INTEGRATED SAFEGUARDS DATASHEET APPRAISAL STAGE

Public Disclosure Authorized Public Disclosure Authorized Public Disclosure Authorized Public Disclosure Authorized I. Basic Information Date prepared/updated: 02/28/2011 INTEGRATED SAFEGUARDS DATASHEET APPRAISAL STAGE Report No.: AC6142 1. Basic Project Data Country: Colombia Project ID: P117947 Project Name: Support to the National Urban Transport Program Project Task Team Leader: Mauricio Cuellar Estimated Appraisal Date: February 25, Estimated Board Date: April 7, 2011 2011 Managing Unit: LCSTR Lending Instrument: Specific Investment Loan Sector: General transportation sector (100%) Theme: Climate change (25%);Pollution management and environmental health (25%);Municipal governance and institution building (25%);Other urban development (25%) IBRD Amount (US$m.): 350.00 IDA Amount (US$m.): 0.00 GEF Amount (US$m.): 0.00 PCF Amount (US$m.): 0.00 Other financing amounts by source: Borrower 120.00 120.00 Environmental Category: B - Partial Assessment Repeater [] Is this project processed under OP 8.50 (Emergency Recovery) or OP 8.00 (Rapid Response to Crises and Emergencies) [ ] No [ ] 2. Project Objectives The PDO for the NUTP is to enhance the efficiency, affordability, safety, and environmental sustainability of the provision of public transit services in selected Colombian cities participating in the project. 3. Project Description In 2002 the Government of Colombia (Government) adopted the National Urban Transport Program (NUTP) as a national policy to provide competitive, efficient, affordable, safe, and environmentally sustainable mobility options for the urban population. The NUTP calls for the implementation of Integrated Mass Transit Systems (IMTS) and Strategic Public Transport Systems (SPTSs) respectively for large cities (more than 600,000 inhabitants) and medium-sized cities (between 250,000 and 600,000 inhabitants).the Bank has supported the NUTP since 2004, through three loans totaling US$757 million aimed at the implementation of the Bank-financed Integrated Mass Transit System (IMTS) Project in large cities. These loans have financed a time slice of the Government#s earmarked yearly fiscal transfers to large cities participating in the

NUTP. Although the IMTS approach targets nine large cities including Barranquilla, Bogotá, Bucaramanga, Cali, Cartagena, Cucuta, Medellin-Valle de Aburrá, Pereira and Soacha, the Bank has so far financed six out of the nine municipalities # Barranquilla, Bogotá, Bucaramanga, Cartagena, Medellin-Valle de Aburrá, and Pereira. Currently Cali is being financed by the Inter-American Development Bank (IADB), and Cucuta has partnered with the CAF to implement the project. The SPTS approach anticipates support for twelve medium-sized cities including Armenia, Buenaventura, Ibague, Manizales, Monteria, Neiva, Pasto, Popayan, Santa Marta, Sincelejo, Valledupar and Villavicencio, which are all at the planning stage. To date, seven cities have formalized the support from the Government through the approval of National Economic and Social Council (CONPES) and CONFIS documents. The Government has decided that it wishes the Bank to finance two of the new medium-sized cities (Sincelejo and Valledupar) through the proposed project. The Government will seek support from other Multilateral Development Banks (MDBs) to finance the other medium-sized cities. Hence, the proposed Support for the NUTP Project will continue to finance the Government#s commitments to the large cities (except Bogotá for which Government commitments have already finalized) that were previously supported by the IMTS Project, and the three medium-sized cities requested by the Government. In this sense, the Bank will finance a definite number of cities that are part of the NUTP, while other MDBs may finance other cities that are part of the national program. There will be no cofinancing of cities between different MDBs, which clearly delineates the proposed project#s fiduciary and safeguards requirements and accountability, as had been done with the previous IMTS projects. The project components proposed for this new operation are: Component A: Capacity Building (US$10 million). This component consists of technical assistance and policy advice to the Government and the local municipal authorities participating in the NUTP. This component will finance the strengthening of institutional capacity, at the national level, through the provision of technical assistance in support of the Government#s efforts to formulate national urban transport programs and strategies pursuant to the NUTP, including among others: (i) the definition and implementation of a national urban transport institutional map, including the formulation of an urban transport sector policy; (ii) the definition of operational, regulatory, institutional, environmental, and social strategies within the urban transport and urban development context; (iii) the identification of appropriate mass transit solutions to improve public transport and to improve traffic management, including intelligent transportation systems (ITS) solutions; and (v) the development of policy guidance in a series of strategic areas, including among others: development of performance indicators and monitoring mechanisms, regulatory and institutional frameworks related to the NUTP, the formulation of a road safety policy and institutional framework for its implementation and the design and implementation of communication and public outreach strategies. Also, this component will target the improvement of the institutional and operational capacity of cities participating in the NUTP, as well as the project Implementing Entities (local corporate transportation entities) or municipal Transit Secretariats (Secretarías de Tránsito) to ensure adequate implementation of projects, through, among others: (i) the

