The World Bank Railways Modernization Project (P161122) Project Information Document/ Integrated Safeguards Data Sheet (PID/ISDS) Concept Stage | Date Prepared/Updated: 28-Nov-2016 | Report No: PIDISDSC20189 Dec 07, 2016 Page 1 of 13 The World Bank Railways Modernization Project (P161122) BASIC INFORMATION A. Basic Project Data OPS TABLE Country Project ID Parent Project ID (if any) Project Name Bosnia and Herzegovina P161122 Railways Modernization Project (P161122) Region Estimated Appraisal Date Estimated Board Date Practice Area (Lead) EUROPE AND CENTRAL ASIA Jun 01, 2017 Sep 27, 2017 Transport & ICT Lending Instrument Borrower(s) Implementing Agency Investment Project Financing Bosnia and Herzegovina Ministry of Transport of Republika Srpska Proposed Development Objective(s) The Overall Development Objective of the Transport Sector Modernization Program (TSMP) is to improve transport connectivity of the country along priority transport links and to support improvements in transport operations and asset management practices. The Program is multi-phased with a First Phase including road sections in FBH, and the Second Phase including railways in the RS. The Development Objective of the Second Phase of the TSMP is to improve the operational efficiency and financial sustainability of the railways in Republika Srpska. Financing (in USD Million) Financing Source Amount International Bank for Reconstruction and Development 40.00 Total Project Cost 40.00 Environmental Assessment Category Concept Review Decision B-Partial Assessment Track II-The review did authorize the preparation to continue B. Introduction and Context Country Context Bosnia and Herzegovina (BiH), a small country of close to 4 million people, is yet to create a foundation for sustainable Dec 07, 2016 Page 2 of 13 The World Bank Railways Modernization Project (P161122) economic growth after a period of successful post-conflict recovery. Between 2004 and 2007, when BiH experienced high growth rates, poverty fell from 17.7 to 14 percent of population. Since the global financial crisis of 2008, economic growth in BiH has slowed and along with it the rate of convergence to EU income levels. Following a double-dip contraction of the economy between 2008 and 2012, the country experienced the beginning of a moderate economic recovery in 2013 when growth reached 2.4 percent. This was interrupted by the floods of May 2014 which impacted almost all sectors of the economy and slowed growth to 1.1 percent in 2014. The economy recovered in 2015 and reached 3 percent due to support from consumption and net exports. The Dayton Peace Agreement established Bosnia and Herzegovina (BiH) as a state comprising two entities, each with a high degree of autonomy: the Federation of Bosnia and Herzegovina (FBiH) and Republika Srpska (RS). The district of BrÄ?ko was added to the structure in 1999. Between the two entities, governance structures and budgetary arrangements are starkly asymmetric. While the RS is subdivided only into municipalities (62 in total), FBiH is subdivided into 10 cantons, each with its own executive, legislative, and judicial branches of government. Each canton is further subdivided into municipalities. While the country’s complex political system poses significant challenges in developing coherent sectoral policies and efficiently confronting emerging development priorities, authorities in BiH have been pursuing a jointly authored development strategy that centers on macroeconomic stability and export led economic growth, employment and social cohesion, and sustainable development. The strategy’s overarching goal is EU accession. The progress on poverty reduction remains slow. Between 2007 and 2011 the poverty headcount remained stable at the national level. While poverty incidence in 2011 is similar at the subnational levels, it is much higher in rural areas, at 19 percent, compared to 9 percent in urban areas. Unlike poverty, for which there is little difference between FBiH and RS, the bottom forty percent income group (B40) is more prevalent in RS than FBiH. These patterns were generally stable during the 2007-2011 period. While some of the higher incidence of the B40 group in RS is due to its smaller share of urban population, it is also the case that the urban population in FBiH has higher welfare on average compared with the urban population in RS – 27 percent of the FBiH urban population were in the (nationally defined) B40 group, compared with 36 percent of the urban population in RS. With the public sector spending close to 50 percent of GDP, ensuring efficiency of public expenditures is critical. In BiH, the state, entities, district, canton and municipal governments spend approximately 50 percent of GDP. The choices made by public institutions can therefore significantly influence economic growth. These choices are important to ensure efficient