The World Bank Environmental and Social System Assessment (ESSA) India State Support Program for Road Safety (P177668) Draft May 6, 2022 Environmental Social System Assessment (ESSA) TABLE OF CONTENTS EXECUTIVE SUMMARY ................................................................................................................. vi Program Description ............................................................................................................................ 1 1.1 Background and Context......................................................................................................... 1 1.2 Program Scope and Boundaries .............................................................................................. 1 1.2.1 Program Development Objective (PDO) ......................................................................... 1 1.2.2 Key Result Areas ............................................................................................................. 2 1.3 Government Program and Bank Financed Program (P Vs. p) ................................................ 2 1.4 Geographic Scope of the Program .......................................................................................... 4 1.5 Key Program Implementing Agencies and Partners ............................................................... 4 1.6 Borrower’s Previous Experience ............................................................................................ 5 ENVIRONMENT AND SOCIAL SYSTEM ASSESSMENT (ESSA) – METHODOLOGY ADOPTED ............................................................................................................................................. 6 1.7 Overview on ESSA ................................................................................................................. 6 1.8 Purpose and Objectives of ESSA ............................................................................................ 6 1.9 Methodology Adopted for ESSA ............................................................................................ 7 1.10 Structure of the ESSA Report ................................................................................................. 8 ENVIRONMENTAL AND SOCIAL CONTEXT ............................................................................. 9 1.11 Environmental Context ........................................................................................................... 9 1.12 Social Context ....................................................................................................................... 12 POTENTIAL ENVIRONMENTAL AND SOCIAL Benefits, adverse EFFECTS and RISKS ... 14 1.13 Environmental and Social Benefits of the Program .............................................................. 14 1.13.1 Environmental Benefits of the Proposed Program......................................................... 14 1.13.2 Social Benefits of the Proposed Program ...................................................................... 15 1.14 Environmental and Social Risks and Adverse Effects .......................................................... 15 1.14.1 Environmental Risks and Adverse Effects of the Proposed Program ............................ 15 1.14.2 Social Risks and Adverse Effects of the Proposed Program ......................................... 16 1.14.3 Environmental and Social Benefits and Risk Matrix ..................................................... 17 1.14.4 Environmental and Social Risks Associated with Key Performance Indicator (KPI) and Related Activities .......................................................................................................................... 23 1.15 Indirect and Cumulative Impacts .......................................................................................... 33 ASSESSMENT OF ENVIRONMENTAL AND SOCIAL MANAGEMENT SYSTEM, CAPACITY AND PERFORMANCE ............................................................................................... 34 1.16 Assessment of Existing System ............................................................................................ 34 1.17 Key Program Implementing Agencies .................................................................................. 35 1.17.1 Existing Institutional Arrangement and Performance in Participating States ................ 37 i Environmental Social System Assessment (ESSA) 1.18 Summary of Institutional Capacity and Gaps Identified ....................................................... 43 1.18.1 Institutional Capacity Environment ............................................................................... 43 1.19 Legal and Regulatory System ............................................................................................... 52 1.20 Environmental and Social Management System Assessed Against Core Principles ............ 55 1.20.1 Core Principle -1: Program E&S Management System ................................................. 55 1.20.2 Core Principle -2: Natural Habitat and Physical and Cultural Resources ...................... 57 1.20.3 Core Principle -3: Public and Workers Safety ............................................................... 57 1.20.4 Core Principle -4: Land Acquisition and Resettlement ................................................. 58 1.20.5 Core Principle- 5: Rights and Interests of Indigenous People ....................................... 60 1.20.6 Core Principle- 6: Social Conflict .................................................................................. 61 1.21 Grievance Redressal Mechanism .......................................................................................... 61 CONSULTATIONS WITH KEY STAKEHOLDERS AND DISCLOSURE ............................... 62 1.22 Stakeholder consultations ..................................................................................................... 62 1.23 Summary of Multi-stakeholder consultation workshop ........................................................ 63 1.24 Disclosure ............................................................................................................................. 63 RECOMMENDATIONS AND ACTIONS ....................................................................................... 64 1.25 Exclusion of High-Risk Activities ........................................................................................ 64 1.26 Summary of Identified Gaps and Recommendations............................................................ 64 1.26.1 Summary of Environment gaps ..................................................................................... 64 1.26.2 Summary of Social gaps ................................................................................................ 65 1.27 Summary of Recommendations and Actions ........................................................................ 65 1.27.1 Environment Recommendations: ................................................................................... 65 1.27.2 Social Recommendations ............................................................................................... 67 1.28 Measures for Inclusion in the Program Action Plan ............................................................. 67 ANNEXURES ...................................................................................................................................... 69 ANNEXURE 1: LIST OF DOCUMENTS REVIEWED ................................................................. 70 ANNEXURE 2: LIST OF INDIVIDUAL/OFFICIALS CONSULTED DURING ESSA PREPARATION ................................................................................................................................. 71 ANNEXURE 3: APPLICABLE LEGAL AND REGULATORY FRAMEWORK ...................... 73 ANNEXURE 4: DESCRIPTION OF E&S MANAGEMENT SYSTEM AND CAPACITY ASSESSMENT .................................................................................................................................... 85 ANNEXURE 5: ACCIDENT BLACK SPOTS AND POTENTIAL RECTIFYING MEASURES 117 ANNEXURE 6: Applicable Rules for e-waste disposal ................................................................. 121 ANNEXURE 7: NATIONAL MULTI-STAKEHOLDER CONSULTATION WORKSHOP .. 122 ANNEXURE 8: SUB-PROJECT SCREENING FORMAT FOR POTENTIAL ENVIRONMENTAL AND SOCIAL ISSUES ............................................................................... 130 ii Environmental Social System Assessment (ESSA) ABBREVIATIONS AADT Annual Average Daily Traffic ALS Advanced Life Support ATMS Advanced Traffic Management System BLS Basic Life Support ESSA Environmental and Social System Assessment GDP Gross Domestic Product GoI Government of India HIH High Income Households iRAD Integrated Road Accident Database IRR Infrastructure Risk Rating KPIs Key Performance Indicators LIH Low Income Households MCTAP Modified Claims Tribunal Agreed Procedure MHA Ministry of Home Affairs MOHFW Ministry of Health and Family Welfare MOHUA Ministry of Housing and Urban Affairs MoRTH Ministry of Roads Transport and Highways MVAA Motor Vehicles Amendment Act 2019 NH National Highway NHAI National Highways Authority of India NRSB National Road Safety Board NRSC National Road Safety Council OSD Officer on Special Duty PDO Program Development Objective PMU Project Management Unit PPP Public Private Participation PWD Public Works Department RSA Road Safety Audit RTI Right To Information SC Scheduled Caste SH State Highways SLA State Lead Agency iii Environmental Social System Assessment (ESSA) SOP Standard Operating Procedure ST Scheduled Tribe STU State Transport Undertaking ToR Terms of Reference VRU Vulnerable Road Users VRUs Vulnerable Road Users WB World Bank PMC Project Management Consultant PforR Program for Result FR First Responder PUC Pollution Under Check MHRD Ministry of Human Resource Development PMC Project Management Consultant R&B Roads and Bridges Department VCR Vehicle Checking Report OSDMA Odisha State Disaster Management Authority IEE Initial Environmental Examination TSU Technical Support Unit CPGRMS Centralized Public Grievance Redress and Monitoring System DPG Directorate of Public Grievances DARPG Department of Administrative Reforms and Public Grievances AADT Annual Average Daily Traffic ALS Advanced Life Support ATMS Advanced Traffic Management System BLS Basic Life Support ESSA Environmental and Social System Assessment GDP Gross Domestic Product HIH High Income Households iRAD Integrated Road Accident Database IRR Infrastructure Risk Rating KPIs Key Performance Indicators LIH Low Income Households MCTAP Modified Claims Tribunal Agreed Procedure MHA Ministry of Home Affairs MoRTH Ministry of Roads Transport and Highways iv Environmental Social System Assessment (ESSA) MVAA Motor Vehicles Amendment Act 2019 NH National Highway NHAI National Highways Authority of India NRSB National Road Safety Board NRSC National Road Safety Council OSD Officer on Special Duty PDO Program Development Objective PMU Project Management Unit PPP Public Private Participation PWD Public Works Department RSA Road Safety Audit RTI Right To Information SC Scheduled Caste SH State Highways SLA State Lead Agency SOP Standard Operating Procedure ST Scheduled Tribe STU State Transport Undertaking ToR Terms of Reference VRU Vulnerable Road Users VRUs Vulnerable Road Users WB World Bank v Environmental Social System Assessment (ESSA) EXECUTIVE SUMMARY Environmental and Social Systems Assessment (ESSA) was carried out in line with the World Bank Guidance for conducting ESSAs for Program for Results (PforR) financing operations. The ESSA assesses the gaps in the existing institutional, operational and regulatory systems and capacities to manage Environmental and Social (E&S) risks and recommends measures for strengthening them. The ESSA process involved a desk review of relevant documents, technical studies/reports, and information related to the working of the MoRTH and key departments involved in the participating states on road safety. This was complemented with virtual and face-to-face consultations with relevant experts and officials from the Department of Transport, Public Works Department (PWD)/ Roads and Buildings (R&B), Department of Health and Family Welfare, and State Police Department in the seven participating states. In addition, a consultation workshop was also conducted with national and state governments as well as non-governmental organizations (NGOs) involved in road safety programs in the participating states and at the national level. The ESSA identified key gaps and opportunities for further strengthening the existing institutional, operational, and regulatory systems and capacities pertaining to E&S issues under State Road Safety Program. The draft ESSA report will be shared with MoRTH and key departments in the participating states for their comments and suggestions and will be presented to a wide range of stakeholders for their feedback and suggestions through a multi-stakeholder consultation prior to Appraisal.. The key findings of ESSA are summarized below. Environment and Social Benefits and Risks. The proposed Program will have positive health and safety impacts by reducing road accident-related deaths and injury through incentive-based support to the state governments to improve - institutional mechanism and capacity, road engineering, vehicle safety, traffic rules enforcement mechanism, driver behavior, and post-crash care. Activities such as building awareness towards road safety among road users, children, and the community will have long-term benefits in road safety behavior among them. While activities such as black spot-fixing, appropriate signages, speed-reducing measures, instituting measures for reducing driver fatigue, etc. along with enhanced enforcement and filling the gap of available of BLS and ALS ambulances, their response time will benefit by reducing fatalities and in turn will benefit by saving human lives and assets. Nonetheless, the following areas have been identified where potential environmental and social risks and impacts are expected. The key environmental risks emerge from (i) Construction-related EHS risks and impacts as the result of corrective measures taken at identified black spots/accident risk spots based on risk mapping including installation of safety features such as signages, markings, lane separations, pedestrian crossings, etc. and construction/rehabilitation of driver training and automated testing/fitness centers; (ii) Disposal of e-devices/tools for road safety and traffic rule compliance monitoring and accident reporting including disposal of used batteries after its installation and use; (iii) Scrapping old or severely damaged vehicles including ambulances when procurement of new vehicles/ambulances takes place, and (iv) Potential environmental risks/impacts due to accidents involving vehicles carrying hazardous chemicals. The key social risk emanates from (i) (i) temporary disturbances to hawkers, and vendors while fixing blackspots and (ii) Weak community engagement process by the participating departments and the varying degree to which they engage with road users while planning and implementing the rectification measures while fixing black spots. Environmental and Social System Assessment. The legal framework for environmental and social systems is adequate and backed by a set of comprehensive laws, regulations, technical guidelines, and standards, that apply nationwide and to participating states as well. The Environmental legislation at the national and state level for the conservation and management of the environment and on pollution management are well defined and in place, and so is the institutional structure for the management of the environment. Therefore, procedures and clearances required for environmental protection are well defined. Existing legislation also helps minimize or mitigate possible adverse impacts on the natural habitats, archaeological sites, and cultural resources. Similarly, the existing legislative framework is adequate to ensure social sustainability and the interest of marginalized and vulnerable populations including the scheduled castes and scheduled tribes. No land acquisition is allowed under the program. vi Environmental Social System Assessment (ESSA) The country has comprehensive land acquisition and R&R legislation. The Motor Vehicle Act has been the primary legislation governing road safety scenarios in India, and the 2019 Amendment further strengthens the road safety measures. The majority of the road safety activities as identified under the program do not involve any major civil works, except certain types of activities for fixing accident black spots and setting up Driver Training and Automated Testing Centers, and for Automated Vehicle Fitness Centers at the district level. The black spot-fixing is undertaken by the road-owning department which could be Highways, Road and Bridges, PWD, or Urban Development department. However, any construction activities by the Transport Department or Police Department, or Health department are generally done by PWD on their behalf. PWD in each of the participating states have its own well-defined guidelines and procedures for undertaking any civil/ construction activities including those through contractors; and has a built-in mechanism to follow national and state regulations as applicable. Small scale civil works for road safety anticipated under the program, are exempt from EIA as per EIA Notification, 2006 and large-scale civil works are excluded for financing under this PforR. The institutional mechanism is well defined both at the national and state level under the State Support Program for Strengthening Road Safety. At present, all the states have three levels of institutions - policy level, operational level, and district level. In all states, at the policy level, the State Road Safety Council or Road Safety Authority is the senior-most institution on Road Safety in the State and is generally headed by the Chief Minister in some states, while headed by Chief Secretary or Transport Secretary in other states and often include members from Transport, PWD, Highway/ R&B, Home/ Police, Urban Development, Health and Education as its members. The Road Safety Council/ Road Safety Authority periodically reviews the progress and provides policy guidance while Road Safety Cell housed in Transport Department and headed by the Transport Commissioner works as an executive arm that operationalizes and undertakes road safety activities on a day-to-day basis. In the Road Safety Cell, there is representation from PWD, Police, Health, and Education in the form of Officer on Special Duty (OSD) to help coordinate road safety activities with their respective department. At the district level, there is District Road Safety Committee headed by the District Collector/ District Magistrate to review and guide the district-level road safety activities. However, the environment and social specific capacity are presently insufficient because of the lack of dedicated E&S staff. Once this staffing gap is addressed and relevant training imparted in the implementing departments and nodal agencies, these staff need to play a more proactive role to identify and address the potential E&S risks. The program interventions are unlikely to disturb natural habitats or environmentally sensitive zones or require any associated rehabilitation. In case any physical cultural structures come in the way for black spot-fixing, the current practice in many of the states involves consultation with local community representatives, community leaders along with stakeholder departments and District Administration to identify a culturally appropriate way forward. Anticipated physical activities are small in scale and no large construction activities are foreseen as a part of the program, and hence, environmental health and safety (EHS) measures are limited to small-scale constructions. The civil construction works by the PWD and/or by the road owning departments follow the relevant labor laws as applicable in the state, and also mention necessary clauses in the bid and contract document. However, its compliance varies across states and departments due to a lack of proper monitoring. While most of the road safety measures including many of the accident black spot-fixing do not require any major civil works. While the system and capacity for land acquisition and resettlement exists within the State Governments, no land acquisition and/or resettlement is allowed under the proposed road safety program, and it is part of the list of excluded activities. The states will have to follow national act on street vendors 2014 in case of any disturbances to these people while executing works for blackspot corrections. All the participating states and especially the Transport and Police department reported on conducting regular road safety awareness programs through mass media, mix-media, also on social media. In most states, messages on TV, FM radio, distribution of pamphlets, screening of audio-visual materials, street vii Environmental Social System Assessment (ESSA) plays for commercial vehicle drivers and truckers, and public consultation workshops are conducted, and public awareness campaigns undertaken towards road safety are being undertaken in the local language. Also, education programs are undertaken for students on road safety. IEC materials are put up for display in public places and appropriate signboards are put up as per norms to inculcate positive road safety behavior. In most of the states, NGO/CSO is also engaged in to undertake awareness campaigns on road safety in an active manner. However, there is a need to have comprehensive social and behavior change communication (SBCC) to elicit enhanced social benefits by reducing road accident fatalities. Also, the process of community engagement beyond awareness creation is relatively weak and requires strengthening. The current Road Safety program in participating states leverage the existing country system to receive, resolve and manage grievances, and includes (a) Chief Minister’s (CMs) grievances portals; (b) State and Department-specific grievance redress mechanism; (c) Centralized Public Grievance Redress and Monitoring System (CPGRAMS) at national level; and (d) using of Right to Information (RTI) Act. The current grievance redress mechanism in the participating states have multiple options to register grievances and get redressal and includes both online and manual systems. However, the current system lacks systematic recording, monitoring, and reporting on grievances related to road safety and requires strengthening. Key Environmental and Social Gaps. The key gaps identified include (a) absence of dedicated environment and social safeguards specialists at state departments; (b) lack of comprehensive E&S risk screening for small scale civil works; (c) inconsistent disposal of e-waste through the authorized recyclers; (d) insufficient review of vendors’ compliance with applicable environmental legislation in the bidding process; (e) segregation of accident data involving vehicles carrying hazardous substances; (f) staff capacity in the departments to identify, assess and manage potential environmental risks and focus on training on E&S aspects; (g) varying degree of compliance with labor laws by the civil contractors in absence of limited monitoring on this aspect; and (h) lack of systematic recording, monitoring and reporting on grievances related to road safety. Excluded Activities: The State Support for Road Safety Program of the government has eligibility criteria that excludes any new major construction or civil works involving land acquisition and/or resettlement such as for the construction of flyover, foot over bridge, building infrastructure, testing sites, etc. Along with those, the following activities that have the potential to cause high or substantial E&S risks and impacts will not be financed under this PforR: • Any land acquisition, physical relocation, and/or involuntary resettlement impacts. • Program activities that involve large-scale civil works or works that may have an adverse and irreversible impact on the environment. • Program activities in the forest or ecologically sensitive areas. • Activities that are not in compliance with Central and State environmental legislations. • Activities that involve the use of child or bonded or forced labor or labor involved in any hazardous activities. • Activities that involve the destruction or damage to any physical and cultural resources. Recommendations: ESSA recommends that the following key actions are undertaken: 1. Only authorized electronic waste recyclers are invited to the auctioning process. 2. Vendors have mandatory compliance with applicable environmental legislations. 3. Strengthening the staffing and institutional mechanism for E&S aspects with clear roles and responsibilities at different administrative levels within the Lead agency and also preferably in department undertaking civil works i.e., PWD/ R&B/ Highway, etc. viii Environmental Social System Assessment (ESSA) 4. E&S Screening and preparing site-specific mitigation measures for Black spots where civil works are planned, and other building construction sites e.g., Driver training institute or Vehicle fitness center, etc. 5. Extend assistance in accordance with Street Vendors (Protection of Livelihood and Regulation of Street Vending) Act, 2014 in case of disturbances to vendors/ hawkers where relevant. 6. Providing E&S Training and Capacity Building program for frontline program staff. 7. Strengthening civil works monitoring mechanism to ensure compliance with labor laws and labor welfare measures to be instituted by the contractors. 8. The mechanism for systematic stakeholder consultation to identify community concerns and feedback, and garner community support especially where civil works are planned. 9. Strengthen existing grievance redress mechanism for road safety at the state and district level for systematic recording, monitoring, and reporting towards enhancing transparency and responsiveness. While most of the recommendations will be incorporated in the program operations manual, a higher- level action is recommended as part of the Program Action Plan (PAP) and includes: Action Description Source DLI# Responsibility Timing Completion Measurement Mechanism for recording ESSA Transport/ Within 12 Revised mechanism for and reporting segregated Police months of recording and reporting data on accidents departments effectiveness accident data involving involving vehicles vehicle carrying carrying hazardous hazardous substance substances (i) is notified by MoRTH, and (ii) integrated with iRAD. Conduct E&S Screening ESSA Road Owning Continuous State Lead agency/(ies) and prepare site specific Department process to share quarterly mitigation measures reports of E&S e.g., PWD/ where civil works are screening conducted Highway/ R&B being planned such as for and mitigation planned departments Black spots fixing and with MoRTH, and six- other building monthly summary construction sites. report with World Bank Strengthen existing ESSA MoRTH/ State Within 12 Data detailing grievance redress Lead months of grievances received and mechanism for road Agency(ies) effectiveness resolved maintained by safety at the state and the Lead Agency/ district level for MoRTH systematic recording, monitoring and reporting towards enhancing transparency and responsiveness. Revised guidelines on ESSA MoRTH/ State Within 12 Prepare and adopt participation of Civil Lead months of guideline for enhanced Society Organizations Agency(ies) effectiveness participation of CSOs (CSOs) in providing in Central and State feedback to the central Road safety agencies and state road safety lead planning and review agencies. meetings. ix Environmental Social System Assessment (ESSA) Disclosure: The draft ESSA will be disclosed in country at the MoRTH’s website and on the World Bank’s external website, prior to appraisal of the program, to serve as the basis for discussion and receipt of feedback and comments. The draft ESSA is revised based on feedback and comments, including from the multi-stakeholder workshop, and by the participating states. The final ESSA will be re-disclosed at the MoRTH’s website and at the World Bank’s external website. x Environmental Social System Assessment (ESSA) PROGRAM DESCRIPTION 1.1 Background and Context 1. Road crash deaths in India, which are the highest in the world, are a burden to its demographic dividend and have a tangible impact on poverty and on hard-won economic gains. Crashes on India’s roads claim the lives of about 150,000 people and disable another 750,000 people each year. A World Bank study postulates that halving the mortality and morbidity from road traffic injuries (RTIs) over a period of 24 years, could generate an additional flow of income equivalent to about 14 percent of the GDP per capita in India. More than half of the crash victims are pedestrians, cyclists, or motorcyclists, the so-called Vulnerable Road Users (VRUs), often the poorer members of society. Road users of working age comprise 69 percent of all fatalities, who are especially vulnerable as social safety nets are limited. Scaled-up road safety and climate proofing of related transport investments will also contribute to improved transport productivity, universal accessibility, opportunities for climate change mitigation and adaptation. 2. In 2020, India committed to the Stockholm Declaration to reduce the number of road deaths by fifty percent by 2030, and to Sustainable Development Goal 11.2 - that enjoins member states to improve safety to the vulnerable and provide access to safe, affordable, accessible and sustainable transport systems for all - by 2030. Through the landmark legislative and institutional reform - The Motor Vehicles Amendment Act (MVAA), 2019 – the country aims for enhanced governance and accountability of all stakeholders involved in the road safety system and support the National Road Safety Strategy 2018-2030, which outlines India’s vision to achieve zero road crash deaths. Towards this goal, key constraints that need to be addressed including insufficient national and state budget allocations; lack of systematic support to states in establishing and implementing climate resilient road safety and transport strategies/policies; weak capacity/systems of stakeholder institutions at the national and state levels to systematically address the issues; and limited use of robust data-driven frameworks/tools/toolkits for crash data collection, analysis and benchmarking of climate resilient road safety and transport performance. Also, to take full advantage of the MVAA provisions and ground level opportunities, state-level counterpart agencies need to enhance the overall road safety governance including institutional accountability, coordinated planning, strategic budgeting, and overall monitoring and evaluation mechanisms. 3. GoI’s State Support Program for Road Safety is a crucial first step toward its national road safety vision and aspirations. Recognizing that road safety is a inter-departmental subject, which necessitates a coordinated effort by states for mobilizing stakeholders, targeted investment and actions to improve the road safety ecosystem, the GoI has conceptualized the Road Safety State Support Program (RSSSP). This is a grant-based state support program to bolster state institutional capability for road safety management and to help states implement MVAA provisions through a performance and evidence-based results framework. It will ensure that the 14 states that contribute to ~85% of average annual road fatalities are funded (in proportion to their road safety burden), monitored, and evaluated under a common harmonized framework, with results aligned with national targets. The envisaged outcome is to reduce road fatalities by 30% by 2027, in line with GoI’s vision. 1.2 Program Scope and Boundaries 1.2.1 Program Development Objective (PDO) 4. The Program Development Objective is to strengthen the capacity for results-based management and improve road safety outcomes in participating states. 5. The PDO level results indicators include the following: • Development of coordinated data-informed, and results-oriented financing and budget plan for road safety • Annual road traffic crash fatalities in participating states 1 Environmental Social System Assessment (ESSA) 1.2.2 Key Result Areas 6. Descriptions of the Program Result Areas (RAs): The Program will support the five RAs that contribute to the overall outcomes of the Government Program. The detailed descriptions of the results areas (RAs) and the associated activities are provided below: 7. RA 1: Building State institutional capacities and systems to reduce road crash deaths and injuries. Strengthening select State’s institutional capacity and systems to roll out and impleme nt the policy and institutional reform agenda engendered through the Program, through: (a) operationalizing the State Road Safety Lead Agencies, including with representatives from the relevant stakeholder departments in the Participating States; (b) implementing the iRAD crash database management in all Participating States and use it for identifying high risk areas; (c) incentivizing women’s representation in management and executive roles in State Road Safety Lead Agencies; (d) carrying out training to Program management staff and road safety stakeholders for better road safety results; and (e) improving efficiency and enhanced utilization of state budget for road safety programs in all Participating States. 8. RA 2: Improving Road engineering to enhance the safety performance of state highways and urban roads. Improving road engineering by conducting risk mapping of existing State Highways and urban roads in Participating States to systematically identify road safety issues, by: (a) risk mapping through a reactive approach utilizing crash data to identify high-risk sections and spots, and/or proactive risk mapping through road safety audits or equivalent; (b) supporting innovative pilots of women’s safety plans to integrate urban design, spatial planning, and infrastructure elements of women’s safety, including, inter alia: (i) infrastructure-based interventions such as improvements in street lighting, upgrading sidewalks for greater pedestrian safety and installing emergency alarms; (ii) gender- disaggregated planning, monitoring, and reporting systems that track harassment against women; (iii) engaging women-led groups and women grass root leaders in road safety stakeholder consultations; and (iv) delivering targeted sensitization training for Participating States’ transport employees at the policy level and frontline. 9. RA 3: Improving State vehicle and driver safety systems. (a) Improving vehicle and driver safety through: (i) the issuance of new driver licenses from automated testing centers; and (ii) the improvement of vehicle fitness and reduction of emissions by setting up Automated Vehicle Inspection and Certification Centers; (b) Providing technical support to the Participating States to create a medium- term human resources roadmap for improving women’s recruitment and career advancement in newer job roles in the Driver Training & Automated Vehicle Inspection and Certification Centers. 10. RA 4: Strengthening State Road policing effectiveness and efficiency: Strengthening Participating States' capacity to create more deterrence to traffic offenders through improving automated enforcement of speed laws and general enforcement. 11. RA 5: Improving post-crash care by strengthening state emergency medical and rehabilitation services. Improving pre-hospital emergency care for road crash victims in the Participating States, through: (a) setting up a universal helpline number in the Participating States for crash victims to access police, fire, and ambulance services; (b) reduction in the response time for ambulances to reach the crash spot by increasing the network of basic and advanced life support ambulances in the Participating States; and (c) carrying out of training for personnel from the police, transport, fire, and other departments to provide first responder care to road crash victims on the spot. 1.3 Government Program and Bank Financed Program (P Vs. p) 12. The State Support Programme of the MoRTH, GoI is to reduce road accident-related deaths across 14 States of India contributing to around 85% of road fatalities. The program is set up to enhance States’ institutional capacity, policy and fiscal framework while taking targeted and measurable actions. The intended outcome is to sustainably reduce road fatalities and injuries in order to realize the vision of “Towards Zero Road Fatalities on Indian Roads.� 13. The proposed Program supports the implementation of the Government Program by adopting an integrated framework to enhance road safety achievements in all 14 participating states over the 2 Environmental Social System Assessment (ESSA) entire program horizon of 6 years. The overall budget envelope for the RSSSP is US$ 1 Billion fully aligned with the scope of the government’s program. World Bank PforR program will finance US$ 250 Million of the overall program supporting all areas of the GoI’s program except for high value contracts, and civil works that pose significant social and environmental challenges and risks (for e.g., involve land acquisition, resettlement, forest land, ecological sensitive zones). The exclusions will be identified through technical, fiduciary, social and environmental assessments and built into the project appraisal document. It should also be noted that the GoI scheme funding is not exhaustive in term of financial package and shall only complement funding of existing schemes and programs of the centre/states. Nonetheless, the design of the program will provide the opportunity to catalyze and champion various thematic reforms, priority areas, institutional development, and innovations for sustaining the efforts and goals toward GoI’s national and international road safety commitments. The boundaries of the PforR Program have been defined as per the table below: Title The Government The PforR Program (P): Degree of alignment program (p): State India State Support Program for Support Program for Road Safety (ISSPRS) Strengthening Road Safety (SSPSRS) Objective State Support Programme Support the Government of India's Fully aligned with for strengthening Road program aimed at strengthening the enhanced focus on Safety incentivizing states capacity for results-based institutional capacity for performance with grant management to support road safety both at the center and disbursement based on outcomes in select states state levels efforts and outcomes with annual targets for reduction in fatalities. Duration 6 Years (2023-2028) 6 Years (2023-2028) Fully aligned Geographic 14 States 7 states: Andhra Pradesh, Gujarat, SSPSRS is split into two Coverage Odisha, Tamil Nadu, Telangana, programs each covering Uttar Pradesh, and West Bengal seven states to be financed by the World Bank and ADB Results Program KPIs for grant Supports all four themes of the Aligned to strengthen Areas disbursement to the states government program and includes an state road safety are based on four themes: additional results area focused on institutions and their 1. Road Engineering institutional management and management capacity 2. Vehicle Safety and governance Engineering 3. Enforcement 4. Post-Crash Care Overall The overall budget of the The total cost of the PforR program The government Financing government program is (a subset of the government program program will be US$1 billion. focusing on seven out of fourteen supported through states) is US$489 million minus parallel financing of exclusions including high-value US$250 by the Asian contracts, and activities posing a Development Bank. The significant environmental and social remainder of the risk. World Bank will finance Government Program, US$250 million of the PforR US$500 million, will be program. The key consultancies, funded by GoI. IVA and PMC, and capacity support 3 Environmental Social System Assessment (ESSA) Title The Government The PforR Program (P): Degree of alignment program (p): State India State Support Program for Support Program for Road Safety (ISSPRS) Strengthening Road Safety (SSPSRS) to the states are outside of the PforR program and will be funded by GoI 1.4 Geographic Scope of the Program Out of the 14 States that is focused under the Government State Support program for the Road Safety, the proposed PforR program focuses on 7 States i.e., Uttar Pradesh, Tamil Nadu, Gujarat, Andhra Pradesh, Telangana, West Bengal, and Odisha. 1.5 Key Program Implementing Agencies and Partners 14. MoRTH will be the apex implementing body for the program at the national level with a Central Steering Committee (CSC) chaired by the Secretary, MoRTH comprising representatives from stakeholder ministries and departments such as the MHA, Ministry of Housing and Urban Affairs (MoHUA), MoHFW, and Ministry of Human Resource Development (MHRD). The NRSB, once constituted, will be providing strategic and technical support to the CSC. A Central Project Management Unit PMU (CPMU), headed by an Additional or Joint Secretary, MoRTH, with the executive management led by a designated Project Director (Director/Deputy Secretary-MORTH), and supported by a core team comprising Under Secretary and 2 Assistant Executive Engineer level Officers from MORTH, will provide secretariat support to the CSC. This core CPMU team will further be supported by functional experts comprising technical, procurement, fiduciary, and safeguard staff. The CPMU will be responsible for project management and coordination, monitoring the progress of the states and tracking interim outcomes of the scheme as outlined under the Program Operations Manual (POM). Central PMU will be supported by a Project Management Consultant (PMC) for project coordination and handholding with the States and an Independent Verification Agencies (IVA) to verify the achievements made by States. 15. At the State-level, program implementation and oversight shall be led by a State Road Safety Lead Agency (SRSLA) chaired by the Secretary of either Transport or Home Department of the State and a member Secretary at the level of Joint Secretary appointed by the State Government. The SRSLA will also have representatives from the respective departments of Transport, Home, Public Works or Roads and Building, Health, Urban Development, and Education. Under the SSPSRS a state may nominate an existing agency or authority or Department as the SRSLA for the program if the broad institutional structure and management functions can be met as proposed under the government program. The SRSLA will coordinate with the existing District Road Safety Committees as needed for the implementation of the program. The broad management functions of the SRSLA, expected to meet at least quarterly, include: (i) providing policy advice and guidance for the effective implementation of the SSPSRS; (ii) ensuring and promoting coordination and collaboration across involved government stakeholders and levels; (iii) approve work programs, budgets, and program implementation reports; (iii) monitor program implementation and results and address any issue related to project implementation and achieving its results; (iv) ensure adequate transparency of program implementation i.e. publishing work program and budget, project implementation reports, program results and (v) ensure private sector and civil society stakeholders engagement. 16. The management of SSPSRS and coordination between the Steering Committee at MoRTH, Central PMU, and State Lead agencies will be further supported by a PMC hired under the government program. The PMC will have dedicated State Management Units in all participating states which will 4 Environmental Social System Assessment (ESSA) support the States in program coordination, actions, results, and Monitoring and Evaluation (M&E). A comprehensive Grant Management System (GMS) will be developed by a CPMU support consultant, which will be central to monitoring the program. 