The World Bank TRANSPORT RESILIENCE PROJECT (P172988)

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Public Disclosure Authorized

Project Information Document (PID)

Concept Stage | Date Prepared/Updated: 11-Dec-2020 | Report No: PIDC30417

Public Disclosure Authorized

Public Disclosure Authorized

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The World Bank TRANSPORT RESILIENCE PROJECT (P172988)

BASIC INFORMATION

A. Basic Project Data OPS TABLE

Country Project ID Parent Project ID (if any) Project Name Burundi P172988 TRANSPORT RESILIENCE PROJECT (P172988) Region Estimated Appraisal Date Estimated Board Date Practice Area (Lead) AFRICA EAST Jul 29, 2021 Dec 16, 2021 Transport

Financing Instrument Borrower(s) Implementing Agency Investment Project Financing Ministry of Finance, Budget Ministry of Trade, Transport, and Planning Industry and Tourism, Ministry of Infrastructure, Equipment and Housing

Proposed Development Objective(s)

is to facilitate efficient, safe and sustainable movement of people and goods along targeted roads and improve the capacity of the road sector in Burundi.

PROJECT FINANCING DATA (US$, Millions)

SUMMARY-NewFin1

Total Project Cost 65.00

Total Financing 65.00

of which IBRD/IDA 65.00

Financing Gap 0.00

DETAILS-NewFinEnh1 World Bank Group Financing

International Development Association (IDA) 65.00

IDA Credit 65.00

Environmental and Social Risk Classification Concept Review Decision

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The World Bank TRANSPORT RESILIENCE PROJECT (P172988)

Substantial Track II-The review did authorize the preparation to continue

Other Decision (as needed)

B. Introduction and Context

Country Context 1. Burundi is a small landlocked mostly hilly country in eastern central Africa with a total land area of 27,834 square kilometers and is the second most densely populated low-income country (LIC) of sub-Saharan Africa (SSA) with a population of about 11 million inhabitants, of which half are youth. Burundi has also the most densely populated rural areas in the world (423 people per km2 in 2017) and a low urbanization level (12 percent). About 58 percent of the population is below 19 years old. Economic growth is largely dependent on agriculture, accounting for about 32 percent of the Gross Domestic Product (GDP) and 90 percent of livelihoods. Over the past decade, Burundi has enjoyed a GDP growth of about 4 percent per annum, mainly due to improved agricultural performance.

2. Years of conflict hampered growth of Burundi's economy. Burundi remains among the ten poorest countries in the world, with a GDP of US$310 per inhabitant in 2019 and a Human Capital Index (ICH) of 0.38 amongst the lowest in the world. Burundi’s development has been delayed by the consequences of political and social instability and natural disasters. Tension between the country’s two main ethnic groups - exacerbated by land scarcity issues – erupted in a civil war in 1993, which ended in 2006. The impact of this war on the economy and human lives was devastating (“mass poverty”) on the population. Between 2006 and 2012 the share of poor population dropped at 6 percent from 60 percent in 2017. Poor people’s income remains mainly dependent directly or indirectly on farming.

3. Economic growth and poverty reduction have been severely constrained by repeated climate and disaster shocks. Burundi has a history of extreme climate‐related events, but its capacity to respond to related shocks remains very low. It is the 18th most vulnerable country and the 19th least ready country in the world when it comes to combating climate change effects and coping with natural disasters such as droughts, wildfires, floods, and landslides. From 1971 to 2015, Burundi’s population had to cope with a decade of climate shocks, leading to a contraction of agricultural output. These repeated shocks put the country in an extremely vulnerable position and constrained economic growth. Burundi has experienced changes in the duration of wet and dry seasons with intensification of severe drought and flood risks. Mean annual temperature is 20.02°C (1901-2016) and it has increased by 0.7-0.9°C since the 1930's. Mean annual temperatures are projected to increase by 2.1°C by 2050.Mean annual rainfall is also projected to increase by mid and late 21st century1.

