Project-Information-Document-Integrated-Safeguards-Data ...

The World Bank Green National Highways Corridor Project (P167350)

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Combined Project Information Documents / Integrated Safeguards Datasheet (PID/ISDS)

Appraisal Stage | Date Prepared/Updated: 22-Jan-2020 | Report No: PIDISDSA26720

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BASIC INFORMATION

OPS_TABLE_BASIC_DATA A. Basic Project Data

Country Project ID Project Name Parent Project ID (if any)

India P167350 Green National Highways Corridor Project

Region Estimated Appraisal Date Estimated Board Date Practice Area (Lead)

SOUTH ASIA 30-Jan-2020 19-Mar-2020 Transport

Financing Instrument Borrower(s) Implementing Agency

Investment Project Financing Department of Economic Affairs

Ministry of Road Transport and Highways

Proposed Development Objective(s) The Project Development Objective is to demonstrate safe and green National Highway corridors in selected states and enhance the institutional capacity of Ministry of Road Transport and Highways in mainstreaming safety and green technologies.

Components

Green Highway Corridor Improvement and Maintenance Institutional Capacity Enhancement Road Safety

PROJECT FINANCING DATA (US$, Millions)

SUMMARY-NewFin1

Total Project Cost 1,095.75

Total Financing 1,095.75

of which IBRD/IDA 500.00

Financing Gap 0.00

DETAILS -NewFinEnh1

World Bank Group Financing

International Bank for Reconstruction and Development (IBRD) 500.00

Non-World Bank Group Financing


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Counterpart Funding 595.75

Borrower/Recipient 595.75

Environmental Assessment Category

A-Full Assessment Decision

The review did authorize the team to appraise and negotiate

Other Decision (as needed) B. Introduction and Context

Country Context

1. While still high by global standards, India’s growth rate has decelerated in the past two years. After peaking at

8.2 percent in FY16/17, economic growth has been lower in FY17/18 (at 7.2 percent) and FY18/19 (at 6.8 percent). The

slowdown has deepened in the current fiscal year with growth expected to reach 6.0 percent for FY19/20, assuming

that the external environment remains benign. In addition to relatively low levels of private investment over the past

several years, the latest data shows a broadening of the slowdown across all categories of aggregate demand. Although

the current account deficit widened to 2.1 percent of GDP in FY18/19, robust capital inflows during the second half of

the year allowed for a build-up of international reserves to US$ 411.9 billion at the end of the fiscal year (equivalent to

10 months of imports). Going forward, subdued import growth and benign oil prices are expected to contain the current

account balance. On the fiscal side, the general government deficit is estimated to have widened to 5.9 percent of GDP

in FY18/19. The deficit is expected to fall over time (to 5.6 percent by FY21/22), although it should rise to 6.0 percent in

FY19/20 with significant downside risks (owing to tax cuts recently adopted and the impact of slower economic growth

on tax proceeds).

2. Since the 2000s, India has made remarkable progress in reducing absolute poverty. Between FY11/12 and 2015,

poverty declined from 21.6 to an estimated 13.4 percent at the international poverty line (2011 PPP US$ 1.90 per person

per day), continuing the earlier trend of fast poverty reduction. Thanks to robust economic growth, more than 90 million

people escaped extreme poverty and improved their living standards during this period. Despite this success, poverty

remains widespread. In 2015, 176 million Indians were living in extreme poverty, while 659 million - half the population-

were below the higher poverty line commonly used for lower middle-income countries (2011 PPP US$ 3.20 per person

per day). Implementation challenges of indirect tax reforms, stress in the rural economy and a high youth unemployment

rate in urban areas, may have moderated the pace of poverty reduction since 2015.

Sectoral and Institutional Context

3. India’s road network of 5.48 million kilometers carries 65 percent of freight traffic and 85 percent of passenger

traffic. The traffic volume on the network has been growing at a Compound Annual Growth Rate of 10.8 percent in


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the last sixty years. The network comprises of the primary network of 116,000 km of National Highways (NH), the

secondary network of 160,000 km of State Highways (SH) and Major and Other District Roads (MDR and ODR), and a

tertiary network of Rural Roads. The NHs carries about 40 percent of the road traffic but about 40 percent of this network

is in poor condition.

4. The responsibility for policy, planning and regulation of the road network lies with the Ministry of Road

Transport and Highways (MoRTH). The construction, maintenance and management of the NH network also lies with

the MoRTH. The SH network is managed by the respective state Public Works Departments (PWD) and the rural road

network is managed by the Ministry of Rural Development.

5. The MoRTH undertakes construction and maintenance of the NH primarily through its three implementing

agencies, the National Highways Authority of India (NHAI), the state PWDs and the National Highways and

Infrastructure Development Corporation (NHIDCL). On the technical side, the Indian Roads Congress (IRC) formulates

the codes and standard specifications, the Central Road Research Institute (CRRI) is engaged in carrying out research

and development, and the Indian Association of Highway Engineers (IAHE) is associated with training.

6. In 1998, the Government of India (GoI) launched a massive program, the National Highways Development

Program (NHDP), to upgrade the NH and reform the road sector and has been mostly successful in implementation

of the said Program. The NHDP, covering upgrading of 56,000 km of NH at a cost of more than $50 billion was taken up

by the MoRTH primarily through the NHAI. For funding, it primarily relied on tolls and from a levy on motor fuel (ring

fenced into a non-lapsable Central Road Fund) and benefited from improved contracting modes such as Build-Operate-

Transfer (BOT) Concessions and lumpsum Engineering-Procurement-Construction (EPC) contracts.

7. The upgrading of the NH network which is not covered under the purview of the NHDP, called the Non-NHDP

Network, is facing challenges of poor quality and capacity which are being addressed by MoRTH through special

programs. The non-NHDP network is managed by the MoRTH, which delegated construction and maintenance of these

roads to the State PWDs.

8. Road connectivity has improved, but India has not been able to reap the benefits of reduced logistics cost which

was expected to come out of infrastructure investments. The GoI has recently launched the Bharatmala Pariyojana

Program (BPP) to improve Logistics Performance of the network and started its implementation. The cost of

movement of logistics in India is about 14 percent of GDP as against about 8-9 percent of GDP in developed countries.

The BPP aims to enhance effectiveness of built infrastructure, multi-modal integration, and bridging infrastructure gaps.

9. It is critical that the carbon emissions are limited by adopting suitable green technologies, and materials that

are resource-efficient and low in carbon footprint and ensuring development of a greener transport infrastructure.

Transport sector contributes 13 percent of global Green House Gas (GHG) emissions and three-fourths of transport-

related emissions are from road traffic. Even though transport operations cause a major portion of these emissions, it

is required that the sector addresses the impacts from infrastructure creation and maintenance. The National Green

Highways Mission of GoI aims to provide for a green cover to mitigate environmental pollution.


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10. Natural resource efficient pavements and green technologies in road construction may offer a solution. While

the IRC has published guidelines on most of these greening and resource efficiency aspects, they are yet to be

mainstreamed and their performance monitored and evaluated supported by Research and Development. Pavements

are still designed traditionally, without the use of alternate materials. Consequently, natural resources required for road

construction such as soil, aggregates and sand are becoming scarce – and increasingly being brought in over large

distances from the construction site. This could be minimized using local and marginal materials, industrial byproducts,

bio-engineering solutions and green technologies by appropriately integrating them into the designs. While some of

these have been piloted in the country, they were mostly done on low-volume roads and on small sections of high-

volume highways and were not subjected to systematic evaluation for a long period. Demonstrating green technologies

in NHs and mainstreaming them in the sector is critically needed.

11. India is highly vulnerable to climate change risks and successive, increasingly frequent, extreme climate-related

events have disrupted economic activity. NH network located in varying geo-climatic conditions are exposed to

vulnerabilities related to slope failures/landslides and flooding. It is necessary to ensure that the transport infrastructure

is resilient to the impacts of disasters and climate change. Current IRC codes and guidelines need updating to adequately

incorporate these in designs and mainstreaming them.

12. Road accidents and fatalities in India are the highest in the world. The GoI enacted Motor Vehicles

(Amendment) Act (MVAA), 2019, that seeks to address various pertinent road safety issues. According to MoRTH’s

road accident figures (year 2016), 480 thousand accidents took place in the country (29.6 % on NH) in which 151

thousand people died (35 % on NH). Through the ongoing Bank-funded National Highways Interconnectivity

Improvement Project (NHIIP), the MoRTH is undertaking several measures which enhance its institutional capacity in

addressing road safety challenges. MoRTH has also started several initiatives to improve road safety at both operational

and management levels. The MVAA mandated creation of a National Road Safety Board (NRSB) as a lead agency. Once

established, NRSB will require support for its operationalization and capacity building for undertaking multi-sectoral

interventions.