1.6 Borrower’s Previous Experience 17. The Ministry of Road Transport and Highway (MoRTH), Government of India has had a long experience with World Bank projects with development of roads and highways, Many of the States and the participating departments also have had good experience with World Bank projects over the past three decades. In recent past, the MoRTH engagement with World Bank includes the National Highways Interconnectivity Improvement Project (P121185) 2013-2020; NHAI Technical Assistance Project (P121515) 2011-2018; Green National Highways Corridor Project (P167350) 2020-2025; and further engagements on Road Safety. In addition, over the last three decades there have been many road, and health sector projects in most of the participating states. In fact, most of the road sector projects in the past at national and state level, involved high risks activities including land acquisition and resettlements, which has been completed successfully, and demonstrates borrower’s familiarity and ability in managing them properly in line with Bank safeguard policies. 5 Environmental Social System Assessment (ESSA) ENVIRONMENT AND SOCIAL SYSTEM ASSESSMENT (ESSA) – METHODOLOGY ADOPTED 1.7 Overview on ESSA 18. For each proposed PforR operation, the World Bank assesses at the Program level, the potential environmental and Social (E&S) effects, including direct, indirect, induced, and cumulative effects as relevant; the applicable legal /regulatory framework and the borrower’s organizational capacity and performance to manage those effects. 19. This Environmental and Social Systems Assessment (ESSA) has been prepared by a World Bank ESSA Team for the proposed India State Support Program for Road Safety, which will be supported by the World Bank’s Program for Results (PforR) financing instrument. In accordance with the requirements of the World Bank Policy Program-for-Results Financing (PforR Policy), PforRs rely on country-level systems for the management of environmental and social effects. 20. The PforR Policy requires that the Bank conducts a comprehensive ESSA to assess the degree to which the relevant PforR Program’s systems promote environmental and social sustainability and to ensure that effective measures are in place to identify, avoid, minimize, or mitigate environmental, health, safety, and social impacts. Through the ESSA process, recommendations to enhance environmental and social management outcomes within the program are developed, which subsequently become a part of the overall Program Action Plan. 1.8 Purpose and Objectives of ESSA 21. The main purposes of this ESSA is to: (i) identify the Program’s environmental, health, safety, and social effects; (ii) assess the legal and policy framework for environmental and social management, including a review of relevant legislation, rules, procedures, and institutional responsibilities that are being used by the Program; (iii) assess the implementing institutional capacity and performance to date, to manage potential adverse environmental and social issues and (iv) recommend specific actions to address gaps in the Program’s environmental and social management system, includi ng with regard to the policy and legal framework and implementation capacity. 22. The ESSA describes the extent to which the applicable government environmental and social policies, legislations, program procedures and institutional systems are consistent with the six ‘core principles’ of OP/BP 9.00 and recommends actions to address the gaps and to enhance performance during Program implementation. These six core principles are listed below and further defined through corresponding Key Planning Elements in this report: (a) Core Principle 1: Environmental and Social Management: Environmental and social management procedures and processes are designed to: (a) promote environmental and social sustainability in Program design; (b) avoid, minimize, or mitigate against adverse impacts; and (c) promote informed decision making related to a Program’s environmental and social effects (b) Core Principle 2: Natural Habitats and Physical Cultural Resources: Environmental and social management procedures and processes are designed to avoid, minimize, and mitigate any adverse effects (on natural habitats and physical and cultural resources) resulting from the Program. (c) Core Principle 3: Public and Worker Safety: Program procedures ensure adequate measures to protect public and worker safety against the potential risks associated with: (a) construction and/or operations of facilities or other operational practices developed or promoted under the Program; and (b) exposure to toxic chemicals, hazardous wastes, and otherwise dangerous materials. (d) Core Principle 4: Land Acquisition: Land acquisition and loss of access to natural resources are managed in a way that avoids or minimizes displacement, and affected people are assisted in improving, or at least restoring, their livelihoods and living standards. 6 Environmental Social System Assessment (ESSA) (e) Core Principle 5: Indigenous Peoples and Vulnerable Groups: Due consideration is given to cultural appropriateness of, and equitable access to, Program benefits, giving special attention to the rights and interests of indigenous peoples and to the needs or concerns of vulnerable groups. (f) Core Principle 6: Social Conflict: Avoid exacerbating social conflict, especially in fragile states, post-conflict areas, or areas subject to territorial disputes. 23. An additional purpose of this ESSA is to account for the decisions made by the relevant authorities in the borrower country and to aid the Bank’s internal review and decision process associated with the proposed India State Support Program for Road Safety. The findings, conclusions and opinions expressed in this document are those of the World Bank and the recommended actions that flow from this analysis will be discussed and agreed with Ministry of Road Transport and Highway (MoRTH), Government of India (GoI) counterparts and will become legally binding agreements under the conditions of the new loan. 24. Environmental and Social Systems Assessment (ESSA) for India State Support Program for Road Safety has been carried out following the Bank’s Guidance Document on “Environmental and Social Systems Assessment for Program-for-Results Financing�. In the context of ESSA requirements mentioned in the said document, the specific objectives of this exercise for India State Support Program for Road Safety (this operation) included: a. to identify the potential environmental and social impacts/ risks applicable to the Program interventions, b. to review the policy and legal framework related to management of environmental and social impacts of the Program interventions, c. to assess the institutional capacity for environmental and social impact management within the Program system, d. to assess the Program system performance with respect to the core principles of the PforR instrument and identify gaps in the Program’s performance, e. to include assessment of M&E systems for environment and social issues, and f. to describe actions to fill the gaps that will input into the Program Action Plan in order to strengthen the Program’s performance with respect to the core principles of the PforR instrument. 1.9 Methodology Adopted for ESSA 25. ESSA refers both to the process for evaluating the acceptability of a borrower’s system for managing the Program’s E&S risks in the operational context, and to the final report that is an output of that process. The ESSA process is a multistep methodology in which the World Bank team analyses the E&S effects, including indirect and cumulative effects, of activities associated with the defined Program; analyses the borrower’s systems for managing the identified E&S effects, including reviewing practices and the performance track record; compares the borrower’s systems - laws, regulations, standards, procedures, and implementation performance against the core principles and key planning elements to identify any significant differences between them that could affect Program performance; and recommends measures to address capacity and performance on policy issues and specific operational aspects relevant to managing the Program risks such as staff training, implementing institutional capacity building programs, developing and adopting internal operational guidelines. 26. The ESSA primarily relied on desk review of existing information and data sources, complemented by consultations, interviews/ discussions with key stakeholders in the seven participating states to capture opinions, anecdotal evidence, functional knowledge, and concerns. It involved (a) a comprehensive review of government policies, legal frameworks, Program documents, national guidelines for Road safety program and other relevant information and assessments of Government of India and Government of the seven participating state’s environmental and social management systems (b) interviews and consultations were conducted with relevant experts and officials from Department 7 Environmental Social System Assessment (ESSA) of Transport, Public Works Department (PWD)/ Roads and Buildings (R&B), Department of Health and Family Welfare, and State Police Department in the participating states. In addition, consultations were also conducted with non-governmental organizations (NGOs) involved in road safety program in the participating states and at national level. 27. The World Bank ESSA team1 and the borrower (MoRTH and participating states) worked closely to identify and consider the range of E&S effects that may be relevant to the Program. The PforR approach distinguishes specific roles and responsibilities regarding major steps and tasks at the various phases of the program cycle. The World Bank team prepared this ESSA report that provides an overview and analysis of the GOI’s as well as state government’s policies and regulatory frameworks for the environmental and social aspects for the India State Support Program for Road Safety operation. The ESSA discusses relevant environmental and social national and state legislations for the road safety. Findings of the assessment have been used in the formulation of an overall Program Action Plan (PAP) with key measures to improve environmental and social management outcomes of the Program. The findings, conclusions, and opinions expressed in the ESSA document are those of the World Bank. Recommendations contained in the analysis will be discussed and agreed with MoRTH, GoI. 28. The World Bank ESSA team extensively consulted the designated personnel from the Department of Transport, Public Works Department (PWD) /Roads and Buildings (R&B), Department of Health and Family Welfare, and State Police Department in the participating states. Interviews and consultations were done both in person and virtually with relevant experts and officials. The ESSA team also consulted with NGOs working with road safety program in the participation states and at national level. 29. The draft ESSA was shared with MoRTH, GoI and states and also discussed in a multi stakeholder national consultation workshop for comments and feedback. The draft is updated/ revised based on the feedback from stakeholders. This updated/revised ESSA will be made publicly available in accordance with the Bank’s policy on Access to Information. The final ESSA will be re -disclosed prior to World Bank Board consideration of the Program. 1.10 Structure of the ESSA Report 30. The ESSA report for India State Support Program for Road Safety has been structured as follows: Section 1: Program Description Section 2: Environment and Social Systems Assessment – Methodology Adopted Section 3: Environment and Social Overview Section 4: Potential Environmental and Social Effects, Risks and Benefits Section 5: Assessment of Environmental and Social Management Systems relevant to the Program (including description of the applicable systems against core principles and planning elements/practices; performance and track record) Section 6: Consultations with Key Stakeholders and Disclosure Section 7: Recommendations Annexures 1 Takeaki Sato, Senior Environmental Specialist; Venkata Rao Bayana, Senior Social Development Specialist; Ranjan B. Verma, Consultant – Social and Bodhisatya Datta, Consultant – Environment. 8 Environmental Social System Assessment (ESSA) ENVIRONMENTAL AND SOCIAL CONTEXT 1.11 Environmental Context 31. The growth of speedy transportation is one of mankind’s greatest achievement in minimizing distances but at the same time it has also become a cause of environmental degradation. Concern over the environmental consequences of transport development is long-standing. The environmental implications of transport development have become very widely recognized with a plethora of local, national and international, governmental and non-governmental organizations contributing to the debate by producing their own policy prescriptions and agendas for action. 32. While considering the relationship between transport and the environment we are immediately confronted with a potential paradox: on the one hand, modern industrial societies pursue economic growth through the open exchange of people, raw materials, energy, goods and services in an increasingly global marketplace, yet, on the other, the transport systems required to allow such exchange may be exerting pressures on the environment that degrade the functional integrity and quality of natural ecosystems to the extent that the prospect of maintaining or achieving a high quality of life in many human societies is threatened. In short, we cannot live without transport development, but neither may we be able to cope with its side-effects over the long term. 33. The European Union’s Fifth Environmental Action Programme states that transport is “vital to the distribution of goods and services, and to trade and to regional development�, but argues that current trends towards increasing transport demand are likely to result in “greater inefficiency, congestion, pollution, wastage of time and value, danger to life and general economic loss�. 34. The transportation sector contributes to the degradation of the environment due to a variety of factors. The energy consumption in transport sector is the main cause of pollution. There are significant differences in fuel efficiencies between various modes of transport, for example, consumption of energy in cars is more among urban transport modes, although there has been a significant improvement in the fuel efficiency in cars and other automobiles. Transport is a major source of air pollution not only in developed but also in developing countries. The rapid increase in the number of vehicles on Indian roads, is fast developing issues of environmental concern. Exhaust fumes are the major source of atmospheric pollution by the motor vehicles. The main pollutants include Carbon Monoxide (CO), Un- burnt Hydrocarbons (HC), other gases such as Nitrogen oxides, Tetraethyl lead and deposits such as Carbon and dust particles which are further exacerbated when vehicles are not maintained appropriately. 35. Noise pollution is another important factor associated with road transport. It is estimated that some 135 million people in OECD countries suffer transport noise levels in excess of 65 db. Vehicular traffic contributes to about 55% of the total urban noise in India2. Most cities in India have been facing serious noise pollution problems in the last few decades due to substantial growth in the number of vehicles, expansion of road network, industrialization and urbanization. This is further enhanced due to poor vehicle maintenance which generates excessive noise. Estimation of traffic noise is more difficult in Indian cities considering the heterogeneity in traffic conditions including mixed vehicle types, congestion, road conditions, frequent honking and general lack of traffic sense. Honking is a common occurrence in India, irrespective of road types and condition, traffic etc. 36. Development of road networks involves direct utilization of land. Long strips of land are consumed, and large areas effectively divided into smaller ones. The use of road tunnels or viaducts can reduce division of land parcels, especially in urban areas, though the latter introduces significant visual impact, and both solutions are costly. Land consumption is not just a direct consequence of transport development; it may also occur indirectly as land is utilized for the extraction of the raw materials 2 https://link.springer.com/article/10.1186/s40201-015-0164- 4#:~:text=Vehicular%20traffic%20contributes%20to%20about,noise%20%5B7%2D9%5D.&text=Most%20citi es%20in%20India%20have,urbanization%20%5B13%2D15%5D. 9 Environmental Social System Assessment (ESSA) (principally aggregates) required for construction. The most notable environmental impacts due to road development is the loss of soil permeability which reduces groundwater recharge potential. Road transport may also have significant impact on ecological degradation. The degradation of terrestrial and aquatic ecosystems, as measured by indicators such as reduced habitat/species diversity, primary productivity or the areal extent of ecologically valuable plant and animal communities, provides one of the most emotive aspects of the tension between transport development and environmental quality. 37. The table below briefly outlines the main environmental effects of road transport. Parameters Impact Air Local (CO, CxHy, NOx, fuel additives (Lead & particulates), CO 2 & CFC Water Resources Pollution of surface & ground water & by surface runoff; modification of water systems due to road construction Land resources Land acquired for infrastructure; extraction of road building materials Solid waste Disposal of construction debris from road works; vehicles withdrawn from operations and disposed; waste oils Noise Noise and vibration from all types of vehicles Accident risk Death, injury, property damage due to accidents, risk of transportation of hazardous substances, risk of structural failure of roads or road facilities Other impacts Partition or destruction of neighborhoods, farmland or wildlife habitats. 38. Although Carbon emissions are the largest environmental issue facing the transportation department, it is not the only one. Traffic accidents can also have a negative effect on the world around them. Vehicular accidents affect the environment as they often result in fuel and fluid leaks, emitting harmful chemicals into the environment that can poison grass, neighboring plants and harm wildlife. Major oil spills from wrecked vehicles are one of the biggest problems with transportation accidents, particularly those that happen near water bodies, and in some cases even run the risk of starting a fire. In this context, it is pertinent to mention that if the accident involves a transport vehicle carrying hazardous substances, the potential environmental and even social risks may be magnified many-fold. These hazardous chemicals may be in the form of gases, liquids or even solids. 39. There are also the issues related to landfills. When a car is severely damaged due to an accident, most insurance companies determine it is more economical to replace the vehicle than to repair it. Though many vehicle parts can be recycled, most of the vehicle ends up in a landfill (dumpsite/disposed indiscriminately along the road) where it takes several years to decompose. The effects on soil, water, and air pollution influence the entire ecosystem. 40. Accidents can also sometimes be so massive and traumatic that they can even leave behind damage to the roads and associated infrastructure. These would then need large-scale repairs to fix the damage and also ensure that in future, no accidents of the same nature and for the same reason occurs in the same place again. These large-scale repairs will have a damaging impact on the environment, as considerable civil works may be involved. Moreover, roads are lined with tarmac/(asphalt/bitumen), and the use of which for repair can be damaging for the environment in a number of ways3. 41. Road Traffic Accidents (RTAs) are among the major life-threatening issues facing rural as well as sub-/urban communities. The environmental context of road safety is however a two-way street. On one side road crashes can have a multitude of adverse environmental impacts in the immediate crash site and depending on the type of accident and the vehicles involved and the materials being carried 3 https://www.newscientist.com/article/2253470-asphalt-on-roads-may-soon-be-greater-source-of-air-pollution- than-cars/ 10 Environmental Social System Assessment (ESSA) these impacts can also have an impact on larger surroundings of the crash site. On the other hand, sometimes the environmental conditions along the roads can also play a contributing role leading to road crashes. There have been various studies to assess the relevancy of different weather conditions like rainfall, water logging, extreme temperature, fog, landslides, and storms with the incidences of RTAs. These studies showed that rainfall, severe cold, fog, and heat conditions were directly related with the occurrence of RTAs. 42. The World Bank has a central role to support the United Nations’ (UN) Decade of Action for Road Safety4 and the related achievement of Sustainable Development Goals (SDG) 3.6 and 11.25. SDG 3.6 sets a target of halving deaths and injuries from road crashes. The World Bank supported ‘Sustainable Mobility for All Initiative’ (www.sum4all.org) highlights safety as one of the pillars of sustainable mobility. 4 United Nations General Assembly (2010), ‘Resolution 64/255, Improving Global Road Safety’, United Nations: New York. 5 United Nations (2015), ‘Sustainable Development Goals’, New York. 11 Environmental Social System Assessment (ESSA) 1.12 Social Context 43. India, one of the biggest democracies in the world and home to a population of more than 1.3 billion. The Country is a topographically, culturally, linguistically and ethnically diverse federal republic governed under a parliamentary system with 28 states and 8 union territories. 44. India has the second-largest road network in the world, spanning a total of 6.39 million kilometers6 (kms). This road network transports 64.5% of all goods in the country and 90% of India’s total passenger traffic uses road network to commute. Road transportation has gradually increased over the years with improvement in connectivity between cities, towns and villages in the country. India has the world’s highest reported number of annual road crash fatalities. According to the World Health Organization, road crash fatalities in India account for approximately 11 percent of the estimated 1.35 million global toll each year7. This has hindered the country’s economic growth and caused significant social welfare losses among the poor. 45. Road Traffic Injuries in India are closely interlinked with on-ground socioeconomic realities like class, gender and geographical location that often intersect and affect various sections of the population differently. More than half of the crash victims are pedestrians, cyclists, or motorcyclists, the so-called Vulnerable Road Users (VRUs), often the poorer members of society. Road users of working age comprise 69 percent of all fatalities, with loss of income and medical expenses due to a crash can often bring financial disaster to victims and their families, especially as social safety nets are limited. 46. The study conducted by the World Bank in collaboration with Save life Foundation based on the survey data collected from four states i.e., Uttar Pradesh, Bihar (representing low capacity and poor states), and Tamil Nadu and Maharashtra (representing high capacity and rich states) tries to quantify the inter-linkages between poverty, socioeconomic realities, and road crashes in India. The study suggested that the socio-economic impact of road crashes on vulnerable individuals and poor households in India affects low-income households differently, often pushing them into further debt and poverty8. The socio-economic burden of road crashes is disproportionately borne by poor households. Also, the incidence of fatality post-crash is higher among victims from low-income households (LIH) compared to high income households (HIH). The study suggested that the decline in total household income was sharper among LIH (75%) than HIH (54%). The severe impact of decline in income was highest among LIH in rural areas (56%) compared to LIH in urban areas (29.5%) and HIH rural (39.5%), and cases where victims died as well as where victims were males. This impact is further accentuated with limited ability of the LIH to cope with the financial distress in post-crash period. In addition to financial distress, poor households experience a deterioration in their quality of life accompanied by psychological suffering and emotional distress. Also, within households, women bear the brunt of caregiving activities post-crash, leading to a double burden of labor and mental load and exacerbated inequality of opportunities in returning to livelihoods and income generating tasks. 47. The study also revealed that the insurance coverage was significantly higher among HIH and households in urban areas vis-à-vis LIH and in rural areas. Information asymmetry and poor awareness of legal compensation among LIH compounds their distress. Only less than a quarter of the LIH victims were aware of the compensation process and insurance clauses. Also, the low rates of insurance coverage and poor awareness related to legal compensation processes among truck drivers. Only a fifth and two-fifths of truck drivers surveyed were covered under medical insurance and life insurance 6 https://morth.nic.in/sites/default/files/RTYB-2017-18-2018-19.pdf 7 World Bank 2020. Delivering Road Safety in India : Leadership Priorities and Initiatives to 2030. Available at https://openknowledge.worldbank.org/handle/10986/33339 8 World Bank, 2021. Traffic Crash Injuries and Disabilities: The Burden on Indian Society, World Bank Group Publication. Available at https://www.worldbank.org/en/country/india/publication/traffic-crash-injuries-and- disabilities-the-burden-on-indian-society 12 Environmental Social System Assessment (ESSA) respectively at the time of the crash. Overall, two-thirds of truck drivers were not aware of third-party liability insurance. None of the drivers had applied/ benefited from cashless treatment at the hospitals, Solatium Fund for hit and run case or ex-gratia schemes. 48. The study report provides related recommendations for policy reform under six key areas as follows: a. Need for effective institutional mechanisms and awareness building . There is a need to improve vulnerable road users (VRU) safety especially for LIH in rural areas, who are most at risk in road crashes. There is also a need for the State Governments to ensure greater sensitization and awareness among stakeholders, especially the police who are often reluctant to file FIRs. b. Institutionalize post-crash emergency care and make health infrastructure & coverage more accessible & inclusive. There is need for urgently implementing the cashless treatment scheme under Section 162(2) of Motor Vehicle (Amendment) Act, 2019, reducing Out-of- Pocket Expenses for LIH, increasing health insurance coverage and extending its scope to address post-crash disability and mental health effects. c. Provide a Social Security Net for crash victims from LIH through State Support . The Central and State Governments should introduce vocational and educational support for victims and their families through community programs and special schemes for jobs, skilling and education. Comprehensive rehabilitation support also needs to be extended to crash victims especially those with post-crash disabilities. d. Create an accessible legal framework for availing insurance and compensation for road crash victims. The Government should create schemes to increase insurance coverage and penetration for LIH. Insurance agencies should broaden the scope of insurance policies by including rehabilitation and recovery of crash victims. Since most compensation payments take time to process, under Section 164A of MVAA 2019, the Government must make provisions to provide interim compensation to crash victims to provide for immediate relief. The comprehensive coverage of Modified Claims Tribunal Agreed Procedure (MCTAP) needs to be ensured through better mechanisms for effective coordination. e. Recognize the gendered impact of road crashes and address it through participative governance & special schemes for women. Governments should incentivize employment opportunities for women affected by road crashes. Steps could include: encouraging small businesses in work from home set up, providing low-interest loans and emergency cash transfers to post-crash turned female-headed households. Women from households who have lost the breadwinners in road crashes should also be automatically enrolled in the State Government’s employment database. f. Strengthen post-crash support for children and young adults through state support. Governments should implement progressive provisions on child road safety under Sections 194B, 129 and 199A of the Motor Vehicles (Amendment) Act, 2019, framing a rigorous policy on child road safety and provide support for children and adolescents affected by road crashes. The State Government should ensure a minimum of three-month moratorium on school fees for children impacted by road crashes from LIH. 49. The study report provides detailed recommendations for strengthening institutional agencies to respond to the needs of vulnerable road users (VRUs) and associated households. It lays out suggestions for States to strengthen their institutional capacities, to respond better to the challenges presented by road crashes and improve their performance, and to create efficient mechanisms for LIH to get access to legal and insurance-based compensation after a crash to mitigate their financial burden. These recommendations, if implemented, have the potential to significantly improve the lives of vulnerable road users and to create far-reaching positive road safety outcomes. 13 Environmental Social System Assessment (ESSA) POTENTIAL ENVIRONMENTAL AND SOCIAL BENEFITS, ADVERSE EFFECTS AND RISKS 1.13 Environmental and Social Benefits of the Program 1.13.1 Environmental Benefits of the Proposed Program 50. There are several environmental benefits of the proposed program which includes enhanced awareness among all stakeholders regarding road safety and capacity built in the Program Management Team/Cell/Unit (PMU/PMC) where staff are trained in all participating states for the effective management of E&S aspects during program implementation. Screening of proposed activities for black spot rectification (particularly for large scale interventions) and to assess the associated potential environmental risk would be beneficial for the monitoring and reporting on such activities so that timely actions are taken to address the identified risks. 51. One of the biggest environmental as well as social risks are from the potential accidents of vehicles carrying hazardous substances. The program anticipates that accident data will be segregated to track the number of accidents involving vehicles carrying hazardous substances, their types, and the reasons for the accidents so that it supports the efforts to enhance the required awareness about the potential environmental and social risks associated with the transport of hazardous substances and the necessary measures are undertaken to reduce the risk through strict enforcement; this will be of immense benefit for all stakeholders. This may be achieved by strict and frequent assessment of driver competency, assessment of driver awareness of the materials being carried and the "do’s and don’ts� they need to follow strictly in case of accidental leakages, spillages of such materials along the way so that they can take immediate action to reduce the potential impacts and inform the appropriate authorities. 52. Stricter enforcement of vehicle fitness, appropriate labeling of vehicles carrying hazardous substances and requirements for drivers to carry Material Safety Data Sheet (MSDS) will add to the potential benefits due to the increased awareness and reduced environmental risks from transportation of such materials. 53. Measures taken to decongest bottlenecks and black spot rectification will have environmental benefits as traffic flow will be smoother leading to reduced emissions and noise. The increased digitization to support enforcement of driving offences using handheld or installed devices will reduce the number of vehicles being stopped for physical issuances of driving offence tickets which will avoid driving lanes being blocked temporarily which often leads to disruption of traffic flow that leads to increased emissions and noise. 54. The proper disposal of bio-medical wastes generated from ambulances and hospitals will also have immense environmental benefits. Disposal of electronic devices at their end of life/malfunction when disposed through authorized e-waste recyclers which will ensure that these are disposed as per norms and the environmental impacts are minimized, therefore beneficial for the environment. Similarly, the provision of facilities to facilitate proper disposal of scrapped vehicles at their end-of- life/post severe crash, will have significant environmental benefits. 55. The involvement of the private sector led initiatives for increased awareness drives among the general public will have significant benefits and will also bring in additional funding for road safety initiatives. Companies can demonstrate and take leadership to showcase inhouse awareness, systems and processes associated with improved behavior for road safety which will also encourage other private sector companies to emulate. 56. The program component and activity wise environmental benefits have been outlined in the Environmental and Social Benefits and Risk Matrix table. Overall, under the proposed program, the reduction of road accidents and stricter enforcement of licensing, driver competency, vehicle fitness 14 Environmental Social System Assessment (ESSA) and increased awareness of all departments regarding the potential environmental risks will have significant immediate and long-term environmental benefits. 1.13.2 Social Benefits of the Proposed Program 57. Road traffic injuries in India are closely interlinked with on-ground socioeconomic realities like class, gender, and geographical location that often intersect and affect various sections of the population differently. Given that more than half of the crash victims are pedestrians, cyclists, or motorcyclists, the so-called Vulnerable Road Users (VRUs), often belong to the poorer section of society. About 69% of the road users’ fatalities are those belonging to working age, which results in loss of income, and medical expenses due to a crash often bring financial disaster to victims and their families, especially as social safety nets are limited. Any road safety measures will have significant positive impacts on saving precious lives, properties and improving the socio-economic status of the road users and their families who directly or indirectly gets impacted. 58. While the proposed program has a positive social impact with most of the activities directly or indirectly contributing towards enhancing the social benefit and/or positive social change. Activities such as building awareness towards road safety among road users, children, and the community will have long-term benefits. While activities such as black spot-fixing, appropriate signage, speed-reducing measures, instituting measures for reducing driver fatigue, etc. along with enhanced enforcement will benefit in reducing accidents and fatalities and in turn will benefit in saving human life and assets. Similarly, filling the gap of BLS and ALS ambulances, and their response time in reaching accident sites will benefit in saving precious lives of the accident victims. In addition, First Responder training will help awareness and appropriate skills in responding to any accidents and in reducing accident fatalities. Also, placing an increased number of female staff for operating ambulance control rooms will help address the emerging need to understand and respond to women accident victims especially involving pregnant women or an old age woman, and their immediate medical requirements. Similarly, promoting and implementing Good Samaritan guidelines and further training will help identify and encourage champions in save precious lives during road accidents leading to larger social benefits. 1.14 Environmental and Social Risks and Adverse Effects 1.14.1 Environmental Risks and Adverse Effects of the Proposed Program 59. One of the important activities under the proposed program is the risk mapping of SHs and urban road network and identification of high-risk crash corridors through crash data analysis and road safety audit. It is felt that there may be potential environmental risk and associated adverse effects if the ‘Risk mapping exercise’ is only done for road engineering without considering factors such as driver competency, consignor urgency to deliver consignments (driver being incentivized to drive faster than usual to deliver on time), vehicle condition, driver fatigue etc. Often these factors play a critical role causing road accidents particularly for the transport vehicles as drivers are required to deliver the consignment by a ‘calculated/target time’ by the consignor and drivers tend to drive above the recommended speeds to meet those timelines even under conditions of fatigue which increases the risk probability for accidents which can involve environmental risks. 60. Measures to rectify black spots may include lane separations, development of pedestrian footpaths and decongestion of bottlenecks. The potential rating of environmental risks will vary on the specific activity and the scale of work. Even relatively small civil works will involve impediment of traffic flow leading to increased emissions and noise and also generate construction debris wastes which need to be disposed as per the applicable rules. Similarly, initiatives to develop facilities to relieve driver fatigue (resting centres) are likely to require construction which will trigger environmental risks associated with construction activities. 61. Setting up/construction of driver training and automated testing facilities or vehicle fitness facilities are most likely to involve construction which will trigger environmental risks associated with 15 Environmental Social System Assessment (ESSA) construction activities, even if the proposed facility is relatively small. Construction of driver training facilities are likely to involve significant use of concrete for the tracks which will lead to soil compaction. Some of these activities may also require cutting of trees which has an adverse environmental effect. 62. The scrapping of vehicles due to end of life or post severe crash will lead to adverse environmental effects. The risks may be minimized if these are disposed at designated disposal facilities and as per the rules outlined by MoRTH that will ensure adequate measures are taken to minimize potential impacts. 63. Civil works for repair and maintenance of roads, road widening, or lane separation are all likely to involve use of tarmac which has its own set of environmental impacts particularly since the methods used in India involve significant emissions during the heating of the asphalt/bitumen (Bitumen 60/70 is presently used mainly in construction of National Highways and State Highways) and make it fluid for the preparation of road repair/laying. 64. The procurement of electronic devices for enforcement will generate e-waste at the end of life or when these devices malfunction and need to be disposed. The disposal of such devices and batteries may pose environmental risks if e-waste and battery wastes are not disposed through authorized recyclers and as per the applicable rules. 65. Overall, the environmental risk rating from proposed civil works will be determined by the scale of work undertaken. However, since the project interventions are not likely to be of large scale as these are excluded from financing under this PforR, the potential environmental risks are likely to be low to moderate. In addition, if the disposal guidelines for solid waste, construction debris, e-waste and battery waste are strictly enforced, and compliance is achieved the associated risks may be significantly reduced. 1.14.2 Social Risks and Adverse Effects of the Proposed Program 66. The overall social effect of the program is positive with measures contributing to proposed reduction in accident fatalities. Majority of the activities towards the road safety under the proposed project, and the KPIs that the participating states need to achieve are softer in nature. Apart from accident black spots, there are many reasons for accidents such as driver competency, consignor urgency to deliver consignment (driver incentivized to drive faster than usual to deliver on time), vehicle condition, driver fatigue, low visibility, improper road surfaces such as potholes etc. they require measures that are small scale, site specific, and can easily be mitigated by existing systems and process in place. However, this may vary across departments and states based on their institutional capacity which may require strengthening. Also, the social risks relate to weak community engagement process by the participating departments and varying degree to which they engage with road users while planning and implementing the rectification measures while fixing black spots. 67. While many of the measures for accident black spot fixing may not require any major civil works and will have minimal or low social risks. The Program clearly excludes any major civil works, that involves land acquisition and resettlement. The type of works envisaged for fixing black spot include clearing and/or widening of footpath small road improvements. These may have low to moderate social risks as they require minimal civil works and at few places may disturb the hawkers, and vendors temporarily. Establishment of driver training centres, and vehicle fitness centres are all planned to be set up on encumbrance free Government owned land as the program has no support for land acquisition and resettlement. 68. With any major civil works, including land acquisition, and/or resettlement being ineligible under the proposed project, the social risks remain are of small scale, site specific, reversible impacts, and are amenable to risk mitigation measures, and hence is rated as ‘Moderate’. 