The World Bank
Maputo Metropolitan Area Urban Mobility Project (P175322)
Appraisal Environmental and Social Review Summary
Appraisal Stage
(ESRS Appraisal Stage)
Public Disclosure
Date Prepared/Updated: 04/14/2022 | Report No: ESRSA02113
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The World Bank
Maputo Metropolitan Area Urban Mobility Project (P175322)
BASIC INFORMATION
A. Basic Project Data
Country Region Project ID Parent Project ID (if any)
Mozambique AFRICA EAST P175322
Project Name Maputo Metropolitan Area Urban Mobility Project
Practice Area (Lead) Financing Instrument Estimated Appraisal Date Estimated Board Date
Transport Investment Project 4/4/2022 6/1/2022
Financing
Borrower(s) Implementing Agency(ies)
Republic of Mozambique Maputo Metropolitan
Transport Agency (AMT),
Maputo City Council, Matola
City Council
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Proposed Development Objective
The Project Development Objective is to improve mobility and accessibility along selected corridor in the Maputo
Metropolitan Area.
Financing (in USD Million) Amount
Total Project Cost 250.00
B. Is the project 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 [including overview of Country, Sectoral & Institutional Contexts and
Relationship to CPF]
The Maputo Metropolitan Area is entering a transition phase as the urban area has grown from Maputo city into
neighboring Municipalities and Districts. The adjoining municipality of Matola has almost doubled its population in
the past ten years, with much of the growth taking place in areas that are not yet served with paved roads. Urban
density has declined, and the new growing areas lack a complete, integrated roadway network of sufficient capacity
to support public transport. The attempts by Government to coordinate metropolitan area planning and improve
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The World Bank
Maputo Metropolitan Area Urban Mobility Project (P175322)
public transport operations for the growing area are at a nascent stage and require considerable strengthening to
sustain the initial efforts.
To sustain Government’s efforts, the project would focus on: a) strengthening institutional and governance
framework; and b) financing integrated and comprehensive package of investments to improve public transport and
road infrastructure.
Strengthening governance and institutional framework will focus on: (i) clarifying the roles of Municipalities and
Districts in relation to governance of AMT and developing comprehensive strategies; and (ii) developing a common
understanding of ‘coordination’ and ‘jurisdiction’ as mentioned in the AMT Decree; and (iii) strengthening
organizational and technical capacity at national, metropolitan, municipal and local government levels. The project
will support improvements of the common framework to regulate public transport service at a Metropolitan level, in
an incremental basis.
The investment package would support an integrated approach to respond to the growing challenges in the urban
transport sector to foster changes in the way the city is growing from a congested, vehicle-oriented city to a resilient,
people-oriented city, where safe walking and public transport are at the core of the metropolitan vision, and with a
focus on vulnerable groups such as low-income residents, women and PWD. The focus will be on one of the most
congested and heavily used corridors in the city, which are adversely impact by climate change and result in periodic
flooding and road damage.
The project would finance Bus Rapid Transit (BRT) with operations, service and business plans to support safe, secure,
reliable and affordable transport for all residents along the corridor coupled with integrated planning in the
catchment area, improvements to road infrastructure, sidewalks, NMT infrastructure, street lighting, traffic
management, parking management. Support will be provided to implement integrated electronic fare to enable
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seamless mobility and protect revenue collection; install ITS for traffic flow management, public information systems
at bus stations, traffic signal synchronization and prioritization for public transport at intersections and intermodal
terminals. The specific interventions will be designed in consultation with a diverse group of public, private, and civil
society stakeholders.
D. Environmental and Social Overview
D.1. Detailed project location(s) and salient physical characteristics relevant to the E&S assessment [geographic,
environmental, social]
The proposed project aims to improve urban mobility that supports upgrades in the metropolitan urban transport
system, support the design of safer urban transport, invest in urban infrastructure, and contribute to change the way
the metropolitan area is growing: from a congested, vehicle-oriented city to a resilient, people-oriented city, where
greener modes, such as non-motorized transport and public transport, are at the core of the metropolitan vision. The
project also aims to reinforce infrastructure investments with digitalization and institutional strengthening activities
that will focus on transparency, sustainability, and capacity building to bolster the urban transport sector.
The proposed project will be implemented in the Maputo Metropolitan Area (MMA), which is located in the South of
Mozambique, specifically on the margins of Maputo Bay. The MMA composed of Maputo City, Matola city, Boane
village and Marracuene District, has an area of approximately 2159 km2 and a population of approximately 3 000 000
inhabitants (Census 2017). The expansion of the MMA into new neighboring municipalities and districts is taking place
in areas that are not yet served with paved roads and lack a complete and integrated roadway network of sufficient
capacity to support public transport services. The corridor comprises a core section of 19 km extending from Anjo
Voador in the Maputo City Centre to Praça da Juventude in Magoanine and to Praca Missao Roque by Praça dos
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The World Bank
Maputo Metropolitan Area Urban Mobility Project (P175322)
Trabalhadores, Av. Acordos de Lusaka, Av. das Forças Populares de Libertação de Moçambique (F.P.L.M.), Av. Julius
Nyerere and Ave Maria Lurdes Mutola. This corridor carries passengers from places further away including Matola
City, Marracuene Village, and the popular terminals of Matola Gare, Zimpeto and Albazine. The BRT service seeks to
introduce direct service routes that extend beyond the “core” corridor to connect to other major terminals in
Maputo, Matola and Marracuene. Nonethless, the exact location, layout and design of the stations will be further
defined in the ongoing detailed engineering studies.
The population density in Maputo is substantially higher than other cities/districts in Greater Maputo. Furthermore,
the population in Greater Maputo is also expanding toward the west with about 830,000 people living in Matola City
that is undergoing industrial development. The municipality of Matola is the largest municipality in the Country in
terms of number of inhabitants (1.7 million according to the 2017 Census).
Maputo is the political, commercial, and industrial center of Mozambique. It is the most affluent area in Mozambique.
The central area of Maputo corresponds to a planned city with square blocks and wide avenues. It also hosts a major
port of regional importance that serves parts of South Africa, Swaziland, Zimbabwe and Botswana as well as
Mozambique itself. Metropolitan Maputo is comprised of the neighboring cities of Maputo, Matola, Marracuene and
Boane. Significant population growth is forecast for the Metropolitan area - increasing from 3.1 million in 2021 to 4.7
million in 2035. The public transport system is mainly comprised of bus and minibus routes, with a small number of
rail and ferry services. The bus and minibus sector is fragmented across a large number of vehicle owners that are
coordinated through associations and cooperatives. There are also municipal bus operators in Maputo and Matola,
which currently operate a relatively small fleet compared to the private sector, and a formal operator called MetroBus
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which operates some commuter rail services and a handful of connecting bus services.