use of public resources toward faster economic growth, poverty alleviation and shared prosperity. Climate change impacts are increasingly important to consider in infrastructure planning. BiH is vulnerable to heat waves, flooding and droughts as demonstrated in recent years. These events and their recurrence may become more common. For instance, heavy floods in May 2014 had a significant negative impact on the economy in BIH estimated at 15 percent of GDP (9.3 percent of GDP in damages) and (5.6 percent in losses). An EU-led Recovery and Needs Assessment estimated that the cumulative impact are so significant that they could slow growth, increase poverty, and put pressure on public finances. Sectoral and Institutional Context The current transport sector institutional structure is complex. The sector is administered and managed at the State level by the Ministry of Communications and Transport (MoCT), and at the entity level, by separate Ministries of Transport and Communications (MoTC). Bosnia’s legal framework for the railways sector has established a two -railway system with two centers of governance, one railways corporation and one BiH regulator. In the Federation of Bosnia and Herzegovina (FBH) the railway is managed by Željeznice Federacije Bosne I Hercegovine (ŽFBH) and in Republika Dec 07, 2016 Page 3 of 13 The World Bank Railways Modernization Project (P161122) Srpska by Željeznice Republike Srpske (ŽRS). The Entity governments are majority (though not exclusive) owners of the railways located within their territory. They are responsible for its policy framework, performance oversight, and budgetary support as well as for the inter-entity coordination through the Railways Corporation (BHŽJK). At the BiH level, the Railway Regulatory Board (RRB) is responsible for international regulation. Figure 1 is a functional map broadly describing the ‘de facto’ roles of the main institutions. Figure 1. Distribution of railway sector functions among institutions in BiH territory of territory of Function Federation of Bosnia and Republika Srpska Herzegovina BiH multi-modal transport Council of Ministers (CoM) of BiH in collaboration with the strategy (preparation in Entities and BrÄ?ko District progress) International railway economic and safety BiH Rail Regulatory Board (RRB) reporting to CoM regulation Inter-entity technical BiH Railways Corporation (BHŽJK) reporting to the Entities standards & coordination Entities multi-modal transport policies Intra-entity railway policy, Government of FBH Government of RS planning and regulation (MoTC, MoF) (MoTC, MoF) Public budgetary support Government of RS, pension Ownership of railway Government of FBH and some fund and some private company private shareholders shareholders (20%) Railway network infrastructure management ŽFBH ŽRS Railway transport operations FBH’s network has about 600km and is the most intensely-used freight railway in the region with about 1.4 million tonnes per route-km, nearly 20 percent higher than the EU average. In 2014, ŽFBH carried 8.5 million tonnes for 885 million net tonne-km. ŽFBH achieves good locomotive and wagon productivity though an already old fleet continues to age. Despite low labor productivity and the poor overall financial results, the freight sector earns a substantial surplus above operating costs. Passenger rail services however make a near-negligible contribution to FBH’s overall personal mobility needs. In 2014, ŽFBH carried 355,000 passengers (fewer than 1,000 passengers/day). With an estimated total passenger operating costs of about BAM 23 million, the financial results for the passenger sector represent a poor use of operating resources and a financial drain on the surplus from freight operations. Because there is a heavy implicit subsidy from the freight to the passenger sector, the ability of freight to contribute to infrastructure costs is correspondingly low. The railway network in the Republika Srpska consists of 426 route-km (of which 353 route-km are in use) being one of the smallest networks in the Western Balkans region. ŽRS freight traffic density of about 1.2 million tonnes/route-km is Dec 07, 2016 Page 4 of 13 The World Bank Railways Modernization Project (P161122) high compared to neighboring countries and about equal to the EU average. In 2015, it carried around 5 million tonnes for 428 million net tonne-km (ntkm). Despite a weak overall financial status, ŽRS actually earns a healthy surplus on freight operations relative to its operating costs. By contrast, there are substantial losses on passenger services, even allowing for revenue support from the budget. Passenger rail transport is marginal to the RS’s overall transport sy stem, carrying only about 460 passengers/day. Passengers have declined in recent years and train occupancy now averages only about 14 passengers/train equivalent to less than half a