16 Environmental Social System Assessment (ESSA) 1.14.3 Environmental and Social Benefits and Risk Matrix 69. The component-wise environmental and social effects of the program, including the potential benefits, risks and impacts are presented in the table below. Table (4.1): Environmental and Social Risks and Impacts of Proposed Activities under the Program Component and Activity Potential Activities by the States Potential E&S Benefits and Risks/Impacts Results Area 1: Building State institutional capacities and systems to reduce road crash deaths and injuries Program management and leadership • Lead Agency designated in the participating states • While there are no major environmental or social risks, delivered by the participating states • Members from participating departments such as there is need for designating a nodal officer in each Home (Police), PWD/P&B, Health, and Transport agency and mechanism for implementing, monitoring and Department are part of Lead Agency/ Road Safety reporting E&S aspects. Society • Having a good coordination mechanism with • Lead Agency/ Road Safety Society fully housed participating departments and the Lead agency will help with necessary staffs and lead by a senior implement and monitor E&S activities across official(s). departments in the state. • Inter-departmental coordination mechanism developed and implemented. Program implementation delivered by • Planning, administrative, financial, procurement, • No specific E&S risks. the participating states approval, and reporting system are defined and • Screening, monitoring and reporting on activities brought under the practice for both Lead agency as involving any E&S risks will be highly beneficial for any well as participating departments on road safety timely support and actions. activities. • Periodic reports being generated and shared. Program Management Team/Cell/Unit • Conducting training need assessment • No specific E&S risks. (PMU/PMC) staff trained in all • Training institutions/ agencies identified and • Benefits include increased awareness and management of participating states contracted E&S issues during program implementation as the result • Training modules developed of training of PMU/PMC and other relevant full-time • Training schedule designed for each type of staff in departments on E&S aspects. training and identified target audiences/ staffs for • Training of other department staff across levels will the same provide an opportunity for institutionalizing overall basic • Conducting training as per schedule E&S capacity in the department beyond project duration. Private sector led road safety initiatives • Identifying and engaging with private sector • No specific E&S risks. operational players on specific set of activities 17 Environmental Social System Assessment (ESSA) Component and Activity Potential Activities by the States Potential E&S Benefits and Risks/Impacts • Institutionalizing and formalizing private sector • Private sector led initiatives have immense potential engagement benefits to bring in additional funding for road safety and • Monitoring and reporting greater awareness, implementation and enforcement. • Engagement with civil society on community awareness among other activities will enhance overall social benefits. State budget utilization for road safety • Budget line creation (where required) • No specific E&S risks. programs in all participating states • Reporting and audits on the budget utilization • E&S benefits will be enhanced with adequate resources allocated to identify and manage E&S aspects. Results Area 2: Improving Road engineering to enhance safety performance of state highways and urban roads Road Safety Risk Assessments and • Risk mapping for identifying key road segments/ • One of the biggest environmental and social risks from Baseline data collection for points where frequent accidents are reported road accidents are from those that involve vehicles identification and remediation of high- including with data on injuries and fatalities etc. hazardous chemicals as injury/ illness/ deaths may risk corridors and sites on State • Segregated data for accidents involving vehicles involve communities near accident sites if gasses/liquids Highways (SH) carrying hazardous chemicals. are leaked. • Grading/ risk rating of road segments based on risk • These accidents may or may not be due to black spots mapping and might be due to a variety of other reasons such as driver competency, consignor urgency to deliver consignment (driver incentivized to drive faster than usual to deliver on time), vehicle condition, driver fatigue etc. • Segregated data on accidents involving vehicles carrying hazardous substances will allow for accident trend assessment including causes of accidents. Such analysis will reduce the potential accidents involving such vehicles, which will have tremendous environmental benefits. • Mapping of risk factor and identifying the key road segments/ blackspots is the first stage of moving towards addressing/ rectifying them in reducing the road accidents. 18 Environmental Social System Assessment (ESSA) Component and Activity Potential Activities by the States Potential E&S Benefits and Risks/Impacts High-risk sections eliminated by • Identify priority corridor and sites on SH based on While many of the measures for black spot rectification may engineering intervention as identified in risk mapping not require any major civil works and will have minimal the assessments • Remedial/ corrective measures planned for the environmental or social risks. However certain type of identified blackspots/crash risk spots based on risk activities e.g., improving road, clearing and/or widening of mapping and identified priority road segments. footpath, and widening of road etc. may have low to moderate • Remedial measures undertaken in the identified environment and social risks based on: priority road segments for elimination of risks. • Temporary disturbances to hawkers and vendors on the A typical measure required for remedial measures existing Government land that is required for black spot include a combination of measures as below depending fixing. on assessment of the type of black spots • Clearing and cutting of trees etc. • Necessary environmental and social permissions required • Improve signage based on type of activities planned in eco-sensitive area • Improve lighting/ visibility or proximity to any designated physical cultural • Speed limiting measures resources. • Improve road markings • Any need to realign any drainage, water, electricity, gas • Remove roadside obstacles pipeline etc. • Improve road surface e.g., rectifying potholes, road Hence, depending upon type of black spots rectifying edges, drainage etc. measures and the involved the scale of work required, the • Remove roadside obstacles, installing crash E&S risk may change significantly for the specific sites and barriers activities. • Installing warning signs (e.g., for bends, junctions, narrow roads) • Removing on road parking etc. • Mechanism for reducing driver fatigue • Avoid contra traffic flow • Active and strict police enforcement • Improve road geometry e.g., Eliminating sharp changes in alignment – curve/ slope etc. • Improve facilities for pedestrians walking along the road (including clearing and widening where required) • Widening the lanes and / or shoulders 19 Environmental Social System Assessment (ESSA) Component and Activity Potential Activities by the States Potential E&S Benefits and Risks/Impacts Pedestrian footpaths and dedicated • Identify priority corridor on high-risk sections of Environmental and Social risks may emerge from bicycle and 2-wheeler lanes installed SH and Urban roads based on risk mapping and • Environmental risks/impacts may include requirement to along high-risk sections of SH and available blackspot or any other available data. cut trees and construction related impacts including Urban Roads identified in the risk • Based on available blackspot/ risk assessment or generation of construction debris waste, air emission, assessment in all participating states any other available data, identify priority corridor noise, wastewater and occupational and community on SH and Urban roads for development of health and safety. dedicated lane for two wheelers. • Alternative options need to be explored in case additional • Design and construction of pedestrian footpath on land required for building footpaths. Land acquisition the identified corridor. and resettlement are not allowed under the program. • Design and construction of dedicated lane for two • Temporary disturbances to hawkers and vendors wheelers in the identified priority stretches of SH • Some works may require obtaining the necessary and urban roads. permissions required based on type of eco-sensitive area or proximity to eco-sensitive area or any designated physical cultural resources. • Potential environmental impacts for any activities that need realignment of drainage, water, electricity, gas pipeline etc. • Anticipated E&S benefits include reduced accidents, reduced emissions and noise. Result Area 3: Improving State vehicle and driver safety systems District Coverage of Driver training & • Undertaking study to identify district wise Environmental and Social risks may emerge from automated testing centers in each coverage of Driver training and automated testing • Construction of driver testing facilities will involve participating state centers construction and associated environmental risks/impacts • Conducting feasibility study to identify center even if facility is constructed on government land configuration along with PPP structure for the • To be built only on government land as land acquisition Driver training and automated testing center in line and resettlement are not allowed under the program. with central government scheme. • Construction may require clearing and cutting of trees • Setting up Accredited Driver Training and etc. Automated Testing Centers at district level • Necessary permission required based type of eco- including through PPP mechanism sensitive area or proximity to any eco-sensitive area or designated physical cultural resources. • Any need to realign any drainage, water, electricity, gas pipeline etc. 20 Environmental Social System Assessment (ESSA) Component and Activity Potential Activities by the States Potential E&S Benefits and Risks/Impacts New driver licenses issued from • Developing policy and/or guidelines for issuing • No specific E&S risks. automated testing centers in each driving licenses using automated testing centers • Potential E&S risks if driver competency is not assessed participating state • Migrating existing driver license information and rigorously to drive vehicles carrying hazardous data to the automated system chemicals. There will be additional benefits if such • Training staffs on the new systems and process to drivers receive more frequent testing for renewal of be followed for issuing driving licenses from licenses as compared to normal/standard commercial automated testing centers vehicle drivers. Automated vehicle fitness (Inspection & • Undertaking study to identify district wise Environmental and Social risks may emerge from: Certification) centers set up and coverage of Automated vehicle fitness (Inspection • Construction of driver testing facilities will involve operational in each participating state & Certification) centers construction and the associated environmental • Conducting feasibility study to identify center risks/impacts even if facility is constructed on government configuration along with PPP structure for the land Automated vehicle fitness (Inspection & • To be built only on government land as land acquisition Certification) centers. and resettlement are not allowed under the program. • Setting up Accredited Automated vehicle fitness • Clearing and cutting of trees etc. (Inspection & Certification) centers at district level • Obtain necessary permissions required based on type of including through PPP mechanism eco-sensitive area or proximity to any eco-sensitive area or designated physical cultural resources. • Any need to realign any drainage, water, electricity, gas pipeline etc. Registered vehicles inspected annually • Developing guidelines for annual vehicle • No specific E&S risks. from the Automated Vehicle Fitness inspection using Automated Vehicle Fitness • Vehicles carrying hazardous chemicals need more Centers Centers. frequent inspection than general commercial vehicles for • Operationalizing annual vehicle inspection general fitness as well as clarity of markings on vehicle body to indicate the hazardous materials being carried. Result Area 4: Strengthening State Road policing effectiveness and efficiency High-risk SH sections operating within • Identifying high-risk SH sections based on risk • No specific E&S risks. the Speed Limits mapping. • E&S risks increase if police do not consider • Planning necessary speed limiting measures both suspending/revoking driver license when over-speeding physical measures and speed limit signs. tickets are issued repeatedly (particularly for vehicles • Active and strict police enforcement. carrying hazardous chemicals). 21 Environmental Social System Assessment (ESSA) Component and Activity Potential Activities by the States Potential E&S Benefits and Risks/Impacts Helmet wearing Rate for Drivers and • Awareness generation among community • No specific E&S risks. Passengers on high-risk sections especially among existing and potential two- • There will be a benefit to increase protection of drivers in wheeler road users. the event of accidents if strict enforcement is in place. • Active strict police enforcement for compliance. Automation of the issuance of traffic • Development and deployment of MoRTH Increased automation will involve added procurement of violations Guidelines on ITS/ ATMS systems. electronic devices and ultimately e-waste generation. E-waste • High-risk corridors identified as per the road safety needs to be disposed only through authorized recyclers only audit/ infrastructure risk rating in SH network to to reduce environmental risks and result in enhanced E&S have ITS / ATMS systems. benefits. • Procurement and implementation of e-devices (including CCTV based automated chalan system) for issuing of e-challans for violation for high-risk behavior such as speeding, drunk driving, non- usage of helmets and seatbelts etc. • Integrating e-devices with SARATHI and VAAHAN for booking traffic violations. Road network covered by automated • Procurement and operationalization of Automated Increased automation will involve added procurement of Speed enforcement speed measuring devices and linked to active speed electronic devices and ultimately e-waste generation. E-waste enforcement. needs to be disposed only through authorized recyclers only • Active police enforcement. to reduce environmental risks and result in enhanced E&S benefits. Result Area 5: Improving post-crash care by strengthening state emergency medical and rehabilitation services Participating states having emergency • Conducting study for assessing ambulance • Though no specific E&S risks with reduction in response care response time for ambulances is 15 response time. time, the associated environmental benefit will be with minutes or less in urban areas and 30 • Developing standard operating procedures (SOP) the adequate management and disposal of Bio-medical minutes or less in rural areas for working of ambulances with GPS devices. waste generated by ambulances. • Develop mechanism for reducing the response time • Health and safety risk will emerge from any inadequate for ambulances to accident site. use of PPE and inadequate implementation of safety • Establish a central ambulance command & control procedures by the health care staffs of ambulances. room at State level and District Command & Control Center 22 Environmental Social System Assessment (ESSA) Component and Activity Potential Activities by the States Potential E&S Benefits and Risks/Impacts Participating state having ambulance to • Need assessment of BLS ambulance and ALS • Management of Bio-medical waste generated by population ratio of 1 to 30,000 Ambulance including their standards and filling the ambulances requires proper disposal mechanism. gaps where required. • Health and safety risk will emerge from any inadequate use of PPE and implementation of safety procedures by the healthcare staff of ambulances. • Environmental impacts related to scrapping old ambulance if the MoRTH guidelines are not followed. Participating states with single • Operationalizing single accident reporting toll-free • No specific E&S risks emergency toll-free helpline for Police, number in the state Fire and Ambulance • Establishing call centre for the toll-free helpline number and linking it with Central ambulance command & control room; Police; and Fire system. Participating states with at least 50% of • Developing standard operating procedures (SOP) • Management of Bio-medical waste generated by Trauma District Hospitals implementing for trauma registry by the health facilities as per centers requires proper disposal mechanism. Trauma Registry as per WHO WHO guidelines. • Health and safety risk will emerge from any inadequate guidelines • Build staff awareness on trauma registry use of PPE by the health care staff of ambulances. • Training District hospital staff and other key staffs on trauma registry as per WHO guidelines. Participating state that provides free, • Develop insurance packages for accident victims • No specific E&S risks cashless emergency care for any road • Institutionalize insurance mechanism for cashless traffic crash victims treatment of road traffic victims. • Develop mechanism for monitoring and reporting 1.14.4 Environmental and Social Risks Associated with Key Performance Indicator (KPI) and Related Activities 70. Based on key activities to be achieved, the program key performance indicators (KPI) by the states, the environmental and social benefits and risks are presented in the table below. 23 Environmental Social System Assessment (ESSA) Table (4.2): Environmental and Social Risk Assessment with KPI Related Activities Sl. No. Activities/ KPIs Potential Activity/ Activities Environmental Risks Social Risks I. MANDATORY PERFORMANCE INDICATORS A. Road Engineering 1 Training of Road Safety Stakeholder • Developing training modules • No specific environmental risk • No Specific social risks. department on road safety audit, data • Identifying training institutions • Training on environmental • Training is expected to benefit collection and crash investigation hosting e-learning modules and aspects will benefit due to with improved capacity and through E-learn training modules. providing training supports. enhance awareness and capacity monitoring District level staff with minimum • Training and capacity building building graduate level qualification and at least of the stakeholder department 3 years of experience with stakeholder through e-learn modules departments to be trained • Training modules should include E&S aspects 2 Risk mapping of SH and urban road • Risk mapping is the process of • Potential E&S risk if ‘Risk • No Specific social risks. network and identification of high-risk identifying key road segments/ mapping exercise’ is only done • Mapping of risk factor and crash corridor and key risk factors for points where frequent accidents for road engineering without identifying the key road different road types through crash data are reported including with considering factors such as driver segments/ blackspots is the first analysis, through road safety audit or injuries and fatalities etc. competency, consignor urgency stage of moving towards infrastructure risk rating to deliver consignment (driver addressing/ rectifying them in incentivized to drive faster than reducing the road accidents. usual to deliver on time), vehicle condition, driver fatigue etc. 3 Remedial/ corrective measures taken at The key measures required for • While several of the measures While many of the measures for black identified blackspots/crash risk spots remedial measures include a for black spot fixing or road spot fixing may not require any based on risk mapping and identified combination of measures as below maintenance (rectifying measure civil works and will have road safety issues. This may include depending on assessment of the type potholes etc.) may not require minimal or no social risks. However installation of safety features including of black spots (see Annx-5). major civil works and will certain type of activities e.g., signage, marking, lane separations, potentially have minimal improving road, clearing and/or • Improve signage pedestrian footpath, crossings, safe bus environmental risks. However widening of footpath, and road • Improve lighting/ visibility improvements etc. may have low to certain type of activities e.g., • Speed limiting measures improving road condition, moderate social risks based on the • Improve road markings clearing and/or widening of need for temporary disturbances to • Remove roadside obstacles footpath, and widening of road hawkers and vendors on the existing etc. may have low to moderate 24 Environmental Social System Assessment (ESSA) Sl. No. Activities/ KPIs Potential Activity/ Activities Environmental Risks Social Risks stops etc. (Excluding major • Improve road surface e.g., environmental risks based on Government land that is required for infrastructure9) rectifying potholes, road edges, scale of work involved, the need black spot fixing. drainage etc. for additional land if any • Remove roadside obstacles, including the requirement to cut installing crash barriers trees. Hence, depending on type • Installing warning signs (e.g., for of road condition corrective bends, junctions, narrow roads) measures/fixing black spots the • Removing on road parking etc. environmental risk level may • Mechanism for reducing driver vary for specific sites and fatigue activities. It may be noted that • Avoid contra traffic flow large scale civil works are excluded from financing under • Active police enforcement this PforR. • Improve road geometry e.g., • Initiatives such facilities to Eliminating sharp changes in alignment – curve/ slope etc. relieve driver fatigue (resting centres) may require minor • Improve facilities for construction which will trigger pedestrians walking along the environmental risks associated road (including clearing and with construction. widening where required) • Similarly, road widening will • Widening the lanes and / or involve civil works and shoulders associated environmental risks for construction activities. 4 Implementation and institutionalization • Strengthening the institutional • Since procurement of electronic • No specific social risk(s) of iRAD (Integrated Road Accident processes for capturing data in devices are involved, the • Integrated real time database for Database) and its application for iRAD through mobile & web associated e-waste generated is identifying and rectifying identification and rectification of application for identification of an environmental risk if e-waste blackspots will help in timely blackspots/ accident risk spots and black spots for rectification. is not disposed appropriately. actions and in turn contribute linked to evidence-based State road • Assessment of implementation towards reducing accidents and safety programs and action plans of iRAD at State level and fatalities. operationalization of iRAD 9 No new major construction of civil projects involving land acquisition such as construction of flyover, foot-over bridge will be included in remedial/ corrective measures. However, refurbishment projects that do not trigger social and environmental safeguards will be included. 25 Environmental Social System Assessment (ESSA) Sl. No. Activities/ KPIs Potential Activity/ Activities Environmental Risks Social Risks application in all districts including integration with VAAHAN, SARATHI, CCTNS / Police IT or appropriate systems specific to the State • State instituting mechanism for generating Accident-related FIRs using iRAD application 5 All new PPP Contracts in State • Strengthening institutional • No specific environmental risk/s • No specific social risk(s) Highways (SH) to include yearly processes of contracting to payment adjustments based on include Infrastructure Risk Infrastructure Risk Rating (IRR) / Road Rating (IRR) / Road Safety Safety Audit (RSA). IRR assessment Audit (RSA) outcomes as part and RSA should also consider the effect of contract and payment of Annual Average Daily Traffic adjustment to make contractors (AADT) and Pedestrian Count more accountable towards road safety. B. Theme 2: Vehicle Safety & Driver Training 6 Setting up of Accredited Driver • Undertaking study to identify • Setting up/construction of driver • To be built only on government Training and Automated Testing number of centers to cover training and automated testing land as land acquisition and Centers and increased number of districts in individual States facilities will involve construction resettlement are not allowed licenses issued through such centers. considering Central guidelines and associated environmental under the program. • Conducting feasibility study to risks/impacts even if facility is identify center configuration constructed on government land. along with PPP structure for • Environmental risks/impacts may each center or at a bundled level also be triggered if tree cutting is or in line with any central required/involved government scheme. • If concrete/asphalt is laid over • Setting up Accredited Driver large areas of land, soil Training and Automated Testing compaction will take place and Centers at district level through the soil will be impermeable and PPP mechanism impact groundwater recharge capability 26 Environmental Social System Assessment (ESSA) Sl. No. Activities/ KPIs Potential Activity/ Activities Environmental Risks Social Risks • Major civil works are excluded from the program. 7 Setting up of Authorized automated • Conducting assessment of its • Setting up/construction of • To be built only on government vehicle fitness centers (Inspection & implementation at state level automated vehicle fitness land as land acquisition and Certification) and increased number of and feasibility of setting up facilities will involve resettlement are not allowed fitness checks through such centers. Authorized automated vehicle construction and associated under the program. fitness centers at district level in environmental risks/impacts even participating states. if facility is constructed on • Conducting feasibility study to government land. identify center configuration • Environmental risks/impacts may along with PPP structure for also be triggered if tree cutting is each center or at a bundled level involved or in line with any central • If concrete/asphalt is laid over government scheme. Setting up large areas of land, soil Accredited Driver Training and compaction will take place and Automated Testing Centers at the soil will be impermeable and district level through PPP impact groundwater recharge mechanism capability • Major civil works are excluded from the program C. Theme 3: Enforcement 8 Procurement and implementation of e- • Procurement of equipment of e- • Increase in procurement of • No specific social risk(s) devices (including CCTV based devices for e-challans electronic devices of all types is • Enhanced enforcement will automated chalan system) for issuing of • Integrating e-devices with anticipated which will have benefit in reducing accidents and e-challans for violation for high-risk SARATHI and VAAHAN for increased e-waste generation fatalities and in turn will benefit behavior such as speeding, drunk booking traffic violations which need to be only disposed in saving human life and assets driving, non-usage of helmets and • through authorized e-waste seatbelts etc. recyclers for proper disposal. 9 Increased Enforcement for violation of • Procurement and • Increase in procurement of • No specific social risk(s) traffic rules (over-speeding) through operationalization of Automated electronic devices of all types is • Enhanced enforcement will use of speed management devices (at a speed measuring devices and anticipated which will have benefit in reducing accidents and maximum of 10 km interval) by Police linked to active speed increased e-waste generation fatalities and in turn will benefit on NH, SH and Urban Roads. enforcement. which need to be only disposed in saving human life and assets 27 Environmental Social System Assessment (ESSA) Sl. No. Activities/ KPIs Potential Activity/ Activities Environmental Risks Social Risks through authorized e-waste recyclers for proper disposal. • Environmental benefits may be accrued by the reduction of accidents which may involve spillage of fuels and oils that contaminate soil and even water bodies/ groundwater. D. Theme 4: Post Crash Care 10 States to undertake procurement of • Need assessment of BLS • Procurement of most fuel- • No specific social risk(s) ambulances (BLS and ALS) to meet the ambulance and ALS Ambulance efficient ambulance models • Filling the gap of BLS and ALS gap. including their standards and should be preferred (built into ambulances will benefit in filling the gaps where required. procurement specifications) to saving precious lives of the reduce emissions accident victims and in turn will • Disposal of ambulances at the benefit. end of life needs to be done through authorized recyclers/ dealers only and as per MoRTH guidelines. • All electronic devises in ambulances to be only disposed separately through authorized e- waste recyclers. 11 Ambulances to be GPS tagged (as per • Assessment of current status of • All electronic devises in • No major social risks. Civil AIS 140 standard), establish Data use of GPS in Government ambulances to be only disposed work for repair and Center (Command & Control Center) Ambulances and mechanism of separately through authorized e- refurbishment may require for ambulances and single accident tracking/ guiding them. waste recyclers. following and adhering to reporting number. • Developing standard operating occupational health and safety procedures for working of measures. ambulances with GPS devices. • Establish a central ambulance command & control room by refurbishing existing available office spaces. 28 Environmental Social System Assessment (ESSA) Sl. No. Activities/ KPIs Potential Activity/ Activities Environmental Risks Social Risks • Operationalizing single accident reporting number in the state 12 Improve response time of ambulances • Conducting study for assessing • If additional electronic devices • No specific social risk(s) (time to reach crash spot and from crash ambulance response time. are required to improve response • Reduced response time will spot to medical facility) to 30 minutes • Develop mechanism for time, these electronic devices in benefit in saving lives caused by reducing the response time for ambulances are to be disposed road accidents. ambulances to accident site. only through authorized e-waste • Setting up District Command & recyclers. Control Center for coordinating II. ELECTIVE PARAMETERS – ELECTIVE PERFORMANCE INDICATORS A. Theme 1: Road Engineering 1 Development of pedestrian footpaths • Identify priority corridor on • Construction related • Alternative options to be along major urban arterial roads. major urban arterial roads based environmental impacts are explored in case additional on available blackspot/ risk expected. Environmental risk required as no land acquisition assessment or any other level will depend on scale of and resettlement is allowed available data. work and the associated civil under the project. • Development of pedestrian works. Major civil works are • Temporary disturbances to footpath on the identified excluded from the program. hawkers and vendors corridor. 2 Development of dedicated lane for two • Based on available blackspot/ • Any civil works associated with • Alternative options to be wheelers on priority corridor on SH and risk assessment or any other development of dedicated lane explored in case additional urban roads. available data, identify priority for two wheelers will have required as no land acquisition corridor on SH and urban roads environmental risks and impacts. and resettlement is allowed for development of dedicated The risk level will depend on the under the project. lane for two wheelers. scale of work involved and the • Design and construction of processes adopted for dedicated lane for two wheelers management and disposal of any in the identified priority excavated soil or construction stretches of SH and urban roads. debris. Major civil works are excluded from the program. 3 Annual review of speed limits on State • Formulation of Framework to • No specific environmental risks. • No specific social risk(s) Highways and Urban Roads. review the speed limit in the • Annual review of speed limit identified priority corridor on will contribute to reducing SH and urban roads. 29 Environmental Social System Assessment (ESSA) Sl. No. Activities/ KPIs Potential Activity/ Activities Environmental Risks Social Risks • Undertaking speed limit review accidents and fatalities and annually in the identified hence benefit the road users. priority corridor on SH and urban roads. B. Theme 2: Vehicle Safety & Driver Training 4 Design and roll out campaigns for • Designing and undertaking • No specific environmental risks • No specific social risk(s) appropriate communication with campaigns for appropriate • Enhanced awareness is • Increased awareness due to consumers on the cost and benefit communication with consumers anticipated to have campaign will help in reducing implications of safer vehicles. on the cost and benefit environmental benefits as safer accidents and fatalities and Campaigns to be conducted on social implications of safer vehicles. driving practices and reduced hence benefit the road users media and at least 2 of the following accidents involve associated media platforms – TV, Newspaper and environmental risks/impacts. Radio. 5 Design targeted advocacy campaigns • Designing and undertaking • No specific environmental risks • No specific social risk(s) for improved road user behavior (speed targeted advocacy campaigns • Enhanced awareness is • Increased awareness due to management, following traffic rules, for improved road user behavior anticipated to have targeted campaign for behaviour avoiding drunk driving etc.), such as speed management, environmental benefits as safer change will help in reducing Campaigns to be conducted on social following traffic rules, avoiding driving practices and reduced accidents and fatalities and media and at least 2 of the following drunk driving etc. accidents involve associated hence benefit the road users. media platforms – TV, Newspaper and environmental risks/impacts. Radio 6 School curriculum to be revised to • Preparation of revised school • No specific environmental risks • No specific social risk(s) include at least 1 chapter on road safety curriculum for State Boards for • Enhanced awareness in the early • Increased awareness of students classes 6th to 12th on road safety. school years is anticipated to will benefit in them being aware • School curriculum in State influence elders in the family and about road safety before they Boards revised with a chapter on in the community to drive safely become adult, and they will also Road Safety for classes 6th to and lead to environmental be able to influence behaviour 12th. And issue of notification benefits as safer driving practices change among adults in their to schools to conduct one road are adopted and reduced homes/ community. This will in safety workshop as part of extra- accidents implies lowered turn change the societal curricular activity once every 6 associated environmental behaviour in due course and months. risks/impacts. have social benefit by reducing 30 Environmental Social System Assessment (ESSA) Sl. No. Activities/ KPIs Potential Activity/ Activities Environmental Risks Social Risks accidents caused by road user behaviour. C. Theme 3: Enforcement 7 Enforcement agencies to carry out • Design and undertake program • If initiatives such as • No specific social risk(s) programs to reduce driver fatigue targeted at reducing driver development/ construction of • Reducing driver fatigue will fatigue. facilities (resting centres) along contribute to reducing accidents highways to reduce driver and fatalities and hence benefit fatigue are planned, it will the road users. involve civil works and construction which will trigger environmental risks associated with construction. Major civil works are excluded from the program. • If the programs are essentially around awareness generation among drivers and vehicle owners, no specific environmental risks are anticipated. 8 Deployment of ITS components – • Development and deployment of • Procurement of electronic • No specific social risk(s) Advanced Traffic Management MoRTH Guidelines on ITS/ devices will ultimately lead to System10 (ATMS) ATMS systems generation of e-waste. These • High-risk corridors identified as need to be only disposed through per the road safety audit/ authorized recyclers to minimize infrastructure risk rating in SH risks. network to have ITS / ATMS systems. 10 ATMS comprises a sub-set of systems within the ITS (Intelligence Transport Systems) with multiple technology elements like Automatic Traffic Counter and Classification System (ATCC), Weather Monitoring System (Meteorological Station), Emergency Call Box (ECB) System, CCTV (Closed-Circuit Television) Monitoring System, Supervisory system at control room etc. 31 Environmental Social System Assessment (ESSA) Sl. No. Activities/ KPIs Potential Activity/ Activities Environmental Risks Social Risks 9 Reduce speed limits to 30 kmph in • States to identify all school • Minor/negligible environmental • No specific social risk(s) school zones, and in designated public zones in all districts Issuance of impacts are expected due to • Reducing speed limit in school places involving children of less than guidelines by State highlighting construction of relevant small- zones will have social benefits 10 years of age, and deploy appropriate all aspects that must be scale infrastructure such as by reducing accidents in school infrastructure and enforcement undertaken to improve road signages and speed bumps. zones. safety around school zones. • Annual review and enforcement of speed limits in school zones. D. Theme 4: Post Crash Care 10 Undertake First Responder (FR) • Designing curriculum for First • No specific environmental risks • No specific social risk(s) training during onboarding for all types Responder Training and a • First Responder training will of police and State Transport detailed training plan along with help awareness and appropriate Undertaking (STU) personnel with qualifying evaluation test. skills in responding to accidents yearly review training • Initiating First Responder and in reducing accident training and issuing certificates fatalities. to them based on evaluation test. 11 At least 30% women staff operates the • Identify number of staff • No specific environmental risks • No specific social risk(s) ambulance control rooms required to support ambulance • Implementation of this policy/ command & control rooms in plan will help in better various districts by the states. understanding of accident • Preparation and implementing victims involving pregnant policy/ plan for hiring women women and their immediate staff to operate the ambulance medical requirements. control rooms. 12 Implementation of guidelines for • Good Samaritan guidelines • No specific environmental risks • No specific social risk(s) protecting “Good Samaritans� displayed in all hospitals and • Promoting and implementing police station to promote more Good Samaritan guideline and Good Samaritans. further training will help save • Preparation of training/ precious lives during road workshop module and accidents and hence have larger finalization of vendor to provide social benefits. training. 32 Environmental Social System Assessment (ESSA) 1.15 Indirect and Cumulative Impacts 71. With rapid motorization and the provision of high-speed road infrastructure have serious implications for the safety of vulnerable road users. Improving road safety in India is vital to the nation’s health, well-being, and economic growth. However, the rapid motorization also brings its own set of indirect and cumulative environmental impacts due to increased air and noise pollution, increased use of electronic devices and components and their ultimate disposal, disposal of used batteries, disposal of used oils, replaced parts and components and scrapped vehicles. The MoRTH Annual report 2021, states that there are almost 28 crore vehicles, and 17 crore license records are available in the central repository (National Registry). This gives an indication of the number of vehicles that travel on Indian roads. To keep the emission checks in place, the integration of Pollution Under Check (PUC) certificates are in place. To promote safety in vehicles and influence driver behaviour for road safety initiatives such as integration of VAHAN database with vehicle location tracking device; integration of speed limiting device/speed governor and integration of insurance data are in place. The economic losses associated with a failure to take action are substantial. The impact of vehicle accidents on the underprivileged is often disproportionate. Pedestrians, cyclists and motorcyclists, usually hailing from low-and middle-income strata, account for more than 50 percent of the road traffic deaths in India. These accidents affect people’s livelihood and push them into poverty. Studies show that poor households go into debt by borrowing money to cope with the additional medical expenses, in addition to losing income after an accident. This disproportionate impact of road crash mortality and morbidity on this economically productive segment of the population has a negative impact on productivity and is likely to significantly depress GDP growth rates. 72. Investing in road safety in India and reducing road crash fatality and injury prevention will contribute to the accumulation of human capital in India, which in turn will contribute to sustainable and inclusive economic growth and overall country wealth along with contributing to SDG 3.6 targets. Scaled-up road safety investment in India will also contribute to the achievement of other sustainable mobility goals related to improved transport productivity, universal accessibility, climate change mitigation and adaptation, and reduced local air and noise pollution as well as environmental contamination due to the accidents. 33 Environmental Social System Assessment (ESSA) ASSESSMENT OF ENVIRONMENTAL AND SOCIAL MANAGEMENT SYSTEM, CAPACITY AND PERFORMANCE 1.16 Assessment of Existing System 73. As mentioned earlier, the PforR Policy of the Bank requires the proposed Program to operate within an adequate environmental and social management system that can manage environmental and social effects (particularly adverse impacts and risks) identified during the ESSA process. This includes: a. an adequate legal and regulatory framework and institutional setting to guide environmental and social impact assessment and the management of environmental and social effects, and b. adequate institutional capacity to effectively implement the requirements of the system including staffing, resources and process and practices in place 74. This section assesses whether the program’s environmental and social management systems are consistent with the core principles and key planning elements contained in the PforR Policy and whether the involved institutions have the requisite capacity to implement the requirements of these systems. Both elements (e.g., program systems and capacity) are necessary towards ensuring that the environmental and social effects identified in Section 4 of this document are effectively managed. Through the analysis, the ESSA team has identified some gaps, which can be addressed through actions recommended under Section 7 of this report. A detailed analysis of the proposed program with respect to key elements against the core principles laid out in PforR policy/ESSA guidance is presented in the Annex V. 75. A program system is constituted by the rules and “arrangements within a program for managing environmental and social effects11, “including institutional, organizational, and procedural considerations that are relevant to environmental and social management12� and that provide “authority� to those institutions involved in the program “to achieve environmental and social objectives against the range of environmental and social impacts that may be associated with the Program13.� This includes existing laws, policies, rules, regulations, procedures, and implementing guidelines, etc. that are applicable to the program or the management of its environmental and social effects. It also includes inter-agency coordination arrangements if there are shared implementation responsibilities in practice14. 76. Program capacity is the “organizational capacity� of the institutions authorized to undertake environmental and social management actions to achieve effectively “environmental and social objectives against the range of environmental and social impacts that may be associated with the Program.� This ESSA has examined the adequacy of such capacity by considering, among other things, the following factors: a. Adequacy of human resources (including in terms of training and experience), budget, and other implementation resources allocated to the institutions; b. Adequacy of institutional organization and the division of labor among institutions; c. Effectiveness of inter-agency coordination arrangements where multiple agencies or jurisdictions are involved; and 11 Drawn from Program-for-Results Financing: Interim Guidance Notes on Staff Assessments, “Chapter Four: Environmental and Social Systems Assessment Interim Guidance Note ,� Page 77, paragraph 1 12 Ibid, page 82, paragraph 12 13 Ibid., Page 77, paragraph 2, and page 82 paragraph 12. 