Roads for Socio-Economic Integrations and Job Creation (RSEIJC) (WB-P174639)

  • Mozambique
Geographic location where the impacts of the investment may be experienced.
Financial Institutions
  • World Bank (WB)
International, regional and national development finance institutions. Many of these banks have a public interest mission, such as poverty reduction.
Project Status
Stage of the project cycle. Stages vary by development bank and can include: pending, approval, implementation, and closed or completed.
Bank Risk Rating
Environmental and social categorization assessed by the development bank as a measure of the planned project’s environmental and social impacts. A higher risk rating may require more due diligence to limit or avoid harm to people and the environment. For example, "A" or "B" are risk categories where "A" represents the highest amount of risk. Results will include projects that specifically recorded a rating, all other projects are marked ‘U’ for "Undisclosed."
Voting Date
May 19, 2022
Date when project documentation and funding is reviewed by the Board for consideration and approval. Some development banks will state a "board date" or "decision date." When funding approval is obtained, the legal documents are accepted and signed, the implementation phase begins.
Government of Mozam
A public entity (government or state-owned) provided with funds or financial support to manage and/or implement a project.
  • Transport
The service or industry focus of the investment. A project can have several sectors.
Investment Type(s)
The categories of the bank investment: loan, grant, guarantee, technical assistance, advisory services, equity and fund.
Investment Amount (USD)
$ 150.00 million
Value listed on project documents at time of disclosure. If necessary, this amount is converted to USD ($) on the date of disclosure. Please review updated project documents for more information.
Project Cost (USD)
$ 180.00 million
Value listed on project documents at time of disclosure. If necessary, this amount is converted to USD ($) on the date of disclosure. Please review updated project documents for more information.
Primary Source

Original disclosure @ WB website

Updated in EWS Jul 21, 2021

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Project Description
If provided by the financial institution, the Early Warning System Team writes a short summary describing the purported development objective of the project and project components. Review the complete project documentation for a detailed description.

According to bank documents, the MPA Program Objective is to improve safety, resilience, and accessibility [or connectivity] in the Program areas.

The project is proposed to have five components:

  1. Component 1: Safe and Resilient Corridor Improvement. This component will focus on rehabilitation, improvement, maintenance and road safety activities in the most critical sections of N1 (1,227km). Priority road sections will be improved through the implementation of performance-based contracts, which will be implemented over 10 years (2 years for rehabilitation and improvement followed by 8 years of maintenance and periodic maintenance in year 8). The project will implement Output and Performance-based Road Contracts (OPRC) that represent a new approach for contracting road works based on payments based on outputs (agreed service levels), compared to the traditional approach of payments based on input quantities and unit prices. OPRC contracts provide advantages to the road agency, road users and the consultants, and contractors, such as:

    1. helps to assures long-term maintenance funding;

    2. provides better transparency and accountability;

    3. reduces maintenance costs;

    4. avoids frequent claims and contract amendments to increase quantities of work by the contractor;

    5. provides better and safer roads with consistent conditions;

    6. guarantees workload over longer period and opens opportunities for business growth for consultants and contracts. OPRC contracts are expected to contribute to not only containing public procurement costs but also generating local jobs and facilitating local business development. In addition, the unit rates of road works may be able to be lowered further by strengthening market competition as well as encouraging local contractors to participate more in public road procurement opportunities.

  2. Component 2: Improved Feeder Roads through Microenterprises. This component will support local communities organized into microenterprises to provide labor intensive routine maintenance services on clusters of feeder roads adjacent to N1 corridor. These microenterprises are teams of maintenance workers from local communities, which have acquired a certain legal status enabling them to enter into a contract with the public entities responsible for maintaining the road. The microenterprises are generally responsible for basic maintenance activities such as removing obstacles and material from the road, clearing the drainage system and cutting vegetation, thus enhancing the resilience of road and drainage infrastructure, increasing its operational life, and providing connectivity to communities along the corridor, yearround. The experiences with road maintenance microenterprises in the different countries have resulted in improved road conditions, lower overall maintenance costs, and the creation of employment, incomes, and skills in local communities. The creation of microenterprises enhances the resilience of local rural communities through diversification of income sources.

  3. Component 3: Improved Road Safety. This component will support the Government aspirations towards SDG 3.6 on decreasing the number of road crashes by 50 percent by 2030. This is a very ambitious target, which will require coordinated, sustained efforts from multiple ministries and agencies and a dedicated long-term commitment to address road safety challenges in a comprehensive way. The MPA approach allows the Government to set and pursue such ambitious goals, which is not achievable under a standard investment project of 4 years. This component will finance: prioritization, design, civil works, and supervision of high crash risk location and speed management improvement programs along the entire N1 corridor; implementation of a safe school program along the entire corridor; improvements in post-crash response; capacity building to improve long-term road safety expertise; and other priority activities focusing on improving road safety as designed through road safety sub-components on-going Integrated Feeder Roads Development Project (IFRDP) and the proposed Southern Africa Trade and Connectivity Project (including on vehicle inspections; speed management, driver licensing, others).

  4. Component 4: Capacity Building and Project Management. The project is proposed to include the following capacity building activities: routine maintenance through microenterprises - capacity building for ANE, RF and local communities; road safety management focused on safe system approach; road safety audits, speed management; post-crash response; preparation of future projects, and other areas to be defined during the course of project preparation.

  5. Component 5: Contingency Emergency Response Component (CERC): This component will facilitate access to rapid financing by allowing reallocation of uncommitted project funds in the event of a natural disaster either by formal declaration of a national or regional state of emergency or upon a formal request from the Government of Mozambique (GoM). This component will use project specific CERC mechanism.

Investment Description
Here you can find a list of individual development financial institutions that finance the project.

Contact Information
This section aims to support the local communities and local CSO to get to know which stakeholders are involved in a project with their roles and responsibilities. If available, there may be a complaint office for the respective bank which operates independently to receive and determine violations in policy and practice. Independent Accountability Mechanisms receive and respond to complaints. Most Independent Accountability Mechanisms offer two functions for addressing complaints: dispute resolution and compliance review.

World Bank:
Rakesh Tripathi, Nargis Ryskulova
Senior Transport Specialist

Ministry of Economy and Finance
Adriano Afonso Maleiane
Minister of Economy and Finance

Isabel Maria Sumar
National Director for Public Debt Management

Implementing Agencies:
Americo Dimande
General Director

National Institute of Land Transport (INATTER – Instituto National de Transportes Terrestres)
Amilcar Pacule
Director of Technical Regulation

Ministry of Health
Otília Neves
Director - Medical Emergency Services of Mozambique (SEMO)

Ângelo António Macuacua

Ministry of Transport & Communications
Cláudio D. Camião Zunguze
National Director of Transport and Road Safety 


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The World Bank Inspection Panel is the independent complaint mechanism and fact-finding body for people who believe they are likely to be, or have been, adversely affected by a World Bank-financed project. If you submit a complaint to the Inspection Panel, they may investigate to assess whether the World Bank is following its own policies and procedures for preventing harm to people or the environment. You can contact the Inspection Panel or submit a complaint by emailing Information on how to file a complaint and a complaint request form are available at: 

How it works

How it works