The World Bank Grand Nokoué Sustainable Urban Mobility Project (gn-sump) (P180579) Appraisal Environmental and Social Review Summary Appraisal Stage (ESRS Appraisal Stage) Public Disclosure Date Prepared/Updated: 03/14/2025 | Report No: ESRSA04075 Mar 18, 2025 Page 1 of 15 The World Bank Grand Nokoué Sustainable Urban Mobility Project (gn-sump) (P180579) I. BASIC INFORMATION A. Basic Operation Data Operation ID Product Operation Acronym Approval Fiscal Year P180579 Investment Project Financing (IPF) Grand Nokoué Urban 2025 Mobility Project Operation Name Grand Nokoué Sustainable Urban Mobility Project (GN-SUMP) Country/Region Code Beneficiary country/countries Region Practice Area (Lead) (borrower, recipient) Benin Benin WESTERN AND CENTRAL Transport AFRICA Borrower(s) Implementing Agency(ies) Estimated Appraisal Date Estimated Board Date Government of Benin Société des Infrastructures Routières 14-Mar-2025 20-May-2025 et de l’Aménagement du Territoire (SIRAT) Public Disclosure Estimated Decision Total Project Cost Review Date 26-Feb-2025 490,000,000.00 Proposed Development Objective The PDO is to improve mobility, safety, and accessibility along selected corridors in Grand-Nokoué. 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 Benin has experienced sustained economic growth, largely driven by Grand Nokoué region (GN), home to Cotonou and the Autonomous Port of Cotonou (APC), which contributes over two-thirds of national GDP and facilitates 90 percent of the country’s foreign trade. Despite its economic significance, GN faces severe mobility and accessibility constraints that hinder productivity and urban livability. Congestion is a major issue, particularly along RNIE1 and RNIE2, where peak- hour travel times increase by 65 to 115 percent, significantly raising transport costs. Road safety risks are also high, with GN accounting for 57.6 percent of national accidents and 52 percent of fatalities, most of which involve two-wheelers. Mar 18, 2025 Page 2 of 15 The World Bank Grand Nokoué Sustainable Urban Mobility Project (gn-sump) (P180579) Air pollution, driven by poor fuel quality from informal imports, results in mortality rates substantially exceeding regional averages. Affordability remains a challenge, as mototaxi fares for longer trips are nearly equivalent to the average daily household consumption expenditure. These issues are further exacerbated by rapid population growth, projected to increase from 2.38 million in 2020 to 3 million by 2030, along with an unreliable and fragmented transport system. The dominance of informal mototaxis (zémidjans) and minibuses (tokpa-tokpa) contributes to high accident rates and poor service quality. Meanwhile, inadequate transport infrastructure remains a key concern, with only 20 percent of roads paved and insufficient provisions for non-motorized transport despite walking being the primary mode of travel. Climate risks, including flooding, coastal erosion, and extreme weather events, further threaten urban transport infrastructure, highlighting the need for resilient solutions. To address these challenges, the Government of Benin (GoB) developed the Grand Nokoué Urban Mobility Plan (PMU) in 2020, which outlines a shift toward an integrated and multimodal transport system. The plan prioritizes governance reforms, including the establishment of a unified urban mobility authority, and aims to regulate and professionalize informal transport. It also proposes the development of two high-capacity public transit corridors—Abomey-Calavi to Cotonou and Ouidah to Cotonou, extending to Sèmè-Podji and Porto-Novo—where structured bus and lake transport services will be introduced. Additionally, investments in resilient transport infrastructure are planned to improve mobility and climate adaptation. The proposed project is designed to transform urban mobility through a two-phase investment program. The first phase (SOP1), valued at USD 490 million(USD 200 million from IDA, USD 200 million from AIIB co-financing, and USD 90 million expected from Private sector), focuses on immediate mobility improvements, public transport development, and governance reforms. The second phase (SOP2) will build on these efforts, expanding public transport networks and infrastructure investments. The project will strengthen urban mobility governance by establishing a metropolitan mobility authority, developing financing mechanisms, and improving policy frameworks(Component1). It will support Public Disclosure the professionalization of the paratransit sector by regulating informal operators, enhancing driver training, and improving road safety and lake transport safety oversight(Component2). Infrastructure investments will include the establishment of zero-emission bus and lake transport services, rehabilitation of key roads, and the deployment of intelligent transport systems to optimize traffic flows(Component 3). The project also supports the electrification of zémidjans, with a large-scale transition to electric two-wheelers and the development of a local e-mobility industry to support vehicle assembly, battery recycling, and charging infrastructure(Component4). Institutional capacity building will ensure effective project implementation(Component 5), while climate resilience measures will be integrated into all aspects of urban mobility planning. By improving urban mobility, GN-SUMP will enhance economic productivity, accessibility, and social inclusion while reducing the environmental impact of transport. With a focus on sustainable and climate-resilient urban development, the project aims to make Grand Nokoué a model for modern, efficient, and low- carbon mobility in West Africa. D. Environmental and Social Overview D.1 Overview of Environmental and Social Project Settings The Grand Nokoué region is situated along the coast of Benin, bordering Nigeria, with which it maintains strong commercial and social connections, particularly along the Seme-Podji axis. As the economic hub of Benin, Grand Nokoué contributes more than one-third of the national GDP. The region encompasses five municipalities: Porto-Novo, Sèmè- Podji, Cotonou, Abomey-Calavi, and Ouidah. It is home to 2.5 million inhabitants, representing 20% of the national population, within an area of 839 km². The population is projected to increase to 3 million by 2030. Characterized by an equatorial climate with high humidity, the region largely extends over a low-altitude sandy coastal area and a monotonous central plain, which gradually rises from 10 to 100 meters from south to north. The landscape includes marshy areas and is dotted with lakes and lagoons connected to the ocean, such as Lake Nokoué (138 km²) and Mar 18, 2025 Page 3 of 15 The World Bank Grand Nokoué Sustainable Urban Mobility Project (gn-sump) (P180579) the Porto-Novo lagoon, into which the Ouémé River, the main river, flows. The territory