14 Based “Chapter Four: Environmental and Social Systems Assessment Interim Guidance Note,� Program -for- Results Financing: Interim Guidance Notes on Staff Assessments 34 Environmental Social System Assessment (ESSA) d. The degree to which the institutions can demonstrate prior experience in effectively managing environmental and social effects in the context in projects or programs of similar type and magnitude. 1.17 Key Program Implementing Agencies 77. The Government constituted a committee in the year 2005 to deliberate and make recommendations on creation of a dedicated body on road safety and traffic management. Based on the recommendations of Sunder Committee, the Union Cabinet approved National Road Safety Policy in 2010. The National Road Safety Policy outlines the policy initiatives to be framed/taken by the Government at all levels to improve the road safety activities in the country. Government of India, through this National Road Safety Policy, states its commitment to bring about a significant reduction in mortality and morbidity resulting from road accidents. In order to achieve a significant improvement in road safety, the Government of India is committed to: Establish a Road safety Information Database; Ensure safer road infrastructure; Safer vehicles; Safer drivers; Ensure safer road infrastructure; Safety of vulnerable road users; Road traffic safety education and training; Enforcement of safety laws; Emergency medical services for road accidents; HRD & Research for road safety; and Strengthening enabling legal and institutional and financial environment for road safety. 78. For the implementation strategy, the Government has decided to establish a dedicated agency viz. a National Road Safety Board (NRSB) to oversee the issues related to road safety and evolve effective strategies for implementation of the Road Safety Policy. The Government has also decided to establish a National Road Safety Fund to finance road activities through the allocation of a certain percentage of the cess on gasoline and diesel. A. At National Level 79. The State Road Support for Safety Scheme specifies the institutional arrangement for the Central and at the State level. At the Central level, the Ministry of Road Transport and Highways will be the apex body, with a Steering Committee chaired by Secretary (MoRTH) comprising representatives from stakeholder ministries and departments such as Ministry of Home Affairs (MHA), Ministry of Housing and Urban Affairs (MoHUA), Ministry of Health and Family Welfare (MoHFW), Ministry of Human Resource Development (MHRD) etc. The Steering Committee will be supported by a Central Project Management Unit (PMU), headed by Additional/ Joint Secretary, MoRTH and will be responsible for day-to-day tracking and monitoring the progress of various road safety interventions being undertaken by the States, tracking interim outcomes of the same and ascertaining whether they align with the targets under proposed performance indicators. Central PMU will also be supported by a Project Management Consultant (PMC) for project coordination and handholding with the States and an Independent Verification Agencies (IVA) to verify the achievements made by States. 80. The scheme management and coordination between Steering Committee at MoRTH, Central PMU and State lead agencies will be assisted by PMU Support Consultant appointed by MoRTH under the scheme funding. PMU Support Consultant will provide handholding support at both Central and State level. B. At State Level 81. At the State level, a State Road Safety Society/ Lead Agency for road safety will be the apex body, chaired by Secretary (Transport/Home) of the State. The Society will have a Member Secretary/ CEO/ MD of the level of Joint Secretary appointed by the State Government. The society will also have members (State Level Officers/ Head of Departments) from Home, Public Works Department (PWD), Health, Urban Development, Education and Transport Department. The States may also nominate an existing agency/ authority as the apex body for the program if the existing agency/ authority has a broad institutional structure similar to the one proposed for the program and has its own bank account. The States may further strengthen the institutional structure of the nominated agency/ authority to meet the 35 Environmental Social System Assessment (ESSA) requirements prescribed in the scheme. The Society/ Lead Agency will work under the guidance of State Road Safety Council. Various members of the society will get the tasks implemented at district level through district level officers of respective departments. The Society/ Lead Agency may take support from District Road Safety Committee. In addition, the Society/ Lead Agency may appoint/ nominate a District level officer as Road Safety Coordinator in each district to coordinate the implementation of road safety initiatives in various departments. 36 Environmental Social System Assessment (ESSA) 1.17.1 Existing Institutional Arrangement and Performance in Participating States 82. The Table below presents the existing institutional arrangement in each of the participating states and how they function, their performance and capacity. Table (5.1A): Institutional Assessment at State Level Uttar Pradesh Andhra Pradesh Telangana Lead Agency Transport Department Transport Department Transport Department Institutional Arrangement for • State Road Safety Council formed under • State Road Safety Council formed under • State Road Safety Council was set up in Road Safety Chairmanship of CM-UP. the chairmanship of the CM with Chief 2015 Secretary and Secretaries and HODs of • Members from Transport, Police, • State High Powered Empowered line departments and NGOs as members. PWD/R&B, Health, Education Committee under Chairmanship of Chief • Committee headed by Chief Secretary to Department Secretary with Principal Secretaries of approve projects and sanction funds for • Road safety policy and Road safety Home, Transport, Medical, Finance, various activities under AP Road Safety action plan were formulated and adopted Planning, PWD, Law, Urban Fund. 2015 Development, Basic Education • Road Safety Cell in office of Transport • A Lead Agency with members from Department, and DGP, Director Traffic & Commissioner, Vijayawada Transport, Police, PWD/R&B, Health, Transport Commissioner as Member Secretary. • Proposal in government to create a lead Education Department and Other agency to supervise the activities of all Departments was set up for improving • Road Safety Cell was established as a stakeholder departments at the state and Road Safety. secretariat of the State Road Safety district level. • Annual calendar for the purpose of Council and State High Powered identification and rectification of Black Committee is at Transport Commissioner Spots was prepared by R&B dept. Office, Lucknow. National Highways have identified 25 black spots, NHAI have identified 44 • Road Safety cell is headed by Transport Black spots Commissioner and along with other officials have 4 Officer on Special Duty (OSD) from Health, Police, PWD, and Education Department and 02 departmental OSDs working in the Road Safety Cell. • Under Chairmanship of Divisional Commissioner, Regional Road Safety Committees are there at Division level (18 Division). And each district has the 37 Environmental Social System Assessment (ESSA) Uttar Pradesh Andhra Pradesh Telangana District Road Safety Committee under the Chairmanship of District Magistrate which meets once every quarter. • Dedicated Road Safety Division in PWD headed by Executive Engineer has been established at PWD headquarter for ensuring road safety provisions in road proposals and monitoring implementation. Adequacy of staffs • While the PWD has the Environmental • The PWD has built the Environmental The PWD has built the Environmental and designated and responsible and Social expert as part of the ongoing and Social expertise in its officers by Social expertise in its officers by for Environmental and social World Bank supported road project in UP, implementing recently concluded Bank implementing recently concluded Bank aspects in the participating there are no specifically designated assisted State Highways project. There assisted State Highways project. There are no departments especially in persons for environmental and social are no specifically designated persons for specifically designated persons for Lead Department, and PWD aspects in any of the participating environmental and social aspects in any environmental and social aspects in any of the departments. of the participating departments. participating departments. Adequacy of skills and • While there are sectoral skills dealing • There are sectoral skills dealing with road • There are sectoral skills dealing with road training for E&S aspects with road engineering, enforcement, engineering, enforcement, medical engineering, enforcement, medical especially to the E&S medical response, bio-medical waste response, bio-medical waste management response, bio-medical waste designated officials management, and communication do • However, awareness or knowledge on management exist with the participating departments, E&S aspects is limited. • However, awareness or knowledge on there are limited awareness and • No specific training plans in place. E&S aspects is limited. knowledge about addressing both • No specific training plans in place. environmental and social risks within the Road safety cell or collectively in the participating departments. Mechanism for interagency • The Road safety cell and placement of • The Road safety cell under transport The Road safety cell under transport collaboration for delivery of OSDs from various department does department and coordination with other department and coordination with other services or for managing provide good opportunity for managing department does provide good department does provide good opportunity for E&S effects under road E&S aspects in collective manner, opportunity for managing E&S aspects in managing E&S aspects in collective manner, safety program however, it requires further strengthening collective manner, however, it requires however, it requires further strengthening to to be more effective. further strengthening to be more effective 38 Environmental Social System Assessment (ESSA) Uttar Pradesh Andhra Pradesh Telangana as well by District Collector at the district be more effective as well by District Collector level. at the district level. Key Gaps Identified • The key gaps include (a) No designated • No designated personnel to address E&S • No designated personnel to address E&S staff responsible for implementing the aspects aspects E&S activities in Road Safety cell or in • No training plans or training calendars in • No structured training plans or training the participating departments for the place calendars in place overall road safety program; (b) No • No systematic monitoring of E&S • No systematic monitoring of E&S mechanism of training and orientation of aspects. aspects. field staffs of the participating department on E&S aspects; (c) No system of monitoring or reporting on E&S aspects. Potential Measures for • The key measures for addressing the gaps • The key measures for addressing the gaps • The key measures for addressing the gaps plugging the gap identified will include (a) Placement of or co- will include (a) Placement of or co- will include (a) Placement of or co- designating Environmental expert and designating Environmental expert and designating Environmental expert and Social Expert in Road Safety Cell for Social Expert in Road Safety Cell for Social Expert in Road Safety Cell for screening, mitigation and monitoring; (b) screening, mitigation and monitoring; (b) screening, mitigation, and monitoring; Mechanism of training and orientation of Mechanism of training and orientation of (b) Mechanism of training and field staffs on E&S aspects especially for field staffs on E&S aspects especially for orientation of field staffs on E&S aspects PWD by having a training module on PWD by having a training module on especially for PWD by having a training E&S aspects and a training calendar E&S aspects and a training calendar module on E&S aspects and a training accordingly. accordingly. calendar accordingly. Table (5.1B): Institutional Assessment at State Level Gujarat Tamil Nadu West Bengal Odisha Lead Agency Gujarat Road Safety Authority Transport Department Transport Department Transport Department Institutional Arrangement for • Gujarat Road Safety Authority • State Road Safety Council is • Road Safety Policy – 2016 • Road Safety Council is established Road Safety (GujROSA) is the lead agency the senior most institution on • Road Safety Council is • Headed by Transport Minister with Minister of Transport as Road Safety in the State. The established the Chairman, Secretary Minister for Transport is a • Headed by Chairman – Chief Transport is the Vice Chairman chairman of this council with Secretary along with Secretaries from 20 members. It meets once in 39 Environmental Social System Assessment (ESSA) Gujarat Tamil Nadu West Bengal Odisha Home Department, Health and three months. The Transport • Member secretary – Principal Family Welfare, Education, Commissioner is the Member Secretary Transport Roads and Building Dept, DG Secretary of the Road Safety • Other members: IGP, DGP Police, MD Gujarat State Road Council. Police; CP – Kolkata, Bidhan Transport Corporation • The Road Safety Cell is the Nagar, Barrackpore, Howrah, (GSRTC), Chief Engineer Lead Agency as per Durgapur and Siliguri; CE – NHAI, Municipal instructions by Supreme Court NHAI; Health and Welfare; Commissioner Ahmadabad Committee headed by Joint Secretary transport and other Municipal Corporation, Transport Commissioner relevant departments. Chairman Western India (Road Safety) of the Transport • District Road Safety Committee Automobile Association, and Department. It has senior • Headed by District Magistrate Transport Commissioner and officials as members from • Member Secretary – Regional being the members of the Police Department, Education Transport Officer group. The Chief Enforcement Department, Medical • Members: DCP Traffic, SP; officer is the Member Education, Highways Executive Engineer PWD, Secretary of GujROSA. The Research Station from UDD; CMO Health; Sub- Chief Road Safety Highways, and Institute of divisional Officers and DI of Commissioner is the CEO of Road Transport. Schools. the Authority. • District Road Safety • The Executive Committee of Committee under the to the Authority is headed by the chairmanship of District Secretary Transport Collector, and Superintendent Department as Chairman and of Police as the member the Transport Commissioner as Secretary, review road safety Vice Chairman. It has measures on monthly basis. members from Health, Education, Police, Road and Bridges, National Highway and Ahmadabad Municipal Corporation. • The State Road Safety Council • District and City Road Safety Committee 40 Environmental Social System Assessment (ESSA) Gujarat Tamil Nadu West Bengal Odisha Adequacy of staffs • No staff are allocated for E&S • The PWD has built the • No staff are allocated for E&S • No staff are allocated for E&S designated and responsible aspects Environmental and Social aspects aspects for Environmental and social expertise in its officers by • Training on vehicle emission aspects in the participating implementing recently management/fuel efficiency and departments especially in concluded Bank assisted State other emission related issues are Lead Department, and PWD Highways project. There are being conducted frequently by no specifically designated various institutions like Centre for persons for environmental and Science and Environment, ESCIH social aspects in any of the Hyderabad & ARAI Pune etc. participating departments. • Selected officials from the organization are attending these trainings. Adequacy of skills and • Limited awareness or • There are sectoral skills • Limited awareness or knowledge • Limited awareness or knowledge training for E&S aspects knowledge on E&S aspects. dealing with road engineering, on E&S aspects. on E&S aspects especially to the E&S • Staff Training College carries enforcement, medical • • Training on identification and designated officials out training for field staff. response, bio-medical waste management of E&S risks needs to management be built in. • However, awareness or knowledge on E&S aspects is limited. • No specific training plans in place. Mechanism for interagency • Commissioner Transport is • The Road safety cell under • Lead agency coordinates with all • Lead agency coordinates with all collaboration for delivery of member of State Road Safety transport department and other related departments for other related departments for services or for managing Council, Executive Committee placement of OSDs from other various road safety activities. various road safety activities. The E&S effects under road of Road Safety, Member of department does provide good The concerned officers concerned officers coordinate with safety program Traffic Management opportunity for managing E&S coordinate with the respective the respective departments Committee, therefore aspects in collective manner, departments regarding various regarding various road safety coordination with other however, it requires further road safety related programs / related programs / issues. departments is seamless. strengthening to be more issues. effective as well by District Collector at the district level. 41 Environmental Social System Assessment (ESSA) Gujarat Tamil Nadu West Bengal Odisha Key Gap Identified • Limited awareness or • No designated personnel to • Need to build greater awareness • Need to build greater awareness on knowledge on E&S aspects. address E&S aspects on E&S aspects E&S aspects • No training plans or training calendars in place • No systematic monitoring of E&S aspects. Potential Measures for Measures to address gaps include: • The key measures for • Allocation of dedicated • Allocation of dedicated personnel plugging the gap identified • Allocation of dedicated addressing the gaps will personnel (environment and (environment and social expert) or personnel (environment and include (a) Placement of or co- social expert) or at least officials at least officials given additional social expert) or at least designating Environmental given additional responsibility to responsibility to look into E&S officials given additional expert and Social Expert in look into E&S aspects aspects responsibility to look into E&S Road Safety Cell for screening, • Training modules to include • Training modules to include E&S aspects mitigation and monitoring; (b) E&S aspects and develop a aspects and develop a training • Training modules to include Mechanism of training and training calendar accordingly, calendar accordingly, particularly E&S aspects and develop a orientation of field staffs on particularly for relevant PWD for relevant PWD staff. training calendar accordingly, E&S aspects especially for staff. particularly for PWD/R&B PWD by having a training staff. module on E&S aspects and a training calendar accordingly. 42 Environmental Social System Assessment (ESSA) 1.18 Summary of Institutional Capacity and Gaps Identified 1.18.1 Institutional Capacity Environment 83. This section is an analysis of the roles, proposed activities, identification or environmental risks, existing capacities, resources required and training needs for enhanced awareness on environmental aspects for the proposed program. This analysis is based on the available existing data, supported by the compilation and collation of information received from the state departments as on date when this report is prepared. Transport Department: 84. Activities involving civil works: Among the activities proposed for financing under the proposed program, it was learnt that driver training and automated testing centres and automated vehicle fitness centres will be set up. These will involve land acquisition and construction of new buildings in some districts. The departments shall ensure that state government regulations will be met for landscaping, building construction and management of air pollution. The Gujarat transport department feels that no civil works will be required/panned under this program. With respect to assessment and mitigation environmental risks, Gujarat feels that the activities of the transport department do not pose any risk to environment. With regard to black spot identification and rectification, the departments outlined that they would coordinate with other departments. The transport departments in the states do not anticipate any major civil works to be involved. It may be noted that no major civil works will be financed under this PforR program. 85. Inspection: Measures taken by states regarding frequency of inspection of public transports and trucks and other commercial vehicles to identify fitness have been taken as per MV Act. In Gujarat, there is a system of frequent inspection of public transports and trucks and other commercial vehicles to identify fitness issues that may cause accidents. Inspections are carried out as follows: (i) 24x7 checking at 58 checkpoints across the state (ii) special checking at weekends for road safety and (iii) special checking for busses. In Odisha, all the commercial vehicles are required to get fitness test within a period of 2 years for new vehicles and within one year for old vehicles. 86. Enforcement: With regard to the mechanism for linking driving license renewal based on traffic violations, Gujarat has made a detailed proposal which are under consideration by the State Government. Odisha has outlined that a ‘Command and Control Centre’ is under construction at Bhubaneswar. The department also outlined that e-devices for issuing Vehicle Checking Report (VCR) will be one of the proposed activities. The departments are keen to have greater enforcement of traffic rules and roll out targeted campaigns for safer vehicles and driving behaviour to influence greater awareness on road safety. These campaigns would include social media, TV, radio and newspapers. Apart from this, the enforcement officials of Transport Departments regularly conduct the fitness check of vehicles along with other violations checking. Mechanism for linking driving license renewal based on traffic violations is also in place and steps have been taken to integrate the SARATHI and e-challan so that strict action can be taken for the repeated offenders. In Telangana, systems to regulate work hours especially for commercial vehicle drivers is done at border check posts for vehicles such as lorries and buses and cases booked in instances where second driver is not available particularly with respect of National Permit vehicles. Pollution Under Control (PUC) certificates are issued by licensing agencies and these agencies are required to calibrate their equipment annually. In some of the states, enforcement officials are trained to identify and penalize for pollution, over speeding, drunken driving which result in heavy penalties. It was learnt that in Andhra Pradesh there are over 400 breath analyzers and 2 speed guns per district to ensure enforcement. However, in Telangana, executive staff of the department are involved for this assessment. 87. Staffing for E&S management: Because of the low direct environmental risks and impacts from the tasks of transport departments, most state transport departments do not have dedicated staff for this 43 Environmental Social System Assessment (ESSA) role. Similarly, in most states there are no dedicated resources (financial and manpower) that are allocated for environment and social risk assessment. 88. Coordination with other departments: The lead agencies for road safety in the states facilitate and coordinate with all other stakeholder departments for issues related to road safety. As per the direction of the Supreme Court Committee on Road Safety, officers from PWD, Health, Police and School and Mass Education department are deputed for Road Safety. Gujarat has outlined that since Commissioner of Transport is member of State Road Safety Council and is also on the Executive Committee of Road Safety and a member of Traffic Management Committee, the coordination with other departments is seamless. For instance, in Odisha, the departmental DMP for the Commerce and Transport Department is being prepared and shared with the Odisha State Disaster Management Authority (OSDMA) and Road safety is also a part of this. In Andhra Pradesh, the department coordinates with district disaster/emergency management unit through district road safety committees headed by the senior most MP in each district. 89. Unique state environmental policies: The departments have clarified that there are no unique environment/social policies in the state which are relevant to the program. The departments follow the national legislative framework and policies and the state legislative framework is in line with national frameworks and there are no unique policies at the state level apart from the policies to scrap old vehicles. 90. Disposal of old/severely damaged vehicles: Each state also has their own policy for old vehicle scrapping and new vehicle procurement. For example, in Andhra Pradesh, as part of the electric mobility policy of AP, there are incentives to purchase electric vehicles by exempting them from paying the Motor Vehicle Tax. The department also ensures that government vehicles that are old are not kept operational. The department is also the registering authority for “Registered Vehicle Scrapping Facility (RVSF)� as per the Motor Vehicle Act. In this line, the department also incentivizes the purchase of new vehicles against submission of certificates of scrapping old vehicles. 91. Vendor compliance with environmental legislation: Regarding the policy to consider the environmental compliance/performance of potential vendors before awarding contracts, the Andhra Pradesh transport department confirmed that environmental clearances are of the necessary conditions for award to contracts to vendors. 92. Disposal of e-waste: Disposal of e-waste is done through applicable norms in most states. All states do not always invite only authorized bidders to auctions. The list of Dismantlers/Recyclers as per the authorization issued by SPCBs/PCCs under E-Waste (Management) Rules, 2016 (As on 06-12- 2021) is presented in the footnote15: The links to the applicable rules for e-waste disposal are presented in Annex 6. 93. Training needs and calendars: With respect to training needs assessment and training imparted to staff, it was learnt that in states like Odisha, training is imparted frequently on vehicle emission management/fuel efficiency and other emission related issues by various institutions like Centre for Science and Environment, ESCIH Hyderabad & ARAI Pune where selected relevant officials participate in these trainings. It is also learnt that as part of the advocacy and refresher courses, road user behaviour and training of drivers with repeat traffic offences is proposed to be conducted. Some states are proposing to have first responder training for police, State Transport undertaking and other personnel with yearly review and also Implementation of guidelines for protecting “Good Samaritans�. 94. In summary, it is assessed that the transport departments in the states are cognizant of the key roles they play regarding road safety and will be expected to take the leading role under this proposed PforR. It is felt that the there is scope to enhance the awareness and manpower capacity in the departments related to issues to mitigate environment related issues. This may be achieved relatively 15 https://cpcb.nic.in/uploads/Projects/E-Waste/List_of_E-waste_Recycler.pdf 44 Environmental Social System Assessment (ESSA) easily by allocating dedicated financial resources for this purpose and plan targeted training for relevant officials. Some senior officers may be given additional responsibility to look into the environmental issues and ensure these are addressed through the support of other junior staff assigned. PWD/R&B Departments: 95. Activities involving civil works: Activities planned by the PWD/R&B departments in the states are in line with the mandatory and elective parameters under the proposed PforR and include black spots rectification and speed control that may involve civil works for safety improvements at sharp curves, junctions and narrow culverts and bridges. However, it is noted that in Andhra Pradesh the proposed activities are essentially retrofitting road safety improvement works for which construction of new buildings will not be required. In Telangana, some of the permanent measures will involve civil works and minor land acquisition if any may also be involved which will be taken up by the Revenue department based on the requisition made by R&B department. Forest permissions will also be obtained if the road is passing through the Forest area. In Andhra Pradesh, other activities will include road safety improvement in 17 District Demo Corridors of SH (1,000 kms) as per DPRs (Road safety audit done using Road Safety Funds). The development of dedicated lane for 2-wheeler on SH and urban road network will involve construction of 2-wheeler track. The activities will need to involve civil works and the associated environmental risks and impacts will be addressed and managed as per the applicable existing national and state legislations such as Construction & Demolition Waste Management Rules, 2016 which seeks to effectively tackle the issues of pollution and waste generation and management arising from construction and demolition. In Gujarat, the proposed activities are similar to the other states where activities involve small scale infrastructure works – particularly for black-spot rectification, the associated approvals will be undertaken. Scale of civil works and the extent of excavation involved is calculated prior to initiating construction activities and proper disposal of construction debris and other wastes are managed as per applicable Environmental Acts. To track air pollution, measures such as afforestation, frequent monitoring of air quality and mitigation measures are being implemented by the departments. In Odisha, in the event of felling of trees required for civil works, twice of the number of trees are planted to compensate the felling. To avoid accidents due to light from oncoming vehicles, it is learnt Odisha plants bushed along the dividers. Such practices may be replicated in other states. For activities like the involvement of tree cutting, application for necessary permission is submitted online to Forest department by the concerned divisional office and relevant approvals are obtained. To avoid accidents due to collision with wildlife, if roads are expected to pass through reserve forests, proper fencing is installed for wildlife and signages are installed for drivers as per Wild Life Protection Act. Development of dedicated wildlife crossings have not been reported from the states. The department also maximizes mechanized/ automated construction to reduce exposure of workers. 96. Prior experience on World Bank other MDBs and E&S staffing: Andhra Pradesh has completed the APSHP, APERP and APSRP projects which had an Environmental Officer and an Environmental Engineer for externally aided projects. The ongoing VCICDP project have an Environmental Safeguard Expert looking after the Social and Environmental aspects of ongoing Projects. Telangana has also worked with the World Bank on the “Andhra Pradesh & Telangana Road Sector Project�. Similarly, the completed Gujarat State Highway Project I and the ongoing GSHP II projects have E&S experts as part of the PMU. In Uttar Predesh, completed projects include the ADB Phase 1 project. Ongoing projects include the World Bank funded UPCRNDP where staff include CE (EAP), PD SRP II, SE (P) and SE (IDS). In Andhra Pradesh, for the environmental/social risk assessment for externally aided projects, guidelines of the funding agency are followed. Apart from National level legislations Andhra Pradesh Water, Land and Trees Act 2002 and other legislations are complied with. In Andhra Pradesh and in Telangana, Initial Environmental Examination (IEE) report are prepared for each project and follow the requirements as per IEE report guidelines. The current practices in the department to assess and mitigate environmental risks include project specific EMP/IEE being prepared and followed. It is noted that these experts are allocated specifically for each project and their contracts are linked to the 45 Environmental Social System Assessment (ESSA) project duration only. No real long-term institutional capacity is built on E&S aspects and this aspect is required to be considered for the state departments for all projects and not just for externally aided projects. 97. Staff for E&S management: In Andhra Pradesh currently one AEE and one LA and R&R specialist are designated for ongoing projects. In addition, consultants are engaged on need basis. In Odisha, one consultant has been engaged to support this function. No specific staff is assigned for this role in Gujarat. In Uttar Pradesh, while the PWD has the Environmental and Social expert as part of the ongoing World Bank supported road project in UP, there are no specifically designated persons for environmental and social aspects in any of the participating departments. In most states, the financial resources and manpower allocated are also project and need based. 98. Inspection: State departments have a system of frequent inspection of stretches of highways to identify dangerous potholes/road damage/black spots that may cause accidents. Other departments such as police also report such black spots to the departments so that necessary action is taken. Some State departments also assess the rainwater drainage systems before every monsoon to prevent water logging. In Odisha, there is a continuous endeavor to provide RCC cover over drains to reduce risk to communities and rainwater harvesting systems are constructed along highways to facilitate ground water recharge. In Gujarat, Field engineers visit sites and based on site visits and assessments, if environmental clearances are required applications are made to the Ministry of Forest and Environment. In Uttar Pradesh, inspection is done frequently by field staff and during construction, excavated materials are disposed properly. 99. Disposal of e-waste: No specific systems are being followed in many states, and disposal is based on auction. In Gujarat, these are disposed through empaneled agencies registered by Pollution Control Board. Recommendations for proper procedures and considerations for the disposal of electronic devices have been outlined in the relevant section of this report. The links to the applicable rules for e-waste disposal are presented in Annex 6. 100. Disposal of old/severely damaged vehicles: Similarly, the disposal of vehicles at the end of life is through the auction process without sufficient oversight on the systems used by the winning bidder for final disposal of these old/scrapped vehicles. It is relevant to note that the MoRTH has drafted Guidelines for vehicle scrapping16 and guidelines on provisions for end-of-life vehicles17 are also in place. MoRTH has also issued circulars on vehicle scrapping policy18. Therefore, it may be noted for this department in all the states as well as other departments in the states that require to dispose vehicles, need to follow the MoRTH guidelines and policies for scrapping vehicles and take measures as required in these guidelines. 101. Vendor compliance with environmental legislation: In Andhra Pradesh, environmental compliance by vendor is compulsory as per Contract. In case of non-compliance, the contractor’s payment is linked with compliance. In Gujarat, for asphalt work involved, at the time of bidding, the contractor has to produce plant fitness certificate and environmental clearance certificate issued from Pollution Control Board. This aspect is not currently considered by some of the other states, and it is 16 https://morth.nic.in/sites/default/files/circulars_document/Draft%20Guidelines%20for%20Vehicle%20Scrappin g%20%281%29.pdf 17 https://morth.nic.in/sites/default/files/ASI/AIS- 129%20Provision%20for%20end%20of%20life%20vehicles.pdf 18 https://morth.nic.in/sites/default/files/circulars_document/GSR%20653(E)%20regarding%20the%20Motor%20 Vehicles%20(Registration%20and%20Functions%20of%20Vehicle%20Scrapping%20Facility)%20Rules,%202 021.pdf 46 Environmental Social System Assessment (ESSA) highly recommended that vendor compliance with applicable environmental legislation is made a mandatory criterion to be eligible for award of contracts. 102. Coordination with other departments: With regard to assessment of the existing mechanism of coordination with other departments, it is learnt that in Odisha, lead agency coordinates with all the relevant departments for all road safety activities. In Andhra Pradesh, the department coordinates at the state level through regular meetings headed by Principal Secretary and at the district level there is regular coordination meetings headed by the District Collectors with line departments. Similarly, regarding coordination with district disaster/emergency management unit, district level coordination meetings are held headed by the District Collector. In Telangana, instructions are issued through Transport and the Police departments for coordinating with district disaster management unit. The process in Gujarat is slightly different as concerned departments are informed and coordination is carried out via e-mail, letter, and telephone and in person communication. 103. Training needs and calendars: In terms of training needs and plans with respect to environmental and social aspects, no specific plans are in place in most of the participating states, and this is done on need basis and in some states, consultants have been engaged and as part of knowledge sharing with the department engineers and workshops are conducted. In Gujarat, Staff Training College carries out training for field staff. 104. In summary, it is assessed that the PWD/R&B department plays a critical role in road safety as it responsible for the black rectification including repair and maintenance of roads. The role and activities of this department also involve works at sites which often involve small to moderate civil works which can in turn have adverse impacts on the environment. The scale of environment impacts will depend on scale of works involved and the associated environmental risks need to be identified beforehand by using a screening checklist so that planning for mitigation is in place. Since the large- scale investments are excluded under this PforR financing, the E&S impacts under this program are low to moderate. There is a room to enhance the awareness and manpower capacity in the departments to identify environment related issues proactively and take adequate and timely mitigative measures. This may be achieved relatively easily by allocating dedicated manpower and financial resources for this purpose and plan for targeted training for relevant officials. Some senior officers may be given additional responsibility to look into the environmental issues and ensure these are addressed through the support of other junior staff assigned. Health Department 105. Activities involved/proposed: The Heath department of Andhra Pradesh has outlined that one of the main activities to be implemented under the proposed program is the 108 emergency response services. Along similar lines, Gujarat has indicated its intent for Procurement of Ambulance (BLS and ALS) which are to be GPS tagged and to establish single accident reporting number. The state department also intends to establish a data centre for ambulances. Currently, the department has established Centralized Control and Command Center in Ahmedabad for 108 Ambulances, however, if any further expansion will be planned under this PforR, then the department will intimate the Bank and is expected to follow the government norms for construction to minimize E&S risks. 106. Prior experience on World Bank other MDBs: The health department in Andhra Pradesh has prior experience of working on externally aided projects such as the Andhra Pradesh Health System Strengthening Project (APHSSP) where there is a ESMF Consultant from Technical Support Unit (TSU) of APHSSP. Health department of Uttar Pradesh has also worked with the World Bank under Uttar Pradesh Health System Strengthening Project. It is learnt that the health department in Gujarat has taken some proactive good practices such as procurement of energy efficient appliances, use of solar energy where feasible and segregation of different types of wastes. 107. Enforcement: With regard to the current practices in the department to assess and mitigate environmental risks, Uttar Pradesh is following Biomedical waste management 2016 rules for the disposal of bio-medical wastes. The medical wastes are disposed through Common Biomedical Waste 47 Environmental Social System Assessment (ESSA) Treatment Facilities. Along similar lines, Gujarat follows the state bio-medical waste guidelines19. In Andhra Pradesh under APHSSP to improve the quality of health care in the state, bio-medical waste segregation and management, infection control measures are also factored in. As part of Andhra Pradesh Health Systems Strengthening Project (APHSSP), a comprehensive baseline report on Environmental and Social Management Framework was prepared and published in January 2020 by the department. Quarterly assessments of health facilities are carried out with the assistance of questionnaires to assess adherence to environmental and social safeguards measures. Over time, it has been observed that there is an improvement in compliance with respect to environmental and social safeguards in health facilities. In addition to this, Quality Consultants at the State and District are responsible for environmental and social safeguards as in ensuring biomedical waste management, proper wastewater treatment in health facilities etc. 108. Disposal of e-waste: There is no specific system in Uttar Pradesh for the disposal of electronic devices. E-waste management in Gujarat is carried out as per the guidelines. Disposal of e-waste from the health department is not systematic in most states and this aspect needs to follow the relevant government guidelines. 109. Disposal of old/severely damaged vehicles: For the disposal of old vehicles like ambulances in Gujarat, based on the results of Vehicle Inspection Report, old ambulances are sold to scrap dealers. Similar systems are practiced in Uttar Pradesh. It has been highlighted in the ESSA under the sections for the assessment of other departments like Transport and PWD, disposal of old vehicles including ambulances needs to be done as per the guidelines outlined by MoRTH. The health department is also obligated to follow the MoRTH guidelines in this regard. 110. Vendor compliance with environmental legislation: In Uttar Pradesh, it is mandatory for vendors to have environmental compliance certificates and the Uttar Pradesh Pollution Control Board has a provision of penalizing the service provider in cases of non-compliance. In Andhra Pradesh, the contractual terms take care of the compliance of vendors with respect to environmental aspects. Currently, in Gujarat, the department does not check environmental compliance/performance of potential vendors before awarding contracts. However, the department will consider the necessary checks for vendors related to this program. 