The World Bank Grand Nokoué Sustainable Urban Mobility Project (GN-SUMP) (P180579) @#&OPS~Doctype~OPS^blank@pidaprcoverpage#doctemplate Project Information Document (PID) Appraisal Stage | Date Prepared/Updated: 20-Mar-2025 | Report No: PIDA0194 The World Bank Grand Nokoué Sustainable Urban Mobility Project (GN-SUMP) (P180579) @#&OPS~Doctype~OPS^dynamics@pidaprbasicinformation#doctemplate BASIC INFORMATION A. Basic Project Data Project Beneficiary(ies) Region Operation ID Operation Name Grand Nokoué Sustainable WESTERN AND CENTRAL Benin P180579 Urban Mobility Project AFRICA (GN-SUMP) Financing Instrument Estimated Appraisal Date Estimated Approval Date Practice Area (Lead) Investment Project 14-Mar-2025 20-May-2025 Transport Financing (IPF) Borrower(s) Implementing Agency Société des Infrastructures Routières et de Government of Benin l’Aménagement du Territoire (SIRAT) Proposed Development Objective(s) The PDO is to improve mobility, safety, and accessibility along selected corridors in Grand-Nokoué. Components Improvement of Urban mobility sector governance Professionalization of Informal Transport Operators and Road Safety Management Improvement of Urban mobility conditions Electrification of Two-Wheelers Project management @#&OPS~Doctype~OPS^dynamics@pidprojectfinancing#doctemplate PROJECT FINANCING DATA (US$, Millions) Maximizing Finance for Development Is this an MFD-Enabling Project (MFD-EP)? Yes Is this project Private Capital Enabling (PCE)? No SUMMARY Total Operation Cost 490.00 Total Financing 490.00 Page 1 The World Bank Grand Nokoué Sustainable Urban Mobility Project (GN-SUMP) (P180579) of which IBRD/IDA 200.00 Financing Gap 0.00 DETAILS World Bank Group Financing International Development Association (IDA) 200.00 IDA Credit 200.00 Non-World Bank Group Financing Other Sources 200.00 Asian Infrastructure Investment Bank 200.00 Commercial Financing 90.00 Unguaranteed Commercial Financing 90.00 @#&OPS~Doctype~OPS^dynamics@envsocriskdecision#doctemplate Environmental And Social Risk Classification High Decision The review did authorize the team to appraise and negotiate Note to Task Team: End of system generated content, document is editable from here. Delete this note when finalizing the document. Other Decision (as needed) B. Introduction and Context Project Strategic Context 1. Despite development challenges, the Republic of Benin has experienced robust and sustained economic growth, largely driven by the Grand Nokoué (GN) agglomeration around the capital city Cotonou, and the Autonomous Port of Cotonou (APC). Although persistent challenges remain, including a high poverty rate of 38.5%, underemployment and jobs’ informality, significant vulnerability to climate change impacts such as flooding and coastal erosion, and gender disparities in labor force participation (56.3% for women versus 69% for men), Benin’s real GDP growth Page 2 The World Bank Grand Nokoué Sustainable Urban Mobility Project (GN-SUMP) (P180579) averaged 5.5% between 2012 and 2022, supported by macroeconomic stability, and is projected to reach 6.2% between 2024 and 2026. Standing as the country's engine of economic growth, the GN region, comprising five municipalities1 along the Atlantic coast and bordering Nigeria, generates over two-thirds of national GDP while hosting 20% of the population. As a crucial hub along the Abidjan-Lagos corridor, the region serves both national commerce and neighboring landlocked countries, with APC serving as a nerve center, contributing 60% of national GDP and handling 90% of the country's foreign trade, with significant transit traffic to Niger, Burkina Faso, and Mali.2 2. GN’s socio economic development is however severely constrained by mobility and accessibility challenges driven by four critical issues: (i) severe congestion, particularly along major corridors RNIe1 and RNIe2, where travel times increase by 65-115% during morning peak hours, significantly raising transport costs;3 (ii) road safety concerns, with GN accounting for 57.6% of national accidents and 52% of fatalities, two-wheelers being involved in 82% of urban crashes; 4 (iii) severe air pollution far exceeding WHO guidelines levels stemming from poor fuel quality, often from illegal Nigerian imports, leading to mortality rates of 205 per 100,000 population - substantially exceeding the regional average of 133;5 and (iv) transportation affordability constraints, with longer mototaxi trips (15-20km) costing up to CFA 1,000, nearly equivalent to the average daily household consumption expenditure of CFA 1,040. These challenges are particularly pressing as the region's population is projected to grow from 2.38 million in 2020 to 3 million by 2030. The region's high exposure to climate change impacts, threatens to exacerbate these mobility challenges. 3. The first phase of the proposed comprehensive two-phase Series of Projects will deliver transformational changes in urban mobility to address these challenges while generating significant economic benefits for Grand Nokoué's population. The program will establish a low emission and inclusive integrated multimodal public transport system combining bus and lake transport services, supported by improved road infrastructure, strengthened sector governance, and mototaxis electrification. This holistic approach will enhance urban mobility and improve accessibility while developing climate-resilient infrastructure. The program is expected to mobilize private capital (up to US$90 million) and create substantial employment opportunities through direct job creation, better access to jobs, and increased economic activity through agglomeration effects. The project will also enhance regional connectivity by facilitating more efficient freight movement and improving transport between GN and neighboring countries. This will strengthen economic integration and competitiveness, reinforcing the region’s role as a trade and logistics hub. This transformation is critical not only for unlocking the region's economic potential but also for advancing social inclusion and environmental sustainability, as transport-related emissions have quadrupled since 2000 and continue to rise6. Sectoral and Institutional Context 4. GN’s mobility challenges stem mainly from the absence of reliable and sustainable public transport services, proliferation of mototaxis, and inadequate infrastructure: (i) the region lacks sustainable public transportation option; the last attempt at formal bus service (BenAfrique) failed in 2012-2013 due to uncompetitive fares and operational difficulties; (ii) the resulting proliferation of informal transport, minibuses (tokpa-tokpa) but particularly 1 Cotonou serves as the economic center, with logistic hubs such as the APC, the International Airport, and the Dantokpa market. Porto-Novo, the political capital, serves as a commercial and service hub. Abomey-Calavi, close to Cotonou hosts the Glo-Djigbé Industrial Zone (GDIZ). Sèmè-Podji hosts 35% of the region’s industries and significant border traffic. Ouidah is a tourist center with strong agricultural and fishing industries. 2 Évaluation du secteur des infrastructures au Bénin (InfraSAP) , October 2023 and Benin Economic Update, 2024. 3 EGIS. 2018. “Études d'aménagement du Contournement Nord-Est et des berges de la lagune de Cotonou �. EGIS 4 CNSR, 2022. These figures are particularly alarming as Benin's road accident mortality rate surpasses the Sub-Saharan African average. 