13. The proposed Project seeks to institutionalize safety and green technologies in the sector through

demonstration by implementing pilots, systematic monitoring and evaluation, and making policy interventions. The

institutionalization process will be realized by: (a) mainstreaming the green technologies, namely: (i) enhancing efficient

use of scarce natural resources, (ii) reducing GHG emissions from construction and maintenance of highways, and (iii)

making the highways climate resilient; (b) enhancing the road safety management; and (c) building the policy

framework. Mainstreaming is envisaged through a three-pronged approach. First, the project will apply green

technologies in project highways, which are in four states (Andhra Pradesh, Uttar Pradesh, Himachal Pradesh and

Rajasthan) with varying geo-climatic conditions and are exposed to varying degrees of issues related to slope

failures/landslides, flooding and intense solar radiation, and partner with academia and research organizations in

monitoring and evaluation. Second, the project will carry out studies and develop polices, guidelines, contract

documents and manuals for adoption, implementation and systematic mainstreaming of green technologies in NH

network by MoRTH. Third, the project seeks to provide inputs for updating IRC codes through the knowledge and

experience gained through the pilots and studies, encourage application of green technologies in 2,500 km of non-

project roads and help mainstreaming good practices in the entire highway network.


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14. Historically, the transport sector in India has offered limited employment opportunities for women. Low

women labor force participation rate of 27 percent is a challenge to the country’s competitiveness - the spread across

project states is Andhra Pradesh (47%), Rajasthan (22%), Himachal Pradesh (17%) and Uttar Pradesh (11%)1. Transport

is generally a male dominated sector, both from an employment point of view and for the values it embodies. Female

participation in transport sector workforce as operators, drivers, engineers and leaders remain low. As per ILO Working

paper 298 in 2007, only 6.8% women worked in transport and related sectors. GoI prioritizes participation in the labor

force as well as creation of employment and entrepreneurship opportunities for women. Supportive regulations like

Maternity Benefits Act, and Sexual Harassment of Women at Workplace Act streamlines focus on women workforce. In

the ongoing NHIIP, the MoRTH started a skill development program and since 2017 through its various projects has

trained a total of 80,434 people (including 23,984 women) in activities such as carpentry, masonry, bar bending,

scaffolding, plumbing and painting). Making transport policy more responsive to the needs of women requires a

structured understanding of the needs, instruments to address the needs, and establishing an appropriate policy

framework. The Project would undertake a study on various aspects of gender in highway sector and help policy

development.

15. Enhanced road safety features would support gender informed design and planning which impact women

access to transport services. Safe transport services impact higher female workforce participation2. The project will

help evolve gender-informed design specifications for works including amenities, junction improvements, toilets,

lighting, passenger amenities etc.

C. Proposed Development Objective(s) Development Objective(s) (From PAD)

16. The Project Development Objective is to demonstrate safe and green National Highway corridors in selected states

and enhance the institutional capacity of Ministry of Road Transport and Highways in mainstreaming safety and green

technologies.

Key Results

17. The PDO indicators are:

(a) Natural resource efficiency gain in project highways (b) Reduced carbon emissions in construction of project highways (c) Climate resilience aspects incorporated in construction of project highways (d) Reduced Vehicle Operating Costs on project highways (e) Reduction of fatalities on project highways (f) Green highway technologies applied on 2,500 km of non-project highways

D. Project Description

1 https://www.sattva.co.in/wp-content/uploads/2019/06/Sattva_UNDP_Female-Work-And-Labour-Force-Participation-In-India.pdf 2 CSE Working Paper 2019-20, Towards Higher Female Work Participation in India: What can be done? – Mehrotra and Sinha

https://www.sattva.co.in/wp-content/uploads/2019/06/Sattva_UNDP_Female-Work-And-Labour-Force-Participation-In-India.pdf

https://www.sattva.co.in/wp-content/uploads/2019/06/Sattva_UNDP_Female-Work-And-Labour-Force-Participation-In-India.pdf


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18. The project will include the following components:

19. Component A: Green Highway Corridor Improvement and Maintenance: This component includes upgradation

and maintenance for 5 years of about 783 km of selected existing National Highways in the states of Rajasthan, Himachal

Pradesh, Uttar Pradesh and Andhra Pradesh incorporating green technologies and demonstrating resource efficiency,

climate resilience, and safety aspects.

20. Component B: Institutional Capacity Enhancement: This component will support capacity enhancement of

MoRTH in its pursuit to conserve natural resources and improve climate vulnerability of National Highways network and

reduce GHG emissions, inter alia, by developing policies and guidelines, and mainstreaming the green technologies,

climate resilience, and safety aspects in the design, construction and maintenance of highways. This component will

also support implementation of ERP solution in the MoRTH and its implementing agencies and will have the following

six sub-components.

21. Component C: Road Safety: This component will support mainstreaming of safety interventions through capacity

enhancement of the MoRTH in road safety management inter alia in the areas of crash database, operationalization of

the lead agency for road safety, strengthening safety enforcement and emergency medical response on the National

Highways, capacity building and training. This component will have the following four sub-components.

E. Implementation

Institutional and Implementation Arrangements

22. The implementation arrangement will be the same as the ongoing National Highways Interconnectivity

Improvement Project (NHIIP) except for the involvement of state PWDs in project execution. MoRTH will be

implementing the project, through its Externally Aided Projects (EAP) Cell. The EAP Cell will have the overall

responsibility for all aspects of the project including fiduciary, procurement, contract monitoring, environment & social

safeguards, road safety and institutional strengthening. The MoRTH will have Project Implementation Units (PIU) in each

of the states which will be responsible for execution of the civil works and for day-to-day contract management. The

project activities will be implemented in collaboration with the respective partner agencies, e.g., regional offices of the

MoRTH in each of the states (for Civil Works), Road Safety Cell of MoRTH and National Road Safety Board once

established (for Road Safety activities), Indian Road Congress (for developing standards and other sector guidance

material), and Indian Academy of Highway Engineers (for Training). A Project Steering Committee comprising of the

Secretaries of the PWDs of all project states will be constituted under the chairmanship of the Secretary, MoRTH for

project oversight.

23. MoRTH will engage a Project Management Consultant (PMC, a consulting firm) to assist the EAP Cell in planning

and implementation of the Project. An independent Technical Audit Consultancy will be procured which will be

responsible for independent verification of DLIs and to perform an annual integrated performance audit covering,

among others, engineering designs, management of social and environmental issues, and quality assurance.

Construction Supervision Consultants (CSC) will provide the regular supervision of the works contracts. Consultants/non-

governmental organizations will aid the MoRTH in the implementation of the Resettlement Action Plans. Reputed

educational/research institutions contracted under the project will undertake systematic monitoring and evaluation of


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the pilot works. Road User Satisfaction Survey consultant will carry out baseline, midterm, and end stage user

satisfaction surveys. Consultants will also be procured under the project to carry out studies in components B and C of

the Project.

. F. Project location and Salient physical characteristics relevant to the safeguard analysis (if known)

The project seeks to upgrade about 783 km of selected existing National Highways in the states of Andhra Pradesh, Himachal Pradesh, Rajasthan and Uttar Pradesh. The proposed sub-project roads are located across the said four states with different geo-climatic conditions and are exposed to varying degrees of environmental risks. The three road segments in Himachal Pradesh are located in mountainous terrain while the one in Rajasthan traverses a plain area with dry desert like conditions. The three road segments in Andhra Pradesh pass through hilly terrain of Eastern Ghats and the two sub-projects in Uttar Pradesh form an important north-south corridor in the state over the northern plains of India. The environmental issues, including vulnerability to climate risks, forests, biodiversity, availability of construction materials, water, quantum of debris likely to be generated and the adaptive capacities to manage these issues/risks varies between the states and even within the divisions of a state. These proposed road segments traverse through settlements of different sizes. One road segment in Andhra Pradesh passes through tribal dominated area.