4. The capital city, Bujumbura, concentrates more than 75 percent of the urban population with an estimated 800,000 inhabitants in 2020. Over the last three decades, Bujumbura sprawled rapidly, from about 37 km2 in

1 Climate change profile – Burundi; Ministry of Foreign Affairs; April 2018

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The World Bank TRANSPORT RESILIENCE PROJECT (P172988)

1983 to over 100 km2 in 2020. This rapid expansion was, however, not accompanied by proper land use planning and watershed management, creating a complex hydrological situation.

5. In Burundi, gender inequalities remain pervasive for women’s access to employment, professional opportunities, and wage gaps. According to the World Bank Group Burundi Systematic Country Diagnostic (2018), women’s employment is largely concentrated in unpaid work in low-productivity sectors such as agriculture. While women account for 52.7 percent of the workforce, more women than men work in farming. Moreover, 71.2 percent of women are unpaid while only 28.5 percent of men are. Similarly, more men (18.6 percent) than women (7.2 percent) have waged jobs. Youths aged 15–24 make up 18 percent of the Burundian population of about 11 million and account for most entrants into the labor market. About 150,000 of them enter each year, but most work as family helpers, independent workers, or manual labor, with low incomes.

Impact of the COVID-19 Pandemic and Government Response

6. In the face of the COVID-19 (coronavirus) pandemic, the country has put in place mechanisms to mitigate the spread of the virus, including closure of the Bujumbura International Airport, mass COVID-19 screening, training for health care personnel and the establishment of care centers for those who test positive. COVID-19 is expected to generate repercussions on Burundi's economy, which is facing a double shock of supply and demand.

Sectoral and Institutional Context

7. Transport is critical for the economic development, peace, and stability of Burundi, a landlocked and post- conflict country whose population is almost exclusively rural (90%). To enable the transformation of its economy and enhance its competitiveness, the National Development Plan 2018 - 2027 targets the option of establishing a rational and integrated organization of the various modes of transport, reducing the country's internal and external isolation, meeting the needs of the productive sectors, irrigating the territory and consolidating Burundi's physical integration in the subregion.

8. Since the 2005 political crisis, the transport sector has received significant support from Technical and Financial Partners (TFP). In addition to the World Bank, several other development partners support the transport sector: the African Development Bank (ADB), the European Union (EU), the Arab Funds (BADEA, Kuwait Fund, Saudi Fund, and OFID), the Japan International Cooperation Agency (JICA), and the Belgian Technical Cooperation (BTC).

9. Regional connectivity is essential for Burundi to gain in competitiveness and improved integration into the regional and global market. Connectivity is essential for trade and marketing of agricultural products, agribusiness value chain development for livelihood and jobs, particularly for women. Furthermore, transport costs in Burundi are aggravated by Non-Tariff Barriers (NTBs), poor logistics and efficiencies, as well as burdensome cross-border customs and other administrative procedures. The high costs of infrastructure development, coupled with equally high transport costs, are major constraints to growth, especially for the predominantly agricultural economy.

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The World Bank TRANSPORT RESILIENCE PROJECT (P172988)

10. The improvement of international corridors is critical to sustain trade and economic competitiveness. Road transport carries about 90 percent of goods in Burundi through following international land route (i) the Northern Corridor to the port of Mombasa, (ii) the Central Corridor to Dar-es-Salaam, and (iii) the Southern Corridor to Southern Africa. The Northern Corridor is mainly composed of a road route that passes through Rwanda and Uganda before reaching the Port of Mombasa. The Port of Mombasa may be joined by an alternative road that passes through the city of Arusha in Tanzania, but this road is not often used.