provision of equipment and training; (ii) the setup and maintenance of an operational structure able to program, monitor and administer public transportation services; (iii) the implementation of twinning arrangements and knowledge transfer between Implementing Entities and/or municipal Transit Secretariats; (iv) the strengthening of the institutional capabilities of cities participating in the NUTP and its Implementing Entities or municipal Transit Secretariats, through the provision of technical assistance in issues such as environmental and social matters, bus operation and fare collection concessions, tariff-setting and tariff integration with other entities and communication and public outreach strategies. Finally, Component A will also finance the provision of support to the Project Coordination Unit (PCU), overseen by the Deputy Minister of Transport, to conduct overall project coordination, evaluation, supervision and implementation, including: (i) the strengthening of the capacity of the PCU to comply with its responsibilities as set forth in the Operational Manual, including the hiring of specialized staff, such as urban transport engineers, economists, and legal, financial, social and environmental specialists; (ii) the carrying out of project audits; (iii) the carrying out of project studies, including performance reviews and impact evaluations; and (iv) the design and implementation of a program to monitor and evaluate the carrying out of the project. Component B: BRTs Development in Large Cities (US$252 million). This component entails the carrying out of the following activities in cities participating in the NUTP: (i) construction of BRTs segregated busways; (ii) construction of terminals and transfer centers; (iii) construction of mixed-traffic lanes adjacent to busways corridors; (iv) construction of sidewalks; (v) rehabilitation of feeder routes; (vi) construction of pedestrian ways along busways corridors; (vii) construction or adaptation of complementary transport corridors to the segregated busways; (viii) carrying out of the required interventions or upgrading of public service networks adjacent to the construction areas; (ix) carrying out of the supervision of construction works referred to in this paragraph; and (x) construction of bus workshops and parking. This component will continue to finance works related to the activities mentioned above, and can be considered an extension of the Bank-financed Integrated Mass Transit Systems (IMTS) Project. As explained in the IMTS Project, works will take place in consolidated urban transport corridors, all of them paved and in operation for decades. Works undertaken in large cities mostly involve segregation of bus lanes (to separate buses and mixed traffic), reinforcement of current structures for supporting heavier buses on the bus stops, construction and enlargement of pedestrian areas, and road widening at the bus stops in some corridors to allow for bus surpassing. No green-field construction work will be financed. The project will also finance demolishment of some dwellings to allow for the construction of patios and transfer stations. The GoC has also requested financing of up to US$25 million for the acquisition of land required for the carrying out of the aforementioned activities, and financing of the resettlement and the provision of compensation to Affected Persons pursuant to the provisions of the project#s Resettlement Action Plans (RAPs). In accordance with Bank policy related to financing for the purchase of land, the team prepared a proposal for financing the cost of land in this Loan to be presented for the Bank#s Land Committee for review and authorization. Lastly, the Loan will also finance the design and

implementation of Environmental Management Plans (EMPs) for the carrying out of the aforementioned activities. Component C: Optimization of Urban Transit Services and Urban Renewal in Mediumsized Cities (US$88 million). This component entails the carrying out of the following activities in medium-sized cities participating in the NUTP: (i) development of detailed project engineering designs and supervision (interventorias) of said designs; (ii) construction and rehabilitation of road network; (iii) construction and rehabilitation of sidewalks, pedestrian ways along bus corridors and bicycle paths; (iv) construction of pedestrian bridges (v) construction of bus stops, terminals and transfer centers; (vi) construction of bus patios and maintenance/repair centers; (vii) acquisition of control centers for the SPTS, including fleet control, traffic lights and traffic signaling; (viii) carrying out of the required interventions or upgrading of public space adjacent to the construction areas; and (ix) rehabilitation and renewal of historic centers. Similar to Component B, this component will finance works related to the activities mentioned in the paragraph above for medium-sized cities. Works will take place on consolidated urban transport corridors, where some corridors are still unpaved. Works mostly involve road rehabilitation and maintenance, and reinforcing structures for supporting heavier buses on the bus stops, and construction and enlargement of pedestrian areas. The project will also finance demolishing of some dwellings to allow for the construction of patios and transfer stations. Works on this component are somewhat lighter than in Component B, as no BRT systems will be built. This means that no segregated lanes will be needed, reducing the need to enlarge corridors, nor to utilize dwelling areas for the purpose. Works are mostly concentrated on the road asphalt and concrete carpet, with minor intervention on pedestrian areas and urban space. No greenfield construction work will be financed. As in the case of the larger cities, the GoC has requests financing of up to US$20 million for the acquisition of land required for the carrying out of the aforementioned activities, and financing for the costs associated with resettlement and the provision of compensation to Affected Persons pursuant to the provisions of the project#s RAPs. Finally, the Loan will also finance the design and implementation of Environmental Management Plans (EMPs) for the carrying out of the aforementioned activities. 4. Project Location and salient physical characteristics relevant to the safeguard analysis The project will finance works on urban areas related to road-based transit operation. Works include road maintenance and rehabilitation, segregation of lanes, pedestrian areas around the bus corridors, bus stations, bridges and patios. Large cities with Bus Rapid Transit systems include the urban areas of Bucaramanga, Cartagena, Medellin-Valle de Aburrá and Pereira. These cities have been developing their BRT systems through a series of Bank-financed operations (Integrated Mass Transit System Project, and two subsequent Additional Financings) and some of them are already operating (i.e., Barranquilla, Bucaramanga and Pereira). With respect to medium-sized cities, the proposed project will finance urban road related works in Sincelejo and Valledupar. All in all, the infrastructure works will be implemented in consolidated urban areas, where