G. Environmental and Social Safeguards Specialists on the Team

Venkata Rao Bayana, Social Specialist Neha Pravash Kumar Mishra, Environmental Specialist Harjot Kaur, Social Specialist

SAFEGUARD POLICIES THAT MIGHT APPLY

Safeguard Policies Triggered? Explanation (Optional)

Environmental Assessment OP/BP 4.01 Yes

The direct, indirect and induced adverse impacts resulting from the widening of proposed sub-project roads may cause adverse environmental impacts in their area of influence. Potential adverse impacts may include: (i) felling of roadside trees; (ii) adverse impacts on water resources; (iii) impairment to or worsening of the local/regional drainage; (iv) construction phase impacts, including those related


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to camp site operation, material sources, worksite safety issues (including on occupational health), dust generation, pollution from plants, machinery, vehicles and disposal of debris/other construction wastes; and (v) impact on common property resources and environmentally sensitive receptors (such as schools and health facilities) located along the road corridors from increased noise and air pollution, both during the construction and operation stages. On the positive side, the project also seeks to mainstream wherever feasible in the project highway designs, 'green roads' approach that considers promoting resource efficiency, resilience and sustainability measures from a menu of options such as pavement recycling, use of local materials, recycling of aggregates, use of innovative materials and waste plastics, plantations along the corridor, soil and water conservation measures, bio-engineering for slope stabilization and other new/alternative technologies. In view of the project’s potential impacts on the environment, the Bank’s OP 4.01 on Environmental Assessment has been triggered, and the project is designated as Category A.

Performance Standards for Private Sector Activities OP/BP 4.03

No

The proposed project or its activities will not be designed, constructed, operated and/or owned, by a Private Entity, as defined under OP 4.03. More so, MoRTH, GoI (not a private entity) will be fully responsible for identifying, assessing and managing the environmental and social risks associated with the project. Therefore, OP 4.03 is not being triggered for this proposed operation.

Natural Habitats OP/BP 4.04 Yes

To avoid adverse environmental impacts on critical natural habitats and wildlife, the project will not finance roads in ecologically sensitive habitats such as national parks or sanctuaries except in case of one road in Uttar Pradesh where a bridge reconstruction would be required over River Chambal, which is a designated sanctuary. Environmental Screening Exercise helped in identification of such issues early-on in the project cycle. However, reserved/protected forest areas that


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may include natural habitats are found along/close to some proposed sub-projects. In cases such as NH 707 in Himachal Pradesh and NH 516E in Andhra Pradesh, wildlife crossing/movement outside of designated protected areas along/close to the road is a possibility that the environmental assessment has helped in identifying. Required mitigation measures are being proposed in the DPRs and EMPs to avoid, manage and mitigate identified impacts, as per the conditions of the site in question.

Forests OP/BP 4.36 Yes

While the project is not likely to have a significant impact the health and quality of natural forests, forest land diversion will be required to construct the roads to a standard configuration in Himachal Pradesh, Andhra Pradesh and Rajasthan. About 188 hectares of forest land diversion has been estimated for the road segments in the said states. In case of Uttar Pradesh, the road side/avenue plantation notified as ‘protected’, will also be affected in the process of road widening. However, concerted efforts have been/are being made during the design/DPR preparation to avoid and minimize such impacts. The project also seeks to not impact the rights and welfare of people and their level of dependence upon the forests; or aim to bring about changes in the management, protection or utilization of natural forests.

Pest Management OP 4.09 Yes

The proposed project includes promulgation of National Green Highways Policy, which has a thrust on tree plantation for creating carbon-sink and employment. In such a case, use of pest control methods/pesticides is envisaged. Therefore, OP 4.09 trigger is being triggered for GNHCP. Requirements of a PMP for such plantation works and other soft landscaping activities will be integrated in the EMPs, depending upon the nature and scale of such propositions. Pest management activities will be based on an Integrated Pest Management (IPM) approach. As far as possible, reliance will be on non-chemical methods.

Physical Cultural Resources OP/BP 4.11 Yes

Implementation of sub-projects is likely to affect religious structures of local significance. Also, since civil works are involved, ‘chance finds’ at work sites is a likely impact that would have to be accounted and managed. Assessment to identify such impacts


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have been/are being carried out as part of EIAs and SIAs and appropriate avoidance/mitigation measures have been/are being provided in EMPs, RAPs and Bidding Documents.

Indigenous Peoples OP/BP 4.10 Yes

Upgrading of roads to be undertaken in the Tribal dominated areas in the project state of Andhra Pradesh. Thus, OP 4.10 is triggered. Indigenous People Development framework (IPPF) and Indigenous Peoples Plans (IPDP) are being prepared to mitigate the impacts on tribal people.

Involuntary Resettlement OP/BP 4.12 Yes

Upgrading of project roads will require land acquisition and /or physical &economic displacement. Bypasses and realignments have been proposed to minimize social impacts and road safety. Most of the land acquisition will be due to proposal for new bypasses to avoid major settlement areas. Realignments have also been proposed to meet the standard design standards and road safety. Few stretches of the identified roads are also encroached and might involve resettlement ans rehabilitation issues. Considering these, OP 4.12 is triggered for the project. A Resettlement Policy Framework (RPF) has been prepared for the project which includes resettlement and rehabilitation principles and approach to be followed in minimizing and mitigating adverse impacts, entitlement matrix, census and socio-economic survey, etc. Resettlement Action Plans have also been prepared for the sub-projects for the first 30% investments.

Safety of Dams OP/BP 4.37 No

OP 4.37 is not being triggered for this project as there is no construction of new dams or activities that are concerned with safe functioning of existing dams.

Projects on International Waterways OP/BP 7.50

No

OP 7.50 will not be triggered for this project as there are no interventions planned/proposed over or around an international waterway that could cause a potential conflict. There are also no activities that may affect the use or pollute such a waterway.

Projects in Disputed Areas OP/BP 7.60 No OP 7.60 is not being triggered as the project is not proposed in any disputed area.


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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: Key Environmental Issues/Concerns The proposed project will contribute to positive economic growth both locally in the project area and at the regional level by removing barriers to connectivity. Benefits will accrue from savings in travel time and transportation costs. Local businesses, road users as well as inhabitants in the area of influence of the project roads are expected to be direct beneficiaries of the project. These people will have improved access to higher service level of highways and associated road facilities. More significantly, the project will demonstrate “how to” mainstream green technologies/techniques and climate/disaster resilience in the national highway domain, thereby showing ways to bring reduce environmental (including carbon) footprint of this otherwise resource guzzling sector. This can be a potential game changer in the national highway domain both for India and other countries in the region. On the other hand, if project activities are not properly managed and mitigation measures are not appropriately implemented in a timely manner, the proposed expansion of the project roads and associated rehabilitation/strengthening works is likely to create adverse environmental impacts as well, particularly in case of road corridors that involve realignments and bypasses (requiring land beyond the existing right of way), cutting of hill slopes or have environmentally sensitive features in the vicinity. Some such significant adverse environmental impacts would include: (i) felling of roadside trees (about 28,000 trees are likely to be impacted while improving and widening 783 km of national highways); (ii) adverse impacts on water resources (water bodies/public water supply sources such as ponds, hand pumps, wells etc.); (iii) impairment to or worsening of the local/regional drainage; (iv) slope failure accentuated due to improper hill cutting practices (in case of roads traversing hilly/mountainous terrain); (v) improper management of excavated/cut materials and debris; (vi) construction stage impacts, including those related to camp site operation, dust generation, extraction of construction materials, disposal of construction wastes, pollution from plants, machinery & vehicles and safety risks faced by road users and residents living close to construction sites; (vii) potential indirect impacts on biodiversity rich areas or ecologically important features in some cases (such as in Himachal Pradesh and Andhra Pradesh); (viii) impact on common property resources and environmentally sensitive receptors (such as schools and health facilities) located along the road corridors from increased noise and air pollution during the construction and operation stages; (ix) occupational health and safety risks faced by construction workers and; (ix) the potential for poorly planned or managed development induced by the improved roads. More so, diversion of forest land will be required for widening of the road for sub-projects such as NH-516E (Andhra Pradesh), NH-158 (Rajasthan), NH-70 (Himachal Pradesh) and NH-707 (Himachal Pradesh). For the other sub-projects (NH-92, NH-730C and NH-731K) (Uttar Pradesh), plantation along the avenue declared as ‘protected forest’ will also be affected due to cutting of trees for proposed expansion/upgrading of national highways. Based on the estimates available so far, about 188 hectares of forest land (largely in form of strips along the road) would be required for widening and upgrading of 783 km of national highways proposed under the project. A bulk of this requirement is for two road segments - one in Himachal Pradesh (61 hectares for Hamirpur to Mandi section of NH 70) and the other one in Andhra Pradesh (about 70 hectares for Koyyuru to Paderu section of NH 516E). The requirement of 188 hectares of forest land doesn't include road segments in Uttar Pradesh for which the surveys are currently underway. A conscious attempt has been made to avoid impact on areas with intact forest cover or those with high density