11. The Central Corridor from the port of Bujumbura to the port of Dar- Es-Salam contributes about 70% of Burundi's trade. The Central Corridor is composed of two modal alternatives; (i) one is entirely road from Bujumbura to Dar-es-Salam ; (ii) and the other is lake/rail connection composed of a lake haul that connects the Port of Bujumbura to the Port of Kigoma in Tanzania and then of a railway to Dar es Salaam. The Southern Corridor also consists of a lake road that connects Bujumbura to the other ports in the DRC and in Zambia and to ports in Southern Africa by road and rail. This Corridor is constituted by road via Tanzania to Zambia and the other countries of Southern. This Central and southern corridor is vital corridor for the Burundian economy, and this necessarily involves strengthening the coordination and cooperation relations with the Tanzanian authorities. Its potential could be further strengthened with the rejuvenation of the lake transport and ports rehabilitation in Burundi, Tanzania and Zambia (Zambia).

12. Insufficient maintenance of road network. The road network is relatively dense2 with a length of 11,000 km including 1,950 km of National Roads (NR) out of which 1,500 km are paved, 2,500 km of Provincial Roads, 6,500 km of Rural Roads and 450 km of Urban Roads. About 12 percent of the road network is in good condition. Road maintenance falls under the responsibility of the National Road Agency (NRA) through the National Road Fund (NRF). The NRF resources mainly come from a fuel levy. However, since 2016, the Government has capped the fuel levy and only 50 percent of the revenues collected are effectively transferred to the NRF. Hence, NRF resources have dropped from BIF 18 billion (US$11.5 million) to BIF 7.2 billion (US$4.4 million) in 2016 and then rose to BIF 8.7 billion in 2017 (US$5.6 million). The available resources do not cover the maintenance funding needs (estimated at US$18 million for the classified road network as of 2019) and other sources of financing need to be secured.

13. In the urban section of the corridors in Bujumbura, non-motorized modes (pedestrians and cyclists) account for the majority of road users. However, their mobility needs are poorly integrated in the last-mile access to basic social and economic services (markets, schools, health centers, urban services)... Women and vulnerable groups accounts for a large part of non–motorized users especially in the urban sections but their mobility challenges are not addressed in term of access, comfort, safety and security.

14. Road safety is also a growing social and economic issue with the development of road corridors in urban environments. The cost of deaths and serious injuries related to road crashes is estimated at US$334 million, about 11.6 percent of GDP3. In 2016, according to the World Health Organization, there were 35 road deaths per 100,000 vehicles in Burundi, compared to 29 in Tanzania and 25 in Zambia. This is likely a conservative estimate as some of the crashes go unreported. The situation is likely to worsen with the national vehicle fleet increasing at an average rate of 13,000 vehicles per year. 50 percent of fatalities are recorded on urban roads meanwhile they represent less than 5% of the network length. The assessment of road infrastructure to

2 The road density is estimated at 0, 47 km / sq. km compared to a SSA average of 0, 10 km/sq. km. 3 World Bank, Road Safety Country Profiles, 2019

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The World Bank TRANSPORT RESILIENCE PROJECT (P172988)

identify high risk spots is necessary to prioritize investments and reduce fatality risk. Pedestrians and cyclists are very important modes of transport in Burundi, especially in urban and peri-urban settings. However, they are extremely vulnerable to road fatality risks due to the absence of signalization, sidewalks, cycling lanes and parking. Vehicles high speed aggravated by the hilly nature of the roads are also an aggravating factor. Further, intersections are particularly dangerous for pedestrians due to the absence of traffic lights and crosswalks. It is therefore critical to invest in traffic calming measures and pedestrian and cycling infrastructure to protect those vulnerable road users.

15. The transport sector also faces dramatic costs associated with climate and disaster events. Regular flooding makes roads inaccessible and impassable during the rainy season. Road maintenance costs are high due to the regular need to repair roads impacted by flooding and landslides. The lack of adequate drainage systems also increases the vulnerability of the road infrastructure. In 2014, Bujumbura was affected by flash flooding triggered by extreme climate event with heavy rains and the collapse of a reservoir, resulting in very substantial losses in human, material and economic terms4. An assessment was undertaken to assess the damage to economic and social infrastructure in the country from this event. Damages in the amount of $4.4 million were identified, of which $2.2 million were attributed to roads. Having pre-arranged financial solutions enable countries to be able to access funds quickly after emergencies and recover faster from the socio-economic impacts of disasters, ultimately reducing the overall cost of delayed recovery and reconstruction.