bus-load. Even with RS budget support, passenger unit revenues cover around a third of direct expenses of passenger services and 16 percent of total operating costs. ŽRS is not financially sustainable in its current role and form. The amount of total revenues, including budget support, was just about sufficient to cover cash operating expenses, with labor costs representing a disproportionate component of the cost structure of ŽRS. Figure 2. Railways map (source: visit-bosniaherzegovina.com) The rated line speed on Corridor Vc averages around 50-80 km/h depending on section but the commercial (end-to- end) speed on the corridor and the network as a whole is significantly lower. Commercial speeds are much lower than rated speeds partly due to poor track conditions on specific sections. This is notable on Corridor Vc between Sarajevo and Zenica and between Zenica and Doboj (though in the latter section is mitigated somewhat by double-tracking). But an additional major cause of train stops and delays is low-performance train dispatching and control technology (with relatively short distances between many stops, including train stops at unprotected level crossings) and there are problems in reliability of power supply in some areas. Dec 07, 2016 Page 5 of 13 The World Bank Railways Modernization Project (P161122) The backbone route in RS is the east-west line from the border with Croatia via Novi Grad, Banja Luka and Doboj. There it meets the Entity’s section of the north-south Pan-European railway corridor Vc. It also provides the western section of the link eastward from Doboj to the exclaved part of ŽFBH’s network centered on Tuzla. The operational network is standard gauge (1,435mm) predominantly single track (94 percent) and electrified at 25 kV (88 percent). The maximum rated design speed on the main line is generally 100km/h, and many sections have been rehabilitated to this standard. The rated design speed Doboj eastward is generally 40 km/h with short sections at 80 km/h. Commercial speed is lower than rated speed throughout mainly because of an obsolete train dispatching and control system, including some compulsory stops at unprotected level crossings (of the 278 level crossings on the ŽRS network only 23 are protected). Both entities have identified the restructuring of the railway companies as priority actions to improve public finance but also increase railway services. In addition, the agreement signed by both entities with the IMF specifies that a reform roadmap must be approved by December 2016. A specific policy challenge is to meet the terms of EU-Bosnia and Herzegovina Stabilization and Association Agreement (2015) as they apply to the railway sector. The obligation is to harmonize sector policies with the EU railway framework of directives and regulations (the ‘EU railway acquis’). The framework needs action in a number of areas to become compliant. The areas that most immediately bear on responsibilities currently exercised by the Entity governments are those related to institutional structure, track access, budgetary support for passenger services; budgetary support for infrastructure; and debt sustainability. Compliance requires both structural and process changes in the railway sector. In the case of the Republika Srpska, railway reforms have been set as the immediate priority for the government. A second and more long-standing policy challenge is the need for both Entities to settle on a financially sustainable railway sector strategy. Annual deficits recur year after year, even after receiving budget support from the respective Entity governments. This is partly due to railway employment policies and partly due to underfunded passenger losses. Over 97 percent of the traffic of both railways is freight, and both earn a creditable surplus on freight transport relative to operating costs. But nearly half of all the train distance run (42 percent in FBH and 49 percent in RS) comprises passenger trains. They carry few passengers but are a huge cost burden which consumes most of the freight surplus, which is therefore not available to re-invest in the freight rail business or contribute more to the upkeep of the infrastructure networks. To illustrate the scale of this problem if, in compliance with the EU rail acquis, passenger services had been adequately reimbursed through Public Services Contracts (PSC) in 2014, the average subsidy per return trip would have been about BAM 108 in FBH, and BAM 168 in RS. While providing subsidies for non-profitable passenger lines through PSC is allowed, cross-subsidizing passenger trips from freight earnings is contrary to the EU rail acquis, but more crucially is a poor use of resources as better passenger services could be offered at lower costs using intercity buses. Moreover, cross-subsidizing passenger services by freight increases the cost of doing business