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floral/vegetation. No significant change in the macro-climatic parameters (such as precipitation, temperature and wind) is envisaged due to the project but cutting of roadside trees, laying of paved surface and other construction activities are likely to temporarily affect the micro-climate on/along the roads. By and large, no roads have been proposed for financing in ecologically sensitive habitats such as national parks, tiger/elephant reserves and sanctuaries. However, there is one exception of a bridge in NH-92 (Uttar Pradesh) that crosses over a protected area in River Chambal. More so, presence of wildlife habitats and/or crossings outside the protected domains has been identified in case of NH-707 (Himachal Pradesh) and NH-516E (Andhra Pradesh). In such cases, any potential impact on wildlife in forest areas along/close to the road needs to be addressed through appropriate measures in the engineering design and through enabling provisions in the contract documents to avoid any unwarranted effect during the construction and operation stages of proposed road works. Additionally, uptake of fertile agricultural land is an adverse impact that is likely to arise on account of planned project interventions. Potential long-term impacts could include changes in land use patterns (from agriculture to real estate or other non-farming purposes) and changes in occupational pattern of people residing in the sub-project’s influence area. If not properly designed, improved roads could also have safety concerns for road-users and road-side residents during the operation phase, especially since design speed improvements are a key desired outcome of the project. In view of the potential impacts on the environment, the project has been designated as Category A. Accordingly, the following Operational Policies have been triggered for GNHCP: Environmental Assessment (OP/BP 4.01), Natural Habitats (OP/BP 4.04), Forests (OP/BP 4.36), and Physical Cultural Resources (OP/BP 4.11). Also, since the project proposes to support activities of the National Green Highways Mission of MoRTH, Govt. of India that seeks creation of carbon sinks along the national highways through systematic and scientific avenue plantation, OP 4.09 on Pest Management has also been triggered. Key Social Issues/Concerns The Social Impact Assessment (SIA) for the candidate roads analysed the overall socio-economic characteristics of likely project affected persons based on sample socio-economic surveys. In all such roads, it has been observed that mostly the people likely to be affected by the project constitute poor and other vulnerable groups. The main sources of income include agriculture and small business enterprise. Further, majority of the potential sub-project roads pass through less developed habitations/places where infrastructure facilities and access to educational centers, health services, etc. is comparatively poor. A road stretch in the state of Andhra Pradesh is passing through Scheduled Tribe area. Some of the significant adverse impacts would include: (i) loss of agricultural land; (ii) loss of structures used for residential, commercial and other purposes and associated loss of livelihood/impacts on sources of earning; (iii) loss of other properties and assets such as boundary walls, hand pumps, bore wells, dug wells, ponds etc.; (iv) disruption of livelihood due to clearing of RoW particularly on petty shop owners, squatters and encroachers; (v) loss of common property resources such as religious places, graveyard, cremation grounds, passenger shelters, etc.; (vi) restriction of movement for pedestrians and cyclists; (vii) likelihood of increased accidents due to road widening; (viii) impacts on tribal population (though in small number in certain project roads); (ix) possibility of gender-based violence/sexual harassment arising from influx of migrant labor particularly in states such as Himachal Pradesh; (x) possibilities of forced and child labor issues and; (xi) likelihood of spread of HIV/AIDS among construction workers and road side


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community. In view of the potential adverse social impacts of the project, OP 4.10 (Indigenous Peoples) and OP4.12 (Involuntary Resettlement) have been triggered for GNHCP. 2. Describe any potential indirect and/or long term impacts due to anticipated future activities in the project area: Environment The proposed project will contribute to positive economic growth both locally in the project area and at the regional level by removing barriers to connectivity. The improvements in road infrastructure will help with economic growth (including tourism and employment opportunities/jobs) in the project's area of influence. It is expected that the improved road conditions will facilitate smoother traffic flows by removing choke points and improving gradients, thereby resulting in notable savings in time and vehicle operating costs. One such notable improvement will be in case of NH 707 (Paonta-Gumma and Gumma-Fediz) in Himachal Pradesh, wherein a distance of 270+ kms will reduce for horticulture and other commercial traffic operating between Gumma and Delhi (and also other north Indian markets) with the development of this alternative road (current grades are very difficult to negotiate for trucks and other commercial vehicles). This has direct positive implications on saving time, vehicle operating costs and thereby on the carbon footprint from operation of the road. Besides this, the sub-project road is a vital and only lifeline for the people living in interior and backward areas of Sirmour and Shimla districts. Around 30 villages and urban settlements having approximately 0.27 million population will be directly benefited from this project road apart from many other small habitations that have connectivity only from this proposed sub-project road. More so, the said road will serve as an alternative to reach Shimla (the state capital) in case the current main route from Kalka-Parwanoo side gets blocked due to any reason (including major accidents, landslide or other natural disaster). Additionally, interventions under GNHCP will help in catalyzing the benefits of other MoRTH programs and Govt. of India schemes that seek to increase access and development opportunities to relatively lesser developed parts of this geographically vast and diverse country. The improvement of the proposed corridors will have a long-term positive impact for the communities who would benefit from greater mobility. . Road improvement interventions proposed under the project have a potential to make important contributions towards enhancing resilience and safety as well. This includes greater buoyancy to meet the challenges from growing impacts of climate change.Local drainage, water logging and landslide problems will be resolved, which currently impact connectivity, safety and vehicle operating costs. The project considers economic losses from natural disasters and the benefits of climate resilience in the assessment and prioritization methodologies. This approach contributes to robust investment decisions, leading to more sustainable infrastructure with reduced long‐term risk of damage from natural disasters. Resilience is a key feature of design solutions that will be adopted to address climate vulnerability and impacts associated with severe flooding/high intensity of rainfall, cracking due to extreme temperature variability and landslides/slope failure. The measures to be integrated include flood protection, improvement in drainage systems, mitigating geo-hazard risks (landslide), bio-engineering etc. in the design of bridges, cross drainage works and pavement treatments. The project will adopt appropriate bio-engineering solutions to minimize geo-hazard risks in mountainous areas affected by extreme rainfall, protection of drainage facilities and land reserves from erosion in addition to stabilization of cut


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slopes and debris disposal areas. More significantly, the project will demonstrate “how to” mainstream green and resilient technologies/techniques in the national highway domain, thereby showing ways to bring reduce environmental (including carbon) footprint of this otherwise resource guzzling sector. Th proposed project activities include various pilots demonstrating green aspects in planning, design and implementation of road works. The proposed green highways approach would consider resource efficiency and sustainability measures from a menu of options such as recycling of existing asphalt pavement, use of locally available materials, recycling of aggregates, use of environment friendly materials, creation of avenue plantations along the road corridors for creating carbon sink, soil and water conservation measures and new/alternative technologies, as suited to local needs and challenges. The designs adopted for the sub-projects indicate that there will be savings in the requirement of aggregates in the range of 8 to 22 percent, bitumen in the range of 4 to 35 percent, borrow soil in the range of 30 to 40 percent, sand in the range of 0 to 50 percent and water in the range of 15 to 20 percent across different sub-projects. This can be a potential game changer in the national highway domain both for India and other countries in the region. The project has also incorporated GHG emission reduction interventions beyond the minimization of the construction stage emission reduction through energy saving technologies, use of low carbon cement, and use of plastic wastes in asphalt mix. The project supports development of a freight management system for the establishment of roadside freight consolidation and passenger transport terminals, which will help truckers pick full load and reduce empty back haul - this again has a positive implication on reducing carbon footprint from road operations. In addition, the project will support the development of sector level policies and strategies to mainstream green highway technologies and techniques in design and implementation of national highway projects, thereby helping in managing/reducing the emissions associated with construction of highways. The project has a dedicated sub-component to build the capacity of MoRTH and its implementing agencies to increase use of green technologies and techniques. Except, the small amount allocated for the Road Safety interventions, about 95 percent of the total investments will be applied to climate risk mitigation, building resilience, green highways development, research and institutional capacity building related interventions. Therefore, in light of the reasons cited above, the proposed project is likely to be an important contributor in bringing about a positive long term change in the national highway sector of India. While there are no potential indirect and/or long-term adverse environmental impacts anticipated on account of proposed project activities, increased road use may expose the road side communities, specifically vulnerable groups to adversities linked to inadequate levels of safety. If not properly designed, the improved roads could have safety concerns during the operation phase, especially since design speed improvement is a desired outcome of the project.The impact of road accidents and its impact on a household level is therefore a risk, which will be factored-into the design, implementation and operation of the project. Social The industry, agri-business and service providers will benefit from the improved travel time and logistics that would lower the cost of transportation of goods and people. The project will create job opportunities for communities living around the influence area and for those involved in construction industry. Lastly, by supporting the augmentation of road conditions, the project would also help in creating job potential in tourism and agri-business industries.