is predominantly covered by humid savannah, interspersed with patches of primary forest, agricultural lands, marshy areas, and extensive palm and coconut groves of Lower Benin, some of which are partially located within Ramsar site 1018. Grand Nokoué is central to Benin's national urban system, playing a crucial role in economic activities and wealth creation. It also faces significant challenges related to improving the environment and living conditions for its population. Cotonou serves as the main entry point to Benin, featuring key logistics hubs such as the Port of Cotonou, Cotonou Cadjehoun Airport, and the Dantokpa market. Porto-Novo is the political capital, while Abomey-Calavi is the second most populous commune in Grand Nokoué, following Cotonou, and is experiencing strong demographic growth and increasing commuting demand to Cotonou. Sèmè-Podji is the business and industrial center, hosting an industrial zone that accommodates 35 percent of Grand Nokoué's industries and the Kraké border market, which generates significant traffic. Ouidah, located to the west of Cotonou, is a historical city with numerous tourist sites, supported by the fishing and agricultural industries. Between 2002 and 2013, Grand Nokoué accounted for 18% of Benin's population growth, particularly in Abomey-Calavi, Ouidah, and Sèmè-Podji. Conversely, Porto-Novo and Cotonou experienced slower growth due to their dense populations, scarcity of available land for development, and high land prices, making the other municipalities in Grand Nokoué more attractive. Housing in Grand Nokoué is characterized by a mix of formal and informal structures. Many residents live in makeshift dwellings constructed from recycled materials such as corrugated iron, which can pose environmental and health risks. The region features a mix of small businesses and formal and informal markets, some of which are located along major roads, providing employment opportunities for residents. However, many households in Public Disclosure the area struggle with poverty, and unemployment rates are high. There are also socially disadvantaged groups in Grand Nokoué, including commercial motorcycle drivers, young girls and women, persons living with disabilities, and children. Waste management is a significant issue, with waste often poorly managed and disposed of in open dumps along roadsides. This practice reduces sidewalk space and contributes to environmental degradation and health risks for local residents. Another challenge in the area is intra-urban and inter-urban transport. The movement of populations from Porto Novo, Sèmè-Podji, Abomey-Calavi, and Ouidah to Cotonou, as well as within Cotonou, relies on an outdated fleet of vehicles. This fleet is primarily composed of two-wheeled vehicles (zemidjans) and minibuses (Tokpa-tokpa) operating on an inadequate, poorly maintained road network. The situation is further exacerbated by large trucks transporting goods to the Port of Cotonou and to inland and hinterland countries. Motorcycle taxis (zémidjans) account for three-quarters of the traffic in Grand Nokoué, as they are the most affordable means of transport for most of the population. They are also attractive in terms of travel time and flexibility, as motorcycles can navigate the most damaged roads and offer door-to-door service. However, speeding and poor road conditions contribute to the high frequency and severity of road accidents. In 2016, road crash injuries or fatalities totaled 48,000, incurring a cost representing 9.1 percent of the country’s GDP. Most of these accidents involved two- or three-wheeled vehicles, with passengers often not wearing helmets, and the motorcycles themselves lacking proper safety features. Women constitute a significant proportion of zémidjan users. Mar 18, 2025 Page 4 of 15 The World Bank Grand Nokoué Sustainable Urban Mobility Project (gn-sump) (P180579) There are also socially disadvantaged groups such as the commercial motorcycle drivers, young girls and women, persons living with disabilities and children. Solid waste, is poorly managed and often dumped on roadsides, reducing sidewalks and degrading the environment and posing health risks for local residents. Much of the petrol used in public transport is illegally imported from Nigeria, often of subpar quality, leading to higher emissions. Local air pollution levels have reached four times the amount recommended by WHO guidelines. These petrol-powered vehicles significantly contribute to air pollution, especially in urban areas, with exhaust fumes containing harmful pollutants such as carbon monoxide, nitrogen oxides, and particulate matter, which increase respiratory diseases in Grand Nokoué. To address the air pollution challenge, the Beninese government banned the importation and sale of two-stroke engines in 2019, required all new motorcycles to limit the sulfur content of fuels to 350 ppm and initiated actions for the deployment of a fleet of electric motorcycles and taxis in the Greater Nokoué region and structuring of a local industrial sector for electric mobility. The rapid urban development in the cities of Porto Novo and Abomey-Calavi over the last few years requires special attention in terms of urban services, particularly mobility and the development of inland waterway transport in the lagoon to connect Cotonou, Porto Novo, and their surroundings. Currently, lake transport is not organized and remains informal despite its potential benefits, such as shorter travel times and attractive rates compared to existing road transport services. D.2 Overview of Borrower’s Institutional Capacity for Managing Environmental and Social Risks and Impacts The Government has appointed the state-owned corporate entity, SIRAT - Société des Infrastructures Routières et de l’Aménagement du Territoire. to implement the project. SIRAT is has the mandate for planning and implementing road infrastructure projects in cooperation with local authorities and international partners and currently oversees several Public Disclosure Bank-financed projects in Benin, including the PforR operation Benin Building Resilient and Inclusive Cities Program (P176653) and the IPF operation Cotonou Rainwater Sanitation Program - PAPC (P167359), prepared under the Bank’s operational environmental and social safeguard policies. (Pool GN-SUMP). SIRAT will establish a project-specific unit (PIU) to implement the project. SIRAT also has a central E & S Unit which supported the preparation of the project. The PIU in SIRAT will include one environmental, one social specialist and one gender specialist. As needed, the central E & S unit will provide technical back up for the project-specific unit. The PIU will oversee E & S issues related to activities carried out by specialised implementation agencies (SIAs), responsible for implementing project activities that fall within