for firms relying on the railway freight, reflected in a high average freight rate compared to neighboring countries. New sector policies are essential to make the railway system more cost-effective and sustainable. This would needs development of asset management plan for upgrading the network to the desired condition and maintening it at that level. An initial financial model to test the impact of the different policy options has been constructed and additional due diligence will be required. The third challenge is an extension of the previous two and is the imperative for railways to become, and be allowed by their owners to become, more commercially-focused. Both geopolitical and structural economic changes in the region mean that traffic levels can never reach historic levels experienced as part of the former Yugoslavia nor justify the levels of employment and assets that those high traffic levels supported. It is important that railway managements be allowed and encouraged to adopt a more commercial ‘zero-based’ approach to the assets, human resources, operating and maintenance standards, workshop requirements, work practices and business processes they need to be successful in the future. In the short-term this is needed to make the railway sector affordable. In the longer-term it is necessary Dec 07, 2016 Page 6 of 13 The World Bank Railways Modernization Project (P161122) to give the industry a better chance of being successful in an integrated European transport market. An additional challenge related to connectivity are the 4 border crossing points (BCPs) between RS and Croatia. Protocol is expected to be signed in December. Delays in rail transport caused by border-crossing transit times are one of the key factors affecting the competitiveness of rail transport vis-à-vis roads—increasing logistical costs and creating a negative perception of rail, in terms of reliability, predictability, and punctuality. BCPs in the RS continue to operate manually through telephones, faxes, and e-mails, as well as manual copying of documentation. For instance, introducing EDI at rail border crossings can reduce dispatching times which would allow pre-approval messages in an electronic format to be generated automatically when a train is on route. It would apply to requests for locomotives and handover trains, and electronic transmission of all necessary commercial and train documents. It would minimize the paperwork that would need to be physically carried and whose losses often lead to delays. In contemplating options, BiH starts with some strong and positive features - it has the two busiest railway networks in the Western Balkans region. The overall traffic density per route-km in BiH is the highest in the region. Moreover, most of BiH’s network is main-line and it does not have a large sub-network of underutilized branch lines which have been a formidable and enduring financial burden in most other countries in South East Europe. The basic infrastructure and rolling stock allow the companies to provide a reasonable freight service for most traffic realistically available. These fundamentals would allow substantial improvement in cost-effectiveness if railway sector policies were matched to the country’s markets, scarce budget resources more productively used than they are now, and railway managements permitted and encouraged to run the railways as commercial transport businesses. In this context, the World Bank prepared a Policy Note to assist the governments of the Entities in Bosnia and Herzegovina to better understand the current conditions of the railway sector, assess the policy options for modernizing it and help chart a course ahead. Such policy options have been developed and evaluated at two levels: industry structure options and sector policy options. The main high-level structural choices faced by the Entity government fall into four categories, relating to (a) the organizational form of the future state-owned railway enterprise (or enterprises); (b) if the state chooses to contract for passenger rail services with a state-owned rail user, where to locate this activity in the structure; (c) the exercise of state share-owning functions in such enterprises; and (d) whether to seek private participation in the Rail Operating company. Irrespective of structure, the Entity government has policy choices in four main areas of railway policy, each having very different budgetary impacts for the Entity. Sector policy options take into account the transport policy aims and the budgetary constraints. The analysis suggests that decision making is needed in the following issues: whether or not to adopt an early labor restructuring program; whether to continue to fund a rail passenger services contract; when to implement an infrastructure access regime; whether to adopt the train control investment priority policy and