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The project will also have positive impacts on the vulnerable population including women as the project will improve accessibility to social, education and medical facilities, including pre and post-natal health attention for women and their children. It will generate employment opportunities for women and they can also get involved in small-scale road-side commercial operations. 3. Describe any project alternatives (if relevant) considered to help avoid or minimize adverse impacts. Environment A “no action alternative” was considered and turned down as the improvement of roads is an important requirement for people's mobility and economy of the state/country. Current deficiencies (in grades, curves, drainage, specific congestion points and safety) need to be removed so that the assets can be optimally used and can sustain impacts from natural disasters and freak weather phenomenon, which presently pose a risk and even lead to road closures periodically (such as in Himachal Pradesh). The selection for works to be undertaken under the proposed project considers strategic importance of the road segment, population served, connectivity that the corridor provides, economic activities or sectors that would benefit from road improvement, extent of flood/geo-hazard impact/vulnerability and potential significant environmental impacts. For this, as part of the sub-project preparation process, an environmental screening has been conducted. This screening allows for identification of key environmental issues early-on in the project preparation cycle. To address potential impacts on biodiversity and natural habitats, the project’s environment screening mechanism was designed to identify and avoid impacts on critical/ecologically significant natural habitats. This ensures that no road segment traversing through a designated protected area or a critical natural habitat is included in the list of works to be funded under the proposed project. The only exception is a bridge over River Chambal on one of the proposed sub-projects in Uttar Pradesh, which too was included in the project after careful evaluation of various facets. The Environment Management Framework (EMF) prepared to deal with environmental issues requires analyzing various alternatives for each sub-project. All civil works to be financed under the proposed project will largely follow existing alignments (with very limited number of bypasses and realignments). Since the operation does not involve construction of green field roads (except in case of a bypass), alternative measures to manage adverse impacts focus on reducing the impact on road-side features. The environmental aspects considered in the design process of road improvement works includes tree cutting, road safety aspects, impact on cultural/religious properties, sensitive receptors, forest and water sources. During the engineering design process and as part of the environment impact assessments, cross-sectional, structural and geometric design alternatives have been/will be explored to avoid and minimize impacts on the said features. Alternatives have been/will be explored in cases where alignment adjustments are required to avoid and/or minimize impact on roadside trees, water bodies, sensitive receptors or other such features that are locally considered important. Adjoining land use, drainage, landslides, safety and road geometry have been/will be factored into the design process to create optimal and locally conducive improvements. Further, engineering design for roads incorporates feedback from the consultations with concerned local community, state departments (including officials from Forests, Wildlife, Horticulture, Tourism, State Public Works Department, National Highway Divisions etc.), Panchayats, local elected and trade association representatives, NGOs and other key stakeholders.


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Further, alternatives to increase resilience and environmental sustainability (such as through bio-engineering and reduction in material footprint) have been/are being carefully evaluated at the design stage. This includes exploring the possibility to use of excavated soil, materials from dismantled structures and pavements, waste plastic etc. in road construction. To the extent possible and depending on relevance to specific site conditions, these have been/are being considered in the design of road corridors proposed under GNHCP. Social For minimization of social impacts which includes impact on structure, land, accidents etc., various alternatives were considered to decide on the feasibility of the project and accordingly the designs have been/are being finalized. Efforts have been made to minimize the adverse impacts of the project by (i) utilizing available ROW as much as possible; (ii) limiting the land width requirement at critical locations; (iii) proposing different widening options; (iv) adopting the principle of actual land requirement in open sections of project stretch instead of having a uniform land width throughout the road and; (vi) provision of bypasses. The analysis of alternatives has been/is being done at two levels. Firstly, the alternative analysis was done considering “with and without project scenarios” which considered the potential social impacts, both positive and negative, of the sub-project. Secondly, an analysis of alternatives was done to decide on either widening of the existing road or proposing bypass and/or realignment. At many stretches in the five project roads for which designs have been firmed-up, realignments have been proposed to minimize the impacts on structures along the existing alignment. At many locations, taking into consideration the requirement for meeting the design standards for smooth flow of traffic and to minimize the risk of accidents, the final design has proposed for curve improvements. 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. Environment Management Approach and Instruments to Address Safeguard Policy Issues The three main pillars of project design, namely green/resource efficiency, climate resilience and road safety, will help in notably reducing environmental footprint compared to other projects of similar nature. These elements have been entrenched in each stage of the project – from sub-project selection, alignment finalization, detailed design and preparation of schedules for the bidding documents. The plan/s prepared and integrated in the sub-project preparation cycle will be implemented, monitored and evaluated in the construction and operation stages of the project. Results from these demonstrations/pilots and lessons learnt in the process will be used for upscaling and replication in Bharat Mala Pariyojana and other National Highway Programs launched/formulated by MoRTH, Govt. of India. Keeping in mind the above stated perspective and requirements of World Bank's Operational Policies, the over-all environment management strategy for the project involves: (i) preparation of an Environment Management Framework (EMF) for the over-all project; (ii) Environmental screening to identify key issues including those related to biodiversity/wildlife and considering those in the selection and design of sub-projects early-on in the project cycle and; (iii) preparation of Environmental Impact Assessment (EIA) along with preparation of corridor-specific Environment Management Plan (EMP) for each sub-project proposed to be financed under the project. An independent review of these documents has been conducted concurrently by the Project Management Consultants engaged by MoRTH in order to ensure compliance with the Safeguard Policies of the World Bank. The management measures have been/are being appropriately incorporated in the engineering design and bidding documents.


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Since the project is proposed in multiple states (four) involving 15 different districts, comprises of sub-projects located in quite varied geo-climatic conditions (9 roads with a length of about 783 km and 23 contract packages) and involves multiple design and implementation consultants/agencies, the need for an Environment Management Framework (EMF) was felt to establish clear procedures and methodologies related to environmental planning, review, approval and implementation of sub-projects and other activities to be financed under the Project. The EMF guides the over-all sub-project selection; environmental screening (including on biodiversity/wildlife issues); carrying out of Environmental Impact Assessments (EIAs); preparation of Environmental Management Plans (EMPs); lays out required institutional arrangements and monitoring protocols to facilitate the compliance of requirements specified in the applicable Bank’s Operational Policies, regulations of Govt. of India and norms of concerned State Governments. The application of the framework will help in addressing environmental risks and issues in a structured, systematic and uniform manner across the participating states and institutional players involved in the project. For biodiversity protection, there are two key elements in the over-all environment management approach of the project: (i) avoidance of impacts on critical/ecologically significant natural habitats through a carefully designed screening mechanism and; (b) comprehensive assessment and appropriate design of sub-projects in cases where some diversion of forest land is required and/or where wildlife habitat or corridors are involved beyond the limits of designated protected areas. Following this approach, it has been ensured that no such road traversing through or located along a designated protected area is included in the project except for a bridge in Uttar Pradesh that would require reconstruction of a bridge over a protected habitat, which is a designated sanctuary for crocodiles over River Chambal. This was thought through carefully before inclusion in the project as this is a major choke point/bottleneck and currently witnesses prolonged congestion every day with a consequent impact on fuel consumption (has strong linkage with GHG/carbon footprint), safety of road users (present structure is weak and requires very frequent repairs) and travel time. In addition to measures that will be suggested by the Wildlife Department, the guidance book on managing wildlife issues/crossings for linear infrastructure projects prepared with World Bank's support (using experience from Gujarat State Highways Project I, Assam State Roads Project, Odisha State Roads Project and Himachal Pradesh State Roads Project and other projects) and now adopted by Ministry of Environment, Forest and Climate Change (MoEFCC), Govt. of India will be applied while preparing the DPR, EIA and EMP for this sub-project. For the five (5) out of nine (9) project roads for which engineering designs/DPRs have been firmed-up, corridor specific EIAs and EMPs have been prepared in accordance with Bank requirements. These five (5) road segments include two road sections of NH 707 (Paonta to Gumma and Gumma to Fediz in Himachal Pradesh), one road section of NH 158 (Ras-Beawar-Mandal in Rajasthan) and two road segments of NH 516E (Bowdara to Vizainagaram and Paderu to Araku in Andhra Pradesh). Preliminary results are available for the remaining four road corridors where the engineering designs/DPRs are under preparation and detailed environmental surveys/assessments are underway. Reports for these four corridors will be finalized and disclosed following procedures laid out in the EMF and as adopted for the first five national highway road segments. These remaining sub-project specific environment safeguard documents would be ready for disclosure before/by March 31, 2020. Based on the collation of key findings for all the nine national highway segments under the proposed project, a comprehensive executive summary has also been prepared. Borrower's Capacity and Institutional Arrangements for Environmental Management: The Bank has been supporting MoRTH, Govt. of India in the development of the National Highway sector since 1992. Till now, the Bank has supported seven projects of the MoRTH, including one TA project. Through these projects, best practices on asset