their institutional mandate. The PIU’s capacity to meet ESF requirements will be reinforced and each SIA will include environment and social specialists to ensure that the project implementation is consistent with the requirements of the relevant applicable Environmental and Social Standards (ESS) of the proposed project, and as delegated by the PIU. The Bank team will provide SIRAT and SIAs n charge of urban mobility with targeted training on ESF requirements, monitoring and technical assistance. Bank accredited E&S staff will provide hands-on technical support to ensure effective environmental and social risk management for all the implementing entities. Other entities which will be involved in the environmental and social management of the project are: Owner engineers who will provide technical controls and monitor the implementation of hygiene, health and safety measures at work, as well as ensure environmental and social compliance. Before commencing work, construction companies, responsible for executing project works, including adherence to the environmental and social clauses specified in the tender documents. Before commencing work, construction companies will submit an Contractor’s Environmental and Social Management Plan (C-ESMP) to the owner’s engineer for validation. The requirements of ISO 14001 and ISO 45001 certification will be incorporated into the tender documents of these entities. Mar 18, 2025 Page 5 of 15 The World Bank Grand Nokoué Sustainable Urban Mobility Project (gn-sump) (P180579) Benin’s Ministry of environment (Ministère du Cadre de Vie et des Transports, en charge du Développement Durable – MCVT, in French) oversees the national legal and regulatory framework to mitigate risks associated with this kind of project. Its environment agency, or Agence Beninoise de l’Environnement (ABE), ensures compliance of any investment with the national legal and regulatory framework. It is well staffed in terms of numbers but needs technical skills improvement. Despite participating in World Bank ESF workshops, ABE requires capacity building to play its role in enforce the environmental and social requirements applicable to the project. Thus, the project will include activities to strengthen ABE staff’s technical skills for site supervision. Additionally, the project will support ABE’s field missions due to its limited budget. The project is an infrastructure project that has associated sexual exploitation, abuse and harassment risks. The Bank supported the development national capacity for addressing gender based violence. In particular, the development of relevant legal texts on GBV within the framework of the Development Policy Operation (DPO) on Unlocking Human and Productive Potential (P178042). Further, the project will rely on the national referral pathway protocol for GBV service provision through the Standard Operating Procedures (SOPs) for the management of GBV victims, adopted in the interministerial order n° 017/MASM/MS/MJL/MISP/DC/SGM/SA on July 26, 2022. The Ministry of Social Affairs and the Women’s Institute (Institut des femmes – InF) have specific mandates to manage legal and pyschosocial issues related with GBV, and developed the appropriate structures to handle these questions. II. SUMMARY OF ENVIRONMENTAL AND SOCIAL (ES) RISKS AND IMPACTS A. Environmental and Social Risk Classification (ESRC) High Public Disclosure A.1 Environmental Risk Rating High The project has been classified as high risk at the appraisal stage due to the development of complex and large-scale infrastructure sub-projects and the operation of activities that may have potential negative impacts on the biophysical and human environments within athe sensitive coastal ecosystem of Grand Nokoue. This ecosystem includes an internationally protected area, notably the 652,760-hectare Ramsar site 1018, which encompasses the Lower Valley of Ouémé, Porto-Novo Lagoon, and Lake Nokoué. The project will involve extensive civil works on both land and wetland areas located within Ramsar site 1018. The planned civil works, particularly under Component 3, will include the construction of infrastructure such as roads, bridges, drainage systems, embarkation and disembarkation docks, access ramps to transport boats, and maritime safety infrastructures. Additionally, significant earthmoving activities, including excavation, grading, and filling, will be required during works on roads and bridges. These activities will necessitate the use of heavy machinery and equipment, which may lead to soil compaction, alteration of natural water flow, and potential disruption of local wildlife habitats notably spawning grounds. Furthermore, the project activities related to the provision of lake transport services, as well as maintenance dredging (which is out of the scope of this project) during the operational phase, hold the potential risks of boats capsizing and sinking. Other likely effects include frequent disturbance of the lake ecosystem, erosion, sedimentation, and alteration of water flow. Finally, under Component 4, the replacement of traditional "Zémidjan" motorcycles, which emit high levels of harmful gases, with electric motorcycles equipped with batteries comes with associated environmental risks. These risks include the potential for soil and water contamination due to improper disposal and management of hazardous and non-hazardous waste, such as spare parts of old motorcycles and used batteries Mar 18, 2025 Page 6 of 15 The World Bank Grand Nokoué Sustainable Urban Mobility Project (gn-sump) (P180579) containing harmful substances like lithium, cobalt, or nickel. Effective waste management and pollution prevention measures will be essential to mitigate these environmental risks and ensure the sustainability of the project. Thus, the major environmental risks are: (i) resource efficiency and pollution prevention and management including sourcing of raw materials for civil works, water and energy use, GHG emissions, dust, noise, potential contamination of water sources due to spills and run-off of petroleum products, infiltration into storage areas and improper disposal of fuels; (ii) occupational and community health and safety; (iii) potential loss of vegetation and biodiversity during civil works and preparation of sites, quarries areas for materials; and (iv) potential impact of civil works and excavations on cultural heritage. There are some potential risks associated with the development of lake transport such as the boats capsizing and sinking and the negative effects of dredging (disturbance of the ecosystem, erosion, sedimentation, alteration of water flow, …). High A.2 Social Risk Rating The social risk rating at the appraisal is rated High. The project will take place in dense urban areas. There is a high possibility of traffic disruptions during construction and a possibility of land