how to finance it; and whether and how much to invest in attaining higher line-speeds, which may be influenced by the availability of EU-sourced funding that might require even higher line speeds as a condition of financing. Dec 07, 2016 Page 7 of 13 The World Bank Railways Modernization Project (P161122) Relationship to CPF The Transport Sector Modernization Program (TSMP) was recently approved by the World Bank to support BH’s transport modernization in the most effective manner to achieve the desired economic and social goals. The TSMP was conceived as a flexible Bank program to assist the modernization and investment efforts at the different phases of preparation and implementation in a timely and continuous manner. The Federation Road Modernization Project was the first phase of the TSMP aimed at improving road connectivity and safety. The TSMP provides the suitable instrument for supporting the Railways Modernization in Republika Srpska. The BiH Railways Modernization Project (RMP) aims to support the development of the transport sector in BiH through a combination of investments and institutional reforms in Republika Srpska railways. RMP will support high-priority transport interventions that will enhance connectivity within the country and the region. RMP will support improving railways effectiveness while harmonizing with European Union requirements. The Project is consistent with the Country Partnership Framework (CPF) FY16-20. The CPF foresees investments in upgrading transport infrastructure which has the potential to help in alleviating poverty, boosting economic activity and reducing income inequality. In recognition of the negative effect which operations have on transport service quality, the CPF also highlights the need to focus on improving the operational and financial performance of public companies in the transport sector. The Project supports the CPS pillar of competitiveness by enhancing the efficiency of the transport network and reducing the cost of doing business. The Systematic Country Diagnostics (SCD) identified the improvement in transport infrastructure as a top key reform area necessary for enhancing shared prosperity in BiH. The Project is consistent with regional and national policy objectives. BiH is on its path to EU accession and good progress has been made in meeting EU requirements for the transport sector. The Project will support BiH in implementing main EU acquis aimed at improved efficiency and financial sustainability. In addition, one of the main areas of reform identified by the Berlin Process and confirmed in the Prime Ministerial Meetings in Vienna in 2015 and in Paris in 2016 is railways. Progress on railway reforms in BiH are lagging behind most of the Western Balkans. C. Proposed Development Objective(s) The Overall Development Objective of the Transport Sector Modernization Program (TSMP) is to improve transport connectivity of the country along priority transport links and to support improvements in transport operations and asset management practices. The Program is multi-phased with a First Phase including road sections in FBH, and the Second Phase including railways in the RS. The Development Objective of the Second Phase of the TSMP is to improve the operational efficiency and financial sustainability of the railways in Republika Srpska. Key Results (From PCN) Overall Program performance and results will be measured using improved connectivity/accessibility measures (such as time savings, vehicle operating costs savings, and time isochrones) and improved road management practices (such as financial sustainability, strengthened and asset management practices) Project performance and results will be measured using improved efficiency measures (such as transport unit per employee and operating costs) and improved rail management practices (such as financial sustainability, readiness for Dec 07, 2016 Page 8 of 13 The World Bank Railways Modernization Project (P161122) implementation of EU acquis). The Project results will be measured as follows: - Improved labor productivity as measured in terms of transport unit (tonne-km and and passenger-km ) per employee; - Improved transport efficiency as measured in operating cost per tonne-km and per passenger-km; - Adopted five-years business plan ensuring financial sustainability; - Improved readiness for implementing the sector reforms as measured in account separation between passengers and freight activities and the publication of the network statement. Project Beneficiaries: The primary group of the project’s beneficiaries will include direct rail users (passengers) and indirect users (freight customers). The improved quality of freight transport services and reduction in transport cost would enhance the ability to import and export and help firms from BiH place themselves in European supply chains. A secondary group of