There are several modes of transport used in the city including public buses and private vehicles. About 14.5 percent
of households own vehicles in the city which means that there is an overwhelming dependence on public and other
sources of transport. Surveys undertaken during project preparation indicate that 71% of those formally employed
use public while 56% of those employed informally use public transport. 32% of children interviewed reported using
public transport for school commute.
Much of the land in Marracuene District and Boane City is currently agricultural or comprises of natural areas, and
significant population growth has not taken place yet. The informal nature of urban settlements is in itself a threat to
the environment. Major environmental and social challenges include garbage collection, poor roads, poor drainage,
and coordination of stakeholders to put in place sectoral reforms to the public transport systems The informal
settlements that dominate the city are also in a poor state, with many located near, or in, floodplains. Most of the
capital’s inhabitants are thus at risk of natural hazards like floods and landslides. Tree logging and small-scale
agriculture magnifies this vulnerability, adding erosion and landslides to the risks. Additionally, lack of solid waste
management, proper drainage and poor sanitation makes the communities vulnerable to flooding and water borne
diseases.
Key Biodiversity Areas (KBA) include the protected mangrove areas of Maputo estuary along the coastal area of
Maputo Bay, the wetland areas along the water courses of Inkomati river in Marracuene, Matola river in Matola City
and Infulene river in Maputo city. These ecological sensitive areas located around the proposed the BRT routes.
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Maputo Metropolitan Area Urban Mobility Project (P175322)
Overall, the project is expected to have a positive impact on traffic by promoting public mass transportation.
Additionally, the project will adopt an integrated approach to the design of facilities and emphasize the importance of
focusing on the special needs of vulnerable people, including women and Persons With Disabilities (PWDs). However,
some negative impacts may be caused temporarily during construction and operations of BRT network. The project
site is in an urban area, posing low to moderate risks to natural habitats and its associated ecosystem. There are no
cultural heritage sites likely to be affected by the proposed project interventions. Nonetheless, the borrower will
ensure that public facilities shall be preserved or restored after construction works of BRT. In addition, the BRT
investments will also have a strong focus on climate change resilience, especially considering flood risk management.
Climate resilience measures will produce an array of co-benefits for the residents including improved aesthetics,
ample recreational areas, protection of biodiversity, etc.
D. 2. Borrower’s Institutional Capacity
The Ministry of Transport and Communications (MTC) will be the supervisory ministry. The MTC has the overall
responsibility for policy direction, coordination, and supervision for all modes of transport in the Country. The AMT
(Agencia Metropolitana de Transportes) will act as the main implementing agency, under the technical guidance of
the MTC. AMT is a public entity whose main responsibility is to plan and manage collective public transport services
across the Maputo Metropolitan Area, through coordination with the Municipalities and Districts who have mandates
within their areas.
A Project Coordination Unit (PCU) will be set up in AMT to technically supervise and coordinate the project’s activities
as well as perform all operationally related tasks such as M&E, financial management and procurement, and ensure
coordination across municipalities and institutions. The PCU will also coordinate and manage overall Environmental,
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Social, Health and Safety (ESHS) aspects in close collaboration with the Project Technical Units (PTUs). The PTUs will
be set up in AMT (PTU1), Maputo (PTU2) and Matola (PTU3); one technical unit in each of these three institutions; to
lead the technical implementation of different components including overseeing environmental and social (E&S) risk
management. The PTUs will report to the project technical coordinator (PTC) that is placed in the PCU. The technical
units will also provide technical support to PCU in procurement tasks related to preparing terms of references and
conducting technical evaluations.
At PCU level (PTU1), the project has already engaged one (1) environmental specialist and one (1) social and
resettlement specialist and the recruitment process of a SEA/SH specialist is underway. Likewise for the PTU2 at
Maputo Municipality council one environmental (1) and one (1) social specialist have already been hired under the
Maputo Urban Transformation Project (MUTP - P171449) while the position for one (1) SEA/SH Specialist is still under
recruitment. A PTU3 will be set up at Matola Municipality council and will hire and engage one (1) environmental and
one (1) social and resettlement specialist and one (1) SEA/SH officer. All these positions shall be recruited within 120
days after project effectiveness and maintained throughout project implementation.
MTC has had few World Bank funded operations, hence their capacity to manage E&S risks is limited, particularly for
high risk projects. On the contrary, Maputo Municipality Council has longstanding experience of E&S risk
management, and it is currently implementing the MUTP (171449) which has been rated satisfactory, since its
effectiveness in 2020. E&S staff at Maputo Municipality will be essential in the ESF knowledge dissemination across
different project technical units. Notwithstanding, detailed institutional arrangements for operating the BRT and
other public transport facilities will be further defined in the site specific ESIA as many impacts will arise during
project operation needing proportionate implementation arrangements.
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Maputo Metropolitan Area Urban Mobility Project (P175322)
Technical support from the Bank will be needed to ensure adequate implementation of the capacity building program
as presented in the ESMF and ESCP aimed at strengthening PCU ability to manage E&S risks inherent of this project,
specifically in aspects such, as land acquisition and resettlement in urban contexts, labor right issues, road safety
management, effective and functional Grievance Redress Mechanism (GRM), GBV/SEA/SH risks, gender and social
inclusion and disability. Support from the Bank will be needed to implement the capacity during the project. Further
technical support will be made available as required to prepare subproject level instruments and studies. Finally, the
World Bank will make an extra supervision effort and maintain a close working relation with PTUs.
II. SUMMARY OF ENVIRONMENTAL AND SOCIAL (ES) RISKS AND IMPACTS
A. Environmental and Social Risk Classification (ESRC) High
Environmental Risk Rating Substantial
The project Environmental risk is rated as “Substantial” due to project’s likely environmental risks and impacts
combined with the current borrower’s fragmented and challenging implementation arrangement and limited
untested E&S risk management capacity under the ESF. The scale of the project will be along selected corridors in
the Maputo Metropolitan Area (MMA) and in strategic access streets to neighborhoods from the BRT corridors.