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management, road safety infrastructure, innovative contracting models, IT-ICT interventions for process improvements at organizational level have been introduced and mainstreamed in MoRTH and its implementing agencies. MoRTH is currently implementing the National Highways Inter-connectivity Improvement Project (NHIIP), which is also a Bank funded project for improving selected National Highway segments in states of Bihar, Karnataka, Odisha, Rajasthan and West Bengal. The implementation arrangements for GNHCP will be the same as that for the ongoing World Bank funded NHIIP. The Externally-Aided Projects Cell (EAP-Cell) at MoRTH, supported by Project Management Consultants (PMC), will have the overall project implementation responsibility. Both these entities are familiar and well exposed to World Bank's safeguard policy requirements on environment. The EAP cell, MoRTH will be responsible for the over-all preparation and implementation of EMF, EIAs and EMPs. It will include a team comprising an Executive Engineer (EE) designated as an Environment and Social Officer (ESO) and a suitable number of technical and secretarial staff. The EE will ensure that all project activities are complied as per the EMF and EMPs. MoRTH will be responsible for monitoring environment management and safeguard issues during implementation until the end of the design lifetime. The application and implementation of EMF/EMPs will be closely monitored (using parameters prescribed in the EMPs) by qualified specialists who will report on a regular basis. The PMC will include an Environment Specialist, to work with the EAP’s team. The PMC will be responsible for supporting EMP implementation, training, guidance, and recommendations for handling policy and implementation issues at the state and sub-project levels to comply with the EMF and requirements laid out in the EMPs/Contract Documents. In each project state, there will be an Environment Officer who will coordinate the preparation/implementation of EMPs. He/she will ensure that these comply with requirements laid out in the EMF for GNHCP and are implemented in accordance to provisions laid out in the EMPs and contract documents. Finally, for each project road, the PIU will oversee day to day implementation of environment, health and safety aspects, including issues pertaining to tree cutting, plantation works, utility relocation and worksite safety management. The Construction Supervision Consultant/Independent Engineer’s team will have Environment and Safety personnel for day-to-day supervision and monitoring. The Environmental and Safety Officer/s on the Contractor’s team are to ensure compliance with the contractual clauses related to environment, health and safety aspects and will report on progress to the Construction Supervision Consultant's team, as per the requirements/obligations stated in the Contract Document. Technical Audit Consultants would oversee the implementation of environment management, health and safety related aspects. This will determine whether the sub-projects are complying with regulatory performance standards and approved safeguard instruments. It entails a systematic, documented and periodic review of project implementation and could be a useful tool to improve project management performance on EHS aspects. A comprehensive assessment report on environmental performance will be prepared by MoRTH at mid-term and end-term. The main challenge on the institutional side has been staff turn-over/continuity, particularly of the govt. officials,


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which remains a concern for GNHCP, just like many other projects in the country/region. The other key issue is the over-all less than optimal quality of outputs and support from consultancy firms. While these concerns have been flagged and discussed with MoRTH, Govt. of India in various forums in the past (including for NHIIP), a closer monitoring would be required in case of GNHCP. In addition to typical/common project management challenges, there are new concerns and issues that have to be negotiated in case of GNHCP. Additional concerted efforts, oversight and capacity building support will be required for facilitating execution of new/green technologies and techniques, including timely guidance to resolve specific technical challenges that may arise. The safeguards staffing and oversight at participating states level will have to be strengthened to properly monitor and support implementation of innovative green and resilience solutions during construction and maintenance periods since these initiatives are being taken-up at this scale for the first time in the country for the national highway sector. Management of Social Aspects and Instruments to Address Safeguard Policy Issues Strategy to address the social issues of the project involves: (i) preparation of an Resettlement Policy Framework (RPF) and Indigenous People Policy Framework (IPPF) for the over-all project; (ii) Screening of the social issues majorly related to land acquisition, loss of livelihood and impact on tribal population, and provide necessary inputs in design to minimize these impacts and; (iii) preparation of Resettlement Action Plan (RAP) for each sub-project and Indigenous People Development Plan (IPDP) for those stretches where there would be impact on tribal people due to the project implementation. These documents have been reviewed by MoRTH to ensure their compliance with the Safeguard Policies of the World Bank. The management measures are being appropriately incorporated in the engineering design and bidding documents. A Resettlement Policy Framework (RPF) has been prepared for the project which includes resettlement and rehabilitation principles and approach to be followed in minimizing and mitigating adverse impacts likely to be caused by the project implementation, entitlement matrix, census and socio-economic survey, preparation of SIA and RAP, institutional arrangements at Central, State and Sub-project levels. Based on the surveys done for 5 roads, and the preliminary estimates available for balance 4 roads, a total of 370 ha of private land will be acquired. The RPF provides guidance on the procedures to be followed to minimize involuntary resettlement where feasible through exploring all viable alternatives project designs; and assist displaced persons in improving their former living standard and income generation or at least restoration; encourage community participation in planning and implementing resettlement; issues related to labor influx during construction period, and provide assistance to affected people regardless of the legality of title of land. The RPF shall provide guidelines for the preparation of Social Impact Assessment (SIA) and sub project specific Resettlement Action Plans (RAPs) as applicable. One of the road stretch in the state of Andhra Pradesh is passing through schedule tribe area. To address this issue, project has prepared Indigenous Peoples Planning Framework (IPPF) . And taking guidance from IPPF, Indigenous People Development Plan (IPDP) are being prepared for the roads passing through any tribal area. During the preparation of IPDP, consultations will be carried out with the tribal population and accordingly IPDP will include mechanism to address issues related to tribal population. Though, in most cases construction activities will be carried out within the available government land but the widening and rehabilitation of identified roads would involve land acquisition in all the roads, mainly due to provisions for bypasses, realignments and curve improvements. Even at various locations, government land is also encroached,