traditional urban transport systems are already operating. No green-field construction works will be financed. 5. Environmental and Social Safeguards Specialists Ms Kristine M. Ivarsdotter (LCSSO) Mr Juan Lopez-Silva (LCSTR) Mr Carlos Alberto Molina Prieto (LCSSO) 6. Safeguard Policies Triggered No Environmental Assessment (OP/BP 4.01) Natural Habitats (OP/BP 4.04) Forests (OP/BP 4.36) Pest Management (OP 4.09) Physical Cultural Resources (OP/BP 4.11) Indigenous Peoples (OP/BP 4.10) Involuntary Resettlement (OP/BP 4.12) Safety of Dams (OP/BP 4.37) Projects on International Waterways (OP/BP 7.50) Projects in Disputed Areas (OP/BP 7.60) II. Key Safeguard Policy Issues and Their Management A. Summary of Key Safeguard Issues 1. Describe any safeguard issues and impacts associated with the proposed project. Identify and describe any potential large scale, significant and/or irreversible impacts: The Project is expected to generate long-term benefits for public transport users of cities participating in the NUTP. As most of this public transport constituency is from the lower and middle income strata, the Project will improve their access to services, markets and economic opportunities by generating travel time and travel cost savings, improved safety and environmental conditions, and better managed public spaces, among others. Through a more efficient urban transport system, public transport demand will be met with fewer larger vehicles, reducing the traveled km per transported passenger. Overlap routes will also be reduced. This efficiency gains will represent less fuel consumption and therefore less emissions. In addition, the urban areas will reorganize, improving public space, and facilitating non-motorized transport and pedestrian circulation and access to the bus transit system. Moreover, accessibility and road safety get improved as a result of project implementation. Environmental Assessment OP4.01: This policy is triggered due to potential environmental effects linked to the infrastructure works, and to the land acquisition and involuntary resettlements required for the road realigning and construction of patios and public space. The overall impacts on the environment are expected to be minor and confined to the construction period, and are associated to the: (a) management of materials and waste; (b) restriction of traffic flows and access to homes and businesses; (c) increased noise and emissions; (d) management of work camp sites; (e) removal of

trees and impact on green areas; (f) industrial safety and occupational health, and (g) interference with urban infrastructure (phone lines, piping, electricity wires, sewage). Since there are no unprecedented, irreversible or significant environmental impacts, and considering that the potential environmental risks can be avoided or mitigated, the Project has been assigned a category #B#. This categorization also reflects the fact that there are a number of safeguard risks, including: (i) complex management of safeguard issues due to the large scale and multi-city nature of investments; (ii) the sensitive social context of working in dense urban areas; and (iii) the integration of new medium-sized cities to the project, which have limited experience with Bank safeguard requirements. Proper environmental management of the project relies on the development and implementation of Environmental Management Plans (EMPs) for the infrastructure works. To ensure that all the above referenced environmental impacts and nuisances do not take place, or are properly mitigated, Environmental Management Plans (EMP) will have to be in place for all infrastructure works to be contracted. EMPs will have to abide by the guidelines included in the EMF (#Guidelines for Developing, Implementing and Monitoring EMPs for Urban Transport Works#), which have been developed by the Bank in coordination with the Ministries of Environment and Transport, the National Planning Department, and the local Implementing Entities in large cities that were financed under the prior IMTS Projects. Also, the EMF has been revised to better detail the processes and guidelines that will be used in medium-sized cities to prepare the required EMPs, since the infrastructure works will be less intensive and more geared toward the rehabilitation of the existing road network. The revised EMF has been re disclosed on February 15th, 2011). Also, all EMPs prepared to date have been re-disclosed as of February 16th, 2011. EMPs are required for each of the works to be contracted as part of the Project and are approved by the Bank, before becoming part of the bidding documents and contract obligations. Compliance is ensured through contractual arrangements, conditioning payment to proper EMP implementation, and levying fines for continued lack of compliance with the required EMP standards. EMP implementation is monitored by the works supervising contractors, in addition to the weekly monitoring of the Implementation Entities, and the overall supervision of the Ministry of Transport, and of the Bank. Experience to date with the Bank s financing of the NUTP over the last seven years through three IMTS operations, has proven satisfactory in term of EMP implementation with performance ratings averaging over 80 percent. Nevertheless, there have been cases in specific locations where additional work has been needed to correct problems found during implementation. In those cases, however, the environmental impact has still been very low, as the problems generally refer to: (i) inadequate closing of the area being built; (ii) deficiencies in the coordination with the public service contractors (i.e., water, electricity, and communication providers); (iii) inadequate management of construction waste in specific areas; and (iv) lack of respect for the construction area in communities living in central, dense areas. In these cases, corrective measures have been identified,