5 Sum4All, Mobility Performance at a Glance: Country Dashboards 2022, country_performance_benin.pdf (sum4all.org) 6 In 2021, Benin emitted 24.79 Mt CO2eq, with the transport sector responsible for 18% of these emissions, a four-fold increase since the 2000. If no mitigation actions are taken, emissions are projected to rise by 71% by 2030. Page 3 The World Bank Grand Nokoué Sustainable Urban Mobility Project (GN-SUMP) (P180579) mototaxis (zémidjans) which represent 250,000 2-wheelers and 70 percent of motorized trips,7 creates significant externalities including high accident rates, affordability issues, and safety concerns due to lack of proper registration and licensing; (iii) infrastructure inadequacies persist, with only 20 percent of the 5,500km road network paved, insufficient non-motorized infrastructure despite walking being the primary mode of transport, and poor traffic management at hundreds of intersections.8 These problems are compounded by rapid peri-urbanization, dramatic growth in vehicle numbers (from 100,000 to 800,000 between 2014-2018,9 with motorcycles dominating), and substantial port-related freight traffic (341,330 annual truck movements). 5. GN region high exposure to urban, river and coastal flooding, high storm surge and erosion, and medium exposure to extreme heat, threaten to exacerbate these mobility challenges by disrupting transport infrastructure and services. Ranked 170th out of 187 countries in the ND-GAIN Country Vulnerability Index, Benin faces significant risks from hydrometeorological hazards and already experienced 19 major flood events between 1980 and 2020.10 Climate change is expected to exacerbate these risks with the intensification of extreme rainfall events and projected sea level rises of up to 0.81 meters by 2100. The transport sector is particularly at risk, with increased road deterioration and infrastructure damage threatening economic growth and resilience.11 These risks are even higher in the coastal GN region: in Cotonou, the continued advance of the sea and coastal erosion are already threatening communities and sensitive ecosystems; some roads, beaches and buildings have already been destroyed by the coastline´s regression. The project aims to enhance climate resilience of urban mobility and the communities served by integrating climate resilience considerations into the project design, reducing exposure and the residual climate risks to a low level. 6. In addition, gender disparities in mobility and transport sector participation severely limit women's economic opportunities in Grand Nokoué. mobility options and high urban transport costs, combined with prevailing social norms, confine women to self-employment and family-based activities, contributing to the significant gender gap in labor force participation. For instance, in a comparable country like Ghana only 32 percent of women, compared to 68 percent of men, can reach the central business district in under an hour.12 It is expected that women in GN face a similar issue. The situation is further exacerbated by concerns over gender-based violence in public transport, with 27 percent of women reporting intimate violence at the national level. These challenges particularly impact women in GN, where the combination of limited transport options, safety concerns, and affordability constraints creates significant barriers to women's full participation in economic and social activities. 7. Benin's urban transport sector suffers from institutional fragmentation and weak coordination across government levels. At the national level, the Ministry of the Living Environment and Transport in charge of Sustainable Development (Ministère du Cadre de Vie et des Transports, chargé du Développement Durable – MCVT) oversees housing, urban development, land use planning, environment and transport (land, inland waterways, maritime and air). Several other national entities have significant roles: (i) the Road Infrastructure and Land Use Planning Agency (Société des Infrastructures Routières et de l’Amenagement du Territoire – SIRAT)13 builds, manages, develops and maintains all road infrastructures and public buildings; (ii) the National Agency for Land Transport (Agence Nationale des Transports Terrestres – ANaTT) supports local authorities in transport management, oversees transport permits 7 KPMG, 2023 Report �Study on the renewal and electrification of the motorcycle fleet in Grand Nokoué� 8 Plan de Mobilité Urbaine, PMU 2020. 9 The World Bank Data, https://data.worldbank.org/country/benin 10 ND-GAIN Country Vulnerability Index Scores for 2022, consulted on 19th January 2025. Accessible via the URL 11 Benin Economic Update 2024 (Accessible via URL) 12 World Bank, 2022. Resilient Urban Transport Infrastructure in West African Cities. The case of Freetown and Kumasi 13 SIRAT was established in 2021 and is an implementation arm for infrastructure projects under the MCVT, with the Ministry of Economy and Finance (MOEF) chairing its Board of Directors. The SIRAT collaborates with these ministries based on signed conventions. Page 4 The World Bank Grand Nokoué Sustainable Urban Mobility Project (GN-SUMP) (P180579) and authorizations, and regulates motorcycle taxi services; (iii) the National Center for Road Safety (Centre National de Sécurité Routière – CNSR) leads road safety initiatives through research and preventing measures for traffic accident reduction. At the local level, while municipalities have been legally responsible for urban mobility since 2008, including traffic management and enforcement of regulation for operators of vehicles and mototaxis, they lack adequate financial capacity and technical expertise to effectively plan, implement, and manage urban transport. At the metropolitan level, the coordination of municipalities remains very limited. To address this fragmentation, the GoB has decided to establish a lead institution to manage urban mobility at the metropolitan level in the GN. 8. The Urban Mobility Plan of Grand Nokoué14 (Plan de Mobilité Urbaine, PMU), completed in December 2020, formulates the path to achieve safe, efficient, and sustainable urban mobility along with proper urban development and proposes to shift from road-based infrastructure to multimodal public transport vision. The PMU complements several strategic policies such as the Government Action Plan II (Programme d’actions du gouvernement, PAG) 2021– 26,15 and the GN Master Plan for Development and Urban Planning (Schéma Directeur d’Aménagement et d’Urbanisme du GN, 2020). The key targeted interventions are (i) strengthening sector governance; (ii) enhancing road safety, particularly for mototaxis; (iii) improving road network and traffic management; (iv) developing public transport. The PMU outlines a 25-year plan for an integrated multimodal transport network, anchored by a bus-based and waterways public transport system with mototaxis providing first/last mile connectivity. It proposes to: (i) develop high-capacity public transport on the main corridors; (ii) manage private motorization by providing safer and more sustainable transport alternatives; (iii) control the proliferation of motorcycles; and (iv) encourage the use of active modes, mainly walking, for local travel. Estimated investment is CFA 1,600 billion (US$2.6 billion) over 25 years, of which 44 percent for the development of a rail, bus-based and waterways multimodal public transport system. Integrating urban and mobility planning is essential for building a resilient city and addressing climate risks. 9. The GoB is also supporting the freight and logistics sector to strengthen the competitiveness of the APC, planning to set up a Freight Management Office, encouraging the use of digital technology in freight management, modernizing the APC, and improving access to logistics areas. Several infrastructure projects are underway, such as new roads, interchanges, and a new airport near the GDIZ. The GoB seeks to enhance the competitiveness of the APC by improving the quality of procedures, reducing costs, renovating and extending the existing infrastructure, capitalizing on opportunities to develop value-added logistics services using the APC as a regional hub. The GoB aims to enhance the operational efficiency of existing facilities to meet the demands of international maritime traffic and reinforce the APC's competitiveness in the face of heightened competition with the imminent opening of the Nigerian port of Lekki. 