While technical details for the proposed interventions have not yet been defined, the project is expected to
generate direct, indirect and cumulative environmental impacts and risks. These risks and impacts are expected to
be significant in magnitude and spatial in context, albeit temporary, predictable and in most cases reversible.
Environmental risks and impacts, include: i) soil erosion and degradation due to earthworks for construction
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rehabilitation; ii) soil and surface water pollution from construction works and campsites; iii) dust and noise
emissions from construction vehicles leading to impacts on water and air quality that could pose significant public
health risks, iv) generation of hazardous and non-hazardous waste, v) occupational health and safety concerns to
contracted workers. Since proposed investments will occur in urban settings with high densely populated
neighborhoods and congested areas, there are also substantial community health and safety that could lead to
increased traffic safety issues, accidents with pedestrians, vehicles and other road users, public nuisance, as well as
risks associated with the integrity of infrastructures due to natural hazards. In addition, proposed project activities
will generate indirect and cumulative risks and impacts that will lead to: (i) changes on ambient conditions such as
the incremental contribution; (ii) pressure on hydrological and water resources due to multiple extraction or
increased demand (iii) increased traffic congestion and accidents along during the BRT network construction; (iv)
induced urban expansion into agricultural areas; (v)increased pressure on natural habitats from extraction of
construction materials in ancillary facilities (vi) increased migration that may lead to increased pressure on other
public resources, such as parks, recreational areas and green infrastructures. The project will finance a series TA
activities, mainly under component 1 and 2, which under the ESF classification comprise: (i) Type 1 TA -
Development of the BRT concept and detailed design; Type 2 TA – support regulatory and institutional reforms, the
formulation of comprehensive planning strategies, guidelines, and frameworks for professionalization of formal and
informal operators and Type 3 TA – to support planning and establishing of an integrated public transport system
and to support transport operators to develop their organizational and operational capacity. When implemented,
the outcome of Type 1 TA activities to support the development of the BRT concept and detailed designs will lead to
substantial risks and impacts on people and on the environment relevant to the ESS’s 1-6, 8 and 10 such as soil, air,
water resources pollution and degradation, OHS risks, community health and safety risks and contribute for the
generation of hazardous and non-hazardous waste. Type 2 - TA activities related with the proposed regulatory
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Maputo Metropolitan Area Urban Mobility Project (P175322)
reforms in the sector and drafting of strategic policies and plans may lead to moderate downstream environmental
risks when implemented through future investments that will require adequate assessment of environmental
implications once detailed scope of such reforms are plans are known. Notwithstanding, such impacts are expected
to be mostly temporary, predictable, site specific and readily manageable. On the other hand, Type 3 – TA activities
are expected to generate minimal or negligible environmental risks and impacts.
Social Risk Rating High
The Project Social Risk Rating is assessed as “High” due to civil works in an urban context under Components 2 and 3
which are expected to result in involuntary resettlement, economic displacement and temporarily induced impacts
on public and private assets, including disruptions and access restrictions to residents and local economic activities
in the Maputo Metropolitan Area. This could also impact the livelihoods of street vendors and other vulnerable
groups dependent on informal livelihoods in the city . Temporary livelihood impacts may also take place due to
access restrictions, on-site facilities for workers and site offices. Civil works are likely to require temporary use of
land for material and machinery storage and could also impact assets during construction. The exact extent of land
to be acquired and its resettlement impacts are not yet clear but due to the project’s urban setting, these impacts
are expected to be high. The proposed interventions under the Project are expected to use contracted, direct, and
primary supply workers under Components 1, 2 and 3. Unless mitigation measures are in place, there is a risk of
working conditions not being compliant with local laws and ESS2, use of child and forced labor and increased risk
related to Sexual Exploitation and Abuse/Sexual Health (SEA/SH). The presence of labor close to communities,
increase in disposal income for workers together with low levels of awareness on SEA/SH can contribute to an
increase in SEA/SH risks. Since the project will take place in an urban area with relatively better access to SEA/SH
support services, the SEA/SH risk is rated as "substantial". Further, the risks of SEA/SH are also relevant during the
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operational stage as the Social Assessment for the project indicated that 95% of women feel unsafe either during
travel and during the process of accessing transport. Project activities for Components 1, 2 and 3 have the potential
to result in stakeholder conflicts that can jeopardize project implementation due to institutional capacity to
implement stakeholder engagement initiatives that are open, transparent and inclusive, allowing meaningful
consultation that includes vulnerable groups. The risk of social conflict is also possible given an urban environment
with multiple stakeholders who can potentially face negative impacts. Residents and users of areas where civil works
will take place can come into conflict with labor and face issues during construction that can increase hostility
towards the project particularly if they are not informed and consulted about potential impacts, timing of civil works
and changes in access. Road users can face longer routes due to diversions and restrictions due civil works which
could potentially result in traffic accidents. Marginalized groups such as women, Persons with Disabilities PWDs),
elderly, illiterate and other groups can also face marginalization and exclusion unless impacts on them are not taken
into account during project implementation. In particular, such groups may continue to face access restrictions if
their needs are not addressed to design accessible and safe public transport during the operational phase.
Additionally, Technical Assistance (TA) activities under Components 1 and 2 can lead to conflicts among stakeholders
due to lack of transparency in project design and hiring processes. The limited ability of the Borrower to manage
social risks and impacts also contributes to the risk rating being high. Components 2 and 3 under the project include
civil works have the potential to impact cultural property, especially in downtown Maputo where several old
buildings are located. Any impacts on cultural property could also potentially lead to loss of heritage and social
conflicts. These risks may be exacerbated within an urban context where there are multiple stakeholders and users
of transport, roads and other infrastructure.
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Maputo Metropolitan Area Urban Mobility Project (P175322)
B. Environment and Social Standards (ESSs) that Apply to the Activities Being Considered
B.1. General Assessment
ESS1 Assessment and Management of Environmental and Social Risks and Impacts
Overview of the relevance of the Standard for the Project:
ESS1 is relevant since the project will support investments under components 1, 2 and 3 for the construction and
supervision of BRT and infrastructure in the selected BRT “core”, feeder corridors. The proposed project activities are
expected to generate direct, indirect, and cumulative adverse environmental risks and impacts, mainly related to
Occupational Health and Safety (OHS) risks to contracted workers during the construction phase, as well as
community health and safety risks during both construction and operations phases. Additional anticipated
construction phase risks and impacts include degradation of habitats, due to loss of vegetation and soil erosion, soil
and surface water pollution, dust, and noise emissions, reduction on water quality and quantity that could pose
significant public health concerns, generation and disposal of construction waste, occupational health and safety
concerns to contracted workers as well as community health and safety risks caused by public nuisance, increased
road traffic and induced migration. Increased pressure on natural habitats in ancillary facilities may occur, due to the
extraction of construction materials in borrow-pits and quarries. In addition, health risks associated with the spread
of COVID-19 is likely to be a common risk across the project. Proposed interventions, mainly under components 2
and 3 related with BRT infrastructures and investments in non-motorized infrastructures in strategic access streets to
neighborhoods, are likely to generate significant indirect and cumulative effects on the nearby biophysical and social
environment.