16. The institutional setup of the sector is fragmented between a ministry in charge of infrastructure and another ministry in charge of transport following the 2020 elections. First, the Ministry of Infrastructure, Equipment and Social Housing (MIESH): (i) is in charge of the design and execute the national policy in terms of infrastructure, equipment and social housing; (ii) ensure the role of “Maitre d’Ouvrage Délégué” on behalf of the State on all infrastructure; (iii) update the maintenance policy for public works and infrastructure. Under the Ministry of Infrastructure, the National Road Agency (NRA) is responsible for the construction, supervision, and maintenance of roads. The Ministry of Trade, Transport, Industry and Tourism (MTTIT) which oversees the transport sector is responsible for, among other things: (i) designing the national policy for the transport sector; (ii) developing strategies for the promotion and development of the transport sector; (iii) designing policies aimed at improving transport in general and urban transport in particular; (iv) promoting the development and maintenance of the road and future rail network; and (v) promoting road safety in collaboration with the other ministries concerned.

Relationship to CPF

17. The proposed Project is fully aligned with the Country Partnership Framework 2019-2023 focus area II “Strengthening foundations for economic and social resilience’’ It addresses the vulnerabilities of the country’s transport system to climate change through increasing the resilience of road infrastructure and improving national capacity to plan and respond to natural disasters. Further, the investments financed by the project will contribute to improving trade competitiveness on the country’s main economic corridor.

4 Nearly 80 deaths with 1000 houses washed away and more than 20,000 people homeless left due to the torrential flooding and landslides occurred in the capital city Bujumbura In February 2014. By the 2015-2016 season the country registered the strongest historical event ever recorded in the past. These impacts resulted especially in losses of transport infrastructure and about US$ 4.5 million (about 0.2 percent of the country’s GDP).

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The World Bank TRANSPORT RESILIENCE PROJECT (P172988)

18. This project contributes to the achievement of the Sustainable Development Goals (SDGs) by increasing access to market, improving urban transport, connectivity and road safety. The SDGs include several goals that require the intensive use of resilient transport infrastructure, notably in achieving universal identification, more efficient delivery of government services, financial inclusion and job creation. Underlying these goals is target 9(c) to significantly increase mobility, connectivity and strive to provide universal and affordable and easier access to transport in least developed countries (LDCs) by 2020. This project contributes to the realization of specific SDG goals, including SDG 1 to end poverty. The project will especially help realize SDG 2 by increasing agricultural productivity and incomes of small-scale producers and strengthening capacity for adaptation to climate change, as well as SDG 5 to empower women in rural areas. It will also contribute to SDG 8 to promote inclusive growth and economic opportunities; SDGs 9 and 11 to contribute to sustainable infrastructure and communities for all; and SDG 13 to increase climate resilience and adaptation in rural areas.

19. This Project is complementary to the Great Lakes Trade Facilitation and Integration Project GLTFIP (P174814) to be approved in September 2021. This second series of projects (SOP) focuses on trade costs reduction with activities in Burundi and DRC. The physical investment targeting both Central and North road corridors includes (i) cross-borders post rehabilitation and construction in Burundi, (ii) Lake Ports improvements and (iii) cross-border roads improvements for about 70 km total including about 16 km in Burundi. The length of roads to be improved under the trade project is tentative and will be during the project preparation. Both Projects will work in close coordination during their preparation.