10. The proposed project is grounded in the 2020 PMU and part of a broader and programmatic vision to improve urban mobility conditions and freight traffic in Grand Nokoué region. Given the substantial needs identified in the PMU, only a phased approach addressing both “soft� (governance, regulation, professionalization, operationalization of transport services, and capacity building) and “hard� infrastructure aspects will adequately address the agglomeration's challenges. As part of the PMU’s implementation, the GoB has commissioned feasibility and detailed 14 Plan de Mobilité Urbaine, PMU 2020. Developed for the five communes in the Grand Nokoué, commissioned by the former MCVDD, and funded by the World Bank through the Benin cities support project/PAURAD (P122950) 15 The PAG, adopted in April 2021, focuses on accelerating Benin’s economic and social development, prioritizing infrastructure modernization, economic diversification, climate change mitigation and adaptation, social inclusion and job creation (targeting 800,000 jobs), mobilizing private capital and strengthening domestic private sector development. It emphasizes improving public transit, fostering cleaner transportation, and enhancing road safety, with “strengthening sustainable urban mobility in Grand Nokoué� as one of the principal projects. Page 5 The World Bank Grand Nokoué Sustainable Urban Mobility Project (GN-SUMP) (P180579) design studies16 and initiated interventions of several projects,17 aimed at improving the road network and traffic flows by paving critical road sections, signalizing intersections, and modernizing drainage systems in the municipalities of the region. Furthermore, a detailed study for the Cotonou's Northern bypass road (CONOCO) has been initiated.18 11. As part of this effort, the GoB has requested the Bank's support for a comprehensive and phased urban mobility program. Following an assessment of various possible instruments, a 2-phase Series of Projects (SOP) approach was selected19 focusing on: (i) creating an enabling environment to enhance urban mobility, and (ii) developing infrastructure to increases the physical capacity of the urban transport system. The proposed project includes Phase 1 (SOP1) of the program, amounting to US$490 million equally co-financed by IDA and AIIB, and US$90 million expected from the private sector. SOP1 will initiate foundational reforms and investments essential for initiating the urban mobility sector transformation, including (i) establishing an urban mobility lead institution at metropolitan level, professionalizing informal transport operators (particularly moto-taxi), implementing the first phase of bus and boat- based public transport services, and launching a fleet renewal program targeting the electrification of moto-taxis; (ii) the rehabilitation of critical road infrastructure and bridges, traffic management, and infrastructure to support the new multimodal public transport network. SOP2 estimated at US$400 million will build on these reforms and investments by expanding infrastructure and services, including (i) financing of part of the CONOCO, the construction of a third bridge, additional piers and waterway corridors, and strategic road interventions; (ii) consolidating and scaling up the professionalization and regulation efforts, expanding the public transport services and mototaxis electrification. 16 Notably the: (i) Accès Traverses de Cotonou (ATC) project which aims at rehabilitating 13 road sections (through better roads, drainage, and pedestrian pathways) amounting to 32 km to improve city connectivity and address rapid growth, frequent flooding, and limited access challenges; and (ii) Study of traffic regulation and control in the Grand Nokoué region (PCRT/SLT) project which aims at installing a central traffic control station (PCRT) and modernize intersection management of 165 intersections. (SIRAT, 2024). 17 Phase A of the Paving Project (Projet d’Asphaltage) built more than 672 km of roads in several Beninese towns and was completed in 2021. 18 https://beninrevele.bj/projet/103/construction-route-contournement-nord-cotonou-barreau-liaison-/ 19 Compared to a Multiphase Programmatic Approach (MPA), the SOP approach was selected due to: (i) uncertainty around the infrastructure costs, design and financing; (ii) high Environmental & Social (E&S) risk in both phases which reduces the attractiveness of an MPA. Page 6 The World Bank Grand Nokoué Sustainable Urban Mobility Project (GN-SUMP) (P180579) Sector challenges SOP 1 SOP 2 Operationalization and C1. Improvement of the urban Institutional fragmentation and reinforcement of the mobility sector weak coordination metropolitan transport governance Institutional Lead institution framework lead institution capacitated and established fully operational C2. Paratransit professionalization Large informal transport sector Scaling up of sector reforms road & waterway safety with poor safety record and increased regulation improvement 60,000+ zémidjans 100,000+ paratransit professionalized, rd operators crash reduction professionalized C3. Improvement of urban mobility Absence of reliable and Additional infrastructure including: conditions: (i) public transport sustainable mass transport Guézin bridges, CONOCO link, services (bus and lake), rest of bd urbain, 2 piers, services Infrastructure Public transport (ii) infrastructures developed & services operational network extended Highly-polluting paratransit C4. Electrification of two- Scaling up of fleet renewal industry relying on petrol wheelers: fleet renewal and local program motorcycles industry development60,000 zémidjans 50%+ electric motorcycle taxis replaced by EVs In the GN Need for strengthened C5. Capacity building and capacities in the field of urban Targeted institutional support technical assistance mobility Staff trained and Robust institutional institutions capacities in urban capacitated mobility Cross-cutting: integration of resilience, citizen engagement and gender perspectives Figure 1. Details on how the proposed SOP1/SOP2 approach addresses sector challenges C. Proposed Development Objective(s) Development Objective(s) (From PAD) The PDO is to improve mobility, safety, and accessibility along selected corridors in Grand-Nokoué. Key Results PDO Indicators Improved urban (a) Average weekday travel time between (1) Dantokpa (Cotonou) and Carrefour Kpota mobility (Abomey Calavi), and (2) Dantokpa (Cotonou) to PK 10 (seme Podji) (b) Satisfaction rating by public transport users, disaggregated by transport mode and gender (percentage). Improved safety (c) Traffic crashes in the selected corridors, disaggregated by fatalities (number). Improved accessibility (d) Direct users that benefit from improved access to sustainable transport infrastructure and services (Number of people) (numbers). (e) Inferred beneficiaries of improved access to sustainable transport infrastructure and services (Number of people). D. Project Description Component 1: Improvement of the urban mobility sector governance (US$ 14 million equivalent, of which US$ 7 million financed by IDA, US$ 7 million financed by AIIB) Page 7 The World Bank Grand Nokoué Sustainable Urban Mobility Project (GN-SUMP) (P180579) 12. MCVT will implement this component. CODATU20 will provide technical assistance to MCVT and to the urban mobility lead institution throughout project implementation.21 This component will support institutional reform, financing mechanisms, and