111. Coordination with other departments: With respect to integration of local accident data with police, the system currently in place in Andhra Pradesh is ‘Offline’ reporting of accident cases to Police. To facilitate a centralized database of accidents, it is recommended to transit from the ‘offline reporting system’ to an online process for enhanced speed of reporting as well as reduced response t ime for accidents. The coordination with other departments such as Transport, PWD and Police to undertake initiatives to enhance health sector response including for accident-related trauma cases, it is learnt that program activities are initiated only after due approval/instructions/guidance is received from the District/ State level authorities of the Andhra Pradesh health department. In Gujarat, although the current system coordination via e-mail, letter, and telephone; the iRAD software is under preparation where all concerned departments will get information and details of road accidents to further facilitate coordination with regards to necessary actions to be taken. In Gujarat, local accident cases are registered under Medico Legal Case (MLC) in the hospital and the details of the case registered is informed to local Police. Similarly, coordination with the district disaster/emergency management unit is done based on instructions/directives from the due authorities from State/District in Andhra Pradesh. In Gujarat, at District Level, Chief District Medical Officer is a member of District Disaster Management Committee to coordinate activities within district disaster/emergency management unit. 112. Staff for E&S management: In Uttar Pradesh, one officer is designated as ‘Biomedical Waste Management Nodal Officer’ at the Directorate of Medical & Health Services whereas in Andhra Pradesh consultants are engaged. In Gujarat, the state department has deployed personnel from 19 http://www.iapsmgc.org/userfiles/1GPCB-BIOMEDICAL_WASTE_MANAGEMENT_GUIDELINES.pdf 48 Environmental Social System Assessment (ESSA) Environment and Health Cell and a state task force is formulated to monitor activities under the Environment and Health Cell. This task force is headed by Commissioner of Health. State Nodal officer is appointed and at each district level and District Nodal Officers are appointed to address environment and climate change issues in the Health Cell. The health department in Gujarat is open to consider deploying a consultant to assess E&S issues. In terms of resources allocated for E&S aspects, 113. Training needs and calendars: On the aspect of training needs assessment and training imparted on environment and social aspects, in Uttar Pradesh, the current system is need-based random trainings and no planned calendar have been made. In Andhra Pradesh, under APHSSP, the state and district officials and quality teams have been trained and sensitized on environmental and social safeguards. The capacity building programs were conducted online and during the session, findings from the quarterly survey on Environmental and Social Safeguards were also disseminated. For capacity building programs on bio-medical waste segregation and management, trainings are conducted on a regular basis through the health department. Gujarat has dedicated resources allocated for conducting capacity building and training, IEC activities and Acute Respiratory Infections (ARI) surveillance in the for matters related to environment. In this regard, the department has identified 11 hospitals as sites for ARI surveillance and monitoring. The district nodal officer, medical officers and paramedical staffs are being given regular training in Gujarat, under National Program for Environment, Climate Change and human health. 114. From the environmental perspective, the most important aspect is the segregation, handling and disposal of bio-medical wastes that are generated at the accident site as well at the health centres/hospitals and it is learnt that the health departments manage such wastes by following the guidelines of the Biomedical waste management 2016 rules. Although the health systems are required to use substantial numbers of electronic devices including those requiring batteries to operate, currently all the state the departments do not follow a specific system to segregate such wastes and manage their disposal. It is highly recommended that such defunct or old devices are stored in a segregated manner and only disposed through authorized vendors to reduce the environmental impacts. Along similar lines, dysfunctional and old vehicles and ambulances should only be disposed through authorized vendors as per the MoRTH guidelines to minimize potential impact. Police Department 115. Activities proposed: The Andhra Pradesh police department seeks to install sign boards (speed check), painting on roads with certain instructions to vehicles particularly in accident prone spots/dark spots on SHs which do not involve any civil construction. Similarly, in Gujarat, the department seeks to procure interceptor vehicles and highway patrol and rescue vehicles. In Gujarat, it is also planned for the deployment of IT component – Advanced Traffic Management System. It also plans to procure mobile crash labs to investigate accident cases with the help of forensics. 116. Environment risk assessment: There are no environment risk assessments done by the departments. Given that accidents pose a risk to the environment, and the Police department is one of the first responders to accidents, it is recommended that the department considers setting up a system to assess the potential environmental risks to identify the causes and effects of accidents. This is particularly relevant to accidents involving transport vehicles carrying hazardous substances. The department may need to collaborate with relevant agencies to provide support for this initiative. 117. Staff for Environment management: In Andhra Pradesh, Tamil Nadu and Gujarat, currently, no staff capacity exists to assess environment and social risks associated with the role, activities and functioning of the department and neither are financial and manpower resources allocated for environment and social risk assessment. 118. Training needs and calendars: There is no training or training needs identified with respect to environmental and social aspects. Since the police are the primary enforcing authority, the basic awareness on potential environmental impacts due to non-compliance with road safety guidelines which may lead to accidents is essential in the department. Such awareness will help the staff to keep the 49 Environmental Social System Assessment (ESSA) environment aspect of road safety in mind while delivering their enforcement role. Some senior officers in the department may be given additional responsibility to look into the capacity of police personnel to have the basic necessary awareness regarding the relationship between road safety enforcement and environmental risks. These aspects may be rolled out through training and refreshers courses for all staff. 119. Enforcement: Police personnel impose penalty if vehicles carrying hazardous chemicals without appropriate labels/markings are identified. Similarly, penalty is imposed in most states if the vehicle driver does not carry the relevant Material Safety Data Sheets (MSDS) of the items being carried, overloaded vehicles, carrying materials such as sand/stone chips that are not adequately covered to avoid spilling on roads which may cause accidents for other vehicles and driving on wrong side. In Gujarat and Tamil Nadu, driver competency is not assessed for driving vehicles carrying hazardous chemicals. It is recommended that Police departments consider this aspect seriously as accidents involving vehicles carrying hazardous substances have the potential to cause serious environmental impacts, particularly if leakage/spillage of such materials takes place. As per the MSIHC Rules there are 684 hazardous substances20 identified and several of these may be transported along roads. The environmental risks arising from the accidents of such vehicles is very high, therefore, segregated accident data involving these vehicles is critical to assess the accident trends. These trends may be for routes prone to accidents involving hazardous chemicals, time of accidents, driver fitness/competency, driver knowledge of vehicles carried, reasons for accidents and any accident history and the measures undertaken to plugs the gaps that can avoid future accidents. The spot penalty varies widely between states. While in Andhra Pradesh the penalty for wrong side driving is Rs. 100 and driving beyond the speed limits in leads to a penalty of Rs. 400. In comparison, the penalty in Gujarat for 2-wheelers is Rs. 1,500, LMV 3000 and other vehicles Rs. 5,000. It is learnt that Police personnel also conduct breathalyzer tests on drivers and book them for drunken driving. In Gujarat, the penalties range from Rs. 1,500 to Rs. 4,000 depending on the type of vehicle. When the penalty is too meagre there is insufficient incentive for drivers to comply, therefore, departments may consider setting a penalty value that will serve as an adequate disincentive for offences. 120. Good environmental practices: As good environmental practices, the Police departments in Andhra Pradesh and Gujarat promote the procurement of energy efficient appliances and offices also use renewable energy such as solar; in Andhra Pradesh the outposts have sewerage/soak pits for toilet waste and considers segregating different types of wastes. 121. Disposal of e-waste: Electronic wastes are disposed through tenders for recycling and department vehicles are disposed through auction. It is recommended that disposal of e-waste is only done through authorized vendors only to minimize environmental impacts. Similarly, bidders eligible to participate in auctions should have the facilities to scavenge the vehicle thoroughly for recycling to reduce the environmental risks. 122. Coordination with other departments: In Andhra Pradesh, the system to record accidents involving spillages/leakages of hazardous chemicals along roads/highways and communicating to the central database is through uploading in Crime and Criminal Tracking Network & Systems (CCTNS). In Gujarat, such accidents are recorded through a separate report. Tamil Nadu does not have such a system. In Andhra Pradesh, for the system to integrate local/state accident data with hospitals and fire departments there is no proper system in place right now. However, data is shared through the District Magistrate. The practice in Gujarat so far was to share data with hospitals and fire departments through messages. However, the department is expecting to launch the Integrated Road Accident Database 20 https://thc.nic.in/Central%20Governmental%20Rules/Manufacture,%20Storage%20and%20Import%20of%20H azardous%20Chemical%20Rules,%201989..pdf and https://ciflabour.assam.gov.in/sites/default/files/MSIHC%20Rules.pdf 50 Environmental Social System Assessment (ESSA) (iRAD) through which all stakeholder departments will be integrated, and accident data will be available in one virtual platform. In Tamil Nadu, the information is shared with hospitals but not with fire service. In Andhra Pradesh, the mechanism of coordination with other departments such as Transport, PWD and Health to undertake the program activities works at the state and district levels. At State level, State Road Safety Council (SRSC) meetings are convened by CS. All the stakeholder departments participate and discuss regarding coordination issues, targets, plans etc. At District level, District Road Safety Council (DRSC) meeting is held once in every quarter for assessing the enforcement, education, engraving done so far and planning for the subsequent quarter. The department also coordinates with district disaster/emergency management unit during disasters. In Gujarat, the Traffic Management Committee takes the lead to coordinate with all the other stakeholder departments and coordination with the district disaster management unit is done through a senior IPS officer who represents the Police department in the District Disaster Management Committee. In Tamil Nadu, the coordination is done through State Road Safety Council and District Road Safety Committee. 123. The Police department plays the most significant role for the enforcement of traffic rules which in turn plays a crucial role for road safety. Considering the interrelationships between road safety (prevention of accidents) and the potential impact on the environment, it is essential that the Police department is able to assess how their enforcement role is closely intermingled with the associated potential environmental risks. It is observed that the penalties for traffic offences varies widely between states, and it is highly recommended to assign a fitting penalty value that serves as a strong deterrent for others and is expected to reduce the number of future offences. The Motor Vehicles (Amendment) Act 2019 provides that the State Governments can have a multiplier up to 10 times for the penalties for offences relating to Motor Vehicles. MoRTH has notified the conditions to be taken into consideration by the State Government for the purposes of specifying a multiplier under Section 210A, which include data collected by the Central Government or State Government pertaining to road safety, traffic management, offences committed, fines and penalties levied; or advice rendered by National Road Safety Board, National Road Safety Council or State Road Safety Council. It is also felt that the department does not perceive that its role has any relationship with the protection of the environment. This is evident as there is the lack of staff capacity, allocation of resources and training. All of these aspects are essential to bring this perspective into their operations which will go a long way to contribute even more towards road safety. 51 Environmental Social System Assessment (ESSA) 1.19 Legal and Regulatory System 124. ESSA reviewed the applicable Government of India, and the state government laws, regulations, policies, programs and procedures relevant to managing the environmental and social effects of the proposed program and included environmental and social protection laws and policies also21. The legal framework for environmental and social systems are adequate and backed by set of comprehensive laws, regulations, technical guidelines, and standards, that apply nationwide and to participating states as well. 125. With regard to environment, the following relevant legal and regulatory frameworks were assessed: • National Environment Policy, 2006 • The Environmental (Protection) Act, 1986 • Indian Forest Act 1927 • Forest (Conservation) Act, 1980 • Coastal Regulation Zone Notification 2019, and Island Protection Zone Notification 2019 • Water (Prevention and Control of Pollution) Act, 1974 • Air (Prevention and Control of Pollution) Act, 1981 • Environment (Protection) Seventh Amendment Rules 2009 • Noise Pollution (Regulation and Control) (Amendment) Rules, 2000 • Municipal Solid Wastes (Management & Handling) Rules, 2016 • Manufacture, Storage and Import of Hazardous Chemical Rules, 1989 • The Batteries (Management and Handling) Rules, 2020 • The e-waste Management (Management & Handling) Rules 2016 (Amended in March 2018) • Construction & Demolition Waste Management Rules, 2016 • Bio medical waste management Rules 2016; and • The Ancient Monuments, Archaeological sites and Remains Act, 1958. Overall, there are no significant gaps in the legal and regulatory systems that need to be addressed under this Program. Gaps were observed in enforcement of the existing legal and regulatory frameworks and backing them with well-defined institutional mechanisms and operational procedures. 126. The existing legislative framework is adequate to ensure social sustainability and inclusion of marginalized and vulnerable population including the SC and ST population, labor welfare, and gender and inclusion but requires strengthening of institutional capacity for better compliance. The key social legislations and provisions assessed includes: • Constitutional provisions under Articles 15,16 and 46 • Provisions as per Fifth and Sixth Schedule Areas in the Constitution of India • Scheduled Castes and Scheduled Tribes (Prevention of Atrocities) Act 1989 and further Amendments 2018 • Minimum wages Act, 1948 • The Building and Other Constructions Workers (Regulation of Employment and Conditions of Service) Act, 1996 and the associated Central Rules, 1998 • The Child and Adolescent Labour (Prohibition & Regulation) Act, 1986; and Notification of the Child Labour (Prohibition and Regulation) Amendment Act, 2016 and Rules 2017 • Public Liability Insurance Act, 1991 21 Covering protection of rights and interests of backward, scheduled caste (SC) and scheduled tribe (ST) and other marginalized communities, citizen engagement, livelihoods, inclusion, gender, labor and other sector related laws and policies. 52 Environmental Social System Assessment (ESSA) • Right to Fair Compensation and Transparency in Land Acquisition, Rehabilitation and Resettlement Act, 2013 (RFCTLARR) • The Right to Information Act 2005; and rules by the respective states • The Street Vendors (Protection of Livelihood and Regulation of Street Vending) Act, 2014 • The Rights of Persons with Disabilities Act, 2016 • The Sexual Harassment of Women at Workplace (Prevention, Prohibition and Redressal) Act, 2013; and • Criminal Law (Amendment) Act, 2013 - Sexual Offences. 127. The Motor Vehicles (Amendment) Act of 2019: The Motor Vehicle Act, 1988 has been the primary legislation governing road safety scenario in India for over 30 years till 2019. Over years, the Motor Vehicle Act became outdated and had limited impact. The enactment of Motor Vehicles (Amendment) Act, 2019 came with the objective to create an enabling framework to improve road safety in India. The Motor Vehicles (Amendment) Act of 2019 (MVAA) seeks to bring about changes in the Central Motor Vehicles Act of 1988. This is in lieu of solving some major issues of road safety, third party insurance, etc. and is the key policy for road safety in India. The key changes that the act has brought about includes: 1. Road and environmental health measures especially in case the vehicles are not fit to be used on roads, and manufacturing defects etc. 2. Road safety measures with increase in the penalty for traffic rule offenders more stringent rules for offences like juvenile driving, drunken driving, over speeding, overloading and driving without a license etc. 3. Vehicle fitness with mandating for fitness checks and promoted certification of automobiles after they were successfully tested. 4. Setting up of a National Road Safety Board under the central government. 5. Compensation for victims of road accidents, and provisions towards cashless treatment of victims of road accidents, during the golden hour. 6. Protection of Good Samaritan who stands up for helping out a road accident victim immediately after such mishappening takes place. 7. Compulsory insurance and setting up setting up Motor Vehicles Accident Fund for compulsory insurance to all drivers on-road. Also, providing for better insurance facilities and simplifying the process of claiming the compensation. 8. Providing licenses to taxi aggregators. 9. Promotes the formation of National Transportation Policy in collaboration with states. 10. Strengthens the process of driving training and propagates the opening up of more driver training institutes for ensuring the production of better commercial drivers in India. 11. National register for driving license and vehicle registration and harmonization and integration of issuance of driving license and vehicle registration. 128. The Motor Vehicle (Amendment) Act 2019 (MVAA) recognizes road safety programs must be effectively managed and coordinated through an apex body. It includes a provision to establish an empowered and accountable National Road Safety Board (NRSB) and counterpart state agencies. The acts also suggests that the state governments are to constantly monitor state highways, national highways, and urban roads through electronic mode. 129. In addition, respective state road safety policies were also assessed and includes: • Andhra Pradesh Road Safety Policy 2015 53 Environmental Social System Assessment (ESSA) • Gujarat Road Safety Authority Ordinance, 2017 • Odisha Road Safety Policy, 2015 • Tamil Nadu Road safety Policy, 2007 • Telangana Road Safety Policy 2015 • Uttar Pradesh State Road Safety Policy 2014; and • West Bengal Road Safety Policy 2016. 130. These road safety policies recognize the need and provides the measures to stop and reverse the increasing trend in number of accidents, number of deaths and number of injuries through comprehensive measures covering engineering, enforcement, education and emergency care. These includes measures towards (i) Awareness about road safety; (ii) Strengthening institutional arrangement for road safety; (iii) Establishing road safety database; (iv) Ensuring safe road infrastructure; (v) Safer vehicles; (vi) Safer drivers; (vii) Safety for vulnerable road users; (viii) Road safety education and training; (ix) Enforcement of traffic laws; (x) Emergency medical assistance to road accident victims; and (xi) Research for road safety. However, the capacity to translate these measures into a coordinated action varies a lot across states and requires strengthening and proper monitoring. 54 Environmental Social System Assessment (ESSA) 1.20 Environmental and Social Management System Assessed Against Core Principles 1.20.1 Core Principle -1: Program E&S Management System Program E&S management systems are designed to: (a) avoid, minimize, or mitigate adverse impacts; (a) promote E&S sustainability in the Program design; (b) avoid, minimize, or mitigate adverse impacts; and (c) promote informed decision-making relating to a Program’s E&S effects. System and Capacity Assessment 131. The State Road Safety Council or Road Safety Authority is the senior most institution on Road Safety in the State and is generally headed by the Chief Minister in some states, while headed by Chief Secretary or Transport Secretary in other states and often drawing members from Transport, PWD, Highway/ R&B, Home/ Police, Urban Development, Health and Education as its members. The Road Safety Council periodically reviews the progress and provides policy guidance while Road Safety Cell housed in Transport Department and headed by the Transport Commissioner works as an executive arm that operationalizes and undertakes road safety activities on day-to-day basis. In the Road safety Cell, there is representation from PWD, Police, Health and Education in the form of Officer on Special Duty (OSD) to help coordinate road safety activities with their respective department. At the district level there is District Road Safety Committee headed by the District Collector/ District Magistrate to review and guide the district level road safety activities. 132. All states also prepare Road Safety Action plan that covers the activities under the road safety program and details out the activities that each of the department has to take up. The Road safety cell coordinates and monitors the implementation as per Road safety action plan under the guidance of Road Safety Council. 133. While the availability of a good and reliable crash data is the core of any blackspot management program, at present the black spot identification in most states are done through local police station based on repeated accidents. They report to Traffic Department. The Traffic police identifies black spots each year based on the accident data of last 2-3 years and through them it comes to Transport Department. Transport Department then disseminate it to respective road owning departments for fixing which are the responsibilities of mainly PWD, and Highway Authorities, Urban Development Departments, and Rural Roads. 134. All the states have emergency response service through 108 which is functional to attend to any emergencies/ accident victims and includes both Basic Life Support (BLS) and Advance Life Support (ALS) ambulances. Also, at the national highways, the Incident Management System (IMS) instituted by NHAI has ambulances positioned at every 50 kms so that it can respond to any accident within 15 minutes of it being informed on a national accident helpline. The Bio-medical waste management from the Ambulances is followed as per BMW guidelines issued by the state Pollution Control Boards. Management of Environment Aspects 135. Environmental legislation at the national and state level for the conservation and management of the environment and on pollution management are well defined and in place, and so is the institutional structure for the management of the environment. Therefore, procedures and clearances required for environmental protection are well defined. Existing legislation also help minimize or mitigate possible adverse impacts on the natural habitats, archaeological sites and cultural resources. However, environment specific capacity is presently insufficient because of lack of dedicated E&S staff and relevant training in the implementing departments and nodal agencies may play a more proactive role to help enhance this capacity. 55 Environmental Social System Assessment (ESSA) 136. The program seeks to reduce the number of road accidents along stretches of roads through various interventions which, in itself is expected to contribute to environmental benefits and sustainability. The departments of Transport, PWD and Police are expected to ensure stricter enforcement of safe driving through their respective roles. Fewer road accidents will lead to reduced environmental impacts from such crashes. Moreover, the decongestion of bottlenecks will reduce the vehicle emissions and dust levels and also reduce noise levels from vehicular congestion and honking. For vehicles carrying hazardous substances, stricter and more frequent vehicle inspection, driver competence, proper vehicle labeling for materials being carrying will reduce accident probability which will play an important role to reduce environmental risk and promote sustainability. 137. Since the proposed program activities under this PforR is not expected to involve major construction activities on the ground that require conducting of IEE or EIA studies, or other initiatives that may pose significant potential environmental adverse impacts, it is felt that environmental impacts in this PforR are low to moderate under Core Principle 1. Management of Social Aspects 138. The typical remedial measure required for black spots varies for different types of black spots are generally have a combination of remedial measures which includes (a) Improve signage; (b) Improve lighting/ visibility; (c) Speed limiting measures; (d) Improve Road markings; (e) Remove roadside obstacles; (f) Improving Road surface e.g., rectifying potholes, road edges, drainage etc.; (g) Remove roadside obstacles, installing crash barriers; (h) Installing warning signs (e.g., for bends, junctions, narrow roads); (i) Removing on road parking etc.; (j) Mechanism for reducing driver fatigue; (k) Avoid contra traffic flow; (l) Active police enforcement; (m) Improve road geometry e.g., eliminating sharp changes in alignment – curve/ slope etc.; (n) Improve facilities for pedestrians walking (footpaths) along the road (including clearing and widening where required); and (o) Widening the lanes and / or shoulders. Hence, except for road widening for some of the measures, and/or making footpath etc., rest of the remedial measures does not require any additional land. 139. Majority of the road safety activities as identified under the program does not involve any civil works except certain type of activities for fixing accident black spots, and setting up Driver Training & Automated Testing Centers, and for Automated Vehicle Fitness Centers at district level. The black spot fixing is undertaken by the road owning department which could be Highways, Road and Bridges, PWD, or Urban Development department. However, any construction activities by the Transport department or Police Department or Health department is generally done by PWD on their behalf. In some case, there are Engineering cell within the Health or Police department, where PWD engineers are deputed and follow PWD norms. PWD in each of participating states has its own well-defined guidelines and procedures for undertaking any civil/ construction activities including through contractors and have built in mechanism to follow national and state regulations as applicable. 140. While PWD take up the construction activities on behalf of various departments including for Transport, Health, and Police, the provision of land and ensuring that the land is free from any encumbrances lies with the main department on behalf of which PWD may be undertaking the civil works. The process is well defined for takeover and handover of the site for civil works by the PWD. Also, for any land requirement by any department, the process of requesting Revenue Department through District Collector/ Magistrate is also well laid, who then allot the land to the requesting department based on need. Key Gaps Identified 141. While the institutional mechanism seems well defined at state and district level for road safety, and there are elements of environmental and social responsibilities which is visible in externally aided projects being implemented by the respective departments, but in normal day-to-day operations and part of institutionalized capacity, there is no specific staff with the responsibility to ensure environmental and social risk management is addressed and guiding the process towards environmental and social sustainability. 56 Environmental Social System Assessment (ESSA) 142. There is no training or orientation of the field staffs of PWD, and the road owning departments/ agencies towards environmental and social sustainability, and this is required to be strengthened. Recommendations 143. The key recommendations include: • While there is need to orient key planning and field level officials on environmental and social sustainability aspects on the read safety activities, there is a need to have key officials in the Lead Agency responsible for supervising, monitoring and reporting on environmental and social safeguard aspects of the program. Although this PforR excludes the financing for large scale civil works, proposed civil works should include a E&S screening before finalizing and approving commencement of works. 1.20.2 Core Principle -2: Natural Habitat and Physical and Cultural Resources Program E&S management systems are designed to avoid, minimize, or mitigate adverse impacts on natural habitats and physical cultural resources resulting from the Program. Program activities that involve the significant conversion or degradation of critical natural habitats or critical physical cultural heritage are not eligible for PforR financing. System and Capacity Assessment 144. The program interventions are unlikely to disturb natural habitats or environmentally sensitive zones or require any associated rehabilitation. There is well defined legislation at the national and state level for the conservation, management, impact minimization and mitigation of any environment issue identified and also for pollution management, including an institutional structure defining the authorities in-charge of various activities and conservation areas. Existing legislation and institutional systems also help minimize or mitigate possible adverse impacts on cultural resources. Program activities are not anticipated in the vicinity of existing cultural resources and also not expected to adversely impact natural resources. In case there are activities required to be undertaken in areas such as black spot rectification in stretches of highways running through or adjacent to forest areas or in the proximity to cultural resources, the requisite permissions will be obtained, and adequate mitigation will be taken by the responsible departments. Compensatory planning for afforestation is required in case the tree clearance is required. 145. Also, in case any physical cultural structures coming on way to black spot fixing, the current practice in many of the states involve consultation with local community representatives, community leaders along with Police Department, District Administration/ Revenue Department and other stakeholder departments to identify a culturally appropriate method of identifying the way forward. 146. Therefore, it is anticipated that no significant adverse impact on natural habitats and physical and cultural resources will take place from program activities. On the contrary, the reduction of accidents and decongestion of bottlenecks will help to reduce dust and vehicular emissions. 1.20.3 Core Principle -3: Public and Workers Safety Program E&S management systems are designed to protect public and worker safety against the potential risks associated with (a) the construction and/or operation of facilities or other operational practices under the Program; (b) exposure to toxic chemicals, hazardous wastes, and otherwise dangerous materials under the Program; and (c) reconstruction or rehabilitation of infrastructure located in areas prone to natural hazards. System and Capacity Assessment 147. Anticipated physical activities are small in scale and no large construction activities are foreseen as a part of the program boundary. In case of repair of road sections and installation of road 57 Environmental Social System Assessment (ESSA) safety signages, the use of hazardous materials are not likely. Enforcement of PPE use and workplace safety is a mitigation measure. The operational staff such as traffic enforcement staff of the police departments are exposed to high levels of vehicular emissions. For protection against these emissions, officers engaged in high traffic routes and spots wear masks to trap most particulate matter before they enter the respiratory tracts. The Police department is one of the first responders therefore, a system needs to be in place to assess the potential environmental risks for the cause and effects of the accidents. Provisions to maintain best practices related to Public Occupational Health and Safety oversight will be included into the planning and implementation of activities are part of the contract document. The practice for the disposal of e-waste is not consistent across the participating states and guidelines and recommendations for this has been outlined in the relevant sections of this ESSA. The departments also coordinate with the District Disaster Management department and seeks their support to deal with any natural disasters. 148. Civil construction works by the PWD and/or by the road owning departments follow the relevant Labor laws applicable in the State. Necessary clauses are mentioned in the bid and contract document for prohibition of child labor. In some states drives are being undertaken by the Labor Department of the state to prevent the practice of child labor in business establishments and in civil/construction work. 149. In all states, necessary labor laws and labor welfare related measures as per the regulations are mentioned in the bid and contract document for any civil work. Also, all necessary amenities are to be provided by the contractor at work site. However, its adherence differs across states in absence of close monitoring. 150. Also, all Government orders/ guidelines/ advisories on COVID19 are being followed by all the concerned departments/ agencies. Compliance on orders/ guidelines/ advisories on COVID19 are being followed through effective enforcement. Key Gaps Identified 151. The key gap is to ensure adherence to most of the labor related contract clauses by the contractors undertaking civil works due to lack of monitoring and reporting on those aspects by the departments. Wastes emanating from the proposed activities include construction debris, e-waste and scrapped vehicles. The address the gaps for appropriate e-waste management disposal has been detailed in the relevant sections of this ESSA. The state departments are expected to follow the state e-waste management guidelines and dispose e-waste only through authorized e-waste recyclers. Similarly, the disposal of old/severely damaged vehicles needs to be done in line with the MoRTH guidelines. All construction debris needs to follow the applicable legislation for these activities and associated wastes. The primary reason for these gaps is the lack of dedicated suitably trained manpower resources to regularly monitor, enforce and report. Recommendations 152. It is advised that PWD and the road owning department need to orient their field staffs and familiarize them regarding the monitoring and reporting formats that they use during site visits. 1.20.4 Core Principle -4: Land Acquisition and Resettlement Program E&S systems manage land acquisition and loss of access to natural resources in a way that avoids or minimizes displacement and assists affected people in improving, or at the minimum restoring, their livelihoods and living standards. The road safety program, however, does not allow any land acquisition and resettlement under the program. System and Capacity Assessment 153. The national legal and regulatory framework on land acquisition and involuntary resettlement is adequate, especially for land title holders. The Right to Fair Compensation and Transparency in Land 58 Environmental Social System Assessment (ESSA) Acquisition, Rehabilitation and Resettlement Act, 2013 (RFCTLARR) is followed on all states for any requirement of land acquisition, which also emphasizes on extensive consultation and consent and provision of replacement cost, and support towards livelihood enhancement in a transparent and participatory manner. However, the limitation it has is being silent on treatment of squatters, where states have varied practices of considering compensating for loss of assets and livelihood. ‘The Right to Fair Compensation and Transparency in Land Acquisition Rehabilitation and Resettlement Act 2013’ is being followed by all departments through Revenue Department. The states have well defined process for any land acquisition, and especially the PWD, Roads and Bridges (R&B) department, and Highway departments are well aware of the process that needs to be followed and have a long experience of doing so, as required. 154. Reviews of existing road safety measures and associated risks, activities by different stakeholder departments such as Transport, PWD/ Road and Bridges/ Highways, Police/ Home, and Health department in participating state suggests that land acquisition is largely limited to civil/ construction works in fixing accident black spots of certain types, which comes in the domain of road owning department i.e., PWD, Road and Bridges, and Highways whichever is the key department(s) involved in road construction and maintenance of the roads in the state. The other three departments i.e., Transport, Home/ Police, and Health generally does not require any civil work and thereby any need for additional land under the program and as most of the activities are softer in nature. 155. While many of the measures for accident black spot fixing may not require any major civil works, in all the project states only government land will be used for setting up Driver Training & Automated Testing Centers, and for Automated Vehicle Fitness Centers. 156. While the system and capacity for land acquisition and resettlement exist within the State Governments, no land acquisition and/or resettlement is allowed under the proposed road safety program as the SSP scheme document clearly articulates this in their list of excluded activities. And hence, in such cases where any land is required beyond the land owned by the Government, there will be need to explore alternative options and measures. 157. Fixing accident black spots poses the risks of temporary disturbances to hawkers, and vendors in some cases, especially where clearing and/or widening of footpath and widening of road etc. is required. Though some of the states mention that they have not encountered such issues of relocating vendors and hawkers, other states do mention it in few cases. While states such as Odisha and Andhra Pradesh inform that in such cases a one-time compensation is paid in line with Street Vendors (Protection of Livelihood and Regulation of Street Vending) Act, 2014, but other states are silent and mention following Government guidelines for any assistance. Some of the states also undertake consultations with key stakeholders including with road users and local community members while planning any civil work in those areas. 158. Though proper care is taken during the progress of work to ensure no adverse effects are there to any community infrastructure or services. However, in unavoidable situations, necessary measures are taken in consultation with respective department and local community. Key Gaps Identified 159. The key gaps identified is (a) Systematic screening to identify risks of potential measures being planned for the black spot fixing especially where clearing and/or widening of footpath and widening of road is required, and or where new construction is being planned; (b) Systematic stakeholder consultation to identify community concerns and garnering community support; and (c) Strengthening mechanism for assistance to any vendors and hawkers as per national Street Vendors Act 2014. Recommendations 160. The key recommendations to fill the identified gap are: 59 Environmental Social System Assessment (ESSA) a. Environmental and social screening to be instituted during the planning phase of any new construction under the program including for identified black spot fixing, construction of Driver Training & Automated Testing Centers, and for Automated Vehicle Fitness Centers, to identify any adverse social risks and impact. Based on risks identified, key measures to be planned towards mitigating the same. b. While the land donation is a common practice, there is need to ensure that it is done on voluntary basis and these are no coercion for doing so, and the process of donation shall be institutionalized through gift deed. c. Providing assistance for vendors/ hawkers in case of any need in line with Street Vendors (Protection of Livelihood and Regulation of Street Vending) Act, 2014. 1.20.5 Core Principle- 5: Rights and Interests of Indigenous People Program E&S systems give due consideration to the cultural appropriateness of, and equitable access to, Program benefits, giving special attention to the rights and interests of Scheduled Tribe people (Indigenous Peoples) and scheduled caste people, and to the needs or concerns of vulnerable groups System and Capacity Assessment 161. All the participating states and especially Transport Department and police have reported on conducting regular road safety awareness programs through mass media, mix-media, also on social media. In most states’ messages on TV, FM radio, distribution of pamphlets, screening of audio-visual materials, street plays for commercial vehicle drivers and truckers, and public consultation workshops are conducted, and public awareness campaigns undertaken towards road safety are being undertaken in local language. Also, education programs undertaken for students on road safety. IEC materials are put up for display in public places and appropriate signboards are put up as per norms to inculcate positive road safety behavior among the public. 162. Many states also tweaked school curriculums to integrate road safety awareness to children along with holding activity campaigns in schools towards this. 163. NGO/CSO are also engaged for undertaking awareness campaigns on road safety in an active manner in most of the states. 