20. Development partners. The Project will complete several past and current interventions on the Central Corridor financed by other donors in Burundi including infrastructure investment on the same Central/South Road Corridor (i) the WB is implementing the Landscape Restoration and Resilience Project (P160613) aiming to restore land productivity in targeted degraded landscapes (i) the AfDB is financing the rehabilitation of 45 km road section on RN3 from Mugina (Tanzania border) to Nyanza Lac and the civil works are now completed (ii) AfDB is currently financing the rehabilitation of about 65 km road section on RN3 from Rumonge to Gitaza, these works are under implementation (iii) the Arab Funds are financing the section from Nyanza lac to Rumonge (52 km), the tender documents on the Arab Funds are still in preparation, (iv) JICA is financing investment for the Port of Bujumbura improvements.

21. The Project will build on the orientations and recommendations of the World Bank ‘’Next Generation Africa Climate Business Plan”’ which grounds the Bank’s commitment to help International Development Association (IDA) countries (a) increase climate-related financing and deepen climate mainstreaming; (b) drive systemic impact at the country level; (c) boost support on adaptation and resilience; and (d) facilitate economic transformation through low carbon and resilient transition. The project will develop climate mitigation and adaptation activities It will also encourage better incorporation of climate hazards in the sector planning and develop an innovative risk financing mechanism for recovery and reconstruction after natural disasters.

22. Finally the Project will contribute to the country’s resilience and recovery after Covid-19 pandemic by creating jobs during the construction time, supporting connectivity and trade especially for farmers, market vendors and small businesses, providing jobs to women, youth and displaced persons and supporting their mobility after these multiple shocks.

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The World Bank TRANSPORT RESILIENCE PROJECT (P172988)

C. Proposed Development Objective(s)

23. The proposed project development objective is to facilitate efficient, safe and sustainable movement of people and goods along targeted roads and improve the capacity of the road sector in Burundi.

24. The Project's area of intervention covers the city of Bujumbura, the commune of Kabezi in Bujumbura Rural Province and the commune of Muhuta in Rumonge Province. The population of this area is approximately 750,000 inhabitants, 53 percent of whom are women. The age structure shows a predominance of young people under the age of 25, representing nearly 65 percent of the population.

25. Beneficiaries of the project are farmers who have difficulty sourcing inputs and marketing their products because of the poor state of the roads, as well as middle-income urban dwellers who have difficulty moving from the center to the south of the country and vice versa. The other beneficiaries are displaced persons from the Gitaza area due to the floods, who will be able to be hired primarily as workers for the highly intensive labor works. Industries, traders and transporters are also beneficiaries, as operating and logistics costs will be considerably reduced thanks to the road rehabilitation. These positive effects will be further amplified because RN3 constitutes a strategic economic link between Bujumbura and the southern regions of the country. In addition, it is an alternative route to the current Central Corridor linking Bujumbura to the port of Dar es Salam in Tanzania via Kasulu-Uvinza and Tabora in Tanzania. They also allow for a significant (estimated about 5 hours) reduction in duration in travel times and transport costs bringing efficiency in the value chain.

26. Human capital and job creation. The project is deemed to have positive impact on human capital development with the improved accessibility to socio-economic infrastructure located along the section of the RN3 Bujumbura - Gitaza. Those benefitting from the project are especially (i) the fishermen of Gitaza who will easily sell their fishing products on the important market of Bujumbura, (ii) the girl students of the Mutumba Management School, (iii) the health care seekers at the Kabezi referral hospital, (iv) the sellers and buyers of the Moorish markets of Gitaza, Kabezi and Ruziba, (v) the visitors of the Livingistone and Stanley Monument tourist site, and finally (vi) the project for the construction of the hydroelectric dam of Kirasa (the river that lies before Gitaza). The project will have a positive impact, especially on women and youth, as it will improve mobility conditions and accessibility to social infrastructure and create new initiatives. The involvement of key stakeholders, their engagement and their appropriation of implemented infrastructure will enhance their capacities in road maintenance management. The expected decrease in road crash deaths and injuries will also have a significantly positive impact on human capital.