acquisition. Loss of livelihoods is also possible with the professionalization of the informal paratransit sector and the works associated with the lake transport infrastructure, as passengers will be diverted to other forms of transport such as minibuses and boat transport. Sexual harassment and prejudice could also be used to discourage females from presenting themselves as potential beneficiaries for sector reform activities under Component 2. The priority road axes proposed by the Borrower - Abomey Calavi-Cotonou and Ouidah-Sèmè-Podji – are lined with residential and commercial buildings as w as street vendors. The rights-of-way (ROW) along these axes are generally well defined. However, it is possible that the final designs of the roads might require widening beyond the existing ROW and some land take might be required. Public Disclosure Economic displacement – of a temporary or permanent nature – will be inevitable given the commercial activities taking place on both sides of the roads. The permanent loss of livelihoods for some street vendors cannot be discounted and it is possible that large numbers of street vendors and small businesses – including small markets - along the major road alignments could be affected. There is a high risk of exclusion of socially disadvantaged groups from project benefits such as expected with electric motorcycles. Project activities related to promoting public transport hold the high risk of increasing the existing vulnerability of motorcycle riders; several of whom (including rural-urban migrants) sleep out on the streets and are often exposed to theft of income and bodily harm. The proposed replacement of the petrol-powered “Zemidjan” motorcycle taxis by electric motorcycles could be a source of tension due to apprehensions about possible loss of livelihoods, if vigorous stakeholder engagement is not carried out and does not inform the technical design. The lack of consideration for the special needs of road users such as women, children, and people with disabilities may exclude them from project benefits during implementation and the operational phase of completed infrastructure. Activities aimed at improving sector governance (Component 1) and reforming the informal paratransit sector (Component 2) could result in loss of livelihoods if solutions do not include livelihood restoration for affected individuals. Civil works pose a risk of sexual exploitation, abuse, and harassment (SEAH) due to the anticipated presence of large numbers of construction workers in urban areas, which could lead to the harassment of female pedestrians, hawkers, and other female road users. Sexual harassment and prejudice might also discourage females from participating as potential beneficiaries of sector reform activities under Component 2. Construction works may generate complaints related to traffic congestion, road diversions, blocked access to residential or commercial areas, accidents, and road traffic management. Delays in establishing a Project Implementation Unit (PIU) with experienced personnel to manage social risks associated with proposed projects could delay the deployment of essential risk mitigation measures. Mar 18, 2025 Page 7 of 15 The World Bank Grand Nokoué Sustainable Urban Mobility Project (gn-sump) (P180579) B. Environment and Social Standards (ESS) that Apply to the Activities Being Considered B.1 Relevance of Environmental and Social Standards ESS1 - Assessment and Management of Environmental and Social Risks and Impacts Relevant Public transport is a basic social service that primarily benefits the most vulnerable, including women, young people, the elderly and people with reduced mobility, by improving their mobility and access to services and opportunities. The proposed GN-SUMP will have a number of positive environmental and social impacts through improvement of mobility conditions, long queues at the transportation corridors and reduced greenhouse gas emissions. From an environmental perspective, collective and public transport systems such as high-capacity buses have an overall net positive impact on environmental parameters, mainly air quality and noise. The proposed design of a public transport system that uses high-capacity buses could reduce air emissions and noise pollution, especially if the buses are powered by electricity. The project design considers new advances in climate resilience in subproject design standards with the electrification of two-wheelers for example. Furthermore, the project is expected to have significant potential environmental risks and impacts. To adequately manage the identified environmental and social risks and impacts associated with the project, the Borrower has prepared, in line with ESS1, an Environmental and Social Management Framework (ESMF) that was cleared by the Bank and disclosed on January 20, 2025. The ESMF has identified the applicable legislative and regulatory frameworks and policies; presented an overview of the baseline conditions and a summary of key anticipated environmental and social impacts. It has further provided mitigation and monitoring measures and a screening tool for assessing and classifying impacts at sub-project level and provided guidance for the preparation of site-specific instruments, such as ESIAs/simplified ESIAs. It has also provided (i) detailed principles for assessing cumulative impacts in site-specific ESIAs to ensure that short- and long- Public Disclosure term cumulative and indirect adverse impacts of the project and any ancillary facilities on the biophysical and social environment are minimized. These principles will also address potential significant downstream E&S impacts of the proposed technical assistance activities; (ii) environmental and social clauses to be considered during the preparation of the tender documents. Regarding the proposed Lake Nokoué’s waterway passenger transport infrastructure and associated facilities (piers, jetties, terminals, access roads) under Component 3 which includes periodical dredging, the Borrower has prepared the Strategic Environmental and Social Assessment (SESA) that has been disclosed in the country and the bank on November 18th, 2024. Additionally, the borrower has prepared a specific standalone addendum to the Environmental and Social Management Framework (ESMF) focused on the lake transport activity. The draft preliminary ESIA for the lake transport was disclosed November 29, 2024. The final, cleared, version was disclosed on January 14, 2025. These documents will facilitate the preparation of site-specific ESIA for lake transport infrastructures prior to the commencement of works, as well as the management of water transport fleets. Under Component 4, the introduction of electric motorcycles equipped with batteries to replace old motorcycles presents certain environmental risks. To ensure sustainability, battery