164. In addition, some of the states also instituting training of first responders who provide immediate assistance to the Road accident victims at the accident spot to save lives in golden hour. An example of that in Odisha where First Responders are being trained under Project “Rakshak� - a first responder training. Project Rakshak: 30 Weeks-30 Districts-300 Master Trainers-30000 First Responders. Project Rakshak is first of its kind state level program where in 30,000 volunteers staying or working at the eateries and different business establishments near accident prone areas and police personnel will be trained as First Responders to road accident victims. The program is being conducted in two phases. In the first phase 300 Master Trainers have already been trained in Training of Trainers (TOTs) by experts. Master Trainers include volunteers from Indian Red Cross Society, Odisha State Branch and NGOs across the state. After the TOT, in the second phase these 300 Master Trainers will go to accident prone areas in all the 30 districts and train and empower people to render help to the victims of road accidents. They will be equipped to administer first aid and pre-hospital trauma care to accident victims within the golden hour. There is a comprehensive plan to put up Display Boards about Good Samaritan Policy and Solatium Fund Scheme in all the Hospitals, Police stations, RTO office and other important locations in all the districts of the State. Tender has been floated and work order is being issued to an able vendor by end of March 2022 for executing the same. 60 Environmental Social System Assessment (ESSA) Recommendations 165. While there are no specific gaps identified, it is important to have a comprehensive social and behavior change communication (SBCC) to illicit enhance social benefit as this will contribute in reducing road accident fatalities. 1.20.6 Core Principle- 6: Social Conflict Program E&S systems avoid exacerbating social conflict, especially in fragile states, post- conflict areas, or areas subject to territorial disputes. 166. The program activities do not exacerbate any social conflict in fact it benefits in reducing loss of life and asset caused by accidents. 167. Though some of the states have LWE (Left Wing Extremism areas), no conflicts are reported to have been faced for road safety works. In those areas, states generally get their work is done through existing contractors working in those areas/ road stretches and are familiar with local issues and cultural practices. 1.21 Grievance Redressal Mechanism 168. The current Road safety program in participating states leverage existing country system to receive, resolve and manage grievances, and includes (a) Chief Minister’s (CMs) grievances portals; (b) State and Department specific grievance redress mechanism; and (c) Centralized Public Grievance Redress and Monitoring System (CPGRAMS) at national level. The current grievance redress mechanism in the participating states has multiple ways to register grievances and get redressal. This includes: a. Using Right to Information (RTI) Act to get information and resolution of grievances as mandated under the Act. All states and departments follow RTI and have deputed officials looking after the RTI within their department. b. Registering grievances online through Chief Minister’s (CM’s) grievance cell in all the participating states under the control of Department of Personnel Administration and Reforms (DP&AR) which are generally received and tracked through state online portals such as https://www.spandana.ap.gov.in/ in Andhra Pradesh; https://cmogujarat.gov.in/en/ in Gujarat; https://janasunani.odisha.gov.in/ in Odisha; https://grievances.maharashtra.gov.in/en in Maharashtra; https://jansunwai.up.nic.in/ Uttar Pradesh; https://excise.wb.gov.in/pgms/page/Login.aspx in West Bengal ;and https://cpgrams.ts.nic.in/citizen/grievance.php in Telangana;. On receipt of the grievances, initial screening is done at DP&PR and forwarded to the concerned department for resolution. The concerned departments make further investigations and address the grievances and report back to DP&PR where the grievances are monitored and tracked online. c. Registration of grievances can also be done through written application in most of the departments across the states in local district offices and have system of resolution and escalation. With majority being resolved locally, tracking them at state level is lacking in many cases. d. In addition to the online system, https://cot.gujarat.gov.in/post-grievance.htm in Gujarat; and http://odishatransport.gov.in/ in Odisha has a system of registering grievances at Transport Department websites. Also, in some states there are Toll free helpline no such as in Uttar Pradesh (1800 1800 151); and in Maharashtra (1800 120 8040) that not only used for seeking information but also for feedback and grievances. e. At the national level, the Centralized Public Grievance Redress and Monitoring System (CPGRMS) is an online web-enabled system (https://pgportal.gov.in/) in association 61 Environmental Social System Assessment (ESSA) with Directorate of Public Grievances (DPG) and Department of Administrative Reforms and Public Grievances (DARPG) to register and track grievance. And is being used in all Central Ministries and Departments including for MoRTH. Any State specific grievances can also be lodged here which are further directed to respective state and department for resolution and reported back through CPGRMS system. 169. While there are various mechanisms to register grievances, it is the CM’s grievance cell and the manual written complaints at the local district offices of the departments which are the ones mostly used by the common people. However, the current system lacks in systematic recording, monitoring and reporting on grievances related road safety and requires strengthening. The Central and State Road Safety Authorities/Societies will attempt to streamline consolidating and monitoring the grievance redressal in project states. CONSULTATIONS WITH KEY STAKEHOLDERS AND DISCLOSURE 1.22 Stakeholder consultations 170. As part of preparation, consultations were undertaken with each of the department in each of the participating states both face-to-face and virtual over December 2021 to February 2022 period. Consultations with each of the departments in each state, included discussion on environmental and social aspects. In addition, a detailed checklist was prepared specific to each department and shared for their written feedback. 171. Details of the face-to-face and virtual/ hybrid consultations with ESSA team along with other teams undertaken in different states is as below. State Date Type of Key Departments/ consultation Agencies Met Uttar Pradesh 14-15 December, 2021 Face-to-face Transport, PWD, Police, and Health Telangana 16-17 December, 2021 Face-to-face Transport, Police, Health, R&B, and PWD Andhra Pradesh 22-23 December, 2021 Face-to-face Transport, Police, Health, R&B, and PWD Tamil Nadu 28-Feb – 02 Mar, 2022 Face-to-face Transport, PWD, Police, and Health West Bengal 10 Feb, 2022 Virtual PWD Odisha 12 Jan, 2022 Virtual Transport 172. The consultation with all the implementing agencies and the seeking information through checklist from states and each of the participating department was largely concentrated in the areas of (a) key activities that the implementing departments are planning under the State Support Program (SSP) for Road Safety; (b) the institutional mechanism including environmental and social capacity within each of the participating department; (c) current practices in the departments to assess and mitigate environmental and social risks associated with the road safety activities undertaken by them; (d) mechanism for integrating community concerns during planning and implementation of road safety activities; (e) occupational health and safety related issues and concerns for staffs/ workers, laborers and community; (f) land requirement for key road safety measures and mechanism for identifying and procuring them; (g) mechanism for dealing with squatters, vendors and hawkers where needed; (h) grievance redress mechanisms and stakeholder engagement process; and (i) concerns related to training and capacity building of staffs on identifying and managing environmental and social risks and impacts. 62 Environmental Social System Assessment (ESSA) 1.23 Summary of Multi-stakeholder consultation workshop 173. A multi-stakeholder workshop was organized on 22nd April 2022 at the national level covering participants all stakeholder groups including from each of the participating states, civil society organization and academia. It was joined by more than 100 participants including key officials form MoRTH, key officials from various departments of the participating states and NHAI, representatives from various NGOs and civil society groups, members from academia, and members from Asian Development Bank (ADB) and World Bank task team. The details of the workshop minutes are presented as Annexure 7. 1.24 Disclosure 174. The draft ESSA will be disclosed in country at the MoRTH’s website and on the World Bank’s external website, prior to appraisal of the program, to serve as the basis for discussion and receipt of feedback and comments. The final ESSA will be re-disclosed at the MoRTH’s website and at the World Bank’s external website. 63 Environmental Social System Assessment (ESSA) RECOMMENDATIONS AND ACTIONS 1.25 Exclusion of High-Risk Activities 175. While the government program has eligibility criteria which excludes new major construction or civil works which involves land acquisition and/or resettlement such as construction of flyover, foot over bridge, building infrastructure, testing sites, in the State Support for Road Safety Program, the exclusion criteria will be further clarified and the following activities that would cause high or substantial E&S risks and impacts will not be financed: • Any land acquisition, physical relocation and/or involuntary resettlement impacts. • Program activities should not involve large scale civil works or works that may have adverse and irreversible impact on the environment. • Program activities should not be in forest or ecologically sensitive areas. • Activities that are not in compliance with Central and State environmental legislation. • Use of child or bonded or forced labor or labor involved in any hazardous activities. • Destruction or damage to any physical and cultural resources. 1.26 Summary of Identified Gaps and Recommendations 1.26.1 Summary of Environment gaps 176. The summary of environment related gaps is primarily related to the disposal of E-waste, disposal of end-of-life or severely damaged vehicles requiring vehicle scrapping, compliance of vendors with relevant environmental legislations, segregation of accident data involving vehicles carrying hazardous substances, staff capacity in the departments to identify, assess and manage potential environmental risks and focus on training on E&S aspects. 177. It has been observed that most state departments do not always dispose electronic and e-waste through the authorized recyclers and these are generally disposed through auctions leaving little opportunities for the departments to ensure that these wastes are finally disposed as per the prescribed legal frameworks and norms are followed. 178. Departments do not follow the MoRTH guidelines for disposal of old/end-of-life vehicles which is a gap identified across departments and states. MoRTH has laid out these guidelines which have been detailed in other sections of this document. 179. Vendor compliance with environmental legislations is enforced in some states and their respective departments, however, this practice is not uniform across states and departments. Several state departments have a strict enforcement on this aspect, but others do not have a system in place to enforce this. 180. One of the most glaring gaps is the lack of segregated accident data involving vehicles carrying hazardous substances. Since accidents involving these vehicles have a tremendous potential to impact the environment due the risk associated with leakages and spillages of the chemicals, it is absolutely essential to track these kinds of accidents and analyze the causes of such accidents so that the appropriate prevention measures are put in place. This is anticipated to reduce the number of such accidents thereby reducing the associated potential risks to the environment. 181. Staffing on E&S aspects is very limited, and any existing staff are part of the PMU when there are existing road projects in the state. The PMU is only functional during the project period and the staff are also not available after project completion. Therefore, there is no institutional capacity strengthening on E&S aspects which is a gap that needs to be addressed. On similar lines, training of relevant staff on E&S aspects is not in place in most departments and no training modules or calendars are in place. Therefore, there is very limited focus to integrate E&S aspects for departmental staff. 64 Environmental Social System Assessment (ESSA) 182. It is felt that most departments are unable to relate their work with potential impact on the environment. Therefore, there is very limited focus to allocate staff or resources to build this capacity. The section on recommendations has highlighted the key recommendations to address all of the above points and these need to be considered seriously by the departments to reduce the potential risks to the environment. 1.26.2 Summary of Social gaps 183. The key social gaps are with respect to institutional mechanism for conducting E&S risks at the project site where any civil works to be undertaken such as black spot fixing or training center construction etc.; necessary staffs for planning, supervising, monitoring and reporting on E&S aspects within the implementation chain in key departments undertaking civil works, and especially at Lead Agency; varying degree of adherence to labor laws by the civil contractors in absence of limited monitoring on this aspect; and, training and capacity building of field level staffs on identification and management of E&S risks. 184. While the institutional mechanism seems well defined at state and district level for road safety, and there are elements of environmental and social responsibilities which is visible in externally aided projects being implemented by the respective departments, but in normal day-to-day operations there is no one responsible for ensuring environmental and social risk management and guiding towards environmental and social sustainability. 185. There is no training or orientation of the field staffs of PWD, and the road owning departments/ agencies towards environmental and social sustainability and requires to be strengthened. 186. In many states there is gap in monitoring mechanism to ensure adherence to most of the labor related contract clauses by the contractors undertaking civil works due to lack of monitoring and reporting on those aspects by the departments. 187. Systematic screening to identify risks of potential measures being planned for the black spot fixing especially were clearing and/or widening of footpath and widening of road is required, and or where new construction is being planned. 188. There is need to deal with the disturbances to hawkers and vendors because of fixing black spot fixing, in line with Street Vendors (Protection of Livelihood and Regulation of Street Vending) Act, 2014. Land acquisition and resettlement are not allowed under the project. There is need for systematic stakeholder consultation to identify community concerns and garnering community support for such activities. 1.27 Summary of Recommendations and Actions 1.27.1 Environment Recommendations: 189. The following recommendations to address the environmental aspects are outlined in the section below: • E&S screening: If activities are proposed which will involve moderate scales of civil works, it is recommended that departments develop and utilize a screening checklist prior to initiating and approving the works to assess the scale of work and the potential environments risks that may arise from such activities. The mitigation measures to manage these risks need to be drawn up prior to initiating and approving such works. • Waste disposal: o The management and disposal of construction wastes and debris needs to be done as per the guidelines of the applicable legal frameworks. o Departments do not always disposal of electronic devices through registered recyclers, and these are often auctioned to the highest bidder. It is highly recommended that only authorized recyclers are invited to the auctioning process so that e-wastes are disposed as 65 Environmental Social System Assessment (ESSA) per the prescribed norms. The applicable state rules for e-waste disposal are presented in the ESSA document as weblinks. o Departments do not always dispose old/scrapped vehicles through vendors that have the systems and facilities/provisions in place to ensure that scrapped vehicles are scavenged thoroughly for any recyclable parts/components and the left-over parts are disposed with minimal impact on the environment. It is recommended the bidding eligibility criteria considers these aspects before auctioning the old/scrapped vehicles. MoRTH has drafted guidelines for vehicle scrapping and provisions for end-of-life of vehicles. The departments are recommended to review these guidelines and follow them for vehicle disposal practices. • Integration of environmental aspects into road design/maintenance: o Accidents risks are often increased when headlight of oncoming vehicle impairs visibility. It is recommended that bushes of sufficient height are planted and maintained along the dividers to address this aspect. o Some states have a constructed rainwater harvesting systems along highways to facilitate ground water recharge. Such initiatives may be considered by other states also, particularly in districts that have challenges associated with depleting groundwater resources. • Compliance/Enforcement: o All departments do not consider vendor compliance with applicable environmental legislations as a mandatory requirement to be eligible for contract award. It is recommended that vendor compliance with applicable environmental legislation is made a mandatory criterion to be eligible for award of contracts. o For vehicles carrying hazardous substances, driver competency, vehicle inspection for fitness, proper labeling of vehicles with respect to hazardous materials being carried, drivers carrying MSDS sheets, driver awareness on first response in cases of accidents needs to be strictly enforced. • Capacity building: o It is learnt that the current staff capacity is lacking in most states to assess environment and social risks associated with the role, activities and functioning of the department. Departments such as Transport and PWD in particularly are encouraged to engage some dedicated staff to look into these aspects. Existing staff may also be given additional roles to address these aspects. If permanent staffing is unfeasible, staff may be engaged on a project specific basis or a consultant may be engaged on retainer basis to provide the necessary support. o Given that accidents pose a risk to the environment, and the Police department is one of the first responders to accidents, it is felt that the department considers setting up a system to assess the potential environmental risks for the causes and effects of accidents. This is particularly relevant to accidents involving transport vehicles carrying hazardous substances. The department may need to collaborate with relevant agencies to provide support for this initiative. o Based on the information received from the state departments, it is understood that in most states, there are no training calendars drawn up and training modules are not in place. It recommended that relevant department staff are provided with basic awareness and training on the potential environmental impacts of the department activities so that all planning and implementation of works consider the environmental aspects and develop mitigation plans to address these. For training of specific aspects on management of environmental aspects, senior officials may be involved for oversight and management. • Data Management: o Currently there is no segregated accident data for accidents involving vehicles carrying hazardous substances. The police and transport departments are highly recommended to maintain a segregated record of accidents involving vehicles carrying hazardous chemicals. These accidents have a much larger potential to on adverse environmental impacts as the 66 Environmental Social System Assessment (ESSA) hazardous materials itself may be leaked, spilled or dropped on the road and along roadsides which can have immense impacts beyond the accident site. The details of the accidents need to be gathered and causes analyzed to prevent future accidents involving such vehicles. o In states that currently use an offline reporting system for accident data with police, it is recommended that health facilities transit to an online reporting system at the earliest which will enhance the speed of reporting as well as response time for accidents. There may be instances where accident victims are brought to the health facilities before the police have been involved or are aware of the accident. Therefore, the online reporting will ensure that all accidents are recorded in the police database. 1.27.2 Social Recommendations 190. The key recommendations include: a. Strengthening Staffing and institutional mechanism for E&S aspects with clear roles and responsibilities at different administrative levels within the Lead agency and also preferably in department undertaking civil works I.e., PWD/ R&B/ Highway etc. b. Environment and Social Screening. Undertake Early screening at the time of planning for civil works for any E&S risk and mitigation especially for the black spot fixing involving civil works and where new construction is being planned. c. Providing E&S Training and Capacity program for frontline program staff to enhance their capacity in E&S risk identification and management. d. Strengthening civil works monitoring mechanism to ensure adherence to labor laws and labor welfare measures to be instituted by the contractors. e. Mechanism for systematic stakeholder consultation to identify community concerns and feedback, and garnering community support especially where civil works is planned. f. Extend assistance in line with Street Vendors (Protection of Livelihood And Regulation of Street Vending) Act, 2014 for disturbances to vendors/ hawkers in case of any need during black spot fixing. g. To enhance citizen engagement, the program needs to further strengthen the engagement with road users and the community through: (i) increased participation of civil society organizations in providing feedback to the central and state road safety lead agencies; (ii) improving the design and roll out of campaigns for improved road user behavior (speed management, compliance to traffic rules, avoiding driving under influence if alcohol etc.) under RA-3; (iii) periodic assessment of change in behavior and feedback from road users on perceived benefits of awareness programs; (iv) perception surveys with road user associations, and the community in general during risk mapping and site-specific planning for any blackspots; (v) enhanced engagement with private sector engagement for Corporate Social Responsibility programs and (vi) including provisions in M&E arrangements (such as in the IVA tasks) for due consultation with the stakeholders on overall program delivery. 1.28 Measures for Inclusion in the Program Action Plan 191. The following table outlines the Program Action Plans, the responsible party or parties that are responsible to take the necessary actions and the timelines for completion. It also outlines how these actions will be measured. 67 Environmental Social System Assessment (ESSA) Action Description Responsibility Timing Completion Measurement Mechanism for Transport/Police Within 12 months of Revised mechanism for recording and reporting departments effectiveness recording and reporting segregated data on accident data involving accidents involving vehicle carrying hazardous vehicles carrying substance hazardous substances (i) is notified by MoRTH, and (ii) integrated with iRAD. Conduct E&S Screening Road Owning Continuous process State Lead agency/(ies) to and prepare site specific Department share quarterly reports of mitigation measures E&S screening conducted e.g., PWD/ Highway/ where civil works are and mitigation planned R&B departments being planned such as with MoRTH, and six- for Black spots fixing monthly summary report and other building with World Bank construction sites. Strengthen existing MoRTH/ State Lead Within 12 months of Data detailing grievances grievance redress Agency(ies) effectiveness received and resolved mechanism for road maintained by the Lead safety at the state and Agency/ MoRTH district level for systematic recording, monitoring and reporting towards enhancing transparency and responsiveness. Revised guidelines on MoRTH/ State Lead Within 12 months of Prepare and adopt participation of civil Agency(ies) effectiveness guideline for enhanced society organizations in participation of civil providing feedback to society organization in the central and state Central and State Road road safety lead safety agencies planning agencies. and review meetings. 68 Environmental Social System Assessment (ESSA) ANNEXURES 69 Environmental Social System Assessment (ESSA) ANNEXURE 1: LIST OF DOCUMENTS REVIEWED GoI, 2019. The Motor Vehicles (Amendment) Act of 2019. Available at https://egazette.nic.in/WriteReadData/2019/210413.pdf MoRTH, GoI, 2021. Road Safety State Support Program - Sadak Suraksha Yojana Scheme Document (Draft). World Bank, 2021. Traffic Crash Injuries and Disabilities: The Burden on Indian Society, World Bank Group Publication. Available at https://www.worldbank.org/en/country/india/publication/traffic-crash-injuries-and-disabilities-the- burden-on-indian-society World Bank 2020. Delivering Road Safety in India: Leadership Priorities and Initiatives to 2030. Available at https://openknowledge.worldbank.org/handle/10986/33339 IRC 2020. Guidelines for Identifying and Treating Black spots. Indian Road Congress. Available at http://www.irc.nic.in/admnis/admin/showimg.aspx?ID=329 NIMHANS 2017. Advancing Road Safety in India— Implementation is the key (Summary). National Institute of Mental Health & Neurosciences. Bengaluru. India. Available at https://nimhans.ac.in/wp- content/uploads/2019/02/UL_BR_m010-11_Main-rprt_FINAL.pdf MoRTH annual report 2020-21: https://morth.nic.in/sites/default/files/Annual%20Report%20- %202021%20%28English%29_compressed.pdf MSIHC Rules: https://thc.nic.in/Central%20Governmental%20Rules/Manufacture,%20Storage%20and%20Import% 20of%20Hazardous%20Chemical%20Rules,%201989..pdf and https://ciflabour.assam.gov.in/sites/default/files/MSIHC%20Rules.pdf 70 Environmental Social System Assessment (ESSA) ANNEXURE 2: LIST OF INDIVIDUAL/OFFICIALS CONSULTED DURING ESSA PREPARATION Sl. No. Name Designation Department/ Institution Uttar Pradesh 1. Mr. Vinod Kumar Sonakia Additional Transport Transport Department Commissioner 2. Mr. Pushp Sen Satyarthi Deputy Transport Commissioner Transport Department 3. Mr. Sanjay Nath Jha Regional Transport Officer - HQ Transport Department 4. Dr. Namita Verma OSD (Medical) Health Department 5. Dr. Shipra Pandey Nodal Officer, BMWM Health Department 6. Dr. A. K. Srivastava Additional Director Health Department 7. Mr. Mukesh Chardra Uttam OSD (Police)/ DSP Road Safety Police Department 8. Mr. Jyoti Narayan ADG Traffic Police Department 9. Mr. V. K. Jain CE, EAP PWD 10. Mr. P. K. Jain SE, IDS PWD 11. Mr. Satish Kumar Rawat Executive Engineer, Road Safety PWD Division 12. Ms. Chandni Seth Assistant Engineer PWD 13. Dr. Seema Srivastava Environmental Expert PWD 14. Mr. P.N. Roy Social Expert PWD 15. Mr. Amardeep Sharma Database Administrator Transport Department Andhra Pradesh 1. Dr. A Ravishankar, IPS ADGP Police 2. KNT Ujela, IPS ADGP, RS Police 3. D Nagendrakumar, IPS IGP Police 4. G Palaraju, IPS DIG, TS Police 5. L S M RamaShree JTC, RS Transport 6. S Venkateshwara Rao JTC (IT) Transport 7. R Sivakumar Additional Informatics Officer NIC 8. P Salaja Additional Secretary Transport 9. U Beenakumari AO Transport 10. YBPTA Prasad AP Road Safety Transport 11. C G Rajan CAO DGP 12. Dr. T Muralikrishna, IPS OSP Police (retd.) 13. T Murali Krishna DGP Police 14. R K Singh RO NHAI 15. PSR Anjaneyulu Transport Commissioner, AP Transport 16. SAV Prasada Rao Adnl. TC Transport 17. L Sreenavasa Reddy R&B Dept. 18. T Muralikrishna DGP Police Telangana 1 K.S. Sreenivasa Raju IAS, Secretary to Government Transport and R&B 71 Environmental Social System Assessment (ESSA) Sl. No. Name Designation Department/ Institution 2 P. Ravinder Rao Engineer-in-Chief R&B 3 Mr. Bapiraju EE Executive Engineer R&B 4 Dr Laxmi Kameshwari Nodal Officer Health Odisha 1. Mr. Arun Bothra Transport Commissioner Transport 2. Mr. Sanjay Biswal Joint Transport Commissioner Transport Tamil Nadu 1 Mr. S. Natarajan, IAS Transport Commissioner Transport 2 Mr. Uday Kumar DTC Transport 3 Mr. Pramod Kumar ADGP, Traffic and Road Safety Home 4 Mr. Ganesan Project Director TNRSP 5 Dr. S.Gurunathan MS (GS), Director of Medical and Health Rural Health Services 6 Dr. Ravi Kumar Coordinator, National Health Health Mission West Bengal 1 Partha Sarathi Supt Engineer, RS PWD Bandyopadhya 72 Environmental Social System Assessment (ESSA) ANNEXURE 3: APPLICABLE LEGAL AND REGULATORY FRAMEWORK The Government of India and the state government have enacted a range of laws, regulations, and procedures relevant to managing the environmental and social effects of the proposed Program. The following criteria were used to select the relevant legislatio n that best describes the country’s system for managing the Program’s effects: i. Environmental and social policies, ii. Environmental and social protection laws, and iii. Laws, regulations, or guidelines in the relevant sectors and subsectors that provide relevant rules or norms for environmental and social management I. RELEVANT NATIONAL POLICIES AND PROGRAMS Legislation Extract Relevance to Road Safety PforR Responsible Authority GENERAL Central Motor Vehicle Act, 1988 The Motor Vehicles (Amendment) Act of Applicable. The Act provides the Transport Department [Licensing authority also for and rules 1989; 2019 seeks to bring about changes in the key measures promoting road Pollution Under Control (PUC)], Police Central Motor Vehicles Act of 1988. This is in safety and its enforcement, and The Motor Vehicles lieu of solving some major issues of road acts as the primary legislation (Amendment) Act, 2019 safety, third party insurance, etc. and is the key guiding road safety measures in policy for road safety in India. The key India. changes that the act has brough about includes: a. Road and environmental health measures especially in case the vehicles are not fit to be used on roads, and manufacturing defects etc. b. Road safety measures with increase in the penalty for traffic rule offenders more stringent rules for offences like juvenile driving, drunken driving, over speeding, overloading and driving without a license etc. c. Vehicle fitness with mandating for fitness checks and promoted certification of automobiles after they were successfully tested. 73 Environmental Social System Assessment (ESSA) Legislation Extract Relevance to Road Safety PforR Responsible Authority d. Setting up of a National Road Safety Board under the central government. e. Compensation for victims of road accidents, and provisions towards cashless treatment of victims of road accidents, during the golden hour. f. Protection of Good Samaritan who stands up for helping out a road accident victim immediately after such mishappening takes place. g. Compulsory insurance and setting up setting up Motor Vehicles Accident Fund for compulsory insurance to all drivers on- road. Also, providing for better insurance facilities and simplifying the process of claiming the compensation. h. Providing licenses to taxi aggregators. i. Promotes the formation of National Transportation Policy in collaboration with states. j. Strengthens the process of driving training and propagates the opening up of more driver training institutes for ensuring the production of better commercial drivers in India. k. National register for driving license and vehicle registration and harmonization and integration of issuance of driving license and vehicle registration. The acts also suggests that the state governments are to constantly monitor state highways, national highways, and urban roads through electronic mode. 74 Environmental Social System Assessment (ESSA) Legislation Extract Relevance to Road Safety PforR Responsible Authority ENVIRONMENT National Environment Policy, Overall guidance on environment Need to apply the principles of State Pollution Control Board (SPCB), under 2006 management. good governance (transparency, MoEFCC. Department of Local Government. rationality, accountability, reduction in time and costs, participation, and regulatory independence) to the management and regulation of use of environmental resources. The Environmental (Protection) Overall protection of environment under Covers all forms of pollution; air, Ministry of Environment, Forests and Climate Act, 1986 which number of legislations enacted. water, soil and noise and provides Change (MoEFCC) and State govt. departments. safe standards for the presence of various pollutants in the environment. Indian Forest Act 1927 This is an act to consolidate the law relating to If proposed civil works under the MoEFCC, State Forest departments and PWD (for forests, the transit of forest-produce and the PforR will involve tree cutting in obtaining clearances). duty leviable on timber and other forest- protected forests, appropriate produce. According to the provisions under the clearances will be required. Act, apart from prohibition of cultivation and quarrying in reserve forest; cutting, sawing, removal of trees from protected forests is prohibited. Forest (Conservation) Act, 1980 The Act is an interface between conservation If proposed civil works under the MoEFCC, State Forest departments and PWD (for and development. The act permits judicious PforR will involve civil works in obtaining clearances). and regulated use of forest land for non- forest areas, appropriate clearances forestry purposes. will be required. Coastal Regulation Zone To ensure livelihood security to the fisher If proposed civil works under the MoEFCC, CPCB, SPCB or Pollution Control Notification 2019, and Island communities and other local communities, PforR will involve civil works in Committee (PCC) as may be applicable. Protection Zone Notification 2019 living in the coastal areas, to conserve and coastal areas, appropriate protect coastal stretches, its unique clearances need to be obtained. environment and its marine area and to promote development through sustainable manner declared coastal stretches of the 75 Environmental Social System Assessment (ESSA) Legislation Extract Relevance to Road Safety PforR Responsible Authority country and the and water area up to territorial water limit as Coastal Regulation Zone (CRZ). Water (Prevention and Control of Regulates agencies responsible for checking Enforce water quality Central and State Pollution Control Boards (CPCB Pollution) Act, 1974 water pollution and ambit of pollution control conformance in any discharge of /SPCB) boards both at the center and states. effluents and waste from water supply systems. Air (Prevention and Control of Air quality standards, including Diesel System management for emissions CPCB/SPCB Pollution) Act, 1981 Generators (DGs). from DGs. Environment (Protection) The Rules addressing issues related to national Applicable since minor to CPCB Seventh Amendment Rules 2009 ambient air quality standards. moderate air emission may occur from the project activities. Noise Pollution (Regulation and The noise levels in any area/zone shall not Mentions acceptable AAQ CPCB/SPCB Control) (Amendment) Rules, exceed the ambient air quality standards in standards with respect noise levels 2000 respect of noise as specified. in industrial areas. Municipal Solid Wastes Municipal Authority responsible for Bio-medical wastes and industrial CPCB/SPCB/State Health department, Municipal (Management & Handling) Rules, collection, segregation, storage, wastes are not to be mixed with Corporation and other municipal bodies constituted 2016 transportation, processing and disposal of municipal solid wastes. under the relevant statutes. municipal solid wastes. Manufacture, Storage and Import It regulates the manufacture, storage and Transport of hazardous chemicals CPCB/SPCB/Transport and Police departments of Hazardous Chemical Rules, import of hazardous chemicals in India, is often done using vehicles 1989 including transport through carrier or pipeline. travelling along urban roads and highways. Accidents involving such vehicles has huge potential for environmental and social risks. The Batteries (Management and Bulk consumers should ensure safe With increased digitization, SPCB/CPCB/MoEFCC Handling) Rules, 2020. transportation of the used batteries to numbers of electronic devices with designated collection centres or registered batteries will increase substantially Amended to recommend inclusion recyclers and ensure no damage is caused to and their final disposal needs to be of Lithium Ion, Nickle Cadmium environment during storage or transportation. properly managed. batteries22 22 https://moef.gov.in/wp-content/uploads/2020/02/BATTERY-RULE.pdf 76 Environmental Social System Assessment (ESSA) Legislation Extract Relevance to Road Safety PforR Responsible Authority The e-waste Management Help the producers, consumer & bulk Increased quantum of electrical, CPCB/SPCB, Municipal Authorities. (Management & Handling) Rules consumer, collection center, dismantler, electronic and e-waste is expected 2016 (Amended in March 2018) recycler and regulatory agencies for effective with enhanced push for digitization compliance/ implementation of these rules. of systems. Construction & Demolition Waste The rules are an initiative to effectively tackle Road safety measures including MoEFCC, CPCB, SPCB or Pollution Control Management Rules, 2016 the issues of pollution and waste generation civil works for blind spot Committee (PCC) as may be applicable. and management arising from construction rectification may involve and demolition. generation of construction waste which needs to be managed as per the rules. Bio medical waste management Apply to all persons who generate, collect, Relevant as road safety post-crash SPCB or Pollution Control Committee (PCC) as rules 201623 receive, store, transport, treat, dispose, or treatment is expected to generate may be applicable. handle bio medical waste in any form bio medical wastes. including hospitals, nursing homes, clinics, dispensaries, veterinary institutions, animal houses, pathological laboratories, blood banks, Ayush hospitals, clinical establishments, research or educational institutions, health camps, medical or surgical camps, vaccination camps, blood donation camps, first aid rooms of schools, forensic laboratories and research labs. There are generally 4 different kinds of medical waste: infectious, hazardous, radioactive, and general. The Ancient Monuments, The Ancient Monuments and Archaeological Relevant as deals with Cultural PWD/ Highway; Archaeological Survey of India Archaeological sites and Remains sites should be protected from any safeguards and will be applicable Act, 1958; and the (Amendment developmental activity. The area within the for any civil work for black spot and Validation) Act, 2010 radial of 100 m and 300m from the ‘protected fixing close to any designated property’ are designated as ‘Protected area’ Archaeological sites. and ‘controlled area’ respectively. No development activity (including building, mining, excavating, blasting etc., ) is permitted in the ‘protected area’ and developmental 23 https://dhr.gov.in/sites/default/files/Bio-medical_Waste_Management_Rules_2016.pdf 77 Environmental Social System Assessment (ESSA) Legislation Extract Relevance to Road Safety PforR Responsible Authority activities likely to damage the protected property are not permitted in the ‘controlled area’ without prior permission of the Archaeological Survey of India’ SOCIAL The Constitution of India The Indian Constitution (Article 15) prohibits Relevant to the overall Program All Departments, Agencies and institutions (especially, Articles 15,16 and 46) any discrimination based on religion, race, caste, sex, and place of birth. Article 16 refers to the equality of opportunity in matters of public employment. Article 46 directs the state to promote with special care the educational and economic interests of the weaker sections of the people, particularly of the Scheduled Castes and the Scheduled Tribes and also directs the state to protect them from social injustice and all forms of exploitation. Fifth and Sixth Schedule Areas in The scheduled area under the Constitution has Relevant to the overall Program for Ministry of Tribal Affairs; State Tribal the Constitution of India special provisions for the administration of the enhancing access to services in Development Department tribal dominated areas and autonomous tribal areas and participation of regions with certain legislative and judicial tribal population in the program. powers. In the Scheduled Areas, involvement of tribal councils and communities, incorporating their views and culture specific needs will enhance their participation in the Program. Scheduled Castes and Scheduled To prevent atrocities against scheduled castes This law promotes equity by Ministry of Tribal Affairs; State Tribal Tribes (Prevention of Atrocities) and scheduled tribes. The objectives of the Act safeguarding the rights of SC and Development Department; Ministry of Social Act 1989 and further clearly emphasized the intention of the STs, so is relevant to the program. Justice and Employment; State Social Welfare Amendments 2018. government to deliver justice to these Department communities through proactive efforts to enable them to live in society with dignity and self-esteem and without fear or violence or suppression from the dominant castes. With the reported misuse of the Act, In August, 2018, the parliament of India passed the 78 Environmental Social System Assessment (ESSA) Legislation Extract Relevance to Road Safety PforR Responsible Authority Scheduled Castes and Scheduled Tribes (Prevention of Atrocities) Amendment Bill, 2018, to bypass the ruling of the Supreme Court of India laying down procedures for arrests under the Act. Applicable to the overall Program Ministry of Labor; State Labor Department Minimum wages Act, 1948 This act ensures minimum wages that must be paid to skilled and unskilled labours. The employer shall pay to every employee engaged in scheduled employment under him, wages at the rate not less than the minimum wages fixed by such notification for that class of employee without any deductions except authorized. The Building and Other This is a social welfare legislation that aims to Relevant to the program and Ministry of Labor; State Labor Department Constructions Workers benefit workers engaged in building and applicable for sub-projects (Regulation of Employment and construction activities across the country and involving any construction. It Conditions of Service) Act, 1996 regulates the employment and conditions of ensures through contractors that and the associated Central Rules, service of building and other construction basic amenities are provided to the 1998 workers and to provide for their safety, health laborers; Vendors employed and welfare measures and for other matters should have valid labor license; connected therewith or incidental thereto. compensation of workers should not be lower than the daily wage rate as prescribed by the Government. The Child and Adolescent Labour The Act prohibits employment of children in Relevant as no child labor are Ministry of Labor; State Labor Department (Prohibition & Regulation) Act, certain occupation and processes. The Act also allowed to be engaged at site for 1986 specifies conditions of work for children, if construction or operation works permitted to work. The 2016 amendment also either directly or by the sub- Notification of the Child Labour prohibits the employment of adolescents in the contractors. (Prohibition and Regulation) age group of 14 to 18 years in hazardous Amendment Act, 2016 and Rules occupations and processes and regulates their 2017 working conditions where they are not prohibited. 