Key Results (From PCN) 27. The project’s results framework will be finalized during project preparation. Progress towards achieving the PDO will be measured by the proposed following indicators • Travel time on the corridor from freight vehicles, and passenger vehicles;

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The World Bank TRANSPORT RESILIENCE PROJECT (P172988)

• Number of people with enhanced access to markets and transport facilities; • Number of farmers benefitting from improved access to markets; • Number of fatalities on target roads • Annual number of days movement of people and goods interrupted due to climatic conditions • Authorities use of road database and climate information for annual road maintenance planning

D. Concept Description

28. The project development objective is to be realized through the following four components: (i) Resilient road rehabilitation; (ii) Road safety and non-motorized mobility; (iii) Technical assistance and capacity building; and (iv) Contingency Emergency Response Component (CERC).

Component 1: Resilient road rehabilitation (Cost: US$ 50 million) 29. This component primarily focuses on the climate-resilient rehabilitation of RN3 and the construction of a bypass road to connect to the Port of Bujumbura. It supports rehabilitation of about 30 km of RN3 road section Bujumbura-Gitaza which includes a 10 km city bypass along the Lake Tanganyika. 30. Cost-effective climate-resilient standards will be integrated to ensure all weather/season accessibility with an adequate level of service for the national road network. Construction will encourage the use of local materials and cost-effective methods of stabilizing hill slopes with retaining walls or trees to hold back soil, among other solutions. 31. This component also aims to identify feeder roads connected to the RN3 to improve accessibility. Interventions may include the rehabilitation and extension of the pavement from 6m to 7m wide with shoulders on both sides of the roadway, the reinforcement of road safety measures, the construction of small bridges, the rehabilitation or reconstruction of hydraulic structures drainage systems, and the stabilization of embankments and slopes. These works will be informed with consideration of risks of natural disasters and climate change impacts. 32. This component would also include measures to incentivize the employment of women and youth and avoid and mitigate gender-based violence/sexual exploitation and risks of abuse that can arise from large scale infrastructure projects with a labor influx.

Component 2: Road safety and non-motorized mobility (Cost: US$ 10 million) 33. This component will support a combination of capacity building activities and physical investments to improve road safety and non-motorized mobility. This will facilitate modal shift to non-polluting transport mode. The following two subcomponents were identified:

Sub-component 2.1: Non-motorized mobility pilot 34. This activity aims to improve pedestrian and bicycle urban mobility in targeted areas of Bujumbura through the construction of dedicated lanes for non-motorized traffic and the improvement of sidewalks and pedestrian crossings. This sub-component is designed with the support of a March 2018 study carried out by

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The World Bank TRANSPORT RESILIENCE PROJECT (P172988)

a consultant for the former Ministry of Infrastructure, Transports, and Public Works. The study provides both a strategy for the development of non-motorized mobility in Bujumbura and a 7-year action investment plan. Experiences and lessons learned from this pilot are expected to be duplicated at the national level. It is expected that the new facilities (pedestrian path, cycling lane, sidewalks, safer pedestrian crossings etc.) will significantly improve both mobility and safety. The pilot section for this initiative will be justified regarding strategic studies. This subcomponent will finance the following works, inter alia: (i) bicycle lanes and pedestrian pathways on both sides of the road; (ii) improvement of horizontal and vertical signalization, pedestrian crossings, and road safety features; (iii) development of bus stops and shelters for users of public transport; and (iv) improvement of public lighting. Sub-component 2.2: Establishment of a National Road Safety Observatory 35. This sub-component includes technical assistance for the establishment of a National Road Safety Observatory. The establishment of a Road Safety Observatory will provide reliable real-time information which is essential for sustainable planning, programming, monitoring and assessment of the safety of the national road network. It will pave the way for Burundi’s participation in the African Road Safety Observatory led by the WB (with GRSF funding) as well as other stakeholders (FIA, Africa Union, ITF, etc.). It is suggested to start with a program pilot to collect data on the RN1 Bujumbura-Bugarama section, in collaboration with all the institutional actors involved in road safety (police, town hall, hospitals, observatory). Sub-component 2.3: International Road Assessment Program (iRAP) audit of the Burundi Road Network 36. This sub-component will finance the conduct of an audit of the Burundian road network within the framework of the International Road Assessment Program (iRAP). This activity will implement the iRAP methodology to inspect the national road network in order to identify high risk sections and develop safer roads investment plans. This sub-component will identify the priority axes to be secured, with the following objectives: (i) the improvement of horizontal and vertical signalization and pedestrian crossings; (ii) the installation of traffic lights, (iii) the improvement of public lighting. These objectives are not restrictive, and the interventions will depend on the audit and the resulting recommendations.