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In order to manage environmental and social risks associated with the project and given the fact that detailed
technical information of the proposed investment is not known at this stage; the Borrower prepared an
Environmental and Social Management Framework (ESMF) to identify and address environmental and social risks and
impacts and to propose relevant mitigation measures in a manner that is consistent with ESSs1-6, 8, and 10. The
ESMF was consulted upon, and it will be disclosed prior to project appraisal completion. The ESMF provides an
overview of the project and its components, the applicable legislative and regulatory frameworks and policies, an
overview of the baseline conditions and a summary of key anticipated environmental and social impacts including on
any Associated Facilities in a manner proportionate to its control or influence over the Associated Facilities to enable
the project to achieve objectives materially consistent with the ESSs. It also provides mitigation and monitoring
measures and a screening tool for assessing and classifying impacts at sub-project level and guidance for the
preparation of sub-level project-specific Environmental and Social Assessment (ESIA) and complementary
Environmental and Social Management Plans (ESMPs), sub-level project specific Occupational Health and Safety
(OHS) plans, Community Health and Safety (CHSP), Waste Management Plans (WMP) Traffic Management Plan
(TMP), Labor related measures (LMP), Cultural Heritage Plan and Chance Finds procedure during the implementation
phase. The ESMF provides guidelines for the preparation of the CERC – ESMF. All CERC-funded activities are subject to
World Bank ESSs and will make use of the original Project's E&S assessments, ensuring that risks and management
measures are known in anticipation of an emergency response. sub project exclusion list included in the ESMF shall
be implemented by the Recipient ensuring that all subprojects that are not sustainable in the short, medium and long
term due to their risks, location or because they represent risks and impacts that cannot be mitigated or
compensated will not be financed by the project. The Borrower will prepare at least one site-specific ESIA/ESMP for
entire BRT route and other site-specific ESIA/ESMP for BRT complementary infrastructure in concert with the detailed
design contracts. The ESMF also contains detailed guidance on the conduct of a Cumulative Impact Assessment (CIA)
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Maputo Metropolitan Area Urban Mobility Project (P175322)
as part of the preparation of subproject level ESIAs. In addition, a Strategic Environmental and Social Assessment
(SESA) will be carried out to identify and assess the potential impacts of the proposed project related technical
designs, institutional and regulatory reforms of urban transport at national, metropolitan, municipal, and local
government levels, while formulating alternatives and outlining mitigation measures in a manner consistent with ESS.
An Environmental and Social Commitment Plan (ESCP) setting out the environmental and social commitments for the
project was prepared by the borrower. The ESCP includes aspects such as the need for an environmental and social
assessment, such as CIA and sub-project specific requirements such as ESIA, ESMP, RAP, OHS Plan, including a SESA,
which shall be developed in consultation with stakeholders, and approved and disclosed by the Bank.
Social risks of the project include resettlement (both physical and economic displacement) due to civil works, as well
as labor issues, SEA/SH, public health and communicable diseases, social conflict and marginalization during the
implementation stage. Land acquisition on permanent and temporary basis will be required for civil works related to
Components 2 and 3 and will lead to physical displacement (both temporary and permanent) and impacts on
livelihoods particularly on informal vendors, transport operators and small businesses. Access restrictions are also
expected during the construction phase. A Resettlement Policy Framework has been prepared to provide guidance
on the preparation of site-specific Resettlement Action Plan/s and/or Livelihood Restoration Plans (LRPs). RAPs will
be prepared for each sub-project and implemented before commencement of civil works. LRPs will be prepared
either as part of RAPs or as standalone documents depending on the nature and timing of impacts.
Labor related impacts include working conditions not in line with ESS2 and local laws, use of child labor and/or forced
labor and increased risk of SEA/SH. Labor Management Procedure (LMP) has been prepared to ensure that all
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workers are provided working conditions in line with Mozambican laws and ESS2. The LMP includes a worker’s GRM.
Contractors will be required to ensure that labor aspects are included in C-ESMPs. The risks of SEA/SH have been
assessed through a Risk Assessment undertaken as part of the ESMF. The SEA/SH Risk Assessment includes an
assessment of factors leading to an increase in risk, presents mitigation measures aimed at labor and community
levels and provides guidance on the design of a SEA/SH sensitive Grievance Redress Mechanism.
A Social Assessment has been drafted to analyze issues in safe, affordable, and reliable transport for poor,
marginalized, and vulnerable groups, as well as an assessment of Citizen Engagement measures that can be
strengthened or improved under the Project. The SA, defined in specific TORs, was aligned with the Bank’s Directive
on Addressing Impacts on Vulnerable Individuals and Groups, and especially included low-income riders and informal
transport sector providers. The SA included PWDs, women, elderly, children and explored issues related to safe and
reliable access to public transport for these groups. Key findings from the SA showed that (i) public buses are used by
people belonging to various ages and mostly by those in formal and informal employment including women (ii) 54%
women respondents do not feel it is easy to travel by bus mainly due to lack of availability of buses, congestion at
peak times and poor condition of access roads as the main factors (iii) 56% of Persons with Disability stated that they
were given priority in lines and boarding buses but that the buses were not designed for their easy access and use (iv)
elderly reported difficulty in using stairs on buses and lack of seats during rush hours (v) about 48% of women and
47% of male respondents did not feel protected from sexual harassment on buses mainly due to overcrowding during
rush hours, lack of policing and lack of lighting. T The SA also indicated that no systems of public consultation or
grievance redress are functional or available in the AMT and that sexual harassment cases are rarely reported. Using
this information, the the ESMF and other instruments have proposed inclusive consultations during the design and
implementation phase, ensuring universal access and making the public transport system safe for all types of users. A
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Maputo Metropolitan Area Urban Mobility Project (P175322)
Stakeholder Engagement Plan outlines the requirements for consulting all relevant stakeholders and includes a GRM.