79 Environmental Social System Assessment (ESSA) Legislation Extract Relevance to Road Safety PforR Responsible Authority Public Liability Insurance Act, The main objective of the Public Liability The road safety measure also MoRTH; State Transport Department; Insurance 1991 Insurance Act 1991 is to provide for damages includes measures towards Agencies to victims of an accident which occurs as a transportation of hazardous result of handling any hazardous substance. substances. The Act applies to all owners associated with the production or handling of any hazardous chemicals. The Right to Information Act Provides a practical regime of right to Applicable. As all documents All implementing departments/ agencies 2005; and rules by the respective information for citizens to secure access to pertaining to the Program requires states. information under the control of Public be disclosed to public. Authorities. The act sets out (a) obligations of public authorities with respect to provision of information; (b) requires designating of a Public Information Officer; (c) process for any citizen to obtain information/disposal of request, etc. (d) provides for institutions such as Central Information Commission/State Information Commission. The rules passed by respective states provides the rules for operationalizing the provisions of the above-mentioned act. The Street Vendors (Protection of The act aims at providing social security and Relevant as it becomes applicable Ministry of Housing and Urban Affairs; State Livelihood and Regulation of livelihood rights to street vendors. It provides if the squatters to be removed Urban Development Department Street Vending) Act, 2014 protection of legitimate street vendors from comes under the preview of this harassment by police and civic authorities, and act. demarcation of "vending zones" on the basis of "traditional natural markets", proper representation of vendors and women in decision making bodies, and establishment of effective grievance redressal and dispute resolution mechanism. The Rights of Persons with The Act ensures that persons with disabilities Applicable to the overall program. Ministry of Social Justice and Employment; State Disabilities Act, 2016 enjoy the right to equality and Social Welfare Department 80 Environmental Social System Assessment (ESSA) Legislation Extract Relevance to Road Safety PforR Responsible Authority nondiscrimination in all aspects of life. Every entity has to comply with the accessibility standards relating to physical environment, transport and information and communication technology as per the standards prescribed in the RPD Act. These include barrier free built environment having elevators/ramps for the benefit of wheelchairs. In respect to Access to Transport�- mentioned that-the appropriate Government shall take suitable measures to provide,—(a) facilities for persons with disabilities at bus stops, railway stations and airports conforming to the accessibility standards relating to parking spaces, toilets, ticketing counters and ticketing machines;(b) access to all modes of transport that conform the design standards, including retrofitting old modes of transport, wherever technically feasible Applicable to the project road infrastructure in terms of making it more accessible for those who are physically challenged Right to Fair Compensation and The act provides for a transparent process and Currently Not Applicable as the Department of Land Resources; State Revenue Transparency in Land fair compensation in land acquisition for land acquisition is not expected Department; State Public Works Department/ Acquisition, Rehabilitation and public purpose and provides for rehabilitation under the proposed program. Highway Authorities Resettlement Act, 2013 and resettlement of landowners and those However, in case of any need for (RFCTLARR) affected by land acquisition. It comprises four additional land (beyond schedules that provide the minimum Government owned land) for applicable norms for compensation based on blackspot fixing or setting up any market value, multiplier and solatium; training institution etc., this will resettlement and rehabilitation (R&R) become applicable. entitlements to landowners and livelihood losers; and facilities at resettlement sites for displaced persons, besides providing flexibility to states and implementing agencies 81 Environmental Social System Assessment (ESSA) Legislation Extract Relevance to Road Safety PforR Responsible Authority to provide higher norms for compensation and R&R. The Sexual Harassment of An act that aims at providing a sense of Applicable to all participating Ministry of Women and Child development; State Women at Workplace security at the workplace that improves departments, agencies, and their Women and Child Development Department (Prevention, Prohibition and women’s participation in work and results in offices. Redressal) Act, 2013 their economic empowerment. It requires an employer to set up an “Internal Complaints Committee� (ICC) and the Government to set up a ‘Local Complaints Committee’ (LCC) at the district level to investigate complaints regarding sexual harassment at workplace and for inquiring into the complaint in a time bound manner. The ICC need to set up by ever organization and its branches with more than 10 employees. Criminal Law (Amendment) Act, The Act recognizes the broad range of sexual Relevant and applicable to deal Ministry of Women and Child development; State 2013: Sexual Offences crimes to which women may fall victim, and a with GBV including SEA/ SH Women and Child Development Department; State number of ways in which gender-based issues. Police Department discrimination manifests itself. It also acknowledges that lesser crimes of bodily integrity often escalate to graver ones and offences such as acid attack, sexual harassment, voyeurism, stalking has been incorporated into the Indian Penal Code (IPC). It seeks to treat cases as “rarest of the rare� for which courts can award capital punishment if they decide so. The Act clarifies and extends the offense of sexual assaults or rape as a result of abuse of position of trust. As per the Act, the police will also be penalized for failing to register FIRs – this will make it easier for rape victims to report their cases. 82 Environmental Social System Assessment (ESSA) II. RELEVANT STATE SPECIFIC POLICIES AND LEGISLATIONS Legislation Key provisions and purpose Andhra Pradesh Road Safety The state govt. recognizes that Road safety has become a public health issue which needs to be addressed with a holistic approach Policy24 2015 involving concerted efforts from all the stake holding departments/ organisations in the State and aims to reduce the mortality and morbidity on roads by 15% considering the baseline figure of 2013. Gujarat Road Safety The Authority has members from departments such as Transport, Home including police, Health and Family Welfare, Education, Roads Authority Ordinance, 201725 and Buildings, NHAI, Western India Automobile Association, Municipal Commissioner and Chief Enforcement Officer. It has a wide range of functions and has powers that include seizure of vehicles and order works. The Authority has the mandate to set up a Gujarat Road Safety Fund. Odisha Road Safety Policy, The policy states that the state is keen to take concerted efforts to control the incidents of road accidents and ensure safe travel for all 201526 road users. Its vision includes all road users with priority to pedestrians and cyclists to achieve zero road accidents in the long run while the mission aims to reduce road accidents by 20% by 2020. Actions include strengthening road crash database system, safe planning and design of roads, safe driving, awareness, education and training of road users, enforcement of safety laws, emergency medical services for road accidents, research for road safety, strengthening the legal and financial environment for road safety and the provision for a corpus fund. Tamil Nadu Road safety The policy vision is to stop and reverse the increasing trend in number of accidents, number of deaths and number of injuries through Policy, 200727 comprehensive measures covering engineering, enforcement, education and emergency care. The medium-term objective is to achieve a 20% reduction in fatalities and injuries by 2013, considering 2006 as the base year. A Road Safety Council has been established under the Chairmanship of the transport minister. The Government also created a Road Safety Fund to provide resources for road safety measures. Telangana Road Safety The policy statement outlines that in order to achieve a significant improvement in road safety the government is committed to strengthen/ Policy28 2015 enable the legal, institutional and financial environment for road safety; improve safety of road infrastructure; safer vehicles; safer drivers; safety for vulnerable road users; enforcement of safety laws; improving awareness on road safety; Emergency care and medical services for road accident victims and improved data collection process reliable road safety information database. Uttar Pradesh State Road Government of Uttar Pradesh (GoUP) recognizes that the road accidents involve roads, road users and motor vehicles so road safety Safety Policy 2014 demands a holistic approach. GoUP feels that reduction in road accidents, injuries and fatalities is the joint responsibility of both State and Central Governments. The key features of the GoUP Road Policy include (i) Awareness about road safety; (ii) Strengthening 24 https://morth-roadsafety.nic.in//admnis/admin/showimg.aspx?ID=305 25 https://morth-roadsafety.nic.in//admnis/admin/showimg.aspx?ID=311 26 https://morth-roadsafety.nic.in//admnis/admin/showimg.aspx?ID=321 27 https://www.tnrsp.tn.gov.in/archives/road-safety-book.pdf 28 https://morth-roadsafety.nic.in//admnis/admin/showimg.aspx?ID=326 83 Environmental Social System Assessment (ESSA) Legislation Key provisions and purpose institutional arrangement for road safety; (iii) Establishing road safety database; (iv) Ensuring safe road infrastructure; (v) Safer vehicles; (vi) Safer drivers; (vii) Safety for vulnerable road users; (viii) Road safety education and training; (ix) Enforcement of traffic laws; (x) Emergency medical assistance to road accident victims; and (xi) Research for road safety. West Bengal Road Safety The Government of West Bengal has considered it relevant to frame a Road Safety Policy aimed at reducing the incidence of road Policy 201629 accidents and ensure safe travel for all road users through sustainable and well-planned public policy initiatives. The policy seeks to improve road engineering and design, management, bolster road safety awareness, provide emergency care and strict enforcement of the rules of the road. The objectives also include the designing, developing and implementing an ‘Accident Information System’ to enable better and prompt accident/crash management' in the state in the next one (as per RSA plan) years; providing a well-laid framework for undertaking coordinated actions and corrective measures by all concerned departments and ensuring accountability, evaluation, funding and research; and achieving substantial reduction in fatalities and injuries caused due to road accidents with special attention to Vulnerable Road Users. 29 https://wbtc.co.in/wp-content/uploads/2018/08/Annexure-1-Road-Safety-Policy-Feb-2016.pdf 84 Environmental Social System Assessment (ESSA) ANNEXURE 4: DESCRIPTION OF E&S MANAGEMENT SYSTEM AND CAPACITY ASSESSMENT 4A. ANDHRA PRADESH Key Planning Elements Transport Department R&B Police/ Home Health Core Principle 1: Program • The State Road Safety • Initial Environmental Examination • The enforcement officials • Quarterly assessments of health E&S management systems Council formed under the (IEE) report being prepared for each are trained polluting facilities are carried out with the are designed to (a) promote chairmanship of the CM with Project and follow the requirements vehicle, over speeding, assistance of questionnaires to E&S sustainability in the Chief Secretary and as per IEE report. Based on this site drunken driving etc. assess adherence to Program design; (b) avoid, Secretaries and HODs of line specific EMP is prepared. which result in penal environmental and social minimize, or mitigate departments and NGOs as • For externally aided projects in the actions as provided under safeguards measures. adverse impacts; and (c) members. And the Road past Environmental Engineer the law. • As part of WB supported promote informed decision- Safety Cell headed by (Contract Base) were engaged. • There are 419 breath APHSSP on improving the making relating to a Transport Commissioner • In general, about 2% percentage of analyzers and 2 speed Quality of health care in the Program’s E&S effects. exists. total value of work is allocated for guns per districts through state, wherein Biomedical waste road safety furniture. which risky behaviors of segregation and management, • The program will be implemented by the Nodal • AEE and one LA and R&R specialist drivers are being infection control measures, are designated for ongoing projects detected. provision of amenities for agency which will report to (small/ medium) and on need-based • Spot penalties are people within health facilities is AP Road Safety Council. The staffing for large projects. imposed on traffic functional. Road Safety Cell in the • Regular pollution control check of violations. • Quality Consultants at the State Transport department will coordinate with other vehicles and provision of PUC • Videography, and District are responsible for certificate to vehicles which adhere to Photography, CCTV environmental and social departments. pollution control norms footage, E-challan and safeguards as in ensuring • At district level, the • Regular inspections and audits on even seizure of vehicles biomedical waste management, department coordinates existing/ new roads and O&M of are done as deterrent to proper wastewater treatment in through District Road Safety roads to meet functional requirements traffic violations. health facilities etc. Committee in every district such as road condition, traffic • The challenge is how to • Emergency response service headed by senior most MP in controls and delineation and site strike balance between through 108 is functional to every district. clearance to ensure visibility, clearing enforcement and attend to any emergencies/ obscured signs etc. humanity. accident victims. There are 532 • The Transport Department • No specific training is being • For coordination with BLS and 190 ALS ambulances. staffs participates in black conducted on E&S aspects. Need other departments, (a) at • Incident Management System spot identification and based training is conducted using District level, there is under NHAI where in suggesting rectification consultants as part of knowledge DRASA meeting once in ambulances is positioned every measures. sharing. The departmental engineers every quarter for 50 kms to be able to respond to assessing the any accident within 15 minutes 85 Environmental Social System Assessment (ESSA) Key Planning Elements Transport Department R&B Police/ Home Health • Transport Department follows are trained through conducting enforcement, education, of it being informed on a the MVAA and guidance workshops. engraving done so far national accident helpline. thereby. However, there is no • IEC materials are put up for display and what needs to be • Grievance Redress Mechanism such formal mechanism for in public places and appropriate done in the subsequent Government has set up identifying E&S risks. signboards are put up as per norms to quarter. (b) At State Spandana, One-Stop public inculcate positive road safety level, there will be grievance redressal platform for • Most of the road safety behavior among the public. expand SRSA meeting the citizens of Andhra Pradesh. measures undertaken by • Regular awareness programs are also convened by CS. All the Transport department are Stake holding conducted by the department and softer in nature and does not Departments will through Department of Traffic Police involve any civil works. participate and discuss to ensure road safety measures. • There is no separate E&S • Oral story telling (locally known as reg. coordination issues, Risk assessment conducted burra katha) along with distribution targets, plans etc. with activities of the of IEC materials wall poster, flexi • In case of E-Challans, the Transport Department except banners, TV program, advertisements violator can share there the pollution control measures in theaters are the mechanism grievance with AP Police of the vehicle. generally used for making the – Police computer community aware of road safety services online. • The role of Transport program activities/ measures. • Spandana one stop public Department is limited to • Grievance Redress Mechanism grievance redressal enforcement against air and mechanism for citizen of Government has set up Spandana, noise pollution. One-Stop public grievance redressal A.P. • Grievance Redress platform for the citizens of Andhra Mechanism Government has Pradesh. The grievances can be set up Spandana, One-Stop registered from various sources viz. public grievance redressal GSWS, 1902 Call Center, Mobile platform for the citizens of App, Web Application, Collectorate Andhra Pradesh. grievance day (Spandana Monday). Grievances pertaining to all the departments and government programs can be raised through the platform and would be addressed by the concerned department/officer. Core Principle 2: Program • The activities of Transport • In case of the road passing through • Not applicable and Police • There are Environmental and E&S management systems Department do not impact any reserve forest then proper fencing and department enforcement Social consultant placed in are designed to avoid, activities for road safety APHSSP. 86 Environmental Social System Assessment (ESSA) Key Planning Elements Transport Department R&B Police/ Home Health minimize, or mitigate natural habitats and physical signages are to be installed as per does not involve any • Under APHSSP, the state and adverse impacts on natural resources. wildlife protection Act. issues related to this. district officials and Quality habitats and physical • Reallocation of Religious or cultural teams have been trained and cultural resources resulting structures (if needed) is done through sensitized on Environmental from the Program. Program consultation with the concerned and Social safeguards. The activities that involve the religious/ cultural committee and capacity building programs significant conversion or other involved stakeholder were conducted online and degradation of critical departments. during the session findings from natural habitats or critical the quarterly survey on physical cultural heritage are Environmental and Social not eligible for PforR Safeguards were also financing. disseminated. • Capacity building programs on biomedical waste segregation and management, which is a major concern on the environmental safeguard side in health facilities, is also conducted on a regular basis through the health department. Core Principle 3: Program • The road safety measures by • Reduce exposure by maximizing • All Covid protocols are • The Biomedical waste E&S management systems crating awareness among road mechanized/ automated construction being followed and made segregation and management, are designed to protect users, drivers, and ensuring works. to be complied through infection control measures, public and worker safety safe driving are some of the • Frequent drives are being by the effective enforcement. provision of amenities for against the potential risks key activities that benefit road Labor Department of the state to people within health facilities associated with (a) the users including local prevent the practice of child labor in are functional. construction and/or community, road users and business establishments and in • Health care staffs are also operation of facilities or drivers and public at large. civil/construction work. vaccinated as per requirements. other operational practices • Frequent checks up will be made by • Contractual terms take care of under the Program; (b) concern labor officers and also the compliance of vendors with exposure to toxic chemicals, contractor will give an undertaking respect to environmental hazardous wastes, and that no child labor is being engaged aspects. otherwise dangerous in the work. materials under the Program; • Civil construction works that are and (c) reconstruction or conducted in-house follow the rehabilitation of 87 Environmental Social System Assessment (ESSA) Key Planning Elements Transport Department R&B Police/ Home Health infrastructure located in relevant Labor laws applicable in the areas prone to natural State. For all other outsourced works, hazards. the contractual terms take care that the appropriate labor laws are being adhered to. The Labor Department, Government of Andhra Pradesh is responsible for monitoring the adherence. • All Government orders/ guidelines/ advisories on COVID19 are being followed by all the concerned departments/ agencies. Compliance on orders/ guidelines/ advisories on COVID19 is the responsibility of the Head of the Department. Core Principle 4: Program • The assessment by the • Majority of the road safety measures • Not applicable as • Not applicable as program E&S systems manage land department suggests there does not require land acquisition, program activities does activities does not require any acquisition and loss of may be need for land however some of the retrofitting of not require any additional additional land. access to natural resources in acquisition in some districts road safety measures may require land. a way that avoids or for Driver Training & minimal amount of additional land. minimizes displacement and Automated Testing Centers, • Based on availability of government assists affected people in and for Automated Vehicle owned land (may be by other improving, or at the Fitness Centers in some department) can be requested and minimum restoring, their districts. However, the SSP transferred using standard livelihoods and living program document makes government procedure. standards. Land Acquisition ineligible • For externally aided projects where under the program. This may LA is required, Spl. Dy. Collector pose some limitations to fully (Revenue Dept.), Environmental achieving the desired outcome Officer (Forest Dept.), Sociologist for in some districts. LA and R&R are also deputed on need basis. • In case of requirement of displacing or resettling informal settlers, hawkers and vendors, compensation is paid as per applicable laws. In case of externally aided projects, 88 Environmental Social System Assessment (ESSA) Key Planning Elements Transport Department R&B Police/ Home Health compensation amount is arrived at based on the corresponding Act/ policies of ADB or World Bank and includes cost of structure, Construction cost, Transportation, subsistence and one time settlement etc. In case of vendors and hawkers, a lumpsum amount is paid. Core Principle 5: Program • Communication campaigns • Regular road safety awareness • Public awareness is • Public consultation workshops E&S systems give due for road safety works are programs are conducted under generated through mass are conducted, and public consideration to the cultural undertaken in local language different agencies to improve media campaigns awareness campaigns appropriateness of, and and culturally appropriate community awareness. towards following traffic undertaken towards road safety. equitable access to, Program manner. • Short films on road safety are rules and avoiding any benefits, giving special • Road safety awareness prepared and made available in violations. attention to the rights and programs are undertaken with public domain which helps in interests of Scheduled Tribe distribution of pamphlets, improving the community awareness. people (Indigenous Peoples) screening of audio-visual Road safety awareness games aimed and scheduled caste people, materials, street plays for at improving the awareness among and to the needs or concerns commercial vehicle drivers children. of vulnerable groups. and truckers. Also, education • No specific measure is planned programs undertaken for towards gender-based violence and students on road safety in are dealt on case-to-case basis. local language. • NGO/CSO are engaged through notification for undertaking awareness campaigns on road safety, HIV, and implementation of resettlement plans (where required). Core Principle 6: Program • The program activities and • The program activities do not • The program activities do • The program activities do not E&S systems avoid activities of the Department exacerbate any social conflict. not exacerbate any social exacerbate any social conflict. exacerbating social conflict, do not exacerbate any social conflict. especially in fragile states, conflict. post-conflict areas, or areas subject to territorial disputes. 89 Environmental Social System Assessment (ESSA) 4B. GUJARAT Key Planning Elements Transport Department PWD/ R&B Police/ Home Health Core Principle 1: Program E&S • Given Commissioner of Transport • Gujarat Road Safety • E-waste is disposed through • The key activities involved management systems are Department is member of State Authority is a state level empaneled agencies (a) procurement of BLS designed to (a) promote E&S Road Safety Council, also Chairs body for monitoring and registered recyclers. and LS Ambulances; (b) sustainability in the Program the Executive Committee of Road implementation of road • Any overloading of vehicles Ambulances to be GPS design; (b) avoid, minimize, or Safety, and Member of Traffic safety program. They are also or spilling of hazardous tagged; (c) establish single mitigate adverse impacts; and Management Committee, the engaging various NGOs for materials, police detains accident reporting number; (c) promote informed decision- coordination with other departments awareness building on road those vehicles and takes (d) Establishing Data making relating to a Program’s is seamless. safety. necessary actions including Center for Ambulance; (e) E&S effects. • Licensing system is based on • Black spots are decided by imposing fines. Undertaking first responder computerized test for learning district level road safety • Traffic enforcement is done training; and (f) license and driving competency test committee chaired by District as per the MVAA, and Implementation of Good is done through automated driving Collector. Executive challans are cut accordingly. Samaritans Guidelines. test. Engineer from R&B, Dy. SP • Till date the accident • State Department has • For commercial vehicle, driver from Home Department, reporting is done to deployed personnel from training through motor driving RTO from Transport hospitals and firefighting Environment and Health school is necessary. Department etc. is members departments. However, the Cell, and a state task is of the district road safety system is expected to use formulated to monitor committee. These members iRAD once launched where activities under look overall possible all the stakeholder Environment and Health environmental and social departments are integrated. Cell. This task force is /community related elements • Spot fines, E-challans, headed by Commissioner while planning black spot- vehicle detention, offence of Health. Also, District fixing/ addressing accident- registration, court memo and Nodal officer is appointed prone areas. RTO memo are used for and at each district for • With ongoing road projects enforcement. In case of spot Environment, Health, and supported by World Bank, penalties receipts are issued. climate change. In addition, there is an Environmental and • Creating real awareness on Department can appoint Social Management Unit road safety and its consultant to assess (ESMU) is established and is adherence is a major environmental and social well trained. It is expected challenge. risks where required. that they will also handhold • The Bio-medical waste and train staffs in this management from operation initially. Ambulances is followed as 90 Environmental Social System Assessment (ESSA) Key Planning Elements Transport Department PWD/ R&B Police/ Home Health • E-waste is disposed through per BMW guidelines issued empaneled agencies by Gujarat Pollution registered by Pollution Control Board. Control Board. • E-waste management is • Obsolete vehicles are carried out as per disposed through auction guidelines implemented by system. CPCB. • Staff Training College carries • Many ambulances after 5 out training for field staffs. years of use are deployed under ‘Khikhilat’ Program which is a drop back facility for mothers and newborn child. • Based on the results of Vehicle Inspection Report, old ambulances are sold to scrap dealers. • District Nodal Officer, Medical Officers and Paramedical staffs are being given regular training under National Program for Climate Change and Human Health in regards with environment related matter. • The current coordination mechanism with other department is through e- mail, letter, and telephone. • First Responder training is also being conducted for Volunteers (Citizens) and officials of Police Department, Fire Department. 91 Environmental Social System Assessment (ESSA) Key Planning Elements Transport Department PWD/ R&B Police/ Home Health Core Principle 2: Program E&S • Not applicable, given department • Field Engineers visit sites, • Not applicable, given • Not applicable, given management systems are does not directly execute any civil/ and based on their department does not directly department does not designed to avoid, minimize, or construction activity. assessment, necessary execute any civil/ directly execute any civil/ mitigate adverse impacts on application is made for construction activity. construction activity. natural habitats and physical permission to State Forest cultural resources resulting from Department or Ministry of the Program. Program activities Environment and Forest (as that involve the significant required), and Archeological conversion or degradation of survey of India etc. critical natural habitats or • Necessary permission is critical physical cultural heritage applied through online are not eligible for PforR system to Forest Department financing. by concern Division office and relevant approvals are taken before cutting of trees (where required) especially on road widening etc. Core Principle 3: Program E&S • Issuance of COVID19 related • During widening of the road, • Not applicable, given • There are dedicated management systems are circulars / advisories from time to necessary signboards are department does not directly resources allocated for designed to protect public and time. With strict implementation of installed, and work zone execute any civil/ conducting capacity worker safety against the Govt. instructions and continuous traffic management plan is construction activity. building and training, potential risks associated with monitoring and supervision is being prepared and implemented. IEC activities and Acute (a) the construction and/or done. • Short term measures for Respiratory Infections operation of facilities or other identified black spots are (ARI) surveillance in the operational practices under the generally completed within 3 matter of environment Program; (b) exposure to toxic months. related matters. Department chemicals, hazardous wastes, • Proper care is taken during has identified 11 hospitals and otherwise dangerous the progress of work to as sites for ARI materials under the Program; ensure no adverse effects are surveillance and and (c) reconstruction or there to any community monitoring. rehabilitation of infrastructure infrastructure or services. located in areas prone to natural • Necessary safety measures hazards. are ensured and implemented on site. • Contractors have to follow the prevailing the labor laws. 92 Environmental Social System Assessment (ESSA) Key Planning Elements Transport Department PWD/ R&B Police/ Home Health All necessary amenities are to be provided by the contractor at work site. • No contractor/ agency is allowed to deploy child labor. And in case found any irregularities, necessary actions taken as per prevailing laws. • COVID19 related advisories are followed across all works. Core Principle 4: Program E&S • No land acquisition or land • Special permission will be • No land acquisition or land • No land acquisition or land systems manage land acquisition requirement is there as department taken for land acquisition for requirement is there as the requirement is there as the and loss of access to natural does not directly execute any civil/ remedial/ corrective measures program activities does not program activities does not resources in a way that avoids or construction activity. of black spot including require any civil/ require any civil/ minimizes displacement and unmanned and manned level construction for the construction for the assists affected people in crossings on SH, and urban department. department. improving, or at the minimum road networks (where restoring, their livelihoods and required). living standards. • Any LA will follow ‘The Right to Fair Compensation and Transparency in Land Acquisition Rehabilitation and Resettlement Act 2013’ and further amendments as notified. • Though no incident has been found till date on squatter removal for road developmental works. However, if required relocation of informal settlers can be addressed by the Department following Government guidelines. 93 Environmental Social System Assessment (ESSA) Key Planning Elements Transport Department PWD/ R&B Police/ Home Health • No gender-based violence cases have been reported till date. However, if found, necessary actions will be taken as per prevailing laws. Core Principle 5: Program E&S • As a pilot, Transport department has • As per site conditions, on • Awareness generation is • Officials under 108-EMS systems give due consideration deployed a Traffic Education and case-to-case basis necessary done through various media services are duly trained to the cultural appropriateness Awareness Mobile (TEAM) van in provisions are made for campaigns and through and are providing relevant of, and equitable access to, some of the districts. The van is women, elderly and children. involving NGOs. treatment to pregnant Program benefits, giving special used to showcase films, • Though department is not females victimized at the attention to the rights and presentations and various other involved in awareness accident site. interests of Scheduled Tribe programs on safe driving. creation on road safety. • Social media, mass media people (Indigenous Peoples) and • Awareness through various medias However, Gujarat Road and engagement of NGOs scheduled caste people, and to and regular workshops and seminars Safety Authority publishes are done for awareness the needs or concerns of to schools and colleges, as well open general awareness in regards campaign for road safety. vulnerable groups. programs in public places are with the road safety measures conducted. through mass media and • Mass media campaign using FM social media platforms. Radios, Akashwani, Street Plays, • Complain received are social media are the most effective attended at various level. mediums for road safety awareness These grievances are creation. addressed in a time bound • A concept of Road Safety Fair is manner. also developed and occasionally • organized. About 300 fairs have been organized before the COVID 19 period. • Collaboration with organizations/ NGOs working for the differently abled to identify their issues and address their needs were also done towards road safety. • Grievances from citizens are being taken seriously. Grievance Redressal Mechanism is as follows: 94 Environmental Social System Assessment (ESSA) Key Planning Elements Transport Department PWD/ R&B Police/ Home Health • Grievances presented through social media, e-mail and posts are viewed by senior officers and then sent to respective branches with instructions. • Branches take necessary action in accordance with Govt. rules and procedures immediately. • Gujarat (Right of Citizens to Public Services) Act, 2013 is being implemented. • Transport Department website for grievance registration https://cot.gujarat.gov.in/post- grievance.htm Core Principle 6: Program E&S • The program activities and activities • The program activities and • The program activities and • The program activities and systems avoid exacerbating of the Department do not exacerbate activities of the Department activities of the Department activities of the Department social conflict, especially in any social conflict. do not exacerbate any social do not exacerbate any social do not exacerbate any fragile states, post-conflict areas, conflict. conflict. social conflict. or areas subject to territorial disputes. 4C. ODISHA Key Planning Elements Transport Department PWD/ Highway Police/ Home Health Core Principle 1: Program E&S • As per the protocol, the notified • While planning for management systems are Black Spots notified are treated measures addressing black designed to (a) promote E&S by the Road owning agencies spot, economic sustainability in the Program for short term measures like opportunities, loss of land design; (b) avoid, minimize, or signages, reflective cat eyes etc. and assets, removal of mitigate adverse impacts; and immediately. immediately. unavoidable settlements, (c) promote informed decision- Apart from this, funds have and potential traffic speed making relating to a Program’s been placed to the RTOs for and congestion are E&S effects. erection of road signages in all generally being considered. 95 Environmental Social System Assessment (ESSA) Key Planning Elements Transport Department PWD/ Highway Police/ Home Health the important roads of the However, there are no districts. standard set of indicators • Long term rectification or format for the same. measures in the Black spots and • Civil society organizations vulnerable accident-prone zones take active part in road mainly need civil works by the safety programs in the road owning department. state. They are also funded • As per the current MV act all by State Transport the commercial vehicles have to Authority (STA) and get fitness test within a period District Road Safety of 2 years for new vehicles and Committees for within one year for old vehicles. undertaking various road Apart from this, the safety programs. enforcement officials of • No dedicated staffs are Transport placed for environmental • Departments regularly conduct and/or social aspects. the fitness check of vehicles However, need based along with other violations consultants are appointed check. on time to time. • Steps have been taken to • Coordination with other integrate the SARATHI and e- department is done by challan. So that strict action can placing officials in the lead be taken for the repeated agency for road safety as offenders. directed by the Supreme • STA has initiated a training Court. program ‘Vahak’ for heavy • vehicle drivers of the State. It is a first of its kind for the state level Heavy Motor Vehicle (HMV) Driver’s refresher training program. In the three day long residential training program, HMV drivers are being trained on driving skills, fuel efficiency, basic first aid, road safety and road 96 Environmental Social System Assessment (ESSA) Key Planning Elements Transport Department PWD/ Highway Police/ Home Health signages. This will hone the skills of drivers and in will contribute towards reducing accidents in the state. • Intelligence e-enforcement system are being implemented in various accident-prone road stretches. • The e-challan system is already in place in the State, where the notice is sent to owner of the vehicle found violating traffic rules. • MoU has been signed with Save LIFE Foundation (SLF), an NGO working towards road safety in India. SLF will identify, recommend and assist with the treatment of 100 vulnerable black spots in Odisha where maximum accidental death have taken place in last few years. The MOU aims to reduce the road deaths on Odisha roads significantly in next three years. • Integrated Road Accident Database (iRAD) has been implemented in the State. The application is expected to enable collection of accident data on the spot which will help in analyzing causes of road accidents to establish an accurate and uniform accident data collection mechanism 97 Environmental Social System Assessment (ESSA) Key Planning Elements Transport Department PWD/ Highway Police/ Home Health towards improving road safety in the State. • Training on vehicle emission management / fuel efficiency and other emission related issues are being conducted frequently by various institutions like Centre for Science and Environment, ESCIH Hyderabad & ARAI Pune etc. for Departmental staffs. Core Principle 2: Program E&S • Not applicable, given • All approvals and statutory management systems are department does not directly clearance are obtained as designed to avoid, minimize, or execute any civil/ construction per need. mitigate adverse impacts on activity. natural habitats and physical cultural resources resulting from the Program. Program activities that involve the significant conversion or degradation of critical natural habitats or critical physical cultural heritage are not eligible for PforR financing. Core Principle 3: Program E&S • Transport department does not • Where construction is management systems are perform any civil and awarded to contractor, the designed to protect public and construction work directly. clause related to worker safety against the • It is done through the Civil prohibition of child labor is potential risks associated with engineering department or mentioned in the contract (a) the construction and/or Odisha Police Housing document. operation of facilities or other Corporation. In case of operational practices under the construction work being Program; (b) exposure to toxic awarded through contractor, the 98 Environmental Social System Assessment (ESSA) Key Planning Elements Transport Department PWD/ Highway Police/ Home Health chemicals, hazardous wastes, law relating to the prohibition and otherwise dangerous of child labor in the materials under the Program; construction work is being and (c) reconstruction or mentioned in the contract and rehabilitation of infrastructure department ensures it is being located in areas prone to natural followed at the construction hazards. site. • The department doing the construction work deals with the labor law requirements and are very much stringent in ensuring the implementation of the required rules and regulations. Core Principle 4: Program E&S • Command and Control Centre • For any land acquisition, systems manage land acquisition is under construction at RFCTLARR 2013 is and loss of access to natural Bhubaneswar and no additional followed (where required). resources in a way that avoids or required. • In case public minimizes displacement and • Program activities of Transport infrastructure and services assists affected people in department does not require any that are getting affected are improving, or at the minimum land acquisition. shifted to another location restoring, their livelihoods and in consultation with living standards. respective department. Also, where community is affected, they are monitory compensation as per RFCTLARR 2013. • Framework for resettlement and rehabilitation and environmental management have been prepared through extensive consultations. 