Component 3: Technical assistance and capacity building (Cost: US$ 5 million) 37. This component will focus on implementing and monitoring the National Transport Strategy approved in 2019, setting up a risk finance solution for the Road Fund to ensure emergency rehabilitation, strengthening the Road Database as a tool for planning and programming, and reinforcing project management. The following three subcomponents were identified: Sub-component 3.1: Assistance to the National Road Fund for a risk finance solution to enable emergency road reconstruction 38. This subcomponent will support the establishment of an innovative risk finance solution to enable emergency road reconstruction under the National Road Fund. This sub-component will offer technical assistance to the Government of Burundi to enhance the Roads Fund and design a shock-responsive window in the fund to finance emergencies such as climate shocks and disasters. This will establish an enabling environment for the Government to be able to pre-arrange funds in the shock-responsive window that can be used to finance reconstruction and rehabilitation of transport infrastructure after disasters. The National Transport Strategy implementation will also ensure that a minimum percentage of the Road Fund will be dedicated to road safety

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The World Bank TRANSPORT RESILIENCE PROJECT (P172988)

and controlled by the road safety entity. Initially, the window will be capitalized with seed funding from development partners that would be held contingent until triggered for an eligible event. Over time, the Government could explore the development of a potential risk transfer solution to insure the fund. The design of this window would require additional analysis and will be designed with appropriate triggers, disbursement channels, and with a well-defined flow of funds mechanism. In order to draw on international best practice to build in transparent and accountable measures for the fund, Bank executed trust fund resources are being sought from the Global Risk Financing Facility (GRiF). There will be a special focus on the policy dialogue on the Road Fund to render the interventions sustainable and improve governance in the management of the road transport sector. For this purpose, the availability of sufficient resources for the road fund and its good governance are priorities of the proposed project.

Sub-component 3.2: Operationalization of the National Transport Strategy and extension of the Road Database 39. Technical assistance activities for the monitoring and evaluation of the National Transport Strategy (including the Road Safety Strategy) and its five-year plan adopted in 2019 will be financed. The technical assistance also includes the implementation of a multi-year road maintenance and road safety plan optimizing interventions and defining priorities on the national road network, as well as a monitoring-evaluation approach addressing road safety issues. In addition, it will support the extension of the Road Database, one of the results of the previous Infrastructure Resilience Emergency Project completed in 2019. The proposed sub-component will support the completion of data collection for the entire road network, including the collection and integration of relevant information on climate risks.

Sub-component 3.3: Project management 40. This subcomponent will support the setting up of a dedicated Project Implementation Unit (PIU) and will also cover training, office equipment, operating costs, audits and communications as well as Monitoring & Evaluation (M&E), environmental and social studies, their implementation and/or the monitoring of their implementation, and the creation of the grievance redress mechanism (GRM). This sub-component will address coordination between the main stakeholders and other actors (local contractors, civil society, private sector, etc…) of the transport sector and the strengthening of their capacity.