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mainly by squatters (commercial in nature) and the project will have impact on their livelihood. Further, the sub project specific Social Impact Assessments and Resettlement Action Plans have been prepared for five identified roads (first 30%). Considering likely issues of labor influx in the project, labor management plan (LMP), will also be prepared to manage any risk due to influx of labor in the project area. For mitigating any risks related to child and forced labor, LMP will include appropriate monitoring measures for addressing these risks in project implementation. The national legal and policy framework for prevention of child labor and forced labor are quite robust, and to strengthen its implementation and the project management strategy to address any potential child and forced labor issues, necessary provisions will be included in the bidding and contract documents. Further, GBV risk assessment and mitigation plan is being prepared to address any potential issues related to gender based violence/ sexual harassment, mainly due to labor influx in the project area. The plan is being prepared after assessing the current situation and the mitigation measures already available in project area for addressing risks of GBV and SEA. It would also include conducting focus group discussions with the local women. The GBV plan will cover prevention and mitigation measures in the project, mapping of the service providers, grievance redress mechanism for any such issues, code of conduct for workers, etc. Borrower's Capacity and Institutional Arrangements for Social Management: The Bank has been supporting MoRTH, Govt. of India in the development of the National Highway sector since 1992. MoRTH is currently implementing the National Highways Inter-connectivity Improvement Project (NHIIP), which is also a Bank funded project for improving selected National Highway segments in states of Bihar, Odisha, Rajasthan and West Bengal. The implementation arrangements for GNHCP will be the same as that for the ongoing World Bank funded NHIIP. The Externally-Aided Projects Cell (EAP-Cell) at MoRTH, supported by a Project Management Consultants (PMC), will have the overall project implementation responsibility. Both these entities are familiar and well exposed to World Bank's social safeguard policy requirements. At Central Level, the Chief Engineer (EAP), MoRTH, Govt. of India will be overall responsible for the implementation of RPF. CE (EAP) will have all delegated administrative and financial authority for decisions with regard to implementation of the project as well as land acquisition, RAP, IPDP, LMP, GBV Mitigation Plan implementation. It will include further augmenting the capacity of MoRTH with regard to resettlement and rehabilitation and management of other social issues. CE (EAP) will be assisted by a team comprising SE designated as Social Officer and a suitable number of technical and secretarial staff. MORTH will also engage a Social Development Specialist (SDS) through Project Management Consultant (PMC), to work with EAP and assist Social Officer. The EAP will be responsible for ensuring training, guidance, and recommendations for handling policy and implementation issues at the state and sub-project levels in compliance with RPF. The Social Development Specialist with PMC will provide policy and strategic assistance to EAP on social issues including land acquisition and rehabilitation and resettlement. The designated Social Officer will be specifically responsible for implementation of RAP, IPDP, LMP and GBV Mitigation Plans. A Project Implementation Unit (PIU) comprising officials of State PWD will be constituted at sub-project level and headed by the Superintending Engineer/ Executive Engineer – who will be designated as Project Director. The PIU will be responsible for the project execution including RAP, RAP, IPDP, LMP, GBV Mitigation Plan implementation. There will be a designated or appointed Resettlement & Rehabilitation Officer (RRO) at respective PIUs who will be responsible only for the implementation of RAP and TDP at site. Additional sociologist as individual consultant will also be engaged to assist RRO as required. RRO will assist Project Director at PIU in all matters related to resettlement and rehabilitation.


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A Grievance Redressal Committee (GRC) will be constituted by the Project Authority with the aim to settle any disputes related to land acquisition and resettlement and rehabilitation through consultations and negotiations. There will be one GRC for each PIU. The Project Authority CE(EAP), MoRTH will engage the services of NGOs/Consultancy firms having experience in resettlement and rehabilitation issues for implementation of RAP and IPDP for each of the sub-projects. Regular monitoring and evaluation would be carried out of both, process followed and progress, of the RAP, IPDP, LMP and GBV Mitigation Plan implementation. The internal monitoring will be carried out by the State PCU by the LA cum SDO with assistance from NGO/Consultancy firm and a quarterly report will be submitted to MoRTH. Each quarterly report would also be uploaded on the MoRTH website. The external agency (third party) however, would conduct assessment six monthly for each sub-project by undertaking field visits and all other necessary activities including consultations. 5. Identify the key stakeholders and describe the mechanisms for consultation and disclosure on safeguard policies, with an emphasis on potentially affected people. Environment Management and Safeguards Stakeholders: From an environmental perspective, the primary stakeholders of the project include: (i) the community residing along/close to the road, including farmers; (ii) road-side shop owners/vendors/businessmen; (iii) road users; (iv) trusts/committees of the religious properties; (v) local market and other trade associations (such as truckers and agricultural mandi operators); and (vi) workers and other staff to be employed by the Contractors. The secondary stakeholders include officials of the MoRTH, National Green Highways Mission, National Highways Divisions in the participating states, Forest and Wildlife, Agriculture, Horticulture, Irrigation, Utility Departments, local bodies like panchayats and municipalities through which sub-project roads traverse and representatives from the Non-Governmental Organizations (NGOs) supporting environment, biodiversity and other environmental causes. Consultations: Stakeholder consultation mechanisms have been and will continue to remain central to the design and implementation of sub-projects under GNHCP. This includes procedures for dissemination of information and consultation with local communities through various stages of the sub-project cycle. While initial involvement requires stakeholder participation in planning/designing of road and providing for local level interventions (such as those related to cultural/religious properties, provision of ramps/access, drainage and protection of water bodies/sources of water), implementation phase requirements encourage feedback for a more 'participatory monitoring', including on issues related to worksite safety management, provision of temporary access during road works, avoiding/minimizing any possible unplanned disruption to utilities, management of dust/pollution etc. Guidance on consultations has been laid out in the Environment Management Framework (EMF) to ensure proper consultation with stakeholders at key stages of sub-project preparation and implementation. The consultation process is designed such that: (i) affected people are included in the decision making process; (ii) links between communities and their natural resource base adjacent to project locations are explored; (iii) public awareness/information sharing on project alternatives and benefits is promoted and; (iv) views and design solutions are solicited. Over-all, the consultation strategy/process is designed to enhance positive and avoid/manage adverse impacts from the project. Findings from the consultations are being/will be considered in deciding the alignment/cross sections, drainage facilities, safety and other design interventions. Follow-up consultations will also be conducted, as needed through


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pre-construction and construction stages of the proposed road works. Outputs from this process are being/will be integrated into the engineering design to the extent possible. Consultations on environmental issues and design propositions, with both primary and secondary stakeholders are being/will be conducted as part of the DPR preparation and EIA studies. The public consultation process so far has indicated that the people support the proposed project interventions. Some concerns have also been highlighted by the people during field interactions and EIA studies. These pertain to drainage; flood damage; landslides; accidents; potential disturbances to religious property, schools and water sources. These are being/will be addressed during design preparation, to the extent possible, bearing in mind the specific site conditions of the sub-project in question. Disclosure: The Environment Management Framework has been prepared in line with the already approved version currently in use for National Highways Inter-connectivity Improvement Project (NHIIP), which is also a Bank funded project for improving selected National Highways under MoRTH. The draft EMF for GNHCP has been disclosed both by MoRTH on its website (https://morth.nic.in/externally-aided-project) and the Bank through its project portal in December 2019. For the five (5) out of nine (9) project roads for which designs/DPRs have been firmed-up, corridor specific EIAs and EMPs have been prepared in accordance with Bank requirements. These five (5) road segments include two road sections of NH 707 (Paonta to Gumma and Gumma to Fediz in Himachal Pradesh), one road section of NH 158 (Ras-Beawar-Mandal in Rajasthan) and two road segments of NH 516E (Bowdara to Vizainagaram and Paderu to Araku in Andhra Pradesh). Reports for the said roads have been disclosed both by MoRTH (https://morth.nic.in/externally-aided-project) and the Bank through its project portal in December 2019. The executive summary of these documents has been translated in vernacular for information and use of stakeholders and placed at locations accessible to public for reference, including offices of the Regional Officer (RO), MoRTH. The engineering designs/DPRs are currently under preparation for the remaining four road corridors (1 in Andhra Pradesh, 1 in Himachal Pradesh and 2 in Uttar Pradesh) and the detailed environmental assessments/surveys for the same are underway. The EIAs/EMPs for these remaining road segments would be ready for disclosure before/by March 31, 2020. Final versions of all environment safeguard reports will be disclosed at least 120 days prior to award of civil contracts. Based on the collation of key findings for all the nine national highway segments under the proposed project, a Comprehensive EA/SA Executive Summary has been prepared. The document has been disclosed on MoRTH's website as well as through Bank's project portal on November 14, 2019. Social Aspects Consultations: Stakeholder consultations have been initiated/carried out for all the road segments proposed under GNHCP. Public consultation has been carried out with the objective of minimizing probable adverse impacts of the project through alternate design solutions (cross-sectional) and to achieve speedy implementation of the project by bringing in awareness among the community on the benefits of the project. Project affected people were informed about the proposed road development and potential impacts during these consultations. Stakeholder mapping was carried out during the Social impact Assessment (SIA) and preparation of Resettlement Action Plan (RAP). This included identifying the stakeholders and nature of their stakes; understanding each group’s specific issues, concerns as well as expectations from the project. Consultations with the identified stakeholders were carried out during the preparation of SIAs and RAPs at both