planning of the urban mobility sector and is essential for effective planning, budgeting, and stakeholder engagement for the operationalization of a climate resilient low carbon multimodal urban transport system, including public transport, NMT, IWT and e-mobility. It will finance the following activities: (a) Climate-resilient, low-carbon urban mobility and freight management studies for Grand Nokoué. This includes (i) a comprehensive urban mobility strategy operationalizing the PMU, observing climate mitigation and adaptation goals, emphasizing multimodal and public transport, non-motorized transport (NMT), efficient freight traffic management, e-mobility, climate resilience, and gender inclusivity;22 (ii) various studies to improve integrated land use and transport planning capacities with a climate mitigation and adaptation and a gender perspective, to define and implement policies and strategies for public transport, road traffic and parking management, climate resilient road asset management mechanisms,23 and road safety including a Strategic Environmental and Social Assessment (SESA) to accompany the urban mobility strategy, which are essential to promote modal shift towards public transport and NMT. (b) Support to the establishment and operationalization of a lead institution for the management of urban mobility in the Grand Nokoué. This includes (i) TA to identify the most appropriate institutional model for the governance of urban mobility in the GN; (ii) TA and capacity building activities to strengthen institutional coordination among ministries and municipalities, facilitating the transition to the future urban mobility lead institution and ensuring an integrated approach to urban mobility and land use planning, with a strong emphasis on strengthening climate resilience and promoting low-carbon transport and NMT; and (iii) support from CODATU for the GN-SUMP. (c) TA and studies to identify financing and funding mechanisms for the urban mobility sector, including to (i) identify the funding and financing sources, (ii) define investment plans, budgeting processes, and allocation mechanisms for the funding of urban mobility. The prioritization of Investments will be informed by the GFDRR financed climate risk assessment and will promote public transport and NMT to support modal shift from higher carbon modes. (d) Support to the establishment and management of a platform for dialogue between government and the transport industry. This platform will be set up as a consultative forum to ensure transparent communication between stakeholders throughout the project. Component 2: Professionalization of paratransit operators and strengthening of road and waterway safety oversight and management (US$ 16 million equivalent, of which US$ 8 million financed by IDA and US$ 8 million financed by AIIB) Sub-component 2.1 Professionalization of paratransit operators 13. This subcomponent aims to transform the informal passenger transport sector by improving the quality and safety of services provided to users, while enhancing the working conditions of operators. The focus is on professionalization of workforce in line with the broader sectoral transformation that will result from the introduction of a formal public transit system ensuring that informal operators can adapt to the evolving urban mobility landscape. The primary beneficiaries are zemidjans operators, as well as regulatory institutions. Activities will be extended to other modes of transport, including minibuses (tokpa tokpa) and inland waterway transport (IWT). The professionalization of informal 20 CODATU is a non-profit association (https://www.codatu.org/statuts/) whose objective is to promote sustainable urban mobility policies in cities in developing countries with a renowned expertise in capacity building and artisanal transport sector professionalization. 21 CODATU will provide a transversal support on (i) component 1, to support the creation and operationalization of the urban mobility lead institution and of a platform for dialogue, and to provide TA and capacity building; (ii) component 2 for the professionalization of the informal operators; (iii) component 3.1, to help set up an interim body to supervise public transport services before the creation of the new institution. 22 Investments in multimodal transport systems and emphasize on public transport and NMT promote modal shift towards lower carbon transport modes. Investments in efficient freight traffic management optimize traffic flows reducing fuel consumption and corresponding GHG emissions. 23 Protocols to strengthen climate resilience of road assets and operations will be informed by the ongoing GFDRR financed study. Page 8 The World Bank Grand Nokoué Sustainable Urban Mobility Project (GN-SUMP) (P180579) transport operators is essential to the successful implementation and operation of public transport systems (bus and IWT). In addition, it also enables the introduction of electric two-wheelers, buses and boats in operating fleets. 14. This subcomponent will be managed by ANaTT, involve several institutions, and finance the following activities: (a) Registration of paratransit operators in a centralized system using digital technologies. This database will be a cornerstone for the sector regulation, with a view to addressing the existing oversupply of services. (b) Support to motorcycle taxi drivers in obtaining driver’s license. Drivers will benefit from reduced cost and special training programs for their license. Testing infrastructure will be developed to absorb the influx of candidates. (c) Support the verification of drivers license and permit by police. Control systems using modern technologies and vehicles will be procured to facilitate the enforcement of rules related to operator permits and driver’s licenses. (d) Provision of a social protection safety net for informal transport operators. Operators will be included in a social protection scheme aiming to provide them with health insurance. (e) Consolidation of informal transport industry structures. The project will support the strengthening of professional organizations representing informal transport operators. Sub-component 2.2 Strengthening of road safety oversight and management practices 15. This subcomponent will finance activities to modernize Benin's existing road safety practices, procedures, and systems related to oversight, management, know-how, and capacity building. A special focus is provided to the most vulnerable road users such as pedestrians and cyclists, making NMT safer and more attractive. The proposed activities are part of the "SEcurité, SAnté et Mobilités au Bénin" (SESAM) project and will be managed by the CNSR, with support from the Ministry of Health (Ministère de la Santé, MS), academic and private sector partners. (a) Establishment of a Road Safety Observatory to provide a comprehensive and accurate understanding of the reality of road-related incidents in Benin, including the correlation with climate and natural hazards hotspots. (b) Documentation of the specific features of the road network in Benin including the identification and mapping of high-risk/accident-prone situations and areas, also considering climate and natural hazard hotspots. (c) Sensitization and capacity building activities comprising (i) surveys to identify the primary factors and practices associated with road-related crashes, including the correlation with climate and natural hazard hotspots; (ii) sensitization and communication campaigns, including on safe driving in extreme climatic conditions; (iii) driving simulator platform; (iv) training and capacity building programs for institution and specific users or target communities/groups to encourage behavioral changes. Awareness raising will