The SEP provides a design of community consultations during the implementation phase which will need to take
place at multiple levels and include marginalized groups.
The project will finance a series of TA activities, mainly under component 1 and 2. When implemented, the outcome
of Type 1 TA activities to support the development of the BRT concept and detailed designs will lead to substantial
risks and impacts on people and on the environment such as soil, air, water resources pollution and degradation, OHS
risks, community health and safety risks and contribute for the generation of hazardous and non-hazardous waste.
Type 2 - TA activities related with the proposed regulatory reforms in the sector and drafting of strategic policies and
plans may lead to moderate downstream environmental risks when implemented through future investments that
will require adequate assessment of environmental implications once detailed scope of such reforms are known.
Type 3 – TA activities are expected to generate minimal or negligible environmental risks and impacts. The ESMF
includes guidelines for the preparation of an assessment of the risks and impacts of all TA activities under the SESA.
ESS10 Stakeholder Engagement and Information Disclosure
ESS10 is relevant. Key stakeholders relevant to public transport consist of MTC, Municipalities of Maputo, Matola and
Boane, AMT, Surface Transport Regulatory Body (‘INATTER’), the National Port and Railways Company (‘CFM’), FTC,
Municipal Bus Enterprises, privately owned bus Cooperatives operating in Greater Maputo, minibus Associations,
FEMATRO, and the private railway operator (Metrobus). Activities in all three components have the potential to
result in stakeholder conflict that could jeopardize project's implementation. Therefore, the two components will
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maintain open and transparent engagement between the borrower and the project stakeholders throughout the
project cycle.
Stakeholder engagement activities for Component 1 will be implemented by the MTC. These activities are mainly
related to institutional strengthening, policy, and strategy development. The implementation of activities under this
Component will require a robust communication and public outreach strategy. While MTC has a long-standing history
of managing stakeholders within the transport sector in Maputo and beyond, the entity has no prior experience with
World Bank funded project under ESF or in urban settings. A Social Assessment (SA) was prepared by the project that
provided an assessment of citizen feedback and grievance redress mechanisms currently in place. The SA showed
that there is no clear and efficient communication and complaint management system that guarantees the
involvement of citizens in the decisions that are made regarding public transport. Further, currently there is no GRM
in place in AMT. The Project will establish these systems in AMT.
The Project has prepared a SEP that maps out various stakeholders and sets out strategies on how to engage with
them throughout the project life cycle, allowing for meaningful consultation in a participatory manner that includes
the involvement of vulnerable groups; how information related to the project will be shared at different levels; and
stakeholder feedback and concerns will be considered during project design and implementation. It also includes
guidance on how the project will manage grievances through the implementation of the project Grievance Redress
and Dialogue Mechanism (GRM) that is sensitive to GBV/SEA/SH risks. Different means of consultation are outlined in
the SEP due to the current COVID-19 situation, aligned with the national regulation and the World Bank guidelines.
Relevant stakeholders for this component will include, public and private transport companies, transport
associations, municipalities, local governments, users of public transport, including vulnerable groups, informal
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Maputo Metropolitan Area Urban Mobility Project (P175322)
operators of public transport, etc. As part of the SEP, a Public Consultation Report was prepared with a total number
of 45 public meetings, 41 key informant interviews, all conducted over a two weeks period in January 2022, with the
Interested and Affected People (I&Aps) in key areas of sections of the N1 identified for the project. The meetings
were held in Inhambane, Sofala, Zambezia, Nampula and Cabo Delgado Province. The main findings from
consultations highlighted the need for continued inclusion of stakeholders, risk of SEA/GBV/SH, design of civil works
to be user friendly, promoting safety and mitigating impacts on livelihoods. This feedback has been included by
designing a robust SEP with consultations planned all stakeholders including vulnerable groups, inclusive design of
civil works including to provide universal access, a GBV Risk Assessment and livelihood restorations measures.
Stakeholder engagement activities under Components 2 and 3 will be implemented by the Maputo Municipality.
Financing integrated and comprehensive package of investments to improve public transport in the Metropolitan
Area of Maputo will require systematic, inclusive, and intensive engagement of stakeholders to execute the proposed
investments successfully and effectively. Stakeholders to be consulted and engaged include the MTC, Municipalities
of Maputo, Matola and Boane, AMT, Surface Transport Regulatory Body (‘INATTER’), the National Port and Railways
Company (‘CFM’), FTC, Municipal Bus Enterprises, privately owned bus Cooperatives operating in Greater Maputo,
minibus Associations, FEMATRO, the private railway operator (Metrobus) and users, which include vulnerable groups
such as women, illiterate people, People with Disabilities and elderly
The Maputo Municipality has a long history and experience of stakeholder/ citizen consultation and engagement
mainly on participatory budgeting and decentralized local governance process. Currently existing engagement
structures are being utilized under another World Bank funded project under ESF- Maputo Urban Transformation
Project.
Public Disclosure
The Project’s Stakeholder Engagement Plan also covers activities under Component 2 that will be implemented by the
Municipality.. The development of the SEP takes stock of current developments regarding the Maputo Urban
Transformation Project and other relevant initiatives by the Municipality. The SEP particularly outlines means of
consulting vulnerable and marginalized groups in stakeholder consultations including transport operators “My
Love” during the project cycle. The SEP will be disclosed alongside the ESMF, RPF, and ESCP prior to project appraisal.
B.2. Specific Risks and Impacts
A brief description of the potential environmental and social risks and impacts relevant to the Project.
ESS2 Labor and Working Conditions
ESS2 is relevant. The Project will use direct, contracted, and primary supply workers and will need to comply with
Mozambique's legislation and the requirements of ESS2 for each category of workers. Direct workers will include
consultants and technicians hired to support the implementation of the project for both the PCU and PTUs. The
expected number of direct workers is approximately 20 but the number of contracted workers is not yet known.
Community workers will not be hired or involved in project activities.
The borrower has prepared a Labor Management Procedure (LMP) for the project that will apply to all type of
workers (direct workers, contracted workers, and primary supply workers). . Critical components of the LMP also
include GBV/SEA/SH issues in connection with labor use. LMP contains relevant risks, mitigation measures, including
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Maputo Metropolitan Area Urban Mobility Project (P175322)
a basic Code of Conduct, mapping of resources, awareness measures, and procedures for further assessment at the
subproject level. Other relevant elements of the LMP relating to contracted workers include: - OHS, working
conditions, and GRM for workers that is GBV/SEA/SH sensitive which will be included in the contractor's ESMP; and
OHS Plan and COVID and infectious disease prevention/response for direct workers. Bidding Documents will make a
clear reference to these aspects to ensure that selected contractors adhere to the ESS2 requirements and principles.