and are being pursued by the works# supervising contractors and the respective Implementing Entities (i.e. Bucaramanga- Metrolinea, Cartagena- Transcaribe, Medellin- Metroplus, and Pereira- Megabus). For new infrastructure works to be financed by the Project, new EMPs will be required, which will in all cases, need to follow the guidelines that are included in the EMF. The Environmental Management Framework has already been consulted with medium-size cities, and has been disclosed at the local Implementing Entity s websites. Involuntary Resettlements (OP 4.12): In terms of social impacts, OP 4.12 is triggered and the social impacts are mainly of two types: (i) beneficial impacts; and (ii) adverse impacts. The beneficial social impacts include among others, improved transport service provision, especially for the poor; increased road safety and security for bus passengers, especially for women; and improved working and living conditions for bus drivers and their families. In addition to positive impacts and benefits, the project also generates adverse social impacts mainly associated with the necessary acquiring of land (i.e. temporary or permanent land acquisition) for civil works construction. These works cause limitation in the access to residential housing and businesses, as well as the actual necessary removal of existing structures. The structures therefore need to be bought and the occupants of these structures will need to be either economically or physically resettled, or both. When an affected social unit needs to be resettled, the project provides sufficient compensation and support so that the social unit can restore their livelihoods or standards of living to pre-resettlement levels. When the original IMTS project (2004) was being prepared, it was not possible to determine the exact location (and road alignment) for project activities, so in compliance with Bank safeguard procedures, a Resettlement Policy Framework (RPF) was prepared, approved by the Bank, and disclosed. Large cities participating in the program have used the resettlement approach outlined in the RPF to prepare Resettlement Action Plans (RAPs), which have been subjected to Bank review, disclosure, and have been closely supervised by the Bank team over the last seven years. These same RAPs will apply to the investments financed for large cities under this Project, and the task team will continue to supervise them. To date, 27 RAPs have been prepared in these large cities. The proposed Support to the NUTP project resources will finance investments for the remaining civil works associated with these RAPs. If designs change or if additional investments, not financed under previous phases of the Bank's support, are at some point included under this Project, new RAPs would be prepared and subject to review and disclosure in accordance with Bank policy. Otherwise, for large cities under this project, no additional RAP would be prepared and the existing documents would continue to be used. The existing EMPs and RAPs for large cities financed under this Project have been re-disclosed. The Government has also committed to a large post-resettlement evaluation to generate quantitative and qualitative indicators as to the wellbeing of affected peoples. At the outset of the NUTP, the Government deemed it most appropriate to undertake such an evaluation at the completion of the overall program, and such an assessment will be an important input into this Project#s ICR.

For the medium-sized cities, the NUTP project would operate under a similar approach. Since at this point in time it is not possible to determine the exact alignment of project investments in medium-sized cities, a resettlement framework approach will be used. The Resettlement Policy Framework (which is closely based on the original framework prepared for large cities) has been revised to adjust for a slightly different orientation of the activities in the medium-sized cities (for example, this project expects less impacts on properties but more impact on informal vendors), and was disclosed on February 10, 2011. During Project implementation, medium-sized cities will use this framework to prepare RAPs once the detailed designs of civil works and other interventions are known. Project resources will only finance such investments once RAPs are prepared, approved, and disclosed. As part of the IMTS Second Additional Financing, an independent evaluation was commissioned to assess implementation of RAPs in large cities (RAPs that have been concluded (13) and RAPs which are under implementation (14)). Although the study is not yet finalized, the major conclusions so far are as follows [Final Deliverable of Study under revision by task team; to be included in Project Files]: (i) The Project fully satisfies the requirements and guidelines as set forth by OP 4.12 (Involuntary Resettlement). For example, in the local Implementing Entities teams have developed effective consultation and participation strategies, which have allowed the public and the affected people to efficiently communicate concerns about the Project. Teams in local Implementing Entities can also demonstrate how they have successfully managed to reduce impacts of resettlement the teams. The Ministry of Transport (MT) has created subsidies to assist particularly vulnerable affected people, and has designed specific measures to ensure a fast and effective compensation program. In general, the Project is conceived and implemented as a sustainable development program. (ii) The development of an RPF has guaranteed a systematic planning and implementation of the Project#s social management issues. The development of a Resettlement Policy Framework has helped implement a more consistent and systematic application of the Bank#s safeguard requirements, despite the complexities associated with carrying out a Project in numerous cities. (iii) The cost of resettlement in the IMTS Project is lower than the cost which has been recorded in other projects in Colombia. The cost of resettlement in the IMTS Project ranges from 8 to 12 percent of the total cost of each sub-project. (iv) The resettlement components of the Project stand out for their efficiency, transparency and absence of conflicts. Delays and required additional investments have been observed in the implementation of other Project components (i.e. civil work contracts); however this does not apply to implementation of the RAPs, which has been carried out in an efficient, timely and transparent manner.. (v) Administrative expropriations have been registered in only one of the subprojects. The social and legal studies showed that many properties had several constraints and charges attached to the property titles. As a solution, the property owners were offered financial assistance (which they otherwise would not have been entitled to), if they agreed to resettle within the time period required by the Project.