also be provided on road safety risks associated with climate and natural hazards and how to manage these risks. (d) Modernization of Benin's vehicle fleet control and monitoring systems through the procurement of equipment and conduct of training to verify the vehicle’s compliance with safety and pollution standards. (e) Management, coordination, monitoring, and evaluation of the program including the support from Gustave Eiffel and PavExpert24; Sub-component 2.3 Improving the safety of lake transport in the Nokoué lake 16. This subcomponent will strengthen the safety of IWT, including during extreme weather conditions which are expected to become more frequent with climate change. Safety is essential for IWT operations and will expand operational hours, reliability and overall attractiveness of this low-carbon transport mode for passenger and freight transport. This subcomponent will be managed by DMPMF of MCVT and will finance activities to develop and implement regulatory framework that defines clear safety standards of boat operation: (a) Implementing an operation control and monitoring system with penalties for safety non-compliance. (b) Establishment of a licensing and inspection system for boat operators to comply with safety standards. (c) Procurement, installation and maintenance of beacons for navigation and security. 24Gustave Eiffel University (https://formations.univ-gustave-eiffel.fr/en/) and PavExpert SAS (https://pavexpert.com/en/home/) will support the implementation of this subcomponent. Page 9 The World Bank Grand Nokoué Sustainable Urban Mobility Project (GN-SUMP) (P180579) (d) Raising awareness among boat operators and passengers on safety regulations and best practices, including on extreme weather preparedness and emergency response. (e) Construction of boatyards to maintain and repair the boats. Component 3: Improvement of Urban Mobility Conditions (US$ 333 million equivalent, of which US$ 146.5 million financed by IDA, US$ 146.5 million financed by AIIB, and US$ 40 million from Private Sector) 17. This component will improve the urban mobility and livability conditions in GN by financing activities: (i) to set up and operationalize an integrated multimodal bus- and boat public transport system; (ii) rehabilitate/reconstruct/build roadway and IWT infrastructure, bridges, traffic management systems, and non-motorized transport facilities to support public transport operations and improve traffic flows and urban mobility. This component is structured in two codependent subcomponents: Subcomponent 3.1 – Operationalization of multimodal public transport services (US$ 53 million equivalent, of which US$ 6.5 million financed by IDA, US$6.5 million financed by AIIB, and US$ 40 million from Private Sector). 18. This subcomponent will finance activities supporting the setup, management, and operationalization of an inclusive, resilient, efficient, safe, and low-carbon public transport system, focusing on multimodal integration and interoperability, and social risk management. This subcomponent will be managed by a transitory structure to be set up by MCVT with all entities and stakeholders involved in transport services provision and management. The subcomponent will finance the following activities: (a) Planning of a structured, low-carbon, multimodal public transport system, including collective/mass transit transport by land and water, complementary and first/last mile connectivity services. (b) Support to modernize and operationalize public transport including (i) studies to establish the multimodal public transport network; (ii) transaction advisory services for PPP structuring of bus- and boat public transport operations through concession agreements; (iii) implementation and management of social risks mitigation measures to address Sexual Harassment and Abuse (SHA) through capacity building programs for police and public transport stakeholders, improve women and other vulnerable groups’ safety and mobility through incorporation of safety-enhancing features within infrastructure, and support labor redeployment of stakeholders and people affected by the new public transport system (e.g., drivers, conductors, mechanics, and route managers). (c) Provision of an electric bus fleet that will be operated by private operator in Grand Nokoue, notably along two priority mobility corridors: Abomey Calavi - Cotonou and Ouidah - Sèmè-Podji corridors (d) Provision of electric boat fleet that will be operated by private operators on Lake Nokoue, notably along some priority IWT routes: Cotonou- Porto-Novo and Cotonou - Abomey-Calavi.25 Subcomponent 3.2 – Provision of infrastructure supporting sustainable, multimodal urban mobility (US$ 280 million equivalent, of which US$ 140 million financed by IDA, US$ 140 million financed by AIIB) 19. This subcomponent will finance the construction and upgrading of infrastructure necessary to support the operation of the public transport system, improve traffic flows and enhance mobility, accessibility, and safety within GN. This subcomponent will be managed by SIRAT and will finance associated services, goods, works and equipment for the following activities: (a) Climate-resilient rehabilitation, reconstruction, and reconfiguration of existing road infrastructure. This could include traffic lanes, upgrade and relocation of utilities (e.g street lighting, sewage/water supply, drainage), intersections / interchanges, bridges, depot and NMT roadside facilities with a focus on: i. Selected road sections along RNIE1 and RNIE2, including the Djonou bridge reconstruction and upgrading. These two roads are existing 2x2 lanes with a dedicated public transport corridor and provisions for local traffic. The project’s interventions on these priority corridors and bridge will mainly focus on carrying out work to strengthen climate resilience and improve traffic flow. 25 Other waterway corridors could be considered at a later stage. Page 10 The World Bank Grand Nokoué Sustainable Urban Mobility Project (GN-SUMP) (P180579) ii. ATC identified urban road segments, including Ganhi bridge reconstruction and upgrading, to improve climate resilience, the traffic flow in the city center and port access. These urban roads segments serve public transport and local traffic, including freight transit. The upgrades include improvement of NMT conditions and climate resilience, through provision of pedestrian and enhanced drainage facilities. (b) Construction of climate-resilient and inclusive land public transport infrastructure. This could include multimodal infrastructure and facilities, to support public transport operations such as segregated bus lanes, well-lit stations/shelters, terminals, multimodal transport hubs, depots, and integration areas, notably along the 2 main corridors RNIE1 and RNIE2. (c) Construction of climate-resilient and inclusive IWT infrastructure including piers, jetties, terminals, access roads essential for the operation of IWT. (d) Construction of a section of a 24-km long new green mobility corridor. This corridor promotes low-carbon transport modes, prioritizing NMT and featuring sustainable design of pedestrian urban areas, bicycle and public transport lanes. This section will adopt the full-street concept with sidewalks and cycle lanes and accommodates two-wheelers that provide first and last mile access to the public transport. (e) Deployment of intelligent transport systems (ITS) and communication technologies (PCRT/SLT), including fiber optics to modernize traffic management practices and optimize traffic flows in GN, including directing traffic to safe locations during climate related extreme events such as flooding. (f) Works implementation and supervision including (i) elaboration of detailed designs,26 construction supervision activities, and third-party monitoring; (ii) E&S mitigation measures as recommended by safeguards plans before and during construction; (iii) financing the cost of involuntary resettlement measures. 