats may occur if the outcomes of TA to be supported by the project will be subsequently implemented by the Ministry of Roads & Bridges, Ministry of Transport, and the South Sudan National Roads Authority. Potential downstream risks include habitat alteration that may lead to fragmentation of forested habitat; loss of wildlife habitat; vegetation clearance; loss of nesting sites of listed rare, threatened, or endangered species and or high biodiversity / sensitive habitat; and creation of barriers to wildlife movement. Protected areas and critical habitats will be avoided during the E&S screening process. Besides, subprojects that may have serious adverse impacts on biodiversity and natural habitats. The ESIAs for the road projects which will be prepared during implementation phase will adequately assess potential risks to biodiversity and habitats as well as mitigation measures. Depending on the significance of risks to biodiversity, biodiversity management plans will be prepared as part of the ESIAs. Downstream road construction activities, if financed by the Bank, will be implemented in compliance with relevant World Bank EHS guidelines such as the General EHS Guidelines, EHS Guidelines for Construction Materials Extraction as well as EHS Guidelines for Toll Roads. This will be reflected in the client’s environmental and social commitment plan. Public Disclosure ESS7 - Indigenous Peoples/Sub-Saharan African Historically Underserved Traditional Relevant Local Communities This standard is considered relevant. South Sudan is characterized by a large number of distinct social and cultural groups for which it is essential that project interventions are accessible, culturally appropriate and inclusive. Given the majority of the project beneficiaries are IP under ESS7, no stand-alone plan needs to be developed. Hence, it is essential that the TA activities are implemented in a way that responds the characteristics of different subgroups and address cultural adequacy issues. Further the project will ensure that the groups under ESS7 will be consulted as required by the standard and their concerns and mitigation measures will be incorporated in the Project design, SEP and ESMF and other ESF instruments. ESS8 - Cultural Heritage Relevant No direct adverse effects on cultural heritages are expected at this phase of the project as no construction or rehabilitation activities will be implemented. However, the project activities can have downstream adverse effects on cultural heritage which will be assessed during preparation of SESA and ESIAs for the road projects during implementation stage. If the assessments show any potential adverse risks to cultural heritage, CHMP will be prepared as part of the ESIAs, and chance find procedure will be applied. For preparation and feasibility studies of identified projects for any road projects, the Chance finds procedures should be a part of the ESIA .The E&S screening activities will also help to avoid potential risks to heritage. ESS9 - Financial Intermediaries Not Currently Relevant Sep 19, 2023 Page 9 of 11 The World Bank South Sudan Transport Sector Development And Regional Integration Project (P179918) No financial intermediary will be involved B.2 Legal Operational Policies that Apply OP 7.50 Operations on International Waterways No OP 7.60 Operations in Disputed Areas No B.3 Other Salient Features Use of Borrower Framework None Use of Common Approach No None C. Overview of Required Environmental and Social Risk Management Activities C.1 What Borrower environmental and social analyses, instruments, plans and/or frameworks are planned or required by Appraisal? Public Disclosure III. CONTACT POINT World Bank Task Team Leader: Bernard Aritua Title: Lead Transport Specialist Email: baritua@worldbank.org TTL Contact: Emmanuel Taban Job Title: Senior Transport Specialist Email: etaban@worldbank.org IV. FOR MORE INFORMATION CONTACT Sep 19, 2023 Page 10 of 11 The World Bank South Sudan Transport Sector Development And Regional Integration Project (P179918) The World Bank 1818 H Street, NW Washington, D.C. 20433 Telephone: (202) 473-1000 Web: http://www.worldbank.org/projects V. APPROVAL Task Team Leader(s): Bernard Aritua, Emmanuel Taban Practice Manager (ENR/Social) Iain G. Shuker Recommended on 20-Mar-2023 at 09:42:41 EDT ADM Environmental Specialist: Tamru Demsis Temam ADM Social Specialist: Yalemzewud Simachew Tiruneh Public Disclosure Sep 19, 2023 Page 11 of 11