(vi) Multi-disciplinary teams have improved resettlement process. The creation of multi-disciplinary teams (social, legal and technical specialists) has allowed for a more comprehensive approach to managing social and resettlement issues, and for a better interaction with the community. (vii) The successful implementation of RAPs in the IMTS Project has favorably changed the public#s opinion of the civil work and has created important local capacity in social management practices. The evaluation study also identified a number of difficulties and areas for improvement. For example, frequent changes in the design of works resulted in changes in the resettlement process and cause anxiety from the social units involved; delays in the constructions may result in insufficient compensation (i.e. lease, rent, loss of economic activity) and jeopardize economic recovery; and the difficulty to ensure sustainable solutions to occupation of public space (street vendors). The city of Pereira is cited as an outstanding example where the inter-agency coordination was led by the manager at the local Implementing Entity and where resettlement implementation was successful. The evaluation study identifies lessons learned and recommendations. For example, evaluation of impacts must include the analysis of vulnerable people and communities; disclosure should focus more on users of transportation and include their views; the compassionate relationship between project affected people and the resettlement teams in local Implementing Entities has allowed for faster agreements. In terms of recommendations, the assessment suggests including subsidies and additional economic compensation in the resettlement process and allowing for recognition of impacts due to civil work delays. Natural Habitats (OP4.04): The project is not crossing or affecting any critical natural habitats. OP4.04 is triggered due to potential impact on nearby wetlands in Cartagena, in particular during the construction period. The policy is triggered on a precautionary basis, as the actual works will take place on highly consolidated urban corridor areas where ecosystems have already been affected. Under the IMTS Project, EMPs include measures to ensure that all sewage and drainage sinks on the roads are properly covered, to prevent dirt and sand pouring and potential spills of oils or fuels on the ground EMPs also have programs for the proper management and containment of fuels and lubricants. There are measures to ensure proper management of asphalt and cement, and for adequate management of materials and construction waste. In the proposed Project, these measures will remain and ensure that natural habitats in the neighborhood do not get additional impacts. Physical Cultural Resources (OP4.11). OP/BP4.11 is triggered due to potential impact on cultural heritage, as there is potential for chance finds when upgrading and rehabilitating some of the roads in any of the cities. The project does not involve significant excavations, demolition, and movement of earth, flooding or other environmental changes. Rather, the project is taking place on highly consolidated urban transport corridors, and involves just the required removal of degraded paving or road materials, and may entail excavations to allow for water piping replacements. However,

as the project is involving cities where physical cultural resources are in the vicinity, as is the case in Cartagena, the policy is triggered, and the EMPs will include programs to properly deal with potential chance finds. There is not however a significant impact to be caused by the project. Sites of cultural value will not be affected by the works. EMPs include measures to ensure that nearby buildings and areas of cultural and heritage value, are protected during works. Also, the designs will take into account ways to prevent damage to heritage structures already affected by the transport corridors. The NUTP (through the Bank-financed IMTS project) has successful experience in preventing additional damage to historic monuments in Cartagena, where the project corridors were realigned to add a buffer zone to protect the ancient city walls (where there were no buffer zone before), or to add a vibration barrier to the structures of the Castle of San Felipe in Cartagena. These are examples of proper physical cultural resources management, where the project not only avoids damage to the existing buildings, but adds protective measures to prevent damage in the future. Indigenous Peoples (OP4.10). This policy is not triggered based on the assessment made by the Project#s Social Specialist, which included two missions to Valledupar. It was determined that the Project area does not overlap with land or natural resources to which indigenous peoples hold collective attachment. Besides, the Project will be implemented on consolidated, already converted urban areas (main streets) where public urban transport currently operates. The interventions are focused only on pavement, road rehabilitation and maintenance, and development of public space. However, RAPs in the medium-sized cities, as in the rest of the Project, will include measures to provide particular assistance to project affected people who are vulnerable, including indigenous population. 2. Describe any potential indirect and/or long term impacts due to anticipated future activities in the project area: No long-term negative impacts are expected, and most negative impacts are temporary. On the other hand, positive long term impacts are expected, as accessibility and road safety are improved, public urban space is enhanced, and emissions and exposure to local pollutants are diminished. 3. Describe any project alternatives (if relevant) considered to help avoid or minimize adverse impacts. N.A. 4. Describe measures taken by the borrower to address safeguard policy issues. Provide an assessment of borrower capacity to plan and implement the measures described. The borrower has developed a strong institutional capacity to ensure implementation of the Bank s environmental and social safeguards. This capacity has been acquired through the implementation of the IMTS Project (original Loan and two subsequent Additional Loan financings), which has helped develop efficient urban transport systems using BRTs in the cities of Barranquilla, Bogotá, Bucaramanga, Cartagena, Medellin, and Pereira.