20. All interventions integrate comprehensive climate resilience and adaptation measures support the deployment of public transport systems (land and water) and NMT:27 (i) the road infrastructure and NMT facilities —notably along RNIE1, RNIE2, and ATC-identified segments—will be rehabilitated and upgraded to climate resilience standards with enhanced drainage systems designed to accommodate current and projected climate conditions. Solar-powered Street lighting will be deployed to improve safety, security and the attractiveness of NMT facilities. Investments are estimated at US$51 million; (ii) The Djonou and Ganhi bridges will be upgraded to climate-resilient standards, featuring higher navigable clearance to accommodate higher water levels expected with climate change and the passage of IWT vessels. This upgrade is essential to strengthen the operational reach of IWT and therefore its attractiveness and modal share. The bridges will also match the road width and add NMT facilities (sidewalks) for safer pedestrian access. The bridges rehabilitation and upgrading will cost US$80 million. (ii) Public transport infrastructure will incorporate segregated bus lanes, solar-powered stations/shelter, energy-efficient bus terminal/depots, to promote low-carbon transport for an estimated cost of US$15 million; (iii) IWT facilities will observe climate resilience and energy efficiency standards, (e.g., enhanced drainage facilities, resilient pavement, flood/erosion protection, shaded passenger shelters) for an estimated cost of US$66 million; (iv) the green mobility corridor will prioritize public transport, NMT, enhanced drainage systems, and public parks to provide a cooling effect and manage rainwater runoff. A section will be constructed under the proposed project for an estimated cost of US$18.67 million; (v) Intelligent transport systems (ITS) and communication technologies will be deployed to optimize traffic flows, including during climate emergency events, and prioritize public transport and NMT for an estimated cost of US$16.65 million. (vi) Throughout implementation, climate resilience considerations will be embedded in detailed designs, construction supervision, and implementation activities for an estimated cost of US$33.40 million, to strengthen urban infrastructure against climate risks while advancing inclusive, low-carbon mobility solutions. 26for the proposed project and infrastructures planned for SOP2 27A GFDRR-funded climate resilience assessment will inform the design of climate adaptation measures for all transport infrastructure and services and strengthen institutional capacity for climate-resilient urban mobility planning. Page 11 The World Bank Grand Nokoué Sustainable Urban Mobility Project (GN-SUMP) (P180579) Component 4 - Electrification of motorcycle taxi (US$ 108 million equivalent, of which US$ 29 million financed by IDA, US$ 29 million financed by AIIB, and US$ 50 million from Private Sector) 21. This component, managed by the MEF, aims to support the GoB's decarbonization ambition with a vision of establishing Benin as a regional hub of electric mobility through (i) a fleet renewal program and (ii) the development of an industrial sector for electric two-wheelers. Sub-component 4.1 Technical assistance for Fleet Renewal Strategy and Pilot Program Implementation 22. Prior to implementing the electrification strategy aimed at improving the urban mobility services of zemidjans at scale, the GoB will launch a pilot project on 5,000 zemidjans with a combination of financial incentives and supportive measures to promote the transition to electric two wheelers. The pilot will allow testing different incentive models and will strengthen the GoB's ability to design and implement the comprehensive fleet electrification strategy at scale. The results of the pilot activities are expected to inform the design and implementation of the subsequent sub- components 4.2 and 4.3. This sub-component will finance the pilot program through the following activities: (a) TA and capacity building activities to support the GoB in developing the fleet renewal strategy and implementing a pilot to deploy 5,000 electric fleet renewal and the associated charging infrastructure. (b) All necessary measures to implement the pilot including but not limited to: (i) scrapping premiums to be paid to the zemidjans willing to trade in their old motorcycles for new e-motorcycle; (ii) contribution to the financing of the charging stations; (iii) training programs for the workers in charge of the swapping stations; and (iv) communication and awareness campaigns targeting the moto-taxis drivers and promoting the fleet renewal program. Sub-component 4.2 Deployment of electric moto-taxi fleet in Grand Nokoué 23. This sub-component will finance the rollout of a large-scale fleet renewal program aimed at replacing 60,000 conventional moto-taxis with electric two-wheelers. The specific operational modalities of this renewal program will be defined based on the final conclusions of two ongoing studies financed by Global Fund for Development of Transport (GFDT) and Private Infrastructure Advisory Facility (PPIAF) and will be further refined based on the results of the pilot implementation under subcomponent 4.1. Preliminary findings already indicate the viability of the mechanism. This component will finance the following activities: (a) A scrappage premium granted to eligible zemidjan owners for the purchase of a new electric two-wheeler to replace their ICE motorcycle. (b) The construction and installation of charging or battery-swapping stations. Private sector operator(s) will be responsible for this aspect, with the public sector potentially contributing to financing through CAPEX subsidies, subsidies to reduce electricity tariffs, grid connection support, or land provision. (c) All costs necessary for the implementation and monitoring of the program by public sector entities. Sub-component 4.3 Structuring of local electric mobility industry 24. This subcomponent aims to support the development of a local e-mobility industry on electric two-wheelers. It will finance the necessary investments for key activities, including the assembly of electric motorcycles, the recycling of ICE motorcycles, battery repurposing or recycling, the production of safety equipment for motorcyclists, and vocational training with a strong emphasis on gender inclusivity to ensure that women benefit from training and the newly created jobs. These industrial facilities will be built, financed, and operated by private sector players, with the public sector potentially contributing through CAPEX subsidies. Preliminary findings already indicate strong interest from the private players and the viability of the ecosystem for private operators, who could leverage the broader market potential of private motorcycles. This subcomponent will finance the following activities: (a) The construction and installation of assembly industrial facilities for electric motorcycles to ensure their distribution to local market players. Studies suggest that overall viability can be achieved with an initial launch CAPEX subsidy from the public sector. (b) The construction and installation of battery recycling plants. Regardless of battery technology, this sector could Page 12 The World Bank Grand Nokoué Sustainable Urban Mobility Project (GN-SUMP) (P180579) attract private operators, with viability appearing achievable with an initial CAPEX subsidy. (c) The construction and installation of scrappage plants for conventional ICE motorcycles. (d) The construction and installation of facilities for spare parts and protective equipment, including helmets. (e) Activities to support the implementation of the program, including (i) vocational training programs to develop local skills, with a particular focus on promoting women’s employment; (ii) all necessary costs for program management by public authorities; and (iii) the implementation of required regulatory measures. Component 5: Capacity Building and Project Management (US$ 19million equivalent, of which US$ 9.5 million financed by IDA, US$ 9.5 million financed by AIIB). 