the project beneficiaries will include RS railways and the Government who will benefit from capacity development in managing and implementing the railways reforms. The fiscal impact of the reforms will benefit the entire economy promoting a better allocation of existing resources. D. Concept Description The Proposed project will be an investment project financing (IPF) consisting of a loan in the amount of about US$40 million be implemented by Republika Srpska. The project includes a number of reform priorities as identified in the Policy Note and endorsed by the Government combined with operational improvement activities. The RMP will consist of four components: Component 1: Support to acquire the private owned shares (US$ ≈ 5 million including IBRD financing of 100 percent) About 20 percent of ZRS is currently owned by private shareholders. Unbundling or reorganizing ZRS into separate units/companies will be easiest carried out if government buys back these private owned shares This would set the basis for the future EU acquis implementation regarding the vertical separation of the railways, leaving the future Infrastructure Manager, as a fully publicly-owned company while the Operating Company could increase its proportion of private ownership with the expectation of profitable freight operations and potential dividends. Component 2: Support to labor restructuring (US$ ≈10 million, including IBRD financing of 100 percent) An early labor restructuring program will transform the performance of the railway and strongly reduce the net operating cost deficit. A labor restructuring program should have a sound basis in future business needs of the companies. Railways management with support from the Bank will undertake a fundamental re-evaluation of their ways of working to identify the most efficient labor force capable of meeting the traffic commitments they can reasonably foresee. A labor restructuring program will also need to be able to demonstrate that it is fair and transparent, that full consultation with the workforce and trade unions has taken place, and that funding is available for satisfactory compensation packages and supporting social/retraining programs. Support services for retraining and enhancing opportunities for finding alternative employment, including counseling and advisory support could also be financed under the project. Dec 07, 2016 Page 9 of 13 The World Bank Railways Modernization Project (P161122) Component 3: Debt Restructuring (US$ ≈37 million, including IBRD financing of US$ ≈15 million) Republika Srpska Railways has a number of liabilities which hamper the implementation of the reforms and threaten the financial sustainability of the company. These include (i) liabilities related to unpaid benefits to employees and to their pension fund on the amount of USD 32 million; and (ii) liabilities to suppliers which amount to USD 5 million. The interest rate currently paid by the railways is high, reaching more than 10% for some debts. In addition high penalties for delay in payment have occurred. Debt restructuring could bring enormous financial benefits. It is unclear at this stage what would be the extent of WB support on this component. Component 4: Support to implement the reforms (US$ ≈10 million, including IBRD financing of 100 percent) This component will consist of a number of technical assistance activities to support the RS Government in implementing the railways reforms as well as disbursement-linked reforms to support the financial sustainability of the company. These will consist in particular of a set of implementation plans regarding (i) the future institutional structure of what is currently ŽRS (ii) the provision of competitive and sustainable passenger services, (iii) increasing the capacity of railways to implement the reforms and manage the infrastructure and operation companies; (iv) market study of potential additional traffic and multimodality, (v) the preparation of an asset management plan, (vi) modernization of the Rail Border Control Posts, and (vii) developing key railway contracts—track access charge (TAC), public service obligations (PSO) and multi annual infrastructure contract (MAIC). In addition, this component will support IT modernization and integration, including the fleet management system, and the commercial management system providing management with a real-time operational dashboard. SAFEGUARDS A. Project location and salient physical characteristics relevant to the safeguard analysis (if known) The project will be implemented by the RS Ministry of Transport and Communications for the Republika Srpska Railways. At this stage the project does not include any physical works, as such there is no relevant location or physical characteristics that could be assessed. However, the project does include potential social impacts associated with retrenchment under