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district and village level. Different techniques of consultation with stakeholders were used during project preparation, viz., in-depth interviews, public meetings, group discussions etc. Issues like land and resource damage, social disturbance, severance and increased congestion, noise and air pollution, employment opportunities, labour influx, Gender Based violance (GBV) were discussed so that they can be adequately addressed through Social Management Plans and Resettlement Action Plans. The consultations will continue during the construction and operation phases of the project as well. Disclosure: A Resettlement Policy Framework (RPF), including IPPF has been prepared for the project which includes resettlement and rehabilitation principles and approach to be followed in minimizing and mitigating adverse impacts likely to be caused by the project. The draft RPF for GNHCP has been disclosed both by MoRTH on its website (https://morth.nic.in/externally-aided-project) and the Bank through its project portal in December 2019. For the five (5) out of nine (9) project roads for which designs/DPRs have been firmed-up, corridor specific SIAs and RAPs have been prepared in accordance with Bank requirements. These five (5) road segments include 2 road sections of NH 707 (Paonta to Gumma and Gumma to Fediz in Himachal Pradesh), one road section of NH 158 (Ras-Beawar-Mandal in Rajasthan) and two road segments of NH 516E (Bowdara to Vizainagaram and Paderu to Araku in Andhra Pradesh). All these reports have been disclosed both by MoRTH (https://morth.nic.in/externally-aided-project) and the Bank through its project portal in December 2019. The executive summary of these documents has been translated in vernacular for information and use of stakeholders and placed at locations accessible to public for reference, including offices of the Regional Officer (RO), MoRTH. The engineering designs/DPRs are currently under preparation for the remaining four road corridors (1 in Andhra Pradesh, 1 in Himachal Pradesh and 2 in Uttar Pradesh) and the detailed social assessments/surveys for the same are underway. The SIAs/RAPs for these remaining road segments would be ready for disclosure before/by March 31, 2020. Final versions of all social safeguard reports will be disclosed at least 120 days prior to award of civil contracts. Based on the collation of key findings for all the nine national highway segments under the proposed project, a Comprehensive EA/SA Executive Summary has been prepared. The document has been disclosed on MoRTH's website as well as through Bank's project portal on November 14, 2019. B. Disclosure Requirements

OPS_EA_DISCLOSURE_TABLE Environmental Assessment/Audit/Management Plan/Other

Date of receipt by the Bank Date of submission for disclosure For category A projects, date of distributing the Executive Summary of the EA to the Executive Directors

03-Dec-2019 20-Dec-2019 03-Dec-2019

"In country" Disclosure

India 19-Dec-2019

Comments


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The Comprehensive EA/SA Executive Summary covering all the nine sub-project roads was disclosed at both MoRTH, Govt. of India's website and through the Bank's project portal on November 14, 2019. The EMF, which is an over-arching document providing guidance on the approach to environmental management for the project per se and the sub-project specific EAs/EMPs for five out of the nine sub-project roads have been disclosed on December 19, 2019. Slightly revised versions (with merged volumes of EIA-EMP/annexures) were uploaded on December 24, 2019. The remaining four corridors for which DPRs and EAs/SAs are currently under preparation, the safeguard instruments/ documents will be disclosed before/by March 31, 2020.

OPS_RA_D ISCLOSURE_T ABLE

Resettlement Action Plan/Framework/Policy Process

Date of receipt by the Bank Date of submission for disclosure

03-Dec-2019 20-Dec-2019

"In country" Disclosure India 20-Dec-2019

Comments

Resettlement Policy Framework has been prepared for the project. Draft Resettlement Action Plans have also been prepared for 5 sub-projects and disclosed both by MoRTH and World Bank.

OPS_IP_DIS CLOSURE_TAB LE

Indigenous Peoples Development Plan/Framework

Date of receipt by the Bank Date of submission for disclosure

03-Dec-2019 20-Dec-2019

"In country" Disclosure

India 20-Dec-2019

Comments

Indigenous People Policy Framework (IPPF) has been prepared separately for the project. Indigenous People Development Plan is also under preparation for the sub-projects which will have impact on tribal population.

OPS_ PM_D ISCLOSURE_TAB LE

Pest Management Plan Was the document disclosed prior to appraisal? Date of receipt by the Bank Date of submission for disclosure

Yes 03-Dec-2019 20-Dec-2019


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"In country" Disclosure India 19-Dec-2019

Comments

Measures to meet the basic requirements of OP 4.09 have been made a part of Environment Management Framework and are being/will be integrated in the sub-project specific EMPs depending on the relevance and scale of plantation and related activities proposed in context of the road corridor in question.

OPS_PM_ PCR_TABLE

If the project triggers the Pest Management and/or Physical Cultural Resources policies, the respective issues are to be addressed and disclosed as part of the Environmental Assessment/Audit/or EMP.

If in-country disclosure of any of the above documents is not expected, please explain why:

All key safeguard documents, including their executive summaries have been prepared and disclosed in-country in line with Bank's Policy on Disclosure for five (5) out of the nine (9) road segments for which DPRs/engineering designs have been firmed-up. The same will be done for remaining four (4) corridors for which engineering designs/DPRs, environmental assessments and social surveys are underway.

C. Compliance Monitoring Indicators at the Corporate Level (to be filled in when the ISDS is finalized by the project decision meeting)

OPS_EA_COMP_TABLE OP/BP/GP 4.01 - Environment Assessment Does the project require a stand-alone EA (including EMP) report? Yes If yes, then did the Regional Environment Unit or Practice Manager (PM) review and approve the EA report? Yes Are the cost and the accountabilities for the EMP incorporated in the credit/loan? Yes

OPS_ NH_COM P_TABLE

OP/BP 4.04 - Natural Habitats Would the project result in any significant conversion or degradation of critical natural habitats? No If the project would result in significant conversion or degradation of other (non-critical) natural habitats, does the project include mitigation measures acceptable to the Bank? NA

OPS_ PM_COM P_TABLE

OP 4.09 - Pest Management Does the EA adequately address the pest management issues? Yes


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Is a separate PMP required? No If yes, has the PMP been reviewed and approved by a safeguards specialist or PM? Are PMP requirements included in project design? If yes, does the project team include a Pest Management Specialist? NA

OPS_ PCR_COM P_TABLE

OP/BP 4.11 - Physical Cultural Resources Does the EA include adequate measures related to cultural property? Yes Does the credit/loan incorporate mechanisms to mitigate the potential adverse impacts on cultural property? Yes

OPS_IP_COM P_TABLE

OP/BP 4.10 - Indigenous Peoples Has a separate Indigenous Peoples Plan/Planning Framework (as appropriate) been prepared in consultation with affected Indigenous Peoples? Yes If yes, then did the Regional unit responsible for safeguards or Practice Manager review the plan? Yes If the whole project is designed to benefit IP, has the design been reviewed and approved by the Regional Social Development Unit or Practice Manager? NA

OPS_IR_ COMP_TAB LE

OP/BP 4.12 - Involuntary Resettlement

Has a resettlement plan/abbreviated plan/policy framework/process framework (as appropriate) been prepared? Yes

If yes, then did the Regional unit responsible for safeguards or Practice Manager review the plan? Yes

OPS_F O_COM P_TABLE

OP/BP 4.36 - Forests Has the sector-wide analysis of policy and institutional issues and constraints been carried out? NA Does the project design include satisfactory measures to overcome these constraints? NA Does the project finance commercial harvesting, and if so, does it include provisions for certification system? No

OPS_ PDI_ COMP_TAB LE

The World Bank Policy on Disclosure of Information


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Have relevant safeguard policies documents been sent to the World Bank for disclosure? Yes Have relevant documents been disclosed in-country in a public place in a form and language that are understandable and accessible to project-affected groups and local NGOs? Yes

All Safeguard Policies

Have satisfactory calendar, budget and clear institutional responsibilities been prepared for the implementation of measures related to safeguard policies? Yes

Have costs related to safeguard policy measures been included in the project cost? Yes

Does the Monitoring and Evaluation system of the project include the monitoring of safeguard impacts and measures related to safeguard policies? Yes

Have satisfactory implementation arrangements been agreed with the borrower and the same been adequately reflected in the project legal documents? Yes

CONTACT POINT

World Bank

Pratap Tvgssshrk Senior Transport Specialist

Saroj Ayush Senior Transport Specialist

Tesfamichael Nahusenay Mitiku Senior Transport Engineer

Borrower/Client/Recipient

Department of Economic Affairs

Hanish Chhabra

Deputy Secretry

[email protected]

Implementing Agencies


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Ministry of Road Transport and Highways

Amit Kumar Ghosh

Joint Secretary

[email protected]

Khushal Chand

Chief Engineer (EAP)

[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): Pratap Tvgssshrk Saroj Ayush Tesfamichael Nahusenay Mitiku

Approved By

Safeguards Advisor: Charles Ankisiba 21-Jan-2020

Practice Manager/Manager: Shomik Raj Mehndiratta 21-Jan-2020

Country Director: Sumila Gulyani 24-Jan-2020

http://www.worldbank.org/projects

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