25. This component will finance services and goods for the following activities: (a) Project management cost. This includes the Project Implementing Entity (PIE) and Project Implementing Unit (PIU) operating costs associated with staff, consultants, office and communication equipment, monitoring and evaluation (M&E), and consulting services for fiduciary support as well as technical assistance on specific topics related to e-mobility, lake transport, ITS, transport economics, road and lake transport safety, and for the implementation of social and environmental measures. (b) Skills development, capacity building and TA activities for the PIU, and/or relevant technical units, including: (i) TA on issues like urban mobility and transport services planning, urban planning, traffic management, road safety, and cross-cutting issues like gender, citizen engagement, occupational health and safety, biodiversity preservation, air quality monitoring, Ramsar site protection and climate change and disaster risk; (ii) capacity building to strengthen internal capacity for project implementation and monitoring, including in fiduciary aspects, supervision of works, studies, and coordination of stakeholders. 26. Project Cost and Financing. The project has a total cost of US$ 490 million. US$200 million will be financed by the IDA, US$200 million by the Asian Infrastructure Investment Bank (AIIB)28 and USD $90 million by the private sector.29 The project costs are summarized in Error! Reference source not found.. Table 1: Indicative Project Costs and Financing (US$, millions) Project Components Indicative Financing Costs IDA AIIB Private 1. Improvement of the urban mobility sector governance 14.00 7.00 7.00 0 Urban mobility and freight management studies. 7 3.5 3.5 0 Establishment and operationalization of an urban mobility lead 5 2.5 2.5 0 institution Financing and funding mechanisms for the urban mobility sector 1 0.5 0.5 0 Establishment and management of a platform for dialogue 1 0.5 0.5 0 2. Professionalization of informal transport operators and 16.00 8.00 8.00 0 strengthening of road and waterway safety oversight and management Professionalization of informal transport operators 9 4.5 4.5 0 Strengthening of road safety and management practices 6 3 3 0 Improving lake transport safety in the Nokoué lake 1 0.5 0.5 0 3. Improvement of urban mobility conditions 333.00 146.50 146.50 40.00 Operationalization of multimodal public transport services 53.0 6.5 6.5 40.00 28 AIIB financing is expected to be approved in June 2025. Flexibility in disbursement arrangements is set forth in the Financing Agreement to ensure project implementation can start in case of co-financing delays 29 The private sector contribution is detailed in the technical appraisal. Page 13 The World Bank Grand Nokoué Sustainable Urban Mobility Project (GN-SUMP) (P180579) Enabling infrastructure and systems for multimodal urban 280.00 140.00 140.00 0 mobility Road transport infrastructure (RNIE1, RNIE2, ATC lot 1, public 163.95 0 transport facilities, green corridor, bridges) Lake Transport 66.00 0 Traffic management (PCRT/SLT) 16.65 0 E&S, supervision costs (incl contingencies) 27.00 0 RAP costs (est.) 6.40 6.40 0 0 4. Electrification of two-wheelers 108.00 29.00 29.00 50.00 Pilot Program Implementation 3.00 1.50 1.50 0 Deployment of electric moto-taxi fleet 23.00 11.50 11.50 0 Structuring of local electric mobility industry 82.00 16.00 16.00 50.00 5. Capacity building and Project Management 19.00 9.50 9.50 0 Project management 14.00 7.00 7.00 0 Capacity building for the PIU and relevant technical units 3.00 1.50 1.50 0 Technical support to the PIU 2.00 1.00 1.00 0 Total 490.00 200.00 200.00 90.00 Note to Task Team: The following sections are system generated and changes must be made in Data Sheet(s). Delete this note when finalizing the document. @#&OPS~Doctype~OPS^dynamics@pidaprlegalpolicy#doctemplate Legal Operational Policies Triggered? Projects on International Waterways OP 7.50 Yes Projects in Disputed Area OP 7.60 No Summary of Screening of Environmental and Social Risks and Impacts 27. The environmental risk rating is classified as High. The High environmental risk rating stems from the development of complex and large-scale infrastructure and operation of activities within a sensitive coastal ecosystem, which includes several protected areas, notably, the 652,760-hectare Ramsar site 1018 (which encompasses Lower Valley of Ouémé, Porto-Novo Lagoon, and Lake Nokoué). Key risks factors include: (i) resource efficiency and pollution prevention and management including raw materials sourcing for civil works, water and energy use, GHG emissions, dust, noise, potential contamination of water sources from 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 quarrying; (iv) potential impact on cultural heritage from civil works and excavations; (v) the introduction of e2w equipped with batteries presents risks associated with battery storage and disposal; and (v) boats capsizing and sinking and the negative effects of dredging (disturbance of the ecosystem, erosion, sedimentation, alteration of water flow, etc.,) associated with the development of lake transport. Page 14 The World Bank Grand Nokoué Sustainable Urban Mobility Project (GN-SUMP) (P180579) 28. The GoB has prepared several key documents: (i) Lake transport, a preliminary ESIA has been developed. Additionally, a strategic environmental and social assessment (SESA), for dredging associated to this activity and financed by Invest International, has been disclosed; (ii) ATC road. A draft ESIA and a road safety plan; (iii) Overall project, in line with ESS1, the Recipient has prepared an Environmental and Social Management Framework (ESMF) to address all risks associated with the project, including the introduction of e2w and all technical assistance activities. To ensure sustainability, battery recycling and reuse is recommended. The project will support the establishment of closed-loop battery systems in each municipality for collection and recycling, maximizing battery collection, securing recycled metals such as lithium, cobalt, and nickel, and preventing environmental pollution. The project will also promote the incorporation of Extended Producer Responsibility measures in the bidding documents of private operators investing in local industries to encourage sustainable product design, management, and recycling, particularly for batteries. The Recipient, with assistance from the Bank team, has developed an Environmental and Social Commitment Plan (ESCP) setting out a timeline and a commitment to prepare and disclose relevant environmental and social instruments during the project cycle, per ESF requirements. 