Component 2 and possible reduction of passenger services. The labor restructuring program will need to be fair and transparent, done in consultation with work force and trade unions, and include funding for compensation packages and social/retraining programs. A social assessment needs to be undertaken to facilitate all of this. Furthermore, Under Component 4, the TA for studies aimed at improving passenger services, which might include recommendations with environmental or social implications (land acquisition as is mentioned in ISDS; rehabilitation or demolition of infrastructure that could trigger OP 4.11... ) B. Borrower’s Institutional Capacity for Safeguard Policies The borrower has no previous experience or knowledge on implementing World Bank safeguards, and will need to ensure coverage of potential environmental and social aspects in-house through either part-time hire or a consultant on board that would follow through all of the issues for the duration of the project. C. Environmental and Social Safeguards Specialists on the Team Dec 07, 2016 Page 10 of 13 The World Bank Railways Modernization Project (P161122) Esma Kreso, Jelena Lukic, Ifeta Smajic D. Policies that might apply Safeguard Policies Triggered? Explanation (Optional) Although previously anticipated, the revised project concept does not include any activities that would entail a physical footprint or an associated environmental impact. Majority of activities are institutional, including debt restructuring or labor restructuring and institutional support. Some minor adaptation works could be included under Component 4: IT modernization and integration, in particular if server rooms will need to be established within the company or if specific waste streams will need to be managed (old equipment etc). This might call for Environmental Assessment OP/BP 4.01 Yes small-scale reconstruction works EMP Checklist to be applied for works. In addition, the project does include potential social impacts associated with retrenchment under Component 2 and possible reduction of passenger services. The labor restructuring program will need to be fair and transparent, done in consultation with work force and trade unions, and include funding for compensation packages and social/retraining programs. A social assessment needs to be undertaken to facilitate all of this. Natural Habitats OP/BP 4.04 No Forests OP/BP 4.36 No Pest Management OP 4.09 No Potential demolition of infrastructure could also Physical Cultural Resources OP/BP 4.11 TBD include objects under some protection regime. This will be further assessed by project Appraisal. Indigenous Peoples OP/BP 4.10 No This project does not plan to undertake civil works of any kind, including those that would involve involuntary land acquisition. Under component 5, the Project will include a number of technical assistance Involuntary Resettlement OP/BP 4.12 No (TA) activities to support the Government in implementing railways reforms. Studies aimed at improving passenger services can recommend future investments (e.g., rehabilitation of stations, need for higher speed trains, etc.) that have social implications, Dec 07, 2016 Page 11 of 13 The World Bank Railways Modernization Project (P161122) including the potential of land acquisition and involuntary resettlement. Any TAs included in the Project will need to be consistent with the principles of OP 4.12. As the scope and nature of the technical assistance services will be defined during preparation, triggering of the policy will need to be determined at Appraisal. Safety of Dams OP/BP 4.37 No Projects on International Waterways No OP/BP 7.50 Projects in Disputed Areas OP/BP 7.60 No E. Safeguard Preparation Plan Tentative target date for preparing the Appraisal Stage PID/ISDS Mar 15, 2017 Time frame for launching and completing the safeguard-related studies that may be needed. The specific studies and their timing should be specified in the Appraisal Stage PID/ISDS A social assessment will be prepared and a template EMP Checklist will be prepared with respect to the small scale impacts associated with the equipment replacement or demolition. CONTACT POINT World Bank Antonio Benigno Nunez, Liljana Sekerinska Transport Specialist Borrower/Client/Recipient Bosnia and Herzegovina Implementing Agencies Dec 07, 2016 Page 12 of 13 The World Bank Railways Modernization Project (P161122) Ministry of Transport of Republika Srpska Vesna Vozni Assistant Minister v.vozni@msv.vladars.net 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 APPROVAL Task Team Leader(s): Antonio Benigno Nunez, Liljana Sekerinska Approved By Safeguards Advisor: Nina Chee 14-Dec-2016 Practice Manager/Manager: Juan Gaviria 14-Dec-2016 Country Director: Tatiana A. Proskuryakova 25-Jan-2017 Note to Task Teams: End of system generated content, document is editable from here. Dec 07, 2016 Page 13 of 13