recycling and reuse will be recommended. The project will support the establishment of closed-loop battery systems in each municipality for collection and recycling. This initiative will involve local partners to maximize battery collection and secure recycled metals such as lithium, cobalt, and nickel, thereby preventing environmental pollution. Additionally, the project will implement a recycling process for the spare parts of old motorcycles or the entire old motorcycles. The Borrower has already prepared and disclosed an advanced draft of ESIA and road safety plan for the ATC road infrastructure under Component 3. Both documents were reviewed by the bank and published on the Bank’s website on March 20, 2024. Road and lake transport construction works will affect the livelihoods of small business, street vendors and others who depend on the transport axis for livelihoods. The Borrower has prepared a resettlement framework (RF) to address any potential Mar 18, 2025 Page 8 of 15 The World Bank Grand Nokoué Sustainable Urban Mobility Project (gn-sump) (P180579) physical and economic losses associated with project activities. The RF was reviewed by the Bank and disclosed on January 24, 2025. Subsequent Resettlement Plans (RPs) will include livelihood restoration plans for those likely to permanently lose their livelihoods as a result of project activities. The Borrower has prepared a resettlement plan (RP) for the ATC road sections. The Bank reviewed and cleared it for disclosure by both parties. The lake transport SESA identifies the risks associated with cultural heritage, involuntary resettlement and loss of livelihoods and makes recommendations for follow up studies. During project implementation, the Borrower will develop a Strategic Environmental and Social Assessment (SESA), under component 1 to accompany the urban mobility strategy and the studies to deepen the definition of medium and long-term projects (traffic and parking management, road safety and environmental improvements). The Project will finance Technical Assistance for improving governance of the urban mobility sector (component 1) and professionalizing artisanal transport operators, road safety and safety on waterways (component 2). These activities have minimal or no social or environmental impacts but may involve providing support to institutions in carrying out or overseeing activities that have potentially significant downstream social and environmental implications. These activities will be managed in accordance with the World Bank ESF and relevant Bank Advisory Note for Technical Assistance. Appropriate E&S elements will be included in the ToRs and deliverables (e.g. study reports, operation regulations, etc.) per ESF requirement. The Borrower has prepared a Stakeholder Engagement Plan (SEP) that has been reviewed and disclosed on January 30, 2025. The Borrower has developed, with assistance from the Bank team, an Environmental and Social Commitment Plan (ESCP) setting out a timeline and a commitment to prepare relevant instruments and the substantive measures and actions that will be taken to meet environmental and social and health and safety requirements. The Labour Management Procedure (LMP) was disclosed on February 12, 2025. Other instruments such as Waste Management Plan (WMP) will be submitted for the Bank’s review and clearance during the project implementation. All environmental and social Public Disclosure documents will be disclosed per ESF requirements. ESS10 - Stakeholder Engagement and Information Disclosure Relevant There is a broad range of stakeholders in this complex project. Iinstitutional stakeholders include the Strategic Support Unit of the Ministry of Economy and Finance (MEF) which has, in partnership with the MCVT – Ministere du cadre de vie et des transports, charge du developpement durable) piloted various studies on the development of the urban mobility sector in Benin. The preparation missions allowed the Bank team to gain knowledge of the various institutional and sectoral stakeholders. In addition to the MEF and MCVT, major stakeholders include: Ministry of Infrastructure and Transports (MIT); Road Infrastructure and Territorial Development Company (SIRAT) ; National Agency for Land Transport (ANaTT) ; National Road Safety Centre (CNSR) ; Urban Development Directorate (DGDU) of the MCVT, Agency for the Integrated Development of Lake Ahémé and its Channels (ADELAC), the Department of Port, Maritime and River-Lagoon Affairs (DAPMF) and the National Association of Municipalities in Benin (ANCB). The Borrower prepared a stakeholder engagement plan (SEP), disclosed January 30, 2024. In addition to institutional stakeholders, the SEP identified the following stakeholders: associations of market women; street vendors; fisher people; small business owners (stalls, fish sellers, sand sellers); water transport promoters; bus drivers; zemidjan drivers and users; business persons; religious groups and tourism promoters; youth associations; women associations; the national association of persons living with handicap; association of public and private business concerns along the proposed intervention areas; women groups and religious groups that use certain sites within the project footprint for ritual purposes. During consultations, stakeholders expressed the following concerns: the need to ensure that the most affected persons have access to the fleet renewal programs, job reconversions for those likely to lose means of livelihood, capacity building needs, and the consideration of existing contracts and agreements Mar 18, 2025 Page 9 of 15 The World Bank Grand Nokoué Sustainable Urban Mobility Project (gn-sump) (P180579) in the transport sector. Persons consulted also wanted to know about the arrangements for managing electric waste linked to the batteries for the motorcycle renewal, compensation payments and street lighting. The SEP identifies the needs of the various groups of stakeholders – including vulnerable groups - and the methods of mobilizing them throughout the project cycle. It establishes a grievance mechanism structured at four levels: neighborhood, district, municipal and national levels. It anticipates that complaints of a sensitive nature, such as those linked to SEASH, will only be dealt with at national level by specialized national systems. Benin has dedicated national procedures and institutions for handling gender based violence and these will be solicited by the project as needed. The SEP includes a budget estimate for stakeholder engagement. This is in addition to the stakeholder engagement activities that are expected under Components 2 and 3 of the project. ESS2 - Labor and Working Conditions Relevant ESS2 is relevant to the Project. The Borrower has prepared Labor Management Procedures (LMPs) for the project. It identifies the various categories of workers