At the national level, the implementing agency of the NUTP is the Ministry of Transport (MT), which has established a strong Project Coordination Unit (PCU), staffed by a mix of civil servants and individual consultants, including urban transport engineers, economists, accountants and social and environmental specialists, among others. The unit has proven to be effective in the implementation of the Bank-financed IMTS project and provides direct support to the participating cities and local Implementing Entities in technical, operational, environmental, social/resettlement, and procurement aspects. In the PCU there is an Environmental Specialist and a Social Specialist, who provide assistance to the local Implementing Agencies with regards to the EMP and RAP development, implementation and monitoring. MT reports to the Bank on compliance with the Environmental and Social Safeguards and accompanies the Bank on the overall Project supervision. At the local level, Implementing Agencies in large cities have also been staffed with multidisciplinary teams, including Environmental and Social Specialists. Likewise, civil works contractors, and works supervision contractors are also required to have proper environmental and social specialists in their teams. During supervision missions of the IMTS project, the team has found that, in general, the environmental and social management teams are dedicated, hard working and with high professional standards. Where the Bank team has identified problems of lack of capacity, as has been the case in Cartagena, the implementing agencies have taken measures to improve staff composition and performance. In medium-sized cities, local Implementing Entities have been established and are in the process of staffing their units, with social and environmental specialist to manage safeguard issues. Knowledge-transfer is also taking place between large and medium-sized cities, so that the newly created entities in medium-sized cities are aware of the lessons learnt and practices that have worked in terms of environmental and social management in large cities. Environmental Management Plans. The environmental specialist in the Implementing Entity is in charge of developing the EMPs for all infrastructure works to be contracted in their cities. EMPs become part of the bidding documents for contracting the construction and infrastructure works required for the urban transport project restructuring at each of the participating urban areas. Once contracts are awarded, the construction contractors need to develop a Plan for the Implementation of the EMP. Infrastructure works also require contracting of a supervision contractor. The supervision contractor oversees implementation of works in accordance with bidding documents, and design and infrastructure plans. Both the civil works contractors and the supervision contractors are staffed with environmental (i.e. environmental and occupational health) and social specialists. Every day, the supervision contractor fills in a checklist on the Plan for the Implementation of the EMP compliance, which is later discussed on a weekly meeting with a committee composed also by the environmental and social specialists from the civil works contractors and by the environmental and social specialists from the local Implementing Entity. At the end of the month a compiled report on EMP compliance is produced by the works supervision contractor, and submitted to the environmental specialist at the PCU. This report presents an overall evaluation and ratings on the different EMP programs. If the ratings are below 100 percent, the civil works contractor

does not receive full payment of its claimed expenses related to EMP implementation. Rather, it its reimbursed, in accordance to the performance rating obtained. If an EMP activity is not complied with, for subsequent periods of time, the contractor may get a warning and/or a fine. A fine will affect their scorecard to contract with the Government in the future. To help local Implementing Entities deal with EMPs, the Bank developed an Environmental Management Framework (#Guidelines for the Development, Implementation and Monitoring of EMPs related to Urban Transport Infrastructure Works#). The EMF has been jointly developed by the Bank, the Ministries of Environment, and Transport, the National Planning Department, and the Implementing Entities in large cities that participated under the IMTS operations. The EMF is designed to ensure proper environmental management of the main aspects related to the infrastructure works, including: (i) Environmental Management System, which establishes the institutional requirements to implement the EMP, including proper staffing, and the procedures for following up and rating performance; (ii) Environmental Management of Works. This section of the EMF includes programs for proper management of wastes, materials, lubricants and fuels, camp sites, equipment and machinery, so that noise, potential emissions and liquid discharges are prevented or mitigated. The section also includes measures to isolate works, demolition and excavation areas from people and vehicles, and proper signaling. This chapter includes a program for proper management of historic patrimony and heritage, and set up procedures in case of chance finds. Also, there are programs for proper excavation and demolishing practices. (iii) Traffic Management. These programs are designed to avoid conflicts of transport modes, including pedestrians, with the works areas. It helps keep safe walking and circulating paths, and makes sure that the affected community are properly consulted and informed. (iv) Industrial Safety and Occupational Health. This program includes all relevant measures to ensure safety and occupational health, and it relates to minimum requirements for proper gear, safety procedures, and contingencies plan. (v) Management of Trees and Green Coverage. These programs are designed to protect and prevent effect to the green areas and trees around the working areas. The section sets rules for compensating losses of trees and green areas, as well as procedures for proper removal, transfer, and planting of trees. (vi) Social Management and Communications. The chapter includes measures for proper communication, consultation, and socialization of works, and establishes mechanisms for addressing complaints, and for compensating potential damage to properties and people. It also includes programs to promote local hiring of non-skilled workers and training. For the new medium-sized cities participating in the Project (i.e., Sincelejo, and Valledupar), the newly created Implementing Entities will appoint environmental and social specialists, who will be trained by both the MT and the Bank. The first bidding