The LMP includes provisions to ensure fair wages in line with local legislation and provide contractual hiring of
workers (both male and female), adequate payment for overwork and other measures. While the project aims to use
local labor and no labor camps are anticipated, should the hiring of workers from outside the local area be required
(especially for purposes of the installation of specialist technical equipment), worker accommodation and influx will
need to be managed in line with ESS2 (and ESS4).
Occupational health and safety risks associated with the construction and operation of BRT system and associated
infrastructure include (i) physical hazards from repetitive exposure to work activities (noise, electrical and vibration)
that can cause accidents and injuries; (ii) chemical hazards due to chronic repetitive exposure to toxic, corrosive,
sensitizing or oxidative substances; (iii) biological hazards from exposure agents, to pathogens and vectors that can
cause human disease, mainly at ancillary facilities. The borrower has included in the ESMF, measures for the
identification and mitigation of project Occupational Health and Safety (OHS) risks to contracted workers associated
with the construction, rehabilitation, operation and maintenance BRT and associated infrastructures to be financed
under Component 2 and 3, in line with the Good International Industry Practices (GIIP) and the World Bank Group
General Environmental, Health and Safety Guidelines (EHSG), specifically the Industry Sector EHSG for Toll Roads. To
ensure health and safety of contracted workers during the construction and operational phases of the project, the
Public Disclosure
site-specific assessments, e.g. ESIA/ESMPs will assess OHS risks to contracted workers and an OHS Plan in line GIIP
will be required to be prepared as part of the Contractors-ESMP (C-ESMP).
ESS3 Resource Efficiency and Pollution Prevention and Management
ESS3 is relevant. In accordance with ESS3 the project should avoid or minimize project-related emissions and
generation of nonhazardous waste and promote the sustainable use of energy.
The proposed project will reduce greenhouse gas (GHG) emissions by replacing more polluting transport modes to
modal shift lower carbon transport modes like Bus Rapid Transit (BRT) and non-motorized transport (NMT) thus,
improving public transport capacity and efficiency. Overall, the project is estimated to lead to a total net emissions
reduction of 236,075 tons of CO2, over the economic life of the project. The project is not expected to lead to
significant water, raw material, or energy use.
Notwithstanding, proposed activities related with the construction and operation of BRT system and investments in
non-motorized infrastructures in strategic access streets to neighborhoods may generate some adverse impacts
related to disposal and management of waste during the construction phase, occupational health and safety of
workers and pose significant public health concerns due to nuisance related to air and noise and dust emissions.
Operation and maintenance of BRT vehicles and infrastructures may potentially lead to surface water and land
contamination, due to oil spillage or releases into nearby watercourses or land nearby the worksites and CO2
emissions, albeit expected at low scale. In addition, there may be a need to explore ancillary facilities such as
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Maputo Metropolitan Area Urban Mobility Project (P175322)
borrow-pits and quarries from which construction materials may be sourced during construction phase. Type 1 TA
activities to support the development of the BRT concept and detailed designs will lead to substantial risks and
impacts on people and on the environment such as soil, air, water resources pollution and degradation, OHS risks,
community health and safety risks and contribute for the generation of hazardous and non-hazardous waste.
Noise and Traffic: During mobilization, construction, demobilization and operation phases, noise and traffic are
generated from the use of construction machinery and vehicles/fleets movements. As the construction sites are
located in the urban and peri areas, noise should be managed by proper arrangement of working hours as necessary
to minimize noise to surrounding public areas. The ESIA will assess impacts to nearest sensitive receptors and
propose mitigation measures to minimize and manage the noise levels.
Management of air pollution: Mainly during construction phase, dust will be generated by construction activities (e.g.
excavation, heavy equipment operation) and from operation of heavy vehicles and machinery During the operational
phase, the fleets of vehicles will be properly maintained to minimize air pollution. The air pollution will affect not only
the workers but also people living within the proximity of the construction sites and corridors. The implementation of
mitigation measures such as dust suppression and regular vehicles maintenance, regulation of vehicle speed will be
applied to minimize the impact of air emissions during mobilization, construction, demobilization and operation
phase.
The ESMF provides guidance for subproject level ESIA/ESMPs which will include an assessment of the available
regulated capacity of licensed disposal facilities for generated waste streams, including hazardous wastes. A Waste
Management Plan (WMP)and water harvesting technological plan will be prepared as part of C-ESMP to include and
Public Disclosure
adopt measures specified in the WBG General EHSGs in line with GIIP including to the extent technically and
financially feasible and in manner proportionate to the projects impacts and risks. The WMP will include an
assessment of the presence of trash around transportation hubs develop measures to increase community education
and awareness for proper disposal facilities and coordinated trash collection and management in the BTR and related
facilities. Moreover, sub-project specific ESMPs will include measures for addressing soil and water pollution, dust
and noise emission, management of hazardous and non-hazardous waste and closure of any ancillary facilities such as
borrow-pits and quarries during the construction phase.
ESS4 Community Health and Safety
ESS4 is relevant to the project. The Project is required to include assessments of risks and impacts of project activities
to health and safety in project affected communities in all phases of the project cycle. Risks and impacts could relate
to the design and safety of infrastructure, traffic, and road safety (particularly during construction and operation), or
community exposure to nuisance and public health issues including assess the presence of trash around
transportation hubs to develop measures to increase community education and awareness for proper disposal
facilities and coordinated trash collection and management along the BTR corridors and in the strategic access streets
to neighborhoods from to the BRT corridors. Since the project will take place in an urban setting and downtown areas
of high population density, risks and impacts on the community may also include security, and emergency situations
such as increased accident to road users and pedestrians due to increased and congested traffic and community
exposure to nuisance and public health issues related with air and water sources pollution. There also risks related to
BRT infrastructures integrity against natural hazards exposure. Consequently, the borrower prepared an ESMF
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Maputo Metropolitan Area Urban Mobility Project (P175322)
containing detailed guidance for subproject level ESIAs/ESMPs preparation, including obligations for Contractors to
prepare site-specific Community Health and Safety Plans (CHS Plans) as part of the C-ESMP and maintain qualified
staff for its implementation.