that will be engaged in the project. Direct project workers include the SIRAT staff that will be assigned to work on the project as part of the project PIU within SIRAT, all staff that will be recruited to work in the PIU, consultants recruited by the PIU to carry out any technical studies (including designs), supervision, monitoring and evaluation, or community engagement and any staff seconded from a government agency in relation to the project. The LMP estimates that there will be a minimum ofeleven staff in the PIU and this number does not include the SIRAT staff who could be pulled in to work on the project on an ad-hoc basis. Contractual workers employed by contractors retained for varius aspects of the project will be subject to the measures outlined in the LMP, national labour laws and the provisions of ESS2. Contracted workers emplpoyed by third party contractors will include daily paid laborers, machine operators, etc. Contractors will be required to ensure Public Disclosure that all their workers are hired and operate under working conditions consistent with Benin's labor laws and ESS2. Primary supply workers are all workers engaged by suppliers of goods and materials (building and construction materials) and are also bound by the measures outlined in the LMP. It addresses the risk of child labor being used by contractors and primary suppliers; this specific risk will have to be closely monitored by the implementing agency. It addresses Sexual Exploitation Abuse and Sexual Harassment (SEA/SH) in the workplace contexts likely to be associated with the project; identifies relevant risks and mitigation measures; occupational Health and Safety (OHS) issues; outlines a Code of Conduct to be signed by all project workers; and procedures for further assessment at the subproject level. The LMP also defines a Grievance Mechanism (GM) for workers for inclusion in bidding documents and subsequent contractor's ESMP (C-ESMP). While it is unlikely that there will be massive labor influx, it is possible that there will be movement of workers between the five communes – any likely ‘influx’ is addressed in the LMP, in line with ESS2 and ESS4 requirements. The OHS measures will include the requirements of ESS2, consider the General Environmental Health and Safety Guidelines (EHSGs) and other Good International Industry Practice (GIIP). The institutional reform to be initiated by the project will assess the potential impacts on personnel of the transport sector. However, considering the staffing and capacity shortcomings evident in the existing institutions, retrenchments are not anticipated, rather it is very likely that there will be job openings in the urban mobility sector. The minimum age for project workers is 18 years and all measures outlined in the LMP, regarding avoidance of underage workers, will be put in place to ensure that underage workers are not employed by the project. ESS3 - Resource Efficiency and Pollution Prevention and Management Relevant ESS3 is considered relevant to the project. According to ESS3, the project must avoid or minimize project-related pollution and the generation of hazardous and non-hazardous waste, while promoting sustainable energy use. Mar 18, 2025 Page 10 of 15 The World Bank Grand Nokoué Sustainable Urban Mobility Project (gn-sump) (P180579) Construction activities may have significant negative impacts related to waste disposal and management, as well as dusts and greenhouse gas (GHG) emissions, which may lead to public health problems. The replacement of gasoline- powered vehicles (Zemidjan and bus fleet) with electric vehicles will also generate significant waste. In addition, the construction and maintenance activities to be financed under Components 3 and 4 could potentially lead to surface water and soil contamination due to oil spills or releases into nearby watercourses or land near the construction sites, poor handling of used batteries and old motorcycles spare parts. The ancillary facilities such as borrow pits and quarries from which construction materials may be sourced during the implementation of the activities proposed under Components 3 will also enhance pollution. Nevertheless, the proposed project investments are expected to result in low GHG emissions and low water and energy consumption due to the promotion of electrical vehicles and the improvement of the roads traffics. The Borrower will adopt the measures specified in the World Bank Group General Environmental Health and Safety Guidelines (EHSG), including the Sector Guidelines for Infrastructure to the extent technically and financially feasible and proportional to the impacts and risks of the project. The Borrower has prepared an ESMF, that provides detailed guidance, including roles, responsibilities and budget for sound preparation of a site-specific Environmental Social Impact Assessment (ESIA) and/or any subsequent Environmental and Social Management Plan (ESMP) including guidance to contractors for the preparation and implementation of Contractors Waste Management Plan (WMP). Additionally, the Borrower will prepare the project’s Waste Management Plan (WMP), which should include, an assessment of the presence of litter around transportation hubs, the development of measures to increase community education and awareness of proper disposal facilities, and coordinated litter collection and management in public transport and related facilities. The project’s WMP will provide, to the extent possible, guidance for the incorporation of Extended Producer Responsibility (EPR) measures in the bidding documents of private operators who will invest in the transport sector in the country. This is to encourage them to Public Disclosure design, manage, and recycle their products more sustainably, especially Li-ion batteries, among others. Finally, sub- project specific Environmental and Social Impact Assessments (ESIAs) will include measures to address soil and water pollution, dust and noise emissions, hazardous and non-hazardous waste management, and the closure of any ancillary facilities such as borrow pits and quarries operated during construction. ESS4 - Community Health and Safety Relevant ESS4 is relevant to the project as proposed project activities, particularly those activities to modernize and consolidate Benin's existing road safety practices, procedures, and systems related to oversight, management, know- how, and capacity building, could affect the health and safety of project-affected communities. The project will finance, among others. The ESMF provide guidelines and procedures for assessing community exposure to noise, nuisance and public health issues related to air and water pollution throughout the project cycle. The civil works anticipated under Component 3 will involve the movement of construction equipment and materials through an urban environment and could