documents and works supervision will require a close follow-up from the MT and the Bank, to ensure proper application of the EMF. Resettlement Action Plans. Under the IMTS operations, the Bank has generally documented very good implementation of RAPs in large cities. As explained above the Project in large cities will continue to be implemented by local Implementing Entities in each city. Each of these units has a social sub-unit which manages social issues, in particular the resettlement components. The number of staff in these social management teams varies from just a few, in, for example, Bucaramanga, to a large team in Medellin. The composition of the social management teams is diverse and consists of anthropologists, sociologists, economists, lawyers, social workers, psychologists, administrative staff and others. During supervision missions of the IMTS project, the team has found that, in general, the social management teams are dedicated, hard working and with high professional standards. Where the Bank team has identified problems of lack of capacity, the implementing agencies have taken measures to improve staff composition and performance, for example in Cartagena. In medium-sized cities, local Implementing Entities have been established and are in the process of staffing their units, with social and environmental specialist to manage safeguard issues. Knowledge-transfer is also taking place between large and medium-sized cities, so that the newly created entities in medium-sized cities are aware of the lessons learnt and practices that have worked in terms of social management in large cities. For instance, the Implementing Entities in medium-sized cities participated in a two-day safeguards workshop (October 2010) with the social and environmental teams of the large cities in order to learn from each other and exchange experiences on the implementation of the Bank#s safeguard policies. At the national level, the PCU is also staffed with an experienced social specialist that helps cities participating in the NUTP manage social and environmental issues according to the Bank#s safeguard standards. The major issue that still needs to show better progress is the resettlement of street vendors. The conversion from the informal to the formal sector will require improved collaboration with the respective municipalities. Table 1#Resettlement in Large Cities: Progress to date* Municipality Properties Street Vendos Affected Delivered Affected Relocated Bucaramanga91 73 108 108 Cartagena 425 385 1560 603 Medellín (Envigado, Itaguí) 1553 838 250 237 Pereira 201 136 46 46 TOTAL 2841 1938 2423 1452 Source: Local Implementing Entities, December 2010. The current status of RAPs in large cities participating in the NUTP is shown in Table 2. The resettlement process in Bucaramanga and Pereira is almost completed; in Pereira most of the remaining properties that have yet to be affected are associated with the

segment of San Mateo (neighborhood of El Plumon), and will be completed by August, 2011. In Cartagena and the Medellin Metropolitan area, significant resettlement, relocation of street vendors, and land acquisition is expected to take place during the implementation period of this operation per the construction schedule of the systems in these cities. In Cartagena, the remaining properties and street vendors to be affected mainly correspond with the construction of 1.4 km of segregated BRT corridor that is adjacent to the local municipal market (Bazurto market). Interventions to this corridor began in October, 2011, and the social and environmental teams in Cartagena are working with the municipality to relocate almost 900 street vendors. The District of Cartagena and the local Implementing Entity have entered into a special inter-institutional arrangement to implement a strategy to relocate the street vendors adjacent to the Bazurto market. In this arrangement, the local Implementing Entity will provide financial resources, technical assistance and manpower (social/environmental teams) to help carry out the relocation of these street vendors, while the city of Cartagena will lead the process and supply a venue for the street vendors to finally relocate. There have been numerous and well documented consultations with street vendors to understand their preferences in terms of final location/venue, including a new municipal market that is being built, or renovations and enlargements of the Bazurto market. However, the District of Cartagena and the local Implementing Entity have designed a contingency plan that involves adapting an internal plaza in the Bazurto market to temporarily relocate these street vendors while construction of the BRT takes place. This course of action has also been widely consulted with the street vendors, and in principle they have agreed to this approach. In terms of physical resettlement and land acquisition (other than the street vendor issue) in the remaining 1.4km of BRT corridor, out of a total of 236 affected properties, 192 properties have already been acquired and the social units have resettled, and only 40 properties remain to be affected (see Table 2). To date, resettlement and land acquisition in Cartagena has been satisfactory and ample experience has been documented and is available in the project files. In Medellin, a large number of properties are also to be affected during the implementation of this phase of the NUTP. Medellin#s subproject encompasses the entirety of the metropolitan area (which includes Medellin, Envigado and Itagui) and the remaining investments to be undertaken are almost entirely in Envigado and Itagui. All off the outstanding properties (715) being affected are related with infrastructure investments taking place in Envigado and Itagui and are being financed under this Project. It is expected that approximately 70 percent of these properties will be resettled by end of 2011 and the remaining number of properties by mid 2012. To accomplish this, the social teams have been strengthened as requested by the Bank, and now Envigado has gone from 1 social specialist to a team of 8 social/legal specialist to manage the resettlement process, and Itagui from 2 social specialists to a team of 10. To date, resettlement and land acquisition in Medellin has been highly satisfactory. Project risks that go beyond the coverage of the safeguards may include, for example, those related to the ongoing conflict and violence that still permeates part of Colombia.