29. The social risk rating at appraisal is rated High. The project will take place in dense urban areas. Key risks are: (i) involuntary resettlement, land acquisition and economic losses of a temporary or permanent nature. While the rights- of-way (ROW) along the selected road sections is generally well defined and lined with existing buildings, street vendors and other economic activities, the final designs might require widening beyond the existing ROW leading to some land acquisition. Loss of livelihoods with the professionalization of the informal paratransit sector and the works associated with the lake transport infrastructure cannot be excluded. Economic displacement of a temporary or permanent nature will be inevitable given the commercial activities on both sides of the roads and the permanent loss of livelihoods for some street vendors is likely; The proposed lake transportation will impact economic activities related to fish farms, called “acadjas�; operators/owners of which will have to be compensated for loss of livelihood (ii) sexual harassment and prejudice could be used to discourage females from presenting themselves as potential beneficiaries for sector reform activities under Component 2. Construction workers could sexually exploit, abuse and harass female pedestrians, hawkers, workers and other female road users; (iii) a significant number of complaints due to traffic disruptions during construction, traffic congestion, road diversions, blocked access to residential or commercial areas, accidents and poor road traffic management can be expected. 30. The GoB has prepared key documents: (i) a resettlement plan (RP) for the ATC road sections; (ii) SESA for the lake transport, which provides recommendations for follow up studies; (iii) a Social and vulnerability assessment to address the risk of exclusion of socially disadvantaged groups and increasing existing vulnerabilities amongst vulnerable groups, which shall be disclosed by appraisal; (iv) a stakeholder engagement plan (SEP) that outlines the relevant engagement measures to put in place to address concerns by the fleet renewal under Component 4. The SEP also describes engagement with stakeholders on any concerns regarding project implementation as lack of consideration of special needs of road users such as women, children and people living with disabilities could exclude them from project benefits during implementation and subsequently, during the operational phase of the completed infrastructure; (iv) livelihood restoration plans will be developed as necessary to address loss of livelihoods as identified in the social and vulnerability assessment and based on technical designs. Scope of the document Safeguard document Date of disclosure SESA (lake transport) Nov 18, 2024 Lake transport Preliminary EIES (annex to Draft on Nov 29, 2024 the ESMF) Final on Jan 14, 2025 ATC road ESIA ATC Draft on March 20, 2024 infrastructure Road safety plan Draft on March 20, 2024 Page 15 The World Bank Grand Nokoué Sustainable Urban Mobility Project (GN-SUMP) (P180579) RP ATC Draft to be disclosed ESMF Jan 20, 2025 RF Jan 24, 2025 SEP (including GRM) Jan 30, 2025 Whole project LMP Feb 12, 2025 ESV To be disclosed ESCP (in process – WB) 31. E&S Capacity. The GoB has appointed SIRAT as the agency within which a project implementing unit will be established. At the preparation stage, SIRAT’s existing E&S unit will be responsible for overseeing the preparation of the project. The GN-SUMP-specific unit in SIRAT will include one environmental, one social specialist and one gender specialist. This unit will develop communication material for the public; to be disclosed by the SIRAT’s communication department. E. Implementation Institutional and Implementation Arrangements 32. The project’s overall institutional structure will be composed of (i) a steering committee that ensures the coherence of activities with the sectoral strategy and intersectoral coordination among ministerial departments, companies, and local authorities; (ii) a technical committee responsible for reviewing the progress and performance and providing quality assurance on the technical aspects; and (iii) the PIU in the SIRAT to coordinate project implementation activities. Capacity building has already started for the existing institutions that have been involved in project preparation, in particular the technical staff of the PIU. A Project Operations Manual outlining the key institutional arrangements is under preparation and will be finalized by appraisal. Additionally, the identification of the key PIU staff will also be completed by appraisal. 33. The Steering Committee (SC) will be created specifically for the project. This SC will include a representative of the following national authorities: the Presidency of the Republic; the MEF; the MCVT; the Ministry of Interior and Public Security; the Ministry of Energy, Water and Mines; the Ministry of Industry and Trade. It will also comprise 5 representatives from the Grand Nokoué municipalities: Cotonou, Porto Novo, Sèmè Podji, Abomey Calavi and Ouidah. The SC will be chaired by the MEF and will gather at least twice a year. 34. The Technical Committee (TC) will be created specifically for the project and will include a representative of the relevant Specialized Implementing Agencies (SIAs) or ministries’ directorates: MCVT’s DGDU30, MCVT’s DAPMF,31, MCVT’s DTTA, MEF’s USMEF,32 ANaTT, CNSR, ADELAC, CAGD, SIRAT. The TC will be chaired by the MCVT’s DGDU and will gather at least every trimester. 30 General Directorate of Urban Development (Direction Général de Développement Urbain) 31 Department of Port, Maritime and River-Lagoon Affairs Department (Direction des Affaires Portuaires, Maritimes et Fluvio-Lagunaires) 32 Strategic Support Unit of the Ministry of Economy and Finance ( Unité d’Appui Stratégique du MEF) Page 16 The World Bank Grand Nokoué Sustainable Urban Mobility Project (GN-SUMP) (P180579) 35. The SIRAT, will be the main implementing agency and will have overall fiduciary responsibility for all project related activities.33 The SIRAT, as the PIE will set up a dedicated unit (PIU) that will be responsible for the management of fiduciary, environmental and social risks, communications, and monitoring and evaluation. This unit will need to be strengthened in terms of its fiduciary and technical skills required to manage the project, including ability to monitor the implementation of environmental and social risks mitigation measures. While Specialized Implementing Agencies (SIAs) or ministries’ directorates, such as MCVT’s DGDU and DAPMF, MEF’s USMEF, ANaTT, CNSR, will implement project activities that currently fall within their respective institutional mandate, the PIU will retain overall fiduciary responsibility of the project. SIAs will have technical responsibilities under modalities that will be further defined under conventions signed with SIRAT. Note to Task Team: The following sections are system generated and changes must be made in Data Sheet(s). Delete this note when finalizing the document. @#&OPS~Doctype~OPS^dynamics@contactpoint#doctemplate CONTACT POINT World Bank Franck Taillandier Lead Transport Specialist Asuka Tsuboike Senior Urban Transport Specialist Borrower/Client/Recipient Government of Benin Hermann TAKOU The MEF Director of Cabinet htakou@finances.bj Implementing Agencies Société des Infrastructures Routières et de l’Aménagement du Territoire (SIRAT) Francois AGOMADJE Director of Operations fagomadje@sirat.bj FOR MORE INFORMATION CONTACT 33 A delegated project management contract signed between SIRAT and MCVT will define the payment modalities to be made to the PIE for project management. An existing unit at MCVT will therefore hold the fiduciary responsibility for Subcomponent 5.1. The fiduciary section in the project appraisal summary provides further details. Page 17 The World Bank Grand Nokoué Sustainable Urban Mobility Project (GN-SUMP) (P180579) The World Bank 1818 H Street, NW Washington, D.C. 20433 Telephone: (202) 473-1000 Web: http://www.worldbank.org/projects @#&OPS~Doctype~OPS^dynamics@approval#doctemplate APPROVAL Task Team Leader(s): Franck Taillandier, Asuka Tsuboike Approved By Practice Manager/Manager: Jean-Francois Marteau 19-Feb-2025 Country Director: Marie-Chantal Uwanyiligira 20-Mar-2025 Page 18