result in traffic congestion and road accidents. To manage these risks, the Borrower has outlined the principles of traffic management in the ESMF; these will inform site-specific Traffic Management Plans (TMP), to be included in contractors ESMPs, for the effective management of traffic during construction. More specifically, the Borrower has prepared a road safety management plan for the proposed works of the ATC segment – a draft was disclosed on March 20, 2024. The technical design of the road infrastructure, to be implemented as part of the project, will take into account Good International Industry Practice (GIIP) road and water transport safety standards during the operational stage. This ensures that the infrastructure not only meets high-quality benchmarks but also prioritizes the safety and well-being of all users. During the construction phase, various activities such as the use of heavy machinery, tractors, compactors, earthworks, trenching, and the installation of traffic management and Mar 18, 2025 Page 11 of 15 The World Bank Grand Nokoué Sustainable Urban Mobility Project (gn-sump) (P180579) signal systems could generate significant vibrations. These vibrations have the potential to cause structural damage to nearby homes, businesses, and existing public infrastructure along the road alignments. It is crucial to monitor and manage these vibrations to prevent any adverse effects on the surrounding community. Open excavations and trenches, which are common during road construction, pose a significant safety hazard. These open sites can be particularly dangerous for children, who may inadvertently wander into these areas, leading to serious injury or even death. To mitigate these risks, the project will implement stringent safety measures, including proper signage, barriers, and supervision, to ensure that these hazards are adequately managed and that the community is well- informed about the dangers. The Environmental and Social Management Framework (ESMF) developed for the project includes a comprehensive section on managing project-related Sexual Exploitation, Abuse, and Harassment (SEAH) risks to communities. This section outlines the measures to be taken to prevent such incidents and provides clear pathways for addressing any related complaints. The ESMF emphasizes the importance of creating a safe and respectful environment for all community members, particularly vulnerable groups. In addition to addressing SEAH risks, the ESMF provides detailed guidelines for mitigating the broader impacts of construction activities. These guidelines cover a range of issues, including noise and dust control, waste management, and the protection of natural resources. The framework ensures that the project is carried out in an environmentally and socially responsible manner, minimizing any negative impacts on the community and the environment. Furthermore, the ESMF includes provisions for the protection of existing infrastructure. This involves conducting thorough assessments before construction begins to identify any vulnerable structures and implementing measures to safeguard them throughout the construction process. By doing so, the project aims to preserve the integrity of existing public infrastructure and prevent any disruptions to the daily lives of the community. Overall, the project is committed to adhering to the highest standards of safety, environmental protection, and social responsibility. Through careful planning, robust Public Disclosure management frameworks, and proactive community engagement, the project aims to deliver high-quality road infrastructure that benefits all stakeholders while minimizing any potential risks and adverse impacts. ESS5 - Land Acquisition, Restrictions on Land Use and Involuntary Resettlement Relevant The project will largely be working within existing rights of way which are clearly demarcated. However, it is likely that land take might be required where the roads need to be widened beyond the existing ROWs. The Borrower will has prepared a resettlement framework (RF) that will presents a method of valuing affected assets and loss of economic livelihoods, including impacts on formal and informal vendors and impacts from restriction of access during works and/or during operation; the organizational procedures for delivery of compensation and other resettlement assistance. The RF was disclosed in January 2025. The RF will also outlines, as relevant, any measures for contractors to address issues related to land take, economic losses and destruction of personal property that might occur during the implementation of civil works. The RF will integrates the national land agency – Agence national du domain et du foncier – ANDF – in the institutional arrangements for implementing resettlement plans and dealing with related complaints. If the final technical designs indicate the need for land take, site-specific resettlement plans (RPs) will be prepared in line with the requirements of ESS5. The RPs will will also expand on the project-level GM to define the mechanisms to address resettlement complaints at site level. They will recognize the likely vulnerability of women in land acquisition and outline relevant measures to ensure there is no discrimination in the treatment of project affected peoples. The RPs will include, as necessary, livelihood restoration plans where a determination has been made that there is a high risk of permanent loss of livelihoods. The Borrower also prepared and disclosed a resettlement plan to address involuntary resettlement for the proposed works along the road segments. The RP identifies 746 persons that will be affected (PAPs), with a total of 1918 dependents. 271 PAPs are owners of affected Mar 18, 2025 Page 12 of 15 The World Bank Grand Nokoué Sustainable Urban Mobility Project (gn-sump) (P180579) properties, another 312 are tenants, 47 PAPs were represented in the resettlement planning processes. The Bank has reviewed the document and the final version is expected to be published prior to appraisal. No construction work will commence before the completion of the affected persons along the affected road segments. ESS6 - Biodiversity Conservation and Sustainable Management of Living Natural Relevant Resources ESS6 is considered relevant to the project. The public transport operating routes follows the existing corridor right-of- way. Thus, the locations of terminals, depots, park-and-ride lots, and transfer stations are in densely populated and urbanized areas of the Grand Nokoue, and there should be little or no interaction or interference with natural habitats or ecosystems, so there is a low risk of direct and adverse impacts on natural habitats as defined in ESS6. Nevertheless, medium-scale construction and maintenance works under Component 3 in densely populated areas along the corridors are expected to include: i) Bridges construction or widening, which could affect green spaces, rivers downstream of the construction site, and possibly the coastal area through runoff pollution; ii) site clearance for construction purposes; iii) use borrow pits as quarry, material storage area. Hence, measures to mitigate direct, indirect or cumulative impacts GN-SUMP has been captured and reflected in the ESMF and the subproject’s level ESIA/ESMP. The lake transport activity under Component 3, which includes dredging, is anticipated to significantly impact the lake ecosystem. To address these potential environmental and social impacts, the Borrower has prepared a Strategic Environmental and Social Assessment (SESA), disclosed on November 18, 2024, and a standalone draft preliminary ESIA as addendum to the ESMF, cleared by the World Bank and disclosed on January 24, 2025. These assessments outline the potential risks and propose mitigation measures to ensure compliance with environmental and social standards. The dredging activities can disrupt the aquatic ecosystem, particularly affecting benthic species Public Disclosure and fish habitats, and increase water turbidity, negatively impacting aquatic life. ESS7 - Indigenous Peoples/Sub-Saharan African Historically Underserved Traditional Not Currently Relevant Local Communities There are no groups that meet the criteria established in ESS7, in the Grand Nokue. If the social assessment indicates their presence the relevance of ESS7 will be reconsidered. ESS8 - Cultural Heritage Relevant The proposed project will take place in densely populated urban areas. However, there are known heritage sites in several locations in the Grand Nokue, including the Rouge Etoile monument in Nokoue, which lies on a major road axis in the priority areas defined by the Borrower. Applying the principles of the mitigation hierarchy, the technical designs will avoid all known heritage sites. It is not impossible that there could be archaeological heritage in the proposed project areas. The ESMF includes the chance finds procedures to be applied in the case of any encounter with cultural heritage during the works. ESS9 - Financial Intermediaries Not Currently Relevant This standard is considered not relevant since the project will not involve Financial Intermediaries. The relevance of the Standard will be reconsidered once details of the proposed private sector involvement in the project. Mar 18, 2025 Page 13 of 15 The World Bank Grand Nokoué Sustainable Urban Mobility Project (gn-sump) (P180579) B.2 Legal Operational Policies that Apply OP 7.50 Operations on International Waterways Yes OP 7.60 Operations in Disputed Areas No B.3 Other Salient Features Use of Borrower Framework In Part Although Beninese legislation is very close to the ESF in terms of risk management and environmental and social impacts, this project requires that E&S risks be rigorously managed in a consistent and coherent manner, which means that while national requirements will be considered, any gaps will be filled using ESF requirements. The Borrower’s framework will be taken into account the management of issues related to gender-based violence, in addition to the guidance in the Bank’s Good Practice Note on Addressing Sexual Exploitation and Abuse and Sexual Harassment (SEA/SH) in Investment Project Financing involving Major Civil Works. The Bank supported the development of legal texts on GBV within the framework of the Development Policy Operation (DPO) on Unlocking Human and Productive Potential (P178042). Further, the project will rely on the national referral pathway protocol for GBV service provision through the Standard Operating Procedures (SOPs) for the management of GBV victims, adopted in the interministerial order n° 017/MASM/MS/MJL/MISP/DC/SGM/SA on July 26, 2022. Public Disclosure Use of Common Approach Yes The project proceeds are USD$450 of which the World Bank will finance USD$250 and the Asian Infrastructure Investment Bank (AIIB) will finance USD$200. Both parties have agreed on a common approach to addressing E & S issues in a manner materially consistent with their respective sustainability frameworks. This is in alignment with the 2021 Co-financing agreement between the two institutions. Further, (i) the World Bank (WB) will provide the AIIB with copies of all E&S documentation and all and all periodic reports prepared by the Government of Benin concerning environmental and social aspects of the Project; (ii) the WB notify AIIB of any environmental or social issues encountered or that are raised by the Recipient or other parties; and (iii) each institution will promptly inform the other of any complaints received by it in connection with environmental or social risks or impacts under the Project. The World Bank will be the lead and the single point of contact with the Borrower, thus avoiding double reviews for environmental and social aspects. 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 implementation? During the implementation phase, the borrower will be responsible for preparing the Environmental and Social Assessment (ESA) documents, which include ESIAs, SESA, WMP, RAPs, and other relevant documents for all project activities. This preparation must be completed prior to the commencement of any works, except for those activities for which ESA documents were disclosed during the appraisal or prior to Effectiveness. The World Bank team will conduct a thorough review and clearance process for all ESA documents before granting approval for the implementation of the Mar 18, 2025 Page 14 of 15 The World Bank Grand Nokoué Sustainable Urban Mobility Project (gn-sump) (P180579) associated activities. This ensures that all environmental and social safeguards are adequately addressed and complied with. As part of its due diligence, To maintain ongoing compliance and support, the Bank team will initiate both official and non-official carry out implementation support missions on a periodic basis or through planned due diligence processes relevant mechanisms needed to enhance implementation support. These missions are designed to monitor and assess the project's level of environmental and social (E&S) compliance. Additionally, they will provide necessary advice and training to the borrower and project implementation team to address any issues and enhance their capacity to manage E&S risks effectively. III. CONTACT POINT World Bank Task Team Leader: Franck Taillandier Title: Lead Transport Specialist Email: ftaillandier@worldbank.org TTL Contact: Asuka Tsuboike Job Title: Senior Urban Transport Specialist Email: atsuboike@worldbank.org Public Disclosure IV. 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 V. APPROVAL Task Team Leader(s): Franck Taillandier, Asuka Tsuboike ADM Environmental Specialist: Alphonse Emadak ADM Social Specialist: Ishanlosen Odiaua Mar 18, 2025 Page 15 of 15