The construction of BRT system and associated infrastructures will require the movement of construction equipment
and materials potentially through an urban setting and congested downtown areas, resulting in possible road and
pedestrian accidents. Vibration from construction activities, machinery, construction vehicles and the potential need
for drilling activities, may result in damage to houses, businesses and existing public infrastructures in the urban
community. Earth works including trenching for installation of traffic management and signalization systems will be
required and is likely to take place within the urban neighborhoods. Open excavations and trenches may pose a
community safety concerns, resulting in serious injuries, fatalities or damage to properties and goods from
community members, animals and especially children falling into open excavations and trenches, if access is not
adequately prevented and managed. As such, an ESMF containing a set of recommendations to prevent, minimize,
and control risks to the community from traffic accidents was prepared. The ESMF presents detailed guidance and
steps to prepare sub-level project specific ESIAs/ESMP including Contractors’ obligations to prepare and adopt Traffic
Management Plan (TMP) as part of the C-ESMP to mitigate and manage construction vehicles and pedestrian
interactions while ensuring that adequate design of the proposed Bus Rapid Transit (BRT) infrastructures is consistent
with GIIP. During operation, specific traffic measures that include installation and maintenance of all signs, signals,
markings, and other devices used to regulate traffic, including posted speed limits, warnings of sharp turns will be
designed for the adequate re-routing of the public transportation companies (and private vehicles as well) that
currently operate in the corridors of intervention. To that end, the CHSP will include management measures for
Public Disclosure
assuring the security, health and safety of the BRT users and its complementary facilities users during operation
including specific measures for emergency response and preparedness. Such measures will be also developed by the
Borrower as part of the ESIAs/ESMPs and presented prior to the start of construction.
The Social Assessment highlighted that while 55% respondents found that buses pay attention to disability by
allowing them priority in boarding and seating, access to bus infrastructure is not based on universal access. The
project will ensure that bus infrastructure is compliant with granting universal access and that contractors include
such principles in the construction of bus terminals and other related infrastructure.
Lastly, the proposed BRT investments will also have a strong focus on climate change resilience, especially
considering flood risk management. Flood adaptation strategies for the BRT will include drainage measures for the
network infrastructure aiming to protect the BRT corridor, roads along the BRT corridor, and secondary road network
from flooding by ensuring that water runoff is safely discharged. The project will also explore the use nature-based
solutions such as upstream flood retention measures. Such measures will not only protect the BRT network but will
greatly enhance the flood resilience within project area; while producing an array of co-benefits for the residents
including improved aesthetics, ample recreational areas, protection of biodiversity and CO2 sequestration.
While in general the project is not expected to rely on outside workers, influx of opportunistic migrants may likely
occur, however workers campsite is not unticipated under this projet as labor will be sourced locally.
Notwithstanding, there are potential impacts on community health or safety.. In the absence of appropriate
mitigation measures, gender-based violence (GBV), sexual exploitation and abuse (SEA), and the spread of sexually
transmitted and communicable diseases, may be exacerbated by the presence of a workforce including COVID-19
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Maputo Metropolitan Area Urban Mobility Project (P175322)
within the community if not carefully managed. The project has therefore prepared a SEA/SH Risk Assessment and
Action Plan for Gender Based Violence (GBV) / Sexual Exploitation and Abuse (SEA)/ Sexual Harassment (SH) prior to
appraisal, included in the draft ESMF, with the relevant mitigation measures to address these risks. A Communication
Plan was developed and attached to the Stakeholder Engagement Plan, that will serve as the instrument to ensure
that communities are aware of safety procedures that need to be followed. To avoid or minimize the spread of
disease, a COVID-19 protocol was also prepared as part of the ESMF to be disclosed prior to appraisal completion.
The design of stations, vehicles and street improvements will conform to the Good Practice Guide on Non-
discrimination and Disability under ESS4, which ensure access for persons with disabilities.
No security personnel are currently planned to be deployed to the project areas. However, if required, the FCMU will
prepare, adopt, and implement a stand-alone Security Personnel Management Plan (SPMP) consistent with the
requirements of ESS4, in a manner acceptable to the Bank. Any security personnel engaged by the project will be
provided suitable training and sensitization according to national law and GIIP, and codes of conduct shall apply for
such personnel.
ESS5 Land Acquisition, Restrictions on Land Use and Involuntary Resettlement
ESS5 is relevant. BRT related interventions under Component 2 and neighbourhood level investments under
Component 3 will require civil works necessitating land acquisition on a permenent and/or temporary basis. A
Resettlement Policy Framework (RPF) has been prepared by the project that identifies impacts of land acquisition.
Public Disclosure
Under Component 1, the extent of land acqusition will depend on final technical design considerations. The RPF,
therefore, presents high impact and low impact scenarios. Under high impact, land acquisition for BRT corridor would
require permanent land acquisition leading to physical resettlement in an urban context. Low impact scenario would
require temporary land use but will not lead to extensive physical resettlement. The RPF also identifies that under the
low impact scenario, no new Partial Protection Zone (PPZ) will be created. In case of road widening for BRT, the
existing PPZ will be extended and any residents within it will be notified of this status. However, any PAPs facing
impacts will be compensated in line with the RPF. Where new infrastructure is created (such as bus depots etc), the
need for the creation of a PPZ will be assessed in line with the Land Law. PAPs who face physical or economic impacts
will be compensated in line with the RPF while those who continue to live inside the PPZ will be approached to sign
user rights agreements to ensure that they are entitled to compensation under the Land Law in case they are moved
in future.
In line with the RPF, Resettlement Action Plans (RAPs) will be prepared and implemented for each sub-project area.