Sincelejo, one of the medium-sized cities to be financed, is a city where half of the population has been displaced by such violence. Other risks may include the loss of jobs for those informal bus drivers and #motorcycle-taxis# that may not be captured by the new formal bus system or included in capacity building and employment programs offered by municipalities. With respect to #motorcycle-taxis#, the Project (under Component A) will carry out a diagnostic work and characterization of the problem given that this relatively recent phenomenon spans social, economic, and even political dimensions, and the GoC has yet to formulate adequate policy guidelines pertaining this issue. This study is meant to inform the GoC#s assessment and policy making process in the realm of informal transport. 5. Identify the key stakeholders and describe the mechanisms for consultation and disclosure on safeguard policies, with an emphasis on potentially affected people. Social assessments are integral parts of RAPs. The 27 RAPs which have been and are being implemented in large cities, all include extensive social assessment information. This information is the baseline data which is necessary in order to prepare and execute resettlement action plans. Medium sized cities will follow the same methodology used in the preparation of the RAP#s for the large cities, and will follow the same methodology as in the large cities when preparing to carry out social assessments. The social assessments have and will include information, but not exclusively, on: # Census and socio-demographic profile of the project affected people including identification and classification of all stakeholders, and of the project area to provide information on economic, social and cultural diversity (including gender); # Estimated impacts on people and property, including social risks which are closely associated with the impacts; # Communication and participation strategy, which defines the methodology for consultations and involvement of project affected people; # Institutional analysis of both formal and informal institutions involved with the project to provide information on the institutional set-up, rules and behavior. In fact, the implementation of the IMTS Project has made a specific effort to pay particular attention to the very poor and vulnerable. Therefore, we find in each participating city, a large number of identifiable cases of vulnerable social units which have received noteworthy and exceptional assistance. For example, members of the social/resettlement teams in all the large cities have gone far beyond the call of duty in assisting particularly vulnerable families and until now they maintain strong bonds with these families. This very special support and dedication to assist those most in need, has also resulted in municipal decrees, which legalize additional support to vulnerable cases (for example in Bucaramanga). In addition, as part of the social assessments, the implementing agencies will command studies that identify the key stakeholders and the mechanisms for consultation and disclosure on safeguard policies, with an emphasis on potentially affected people. Key stakeholders in the Project include those living, working or moving along the bus routes, including residents, shop-owners, informal vendors, other merchants, bus users, bus operators, and bus drivers.

The Project initiated consultations with potentially affected people early on. Stakeholders involved in consultations during preparations included, among others, people affected by land acquisition, bus owners, private transport associations, local government, and central government officials. During project implementation in large cities, the GoC and local Implementing Entities have collaborated with construction companies and bus operators to share information and allow public consultation through information offices, workshops, and information dissemination material. The consultation process has been instrumental in informing the Project#s design and environmental and social management. For instance, in Medellin (Envigado) citizens have contributed to overseeing project implementation and monitoring, and in Bucaramanga consultations resulted in key adjustment to the project#s design in order to improve public space layout and promote the pedestrian mobility. In medium-sized cities, the consultation process also initiated early-on and has included a number of workshops, formal and informal meetings with public transport users, bus owners, private transport associations, local government, and GoC officials, among others. Two workshops on Bank (July 22, 2010) fiduciary and safeguards policies (October 7, 2010) took place during Project preparation as an initial approach to share with medium-sized cities policies that would be applicable in the Project. These workshops were extremely useful for relevant stakeholders in medium-sized cities, since representatives from large cities where the Project is already being implemented shared their experiences on fiduciary and safeguard issues. Furthermore, during January 18 and, 19,2011 consultation meetings took place in Sincelejo and Valledupar, respectively, to socialize the RPF with key stakeholders. Stakeholders included potential public transport users, representatives from territorial social organizations (Juntas de Acción Comunal), municipal government officials, city council members, education centers and universities, associations/chambers of commerce related to architecture and engineering, mainstream media (radio, press and t.v.) among others. The city Mayor attended in the case of Sincelejo and Valledupar, and assistance in each of the three cities surpassed 50 people. Once the RPF was presented and disseminated, and its application to the Project was explained, the Bank answered questions from the audience including issues regarding to project timing and execution of civil works, treatment of affected properties under the project, best practices in large cities in terms of community involvement/management, importance of developing programs to address the occupation of public space and street vendors, solutions and regulation to tackle motorcycle cabs (mototaxismo), and requests to update proposals to the Land Use Plan, among others. Feedback around the issues of street vendors and informal occupation of public space has been reflected in the RPF, and will be crucial for the proper management of social issues is medium-sized cities. The EMF was also consulted with relevant stakeholders on February 7 and 9. Participants included representatives from the community (i.e., local neighborhood boards); engineers; consultants; members of the Universities, transport operators, and the media. At the meetings the EMF was socialized, and the procedures for developing and implementing specific EMPs in the future were presented. No significant issues were raised and all participants welcomed the environmental management standards presented, and expressed their interest in participating in future consultation events.