Component 4: Contingency Emergency Response Component (CERC) (Cost: US$ 0 million) 41. This component will facilitate access to rapid financing by allowing reallocation of undisbursed project funds in the event of a natural disaster either by a formal declaration of a national or regional state of emergency or upon a formal request from the Government. Disbursement conditions will be linked to this component, such as the adoption of an emergency operations manual or the reforms recommended in the activities of sub-component 3.1.

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Legal Operational Policies Triggered? Projects on International Waterways OP 7.50 No Projects in Disputed Areas OP 7.60 No

Summary of Screening of Environmental and Social Risks and Impacts .

42. Based on the magnitude and size of the planned physical works envisioned under component 1 (rehabilitation of 27 km of RN3 road section Bujumbura-Gitaza; the bypass section ; a new section of 2x2 lanes from the Ruvumera Collector on Boulevard Ndadaye up to the start of the RN 3 at Place de l ‘Independence, approximately 1.8 km length), component 2 (rehabilitation of a urban road setion including cycles and pedestrian paths connecting to public transport stations) and risks inherent to the medium-scale civil works, the project environmental risk is rated as Substantial. The proposed environmental rating is substantiated by (i) the associated facility feature of the project, (ii) the potential downstream environmental and social implications that may arise when and if the technical assistance (multiyear transport investment plan, safer roads investment plan, etc.) leads to future investments, and (iii) borrower’s capacity to implement mitigation measures under the new WB Environmental and Social Framework. Road sections Rumonge-Gitaza PK30- PK70 (65km) and Nyanza-Lac – Rumonge (52km), to be respectively financed by the Africa Development Bank and Arab Bank are planned to be carried out contemporaneously with the project. The selected demonstration pilot, urban road to be rehabilitated for pedestrians and cyclists will generate environmental impacts and risks during the civil works. In addition, the rehabilitation of the roads connected to the RN3 and their extension of the pavement from 6 m to 7 m, the construction of small bridges and the rehabilitation or reconstruction of hydraulic structures drainage systems will also generate adverse environmental impacts and risks during the civil works. 43. Road work could lead to further wildlife habitat fragmentation, especially for the bypass section closer to Lake Tanganyika. Civil works could engender transient construction related disturbances such as noise, vibration, dust and sediment runoff. The operation of quarry sites, asphalt plant and worker’s accommodation camps in addition to the above listed disturbance will entail fire safety risks, water pollution risk and hazardous waste generation. Increased traffic and longer travel times are also expected during construction. Faster vehicle speeds after the completion of the project, may also lead to more accidents. 44. The social rating is also “Substantial” and will also depend on the different ES assessments especially regarding the SEA/SH risks and involuntary resettlement. Social issues will more likely be related to: (1) Prevention of HIV and other sexually transmitted diseases, prevention of any induced Gender Based violence (GBV), Sexual Exploitation and Abuse (SEA), Child labor and increased school dropout; (2) Work site health, occupational safety and sanitation; (3) Crime prevention and management; (4) Involuntary resettlement of economic activities; (5) Damage to properties and related compensations; (6) Competition for labor and wages for local community members; (7) Sexual harassment prevention; (8) Labor influx and/or labor-intensive public utility work (9) Road safety and traffic management in work zones and after the upgrading is complete.

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The World Bank TRANSPORT RESILIENCE PROJECT (P172988)

. CONTACT POINT

World Bank Danye Amele Laila Aboki Transport Specialist

Borrower/Client/Recipient

Ministry of Finance, Budget and Planning

Implementing Agencies

Ministry of Trade, Transport, Industry and Tourism Edouard Nyandwi Conseiller du Minsitre de Transports [email protected]

Ministry of Infrastructure, Equipment and Housing Egide Nijimbere Permanent Secretary [email protected]

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): Danye Amele Laila Aboki

Approved By APPROVALTBL Practice Manager/Manager:

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The World Bank TRANSPORT RESILIENCE PROJECT (P172988)

Country Director: Jean-Christophe Carret 18-Dec-2020

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