In a dense urban environment, impacts on livelihoods are expected to take place and will need to be carefully
assessed especially in relation to small businesses, mobile vendors, informal transport operators and other groups
most of whom tend to be poor and marginalized groups. Livelihood impacts on such groups have been assessed in
the RPF . These will be screened thoroughly and appropriate instruments will be developed. This can include LRPs
either as part of RAPs or standalone ones depending on the nature of the impact. Options for integrating informal
livelihoods around the bus network will also be assessed and implemented as part of LRPs. Where there are access
restrictions to land use due to civil works, C-ESMPs will include specific mechanisms to manage these through the
provision of alternate access. The Project's SEP includes consultation mechanisms including at neighborhood level
which will be used to ensure that land acquisition needs and resettlement impacts are clearly communicated and
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discussed with the local residents and users of the areas where civil works will take place. RAPs and LRPs will be
developed through technical support contracted for this purpose and implemented through RAP Implementation
Service Providers and/or through entities hired for implementation. Staff at PIU levels will oversee the
implementation of RAPs and LRPs. During civil works, some impacts may also take place (such as damage to
properties). Such impacts will be mitigated through the requirement in C-ESMPs to ensure that land needs are kept to
a minimum during construction. Nevertheless, some impacts may require the preparation and implementation of
RAPs to address construction related impacts. Such RAPs will be prepared and implemented by Contractors with the
Supervision Engineer overseeing their implementation.
ESS6 Biodiversity Conservation and Sustainable Management of Living Natural Resources
ESS6 is relevant. Since the project will take place in an urban area setting with already humanized environment; there
are low to moderate risks to impact natural habitats directly and adversely, as defined under ESS6. Notwithstanding,
the medium scale constructions and maintenance works under Components 2 in high densely populated areas and
component 3 along the corridors, are likely to include; i) site clearance for construction purposes; ; ii) use borrow pits
to source quarry, material laydown area and; iii) earth works consisting of excavations and trenching for transit
management and signage systems which may lead to direct and indirect habitat degradation and soil disturbance
leading to the introduction of alien and invasive plant species and generate cumulative and indirect impacts as a
result of induced land use changes leading to the conversion of natural habitats (wetlands or estuaries) due to
potential in-migration. Key Biodiversity Areas (KBA) include the protected mangrove areas of Maputo estuary along
Public Disclosure
the coastal area of Maputo Bay, the wetland areas along the water courses of Inkomati river in Marracuene, Matola
river in Matola City and Infulene river in Maputo city. These ecological sensitive areas located around the proposed
the BRT routes. However, since the KBAs are predominantly located in legally protected areas (PAs) areas, they are
not likely to be affected by the proposed project interventions. Notwithstanding, the ESMF prepared by the borrower
contains provisions for the exclusion of these known areas. The ESMF also includes measures to mitigate direct,
indirect, or cumulative impacts on natural habitats in a manner consistent with ESS6. Moreover, project design will
explore the use nature-based solutions such as upstream flood retention measures. Such measures will not only
protect the BRT network but will greatly enhance the flood resilience within project area; while producing an array of
co-benefits for the residents including improved aesthetics, ample recreational areas, protection of biodiversity and
natural habitats around the project area.
ESS7 Indigenous Peoples/Sub-Saharan African Historically Underserved Traditional Local Communities
ESS7 is not determined as relevant to the project as there are no Indigenous Peoples/Sub-Saharan African Historically
Underserved Traditional Local Communities in Mozambique.
ESS8 Cultural Heritage
ESS8 is determined as relevant to the project. Cultural property may be impacted if the BRT is to cover the downtown
area of Maputo, which has a number of buildings that are considered as Cultural Heritage. For civil works activities
under Component 2, the project will seek to preserve heritage buildings and aesthetics of the downtown area. This
will imply meticulous planning and implementation of anticipated civil works and ensure that the historical buildings
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maintain their architectural and cultural significance. These buildings will also need to be preserved in line with
community aspirations. Any project interventions will address cultural heritage as an integral aspect of Maputo’s
Metropolitan Area sustainable urban renewal and development as outlined in the ESMF which includes an
assessment of Cultural Resources within the project's footprint and appropriate guidance on including aspects of
cultural heritage preservation in designing and engineering works.
Proposed investments financed under Component 3 for the corridors expansions include aspects such as site clearing,
earth works and excavations for the installation of traffic management systems and signage that could have an
impact on tangible and intangible cultural heritage features located within the project footprint and underground.
Although the project will not finance activities that will affect cultural heritage resources, “chance find” procedures
will be implemented in all construction activities. A Chance Finds Procedure is also outlined in the ESMF and in any
subsequent ESIA/ESMP to form part of the contractor’s obligations.
ESS9 Financial Intermediaries
ESS9 is not determined as relevant to the project as the involvement of Financial intermediaries is not anticipated.
B.3 Other Relevant Project Risks
There also risks related to BRT infrastructures integrity against natural hazards exposure. Nonetheless, the BRT
Public Disclosure
structures will conform to the relevant GIIP to prevent, minimize and mitigate climate related events.
The risks related to the inclusion of poor, marginalized groups such as women, PWDs, the elderly and children need
to be assessed and taken into consideration in the design of transport related interventions and systems. The Project
has undertaken a Social Assessment to assess the access to safe, reliable and affordable transport for marginalized
groups. It also assesses the issues faced by such groups in using transport and recommend measures to ensure that
transport systems and its related infrastructure supported by the Project is informed by a gender and marginalization
perspective. T
C. Legal Operational Policies that Apply
OP 7.50 Projects on International Waterways No
OP 7.60 Projects in Disputed Areas No
B.3. Reliance on Borrower’s policy, legal and institutional framework, relevant to the Project risks and impacts
Is this project being prepared for use of Borrower Framework? No
Areas where “Use of Borrower Framework” is being considered:
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With regards to ESF several aspects have not been addressed in standard ESIAs in Mozambique. As such, reliance on
the borrower’s E&S framework is not considered to be appropriate.
IV. CONTACT POINTS
World Bank
Contact: Fatima Arroyo Arroyo Title: Senior Urban Transport Specialist
Telephone No: 5352+4235 / 1-202-473-5110 Email: farroyoarroyo@worldbank.org
Contact: Mohammad Ajmal Askerzoy Title: Senior Transport Specialist
Telephone No: 5333+3382 / 93-70-113-3382 Email: maskerzoy@worldbank.org
Borrower/Client/Recipient
Borrower: Republic of Mozambique
Implementing Agency(ies)
Implementing Agency: Maputo Metropolitan Transport Agency (AMT)
Implementing Agency: Maputo City Council
Public Disclosure
Implementing Agency: Matola City Council
V. 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
VI. APPROVAL
Task Team Leader(s): Fatima Arroyo Arroyo, Mohammad Ajmal Askerzoy
Practice Manager (ENR/Social) David Seth Warren Cleared on 13-Apr-2022 at 12:48:1 GMT-04:00
Safeguards Advisor ESSA Peter Leonard (SAESSA) Concurred on 14-Apr-2022 at 07:22:34 GMT-04:00
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