99 Environmental Social System Assessment (ESSA) Key Planning Elements Transport Department PWD/ Highway Police/ Home Health • For loss of land and/ or asset, replacement cost is being paid. • Also, public consultation meeting is carried out in each location. • All squatters are paid onetime cash assistance for their structures. While planning for fixing black spot, consultations are carried out with affected community groups and garnering community support. Core Principle 5: Program E&S • Road Safety awareness is being • Various road safety systems give due consideration done regularly on social media program is being to the cultural appropriateness and electronics media, FM conducted including with of, and equitable access to, channels and Print media. special focus on women, Program benefits, giving special • For immediate assistance to the disabled, children and attention to the rights and Road accident victims at the elderly. interests of Scheduled Tribe accident spot First Responders • There is comprehensive people (Indigenous Peoples) and are being trained under Project road safety program in the scheduled caste people, and to “Rakshak�30- a first responder state through various media the needs or concerns of training. including print, audio, vulnerable groups. 30 Project Rakshak: 30 Weeks-30 Districts-300 Master Trainers-30000 First Responders. Project Rakshak is first of its kind state level program where in 30,000 volunteers staying or working at the eateries and different business establishments near accident prone areas and police personnel will be trained as First Responders to road accident victims. The program is being conducted in two phases. In the first phase 300 Master Trainers have already been trained in Training of Trainers (TOTs) by experts. Master Trainers include volunteers from Indian Red Cross Society, Odisha State Branch and NGOs across the state. After the TOT, in the second phase these 300 Master Trainers will go to accident prone areas in all the 30 districts and train and empower people to render help to the victims of road accidents. They will be equipped to administer first aid and pre-hospital trauma care to accident victims within the golden hour. There is a comprehensive plan to put up Display Boards about Good Samaritan Policy and Solatium Fund Scheme in all the Hospitals, Police stations, RTO office and other important locations in all the districts of the State. Tender has been floated and work order is being issued to an able vendor by end of March 2022 for executing the same. 100 Environmental Social System Assessment (ESSA) Key Planning Elements Transport Department PWD/ Highway Police/ Home Health • Civil Society Organization and audio-visual, and social NGOs take active role in media. various Road safety related • Grievances received either programs observed in the State. through online or offline They are also funded from the are resolved within Road safety cell of STA stipulated time. through the District Road • Road safety month is Safety Committees for observed every year with observance of various Road posters, banners, and Safety Programs. leaflets distribution. • Road safety awareness program are conducted with special focus on women, elderly, children and differently abled people. • Comprehensive Road safety Awareness programs are being conducted to sensitize citizens, by using creative methods to teach road safety lessons and spread awareness. There are regular posts on social media handled of STA. Periodic campaigns are done through, electronic media, print media, Radio, Outdoor etc. Road safety videos messages are being displayed in all the cinema halls of the State. • In addition, online competitions relating to road safety are being organized through social media. • Lessons on Road Safety in School Syllabus-Students are being educated on traffic signals, administering first aid 101 Environmental Social System Assessment (ESSA) Key Planning Elements Transport Department PWD/ Highway Police/ Home Health after accidents, rules to be followed while riding a motorcycle and crossing a road, the importance of wearing helmets and seat belts and road safety laws as part of curriculum. • It is also proposed to provide compulsory road safety and First aid training to the driving license aspirants. • STA proactively handles grievances31; whether it’s through social media, customer care or direct complaint, each grievance is handled with a personal touch. • Core Principle 6: Program E&S • Department do not exacerbate • No conflicts ae faced. Most systems avoid exacerbating any social conflict. of the work is done through social conflict, especially in existing contractors fragile states, post-conflict areas, working in those road or areas subject to territorial stretches. The program disputes. activities do not exacerbate any social conflicts. 31 Grievance to the department can be registered through letters, emails, social media and helpline number. There is dedicated call center and communication cell to address the grievance via helpline number, social media and e-mails at the office of State Transport Authority (STA). They are escalated to the concern officers for resolving the issue and are usually addressed within 48 hrs. Input received from citizens ▬►Acknowledgement ▬► Forwarded to Relevant executives ▬► Action taken ▬►Delay in taking action ▬►Escalated to Senior Executives ▬►Action taken ▬►notification 102 Environmental Social System Assessment (ESSA) 4D. TAMIL NADU Key Planning Elements Transport Department PWD/ Highway Police/ Home Health Core Principle 1: Program E&S • There are State Road Safety management systems are Council, and District Road designed to (a) promote E&S Safety Committee are in sustainability in the Program place to steer the road safety design; (b) avoid, minimize, or activities through mitigate adverse impacts; and stakeholder departments. (c) promote informed decision- • At present there is no making relating to a Program’s system in place to record E&S effects. accidents involving spillages/ leakages of hazardous chemicals along roads/highways and communicating to the central database. • Accident data is shared with Hospitals, but there are no mechanisms to share with Fire Service. Core Principle 2: Program E&S • The program activities do management systems are not require any civil works designed to avoid, minimize, or and hence not applicable. mitigate adverse impacts on natural habitats and physical cultural resources resulting from the Program. Program activities that involve the significant conversion or degradation of critical natural habitats or critical physical cultural heritage are not eligible for PforR financing. 103 Environmental Social System Assessment (ESSA) Key Planning Elements Transport Department PWD/ Highway Police/ Home Health Core Principle 3: Program E&S • All COVID19 related management systems are protocols are followed and designed to protect public and monitored. worker safety against the potential risks associated with (a) the construction and/or operation of facilities or other operational practices under the Program; (b) exposure to toxic chemicals, hazardous wastes, and otherwise dangerous materials under the Program; and (c) reconstruction or rehabilitation of infrastructure located in areas prone to natural hazards. Core Principle 4: Program E&S • The program activities do systems manage land acquisition not require any civil works and loss of access to natural and hence no additional land resources in a way that avoids or is required. minimizes displacement and assists affected people in improving, or at the minimum restoring, their livelihoods and living standards. Core Principle 5: Program E&S • Awareness campaign is systems give due consideration undertaken through TV to the cultural appropriateness Channels, Radio, Cinemas of, and equitable access to, and Hoardings. Also, Program benefits, giving special awareness creation is done attention to the rights and involving school children, interests of Scheduled Tribe and awareness videos at people (Indigenous Peoples) and Traffic Police Stations. scheduled caste people, and to 104 Environmental Social System Assessment (ESSA) Key Planning Elements Transport Department PWD/ Highway Police/ Home Health the needs or concerns of vulnerable groups. Core Principle 6: Program E&S • The program activities do systems avoid exacerbating not exacerbate any social social conflict, especially in conflicts. It is for safety of fragile states, post-conflict areas, the road users and local or areas subject to territorial community. disputes. 4E. TELANGANA Key Planning Elements Transport Department R&B Police/ Home Health Core Principle 1: Program E&S • The state level road safety • Most of the road safety works management systems are and district level road safety have no or minimal designed to (a) promote E&S committee ensure the environmental and social sustainability in the Program coordination among the risk. However, there is no design; (b) avoid, minimize, or different departments to systematic process in place to mitigate adverse impacts; and undertake the road safety assess environmental and/or (c) promote informed decision- related activities. The road social risks. making relating to a Program’s safety action plan is • Most of the e-waste and used E&S effects. prepared in consultation vehicles are disposed through with all stakeholder auction. department and • The inspection of roads/ implemented by each highways to identify department. dangerous potholes/ • All e-waste is disposed damages, frequent accident- through Telangana State prone area identifications are Technological Services a continuous process (TSTS) as per applicable undertaken by the Field protocols. Officers throughout the year • The departmental vehicles to identify the hazardous are disposed in public locations and take up auction after condemnation, remedial measures. 105 Environmental Social System Assessment (ESSA) Key Planning Elements Transport Department R&B Police/ Home Health following prescribed • Further the Black spots are procedure and norms. identified by the Police Dept. • The authorized private and communicated to R&B driving schools are and accordingly the remedial imparting training to drivers measures are taken up on of commercial vehicles. these locations along with • The executive staff of the other hazardous location department are involved in identified by the R&B dept, assessment of etc. environmental and social • The scale of work is less risks. where temporary measures • are taken up for rectification. In case of Permanent measures certain types of civil works are taken up where the excavated material which are not useful for re- use are disposed off to a safe place under instructions by the Field Officers so as not to create any hazard for the environment. • Monitoring is carried out at critical locations and the required signage are placed in Consultation with the Police dept. • Most activities are taken up in co-ordination with Transport and Police Departments. Core Principle 2: Program E&S • The program activities do • Any physical cultural management systems are not require any civil works structures coming on way to designed to avoid, minimize, or and hence there are no black spot fixing, the current mitigate adverse impacts on adverse impacts. practice is to involve natural habitats and physical 106 Environmental Social System Assessment (ESSA) Key Planning Elements Transport Department R&B Police/ Home Health cultural resources resulting from consultation with local the Program. Program activities community representatives, that involve the significant community leaders, and in conversion or degradation of consultation with the Police critical natural habitats or Dept, Revenue Dept. and critical physical cultural heritage other stakeholder dept. are not eligible for PforR financing. Core Principle 3: Program E&S • All COVID19 protocols • Given the scale work for road management systems are including wearing mask, safety measures are generally designed to protect public and sanitization and physical small, and hence no labor worker safety against the distancing are followed by camps required, except in potential risks associated with all the staff members during very few cases where the (a) the construction and/or discharge of their duties. scale of work is big enough operation of facilities or other • such as over bridge operational practices under the construction. Program; (b) exposure to toxic • Necessary clauses are chemicals, hazardous wastes, mentioned in the bid and and otherwise dangerous contract document for materials under the Program; prohibition of child labor. and (c) reconstruction or Also, all necessary labor laws rehabilitation of infrastructure and labor welfare related located in areas prone to natural measures as per the hazards. regulations are mentioned in the bid and contract document for any civil work. • All COVID19 related guidance issued by the GoI/ State Govt. are being followed. Core Principle 4: Program E&S • Not applicable, given • For road safety measures in systems manage land acquisition department does not directly some cases, minor land and loss of access to natural execute any civil/ acquisition if any involves resources in a way that avoids or construction activity. minor acquisition which will minimizes displacement and be taken up by the Revenue 107 Environmental Social System Assessment (ESSA) Key Planning Elements Transport Department R&B Police/ Home Health assists affected people in Dept. based on the requisition improving, or at the minimum made by R&B dept. restoring, their livelihoods and • Where community living standards. infrastructure services may be getting adversely affected, it is shifted in consultation involving the local community representatives, community leaders, and in consultation with the Police Dept, Revenue Dept. and other stakeholder dept. • There are very few cases in the past where the encroachments may have to be removed at some junctions or at narrow roads in village/ town limits or where informal land users on existing RoW need to be displaced for taking up the Black spot rectifications. In such cases R&B department addresses them in consultation with Revenue Department and Local Bodies/ Local Authorities to clear the encroachment according to prevailing laws. Core Principle 5: Program E&S • Conducting awareness • The Transport and Police systems give due consideration programs among different of Dept undertake Road safety to the cultural appropriateness categories of drivers of awareness program directly of, and equitable access to, commercial vehicles, by involving local Program benefits, giving special school, and college students community and road users in attention to the rights and and public at large. coordination with the R&B interests of Scheduled Tribe 108 Environmental Social System Assessment (ESSA) Key Planning Elements Transport Department R&B Police/ Home Health people (Indigenous Peoples) and • Also, awareness is created dept and other stakeholder scheduled caste people, and to using print media, social deps. the needs or concerns of media and electronic media; • Road safety awareness vulnerable groups. through short films and creation activities are also cartoon films displayed in taken up by the Transport and cinema theatres; awareness Police department through rallies undertaken. mass media. • Road safety Club, India • The provisions of the Bid Federation of Road Safety Condition ensure that gender- etc. and a few other NGOs based violence issues and impart awareness to prevent provision are adequately Road Accidents. addressed and complied with • Women are sensitized about by the Agency. precautions to be taken • A provision for lodging while riding two wheelers. grievance is available in the • Under aged children are not Website for Roads & allowed to drive vehicles. Buildings department • The Transport Department (roadbuild.telangana.gov.in). portal has provision to On receipt of any grievance, register grievances and to the same is communicated to monitor the status of the the concerned Section within grievances. the R&B Dept and the reply is sent to the Grievant directly. Most of the Grievances are addressed within a month. • For employees, any employee can approach the higher Officers in the hierarchy for addressing their grievances. Core Principle 6: Program E&S • The program activities do • The program activities do not systems avoid exacerbating not exacerbate any social exacerbate any social social conflict, especially in conflicts. conflicts as it is more for fragile states, post-conflict areas, safety of the local community/ road users. 109 Environmental Social System Assessment (ESSA) Key Planning Elements Transport Department R&B Police/ Home Health or areas subject to territorial disputes. 110 Environmental Social System Assessment (ESSA) 4F. UTTAR PRADESH Key Planning Elements Transport Department PWD Police Health Core Principle 1: Program • Road Safety Cell housed at • A dedicated Road Safety • • Department of Health has E&S management systems Transport Department acts as Division headed by an MoU with GVK-EMRI to are designed to (a) promote the key institutional measure to Executive Engineer has been run ambulances under 108 E&S sustainability in the coordinate road safety activities established at PWD headquarter for any emergency services Program design; (b) avoid, in the state. for ensuring road safety including for road accidents. minimize, or mitigate • The UP Road Safety Policy provisions in road proposals and A total of 2200 BLS and 250 adverse impacts; and (c) 2014 outlines the key actions to monitoring implementation. ALS type of ambulances are promote informed decision- be undertaken in order to reduce available under 108 services. making relating to a road accidents and fatalities. Of 67 other ambulances from Program’s E&S effects. the eleven actions suggested, NHAI, UPSHA, YEIDA and majority are related to UPEIDA are being awareness creation, behavioral integrated under 108. aspects of safe driving and • The 108-service operator keeping the vehicle safe, and GVK-EMRI deploys enforcing adherence to road ambulance strategically to safety norms, medical assistance minimize response time. in case of accidents, and Currently, the response time creation of safe road has been brought down to 15 infrastructure. minutes and efforts are on to • Among the above set of reduce it further to 10. activities, only the safe road infrastructure requires civil works. These are in the nature of identifying black spots and fixing them. • Black spots are identified by local police station based on repeated accidents. They report to Traffic Department. Traffic police identifies black spots each year on the basis of the accident data of last three years and through them it comes to Transport Department. Transport Department then 111 Environmental Social System Assessment (ESSA) Key Planning Elements Transport Department PWD Police Health disseminate it to respective road owning departments for fixing which are mainly PWD, and Highway Authorities, and a small number to Urban roads. • For coordination, the Road safety cell also has mid-level to senior officials of Health, Police, PWD, and Education departments as OSDs who help coordinate in taking forward the respective road safety activities in their departments. • The key gaps are no officials specifically designated for environmental and social aspects. Core Principle 2: Program • The activities of Transport • • The activities of Police • The activities of Health E&S management systems Department do not impact any Department do not impact Department do not impact are designed to avoid, natural habitats and physical any natural habitats and any natural habitats and minimize, or mitigate resources. physical resources. physical resources. adverse impacts on natural habitats and physical cultural resources resulting from the Program. Program activities that involve the significant conversion or degradation of critical natural habitats or critical physical cultural heritage are not eligible for PforR financing. Core Principle 3: Program • The road safety measures by • The contractor takes all • The MVAA 2019 provides • E&S management systems crating awareness among road necessary step to reduce worker for penalties for are designed to protect users, drivers, and ensuring safe risks as the contract clauses transportation of hazardous 112 Environmental Social System Assessment (ESSA) Key Planning Elements Transport Department PWD Police Health public and worker safety driving are some of the key includes worker safety materials in an unsafe against the potential risks activities that benefit road users measures. And all labor laws are manner and the traffic police associated with (a) the including local community, road said to be followed. However, are to enforce the provisions construction and/or users and drivers and public at the gap is in the monitoring for of MVAA. operation of facilities or large. adherence. other operational practices under the Program; (b) exposure to toxic chemicals, hazardous wastes, and otherwise dangerous materials under the Program; and (c) reconstruction or rehabilitation of infrastructure located in areas prone to natural hazards. Core Principle 4: Program • No land acquisition or • Sometimes it is needed to • No land acquisition or • No land acquisition or E&S systems manage land resettlement is required for the remove informal settlers. It is resettlement is required for resettlement is required for acquisition and loss of activities being undertaken or done with the help of district the activities being the activities being access to natural resources proposed to be undertaken by administration and follow undertaken or proposed to undertaken or proposed to be in a way that avoids or the Transport Department. defined procedures. be undertaken by the Police undertaken by the Health minimizes displacement Department. Department. and assists affected people in improving, or at the minimum restoring, their livelihoods and living standards. Core Principle 5: Program • Field staff consults with E&S systems give due affected group during consideration to the cultural construction activity. appropriateness of, and • No NGOs/ civil society is equitable access to, involved Program benefits, giving special attention to the 113 Environmental Social System Assessment (ESSA) Key Planning Elements Transport Department PWD Police Health rights and interests of • CM Helpline/ UPPWD is Scheduled Tribe people already in use for Grievance (Indigenous Peoples) and Redress Management scheduled caste people, and to the needs or concerns of vulnerable groups. Core Principle 6: Program • The activities of the Department do not exacerbate any social conflict. E&S systems avoid exacerbating social conflict, • The State does not have any left-wing extremism (LWE) areas or any territorial disputed areas. especially in fragile states, post-conflict areas, or areas subject to territorial disputes. 4G. WEST BENGAL Key Planning Elements Transport Department PWD/ Highway Police/ Home Health Core Principle 1: Program E&S management systems are designed to (a) promote E&S sustainability in the Program design; (b) avoid, minimize, or mitigate adverse impacts; and (c) promote informed decision- making relating to a Program’s E&S effects. Core Principle 2: Program E&S management systems are designed to avoid, minimize, or mitigate adverse impacts on natural habitats and physical cultural resources resulting from the Program. Program activities 114 Environmental Social System Assessment (ESSA) Key Planning Elements Transport Department PWD/ Highway Police/ Home Health that involve the significant conversion or degradation of critical natural habitats or critical physical cultural heritage are not eligible for PforR financing. Core Principle 3: Program E&S management systems are designed to protect public and worker safety against the potential risks associated with (a) the construction and/or operation of facilities or other operational practices under the Program; (b) exposure to toxic chemicals, hazardous wastes, and otherwise dangerous materials under the Program; and (c) reconstruction or rehabilitation of infrastructure located in areas prone to natural hazards. Core Principle 4: Program E&S systems manage land acquisition and loss of access to natural resources in a way that avoids or minimizes displacement and assists affected people in improving, or at the minimum restoring, their livelihoods and living standards. Core Principle 5: Program E&S systems give due consideration to the cultural appropriateness 115 Environmental Social System Assessment (ESSA) Key Planning Elements Transport Department PWD/ Highway Police/ Home Health of, and equitable access to, Program benefits, giving special attention to the rights and interests of Scheduled Tribe people (Indigenous Peoples) and scheduled caste people, and to the needs or concerns of vulnerable groups. Core Principle 6: Program E&S systems avoid exacerbating social conflict, especially in fragile states, post-conflict areas, or areas subject to territorial disputes. 116 Environmental Social System Assessment (ESSA) ANNEXURE 5: ACCIDENT BLACK SPOTS AND POTENTIAL RECTIFYING MEASURES Accident Black Spots Road crash is a random phenomenon; however, crashes may not be randomly distributed across road networks. There are locations with a concentration of crashes, and which are largely identified as black spots. Black spots are those locations where higher number of crashes having similar nature are occurring as a result of local risk factors. Location-specific, infrastructural measures can be implemented to decrease the number of crashes in order to mitigate them and generally known as treating the black spots or fixing the black spots. According to MoRTH, Road Accident Black spot is a stretch of National Highway of about 500m in length in which either 5 road accidents in all three years involving fatalities/ grievous injuries took place during the last 3 calendar years or 10 fatalities in all fatalities on all 3 years put together took place during the past 3 calendar years. Current Process of Identification of Black Spots While the availability of a good and reliable crash data is the core of any blackspot management program, at present the black spot identification in most states are done through local police station based on repeated accidents. They report to Traffic Department. The Traffic police identifies black spots each year on the basis of the accident data of last three years and through them it comes to Transport Department. Transport Department then disseminate it to respective road owning departments for fixing which are mainly PWD, and Highway Authorities, Urban Development Departments, and Rural Roads. Typical Type of Black Spots A typical type of crashes that most states observe includes: 1. Single vehicle crashes (crashes such as ran-off, overturning, etc.) 2. Pedestrian crashes 3. Crashes for vehicles driving in the same direction (usually rear end collisions, side swipe, etc.) 4. Crashes at junctions (usually right-angled collisions) 5. Crashes between vehicles travelling in opposite directions on undivided roads (usually head-on collisions) 6. Railway crossing crashes Potential Reasons for Accidents and Black Spot Rectifying Measures It is highly likely that in most of the blackspots, any one of the above crash-type will be predominant. In such a situation (where a predominant crash type can be observed), it could be usually because of the local risk factors present in the blackspot. Such frequently occurring crash types can be treated by matching countermeasures (engineering interventions). For each crash type listed above, the likely contributory factors along with potential treatment measures are as below. 117 Environmental Social System Assessment (ESSA) Table (5.1): Potential Reasons and Rectifying Measures for Fixing Accident Black Spots Typical type of crashes Potential Reasons for Accidents/ Crashes Potential Rectifying Measures observed Single vehicle crashes • Excessive speed • Improve signage (crashes such as ran-off, • Driver fatigue • Improve lighting/ visibility overturning, etc.) • Poor lighting/ visibility • Speed limiting measures • Sharp curve; steep slope • Improve road markings • Narrow carriageway width after a long wide section or lanes • Improve road geometry e.g., Eliminating sharp changes in merging as one single road alignment – curve/ slope etc. • Some obstacles such as tree/ pole etc. too close to the edge of • Remove roadside obstacles the road and is poorly marked • Improve road surface e.g., rectifying potholes, road edges, • Parked vehicle in front blocking visibility etc. drainage etc. • Remove roadside obstacles, installing crash barriers • Removing on road parking etc. • Mechanism for reducing driver fatigue Pedestrian crashes • Lack of footpath • Improve facilities for pedestrians walking along the road • Footpath is obstructed with encroachments (temporary shops, (including clearing and widening where required) parked vehicles) • Improve facilities for pedestrians crossing the road • Narrow Road • Improve visibility • Poor visibility • Limiting Speed • Wide Road carriageway to cross • No crossing facilities or clear places to cross • High vehicle speed • Heavy traffic Crashes for vehicles driving • Lack of lane markings • Improvement of road markings/ signs e.g., lane markings, in the same direction (usually • Lack of lane discipline centerlines, no overtaking zone etc. rear end collisions, side • Lane too narrow • Improvement of road facilities such as extra widening on swipe, etc.) • Careless driving curves, prevent hazardous U-turns etc. • Dangerous overtaking • Speed limiting measures • Sudden stopping of vehicle ahead • Avoid contra traffic flow • Excessive speed • Active police enforcement 118 Environmental Social System Assessment (ESSA) Table (5.1): Potential Reasons and Rectifying Measures for Fixing Accident Black Spots Typical type of crashes Potential Reasons for Accidents/ Crashes Potential Rectifying Measures observed • Wrong way driving along travel lane forcing vehicle use narrow passage or change lane in last minutes. Road Crashes at junctions • Vehicle from side road overshoots the stop line and hits a • Adequate warning signs including advance direction signs vehicle on the main road and stop line etc. on the side road • Vehicle turning out of main road is hit by oncoming vehicle • Proper visibility of the signage • Vehicle going ahead is hit by a following vehicle in rear • Re-aligning minor road to joins the major road at a right angle • Vehicle in the roundabout is hit by an entering vehicle • Altering the geometry of the approach road to encourage • Vehicle entering the roundabout loses control slower speeds • Installation of rumble strips or other traffic calming measures in the side road • Installing traffic signals • Improve visibility of the signals • Providing protected right/ left turning lane Road Crashes between • Excessive speeds - loss of control • Marking no overtaking zones and consider installing no vehicles travelling in opposite • Inadequate overtaking sight distance overtaking signs directions on Undivided roads • Slow traffic uses centre of the road • Install warning signs (e.g., for bends, junctions, narrow roads) • Steep gradient with slow heavy traffic • Install speed limit signs and provide active police • Poor forward visibility enforcement • Vehicle swerves to avoid pothole, bad edges etc. • Centre line marking especially on sharp horizontal curves • No centerline; Narrow Road • Improve the road surface including potholes, bad edges • Improve road alignment by improving road geometry • Upgrade the road by widening the lanes and / or shoulders Railway crossing crashes • Excessive speed • Install speed reducing measures e.g., rumble strips, road • Poor visibility humps, etc. • Careless overtaking • Improve visibility of the crossing and light signals associated • Inattention by driver with it. • Failure of crossing control system • If the crossing is unmanned, improve the visibility along the • Crossing may be narrower than approach roads rail track on the approach to the crossing • Upgrade the signing and marking 119 Environmental Social System Assessment (ESSA) Table (5.1): Potential Reasons and Rectifying Measures for Fixing Accident Black Spots Typical type of crashes Potential Reasons for Accidents/ Crashes Potential Rectifying Measures observed • Discourage overtaking by means of signs, markings or delineator posts • Consider provision of street lighting • Consult the railway authority about changing the control system (unmanned to manned or automatic). • Consult the railway authority about widening the crossing if it is narrower than the approach roads • Consider replacing the crossing with an over bridge or under pass Source: Guidelines for Identifying and Treating Black spots. IRC. Available at http://www.irc.nic.in/admnis/admin/showimg.aspx?ID=329 120 Environmental Social System Assessment (ESSA) ANNEXURE 6: APPLICABLE RULES FOR E-WASTE DISPOSAL The links to the applicable rules for e-waste disposal are outlined below. • Andhra Pradesh: https://pcb.ap.gov.in/a_ewaste_management.html#:~:text=Public%20shall%20not%20dis%2Dint egrate,%2F%20burning%20of%20e%2DWaste. • Gujarat: https://gpcb.gujarat.gov.in/webcontroller/viewpage/ewaste • Odisha: http://ospcboard.org/divisions/waste-management-division/e-waste-management/ • Tamil Nadu: https://www.it.tn.gov.in/sites/default/files/2018-09/e-wate_0.pdf • Telangana: https://www.telangana.gov.in/PDFDocuments/Telangana-e-Waste-Management- Policy-2017.pdf • Uttar Pradesh: http://www.upecp.in/PDFFiles/SolidWasteNew/E-Waste%20Management.pdf • West Bengal: https://www.wbpcb.gov.in/e-waste- management#:~:text=Recyclers%20and%20dismantlers%20are%20also,from%20State%20Pollut ion%20Control%20Board.&text=West%20Bengal%20is%20a%20predominantly%20rural%20sta te 121 Environmental Social System Assessment (ESSA) ANNEXURE 7: NATIONAL MULTI-STAKEHOLDER CONSULTATION WORKSHOP A National Consultation workshop was organized by MoRTH on 22nd April 2022, and this was done virtually due to COVID restrictions. The relevant national and state government organizations as well as CSOs were invited and attended workshop. In total, more than 100 participants attended the workshop (detail list attached). The workshop was kicked off by a keynote address by the Joint Secretary at the MoRTH outlining the importance of Road Safety and need to understand the potential environmental and social impact implications associated with Road Safety. PricewaterhouseCoopers (PwC) supporting the Government of India (GoI) program development and implementation presented the GoI India State Support Program for Road Safety and presented the objective, scope, boundary of the program and the role of the World Bank (WB) and Asian Development Bank (ADB). It was outlined that the WB is supporting 7 of the states (Andhra Pradesh, Gujarat, Odisha, Tamil Nadu, Telangana, Uttar Pradesh and West Bengal) while The ADB is supporting the other 7 states under the GoI’s program that covers a total of 14 states. This laid the framework within which the WB’s ESSA plays a crucial role to assess the key environmental and social risks that may affect the achievement of the development outcomes of the program and the Government’s ability to manage those risks. This was followed by a presentation by the WB Environment and Social team members comprising of Mr. Takeaki Sato, Senior Environmental Specialist and Mr. Venkata Rao Bayana, Senior Social Development Specialist. The World Bank specialists outlined how the ESSA seeks to assess extent to which the applicable government environmental and social policies, legislations, program procedures and institutional systems are consistent with the six ‘core principles’ defined under WB Policy for PforR financing instrument and the recommendations and actions suggested to address the identified gaps for enhancing performance during program implementation. The WB Specialists outlined that of the six Core Principles, four are applicable to the proposed program. The methodology adopted to conduct the ESSA was also presented which involved desk review of existing documents; interaction with MoRTH and States; including the departments of Transport, PWD/R&B, Health, Police, and other key agencies/institutions and finally the consultations/discussions with key stakeholders. The key E&S benefits of the program were presented which include positive health and safety impacts by reducing road accident-related deaths and injury and increased awareness on road safety among road users, children, and the community. The key environmental risks were presented which include the construction-related EHS risks and impacts resulting from civil works for rectification of black spots/accident risk spots; disposal of e- devices used for road safety and compliance of traffic rules and its monitoring which includes disposal of used batteries; scrapping old or severely damaged vehicles and the potential environmental risks/impacts due to accidents involving vehicles carrying hazardous chemicals. The social risks include any additional land requirement to be met from existing Government land for activities such as development/widening of the footpath, widening of the road, establishing driver training centers, vehicle fitness centers which may require additional land; potential need for displacement of squatters, hawkers, and vendors in proposed sub-project locations and the current weak community and stakeholder engagement processes. Similarly, the key E&S gaps identified were presented. The WB E&S specialists then outlined the nine key recommendations from the ESSA: • Strengthening the process of safe disposal of electronic waste • Strengthening the mechanism for recording and reporting segregated data on accidents involving vehicles carrying hazardous substances • Enhancing the vendor compliance with environmental regulations in the procurement process • Strengthening the institutional mechanism and capacities for managing environmental and social risks and impacts 122 Environmental Social System Assessment (ESSA) • Screening of the sub-projects for upfront environmental and social risk and impact identification • Strengthening the mechanisms to provide assistance for displacing or relocating vendors/hawkers, where relevant • Strengthening the monitoring mechanism during civil works for environmental and social risks, impacts and mitigation activities including compliance with labor laws and labor welfare measures by the contractors • Instituting a mechanism for systematic stakeholder consultation to identify community concerns and feedback, and garner community support and • Strengthening the existing grievance redress mechanism for road safety for systematic recording, monitoring, and reporting towards enhancing transparency and responsiveness. The four Program action Plans were also presented: • Mechanism for recording and reporting segregated data on accidents involving vehicles carrying hazardous substances - Within 12 months of program effectiveness • Conduct E&S Screening and prepare site specific mitigation measures where civil works are being planned such as for Black spots fixing and other building construction sites – To be a continuous process • Policy guidance to provide assistance for displacing or relocating vendors/ hawkers in case of any need in line with Street Vendors (Protection of Livelihood and Regulation of Street Vending) Act, 2014 - Within 24 months of program effectiveness and • Strengthen existing grievance redress mechanism for road safety at the state and district level for systematic recording, monitoring and reporting towards enhancing transparency and responsiveness - Within 12 months of program effectiveness. The session was then thrown open for the participants to provide their feedback and suggestions on the ESSA findings. At the very beginning, it was made clear by the WB Team that the WB’s Program will not support any activities that involve land acquisition or are located in forest/ecologically sensitive areas among other criteria. • Madhu Sudan Sharma was keen to know the list of KPIs including the district level KPIs and what will be the precise role of Civil Societies or NGOs in the program? Moreover, he wanted to know regarding specifics of NGO role and involvement. It was clarified b the WB team that these aspects have been detailed in the project preparation and is outlined in the other project documents. • There was a query regarding the Citizen Engagement and how enhancing Road Safety improves E&S aspects. Another query was regarding the movement of animals which can lead to road accidents. The response by the WB E&S specialists outlined that increased E&S performance has some very tangible as well as intangible benefits and some of these have already been presented in the slides. Increased awareness on Road Safety also includes increased environment and social performance. It was also brought out that the anticipated E&S risks are very nominal with regard to Road Safety. • Mr. Madhusudhan CUTS, Jaipur, was interested to know if the vulnerable road users including pedestrians, cyclists, Non-Motorized Transport (NMT) etc. were considered and if there are plans to develop dedicated lanes for 2-wheelers and if there was any plan to strengthen the district Road Safety Committees. Once again, the WB Team clarified that these aspects have been thought through in details and are being considered in the project preparation and scope. • Mr. Dilip Patro felt that to reduce fatalities, social marketing is required and common awareness materials to may be shared, perhaps through modes such as WhatsApp groups. He felt that this type of social awareness/marketing will have very high impact. He also feels that schools and hospitals need capacity building on Good Samaritan scheme. Mr. Arnab Bandyopadhy of WB responded that the program design has provisions for setting up a PMU, setting up Citizen Engagement processes, first respondent programs and a common uniform framework for all. 123 Environmental Social System Assessment (ESSA) • Mr. Vasu, VHEEDU opined that capacity building and training for the heavy and LMV driving school instructors is required as many drivers come from the unorganized sector and they are often the ones creating Road Safety concerns. He shared that vehicles such as tractors and shared autos (commercial three-wheeler commuters) etc. are also high risk vehicle types that pose risks that increase road safety concerns. • Mr. A S Rao, Project Director opined that the majority of the accidents involve 2-wheelers that are hit by trucks and these are often due to truck driver fatigue. Therefore, there is a need to provide driver resting points. Also, the enforcement of helmet wearing and penalty for wrong side driving is essential. The WB team outlined that these are major objectives of the program. • Ms. Roochita Desai felt that there is a need for capacity at the sites and refresher courses for driver training and NGOs can play a role in this aspect. The WB team responded that behaviour change aspects of road users is being considered and CSOs can participate in various capacities. • Mr. D. Kirubakaran, Tech SI - Tamil Nadu shared that reminder messages with road safety slogans may be send to the offenders through MoRTH/states to change their behaviour. • An interesting suggestion was to rename Road Safety as Road User Safety! • Mr. Bikash, FRRA felt that there should be a representation of CSOs in the monitoring mechanism. • Mr. Krishnamoorthy suggested that computerized testing range should be developed in all districts and more stringent checks should be implemented while issuing driving licenses. • Mr. Girijesh Tyagi from Uttar Pradesh felt that manufacturers may be encouraged to set speed limits on vehicles to check over speeding. He also felt that from his experience, he has learnt that enforcement through speed guns is only has temporary benefits as drivers reduce speed when they know where speed guns are installed and then increase speed after they cross those spots. • Mr. Gaurav Gupta, Director MoRTH outlined that KPIs will give focus on more than 30% reduction in crashes on NH which will help reduce crashes. With this the session was brought to a close with the closing remarks by Mr. Gupta of MoRTH. He mentioned that although the workshop was for E&S issues, many other points and suggestions surfaced which shows the deep interest of stakeholders on the subject. He thanked all the participants for making time to join this important workshop and offering their feedback and suggestions. He also congratulated the WB Team for the ESSA. Selected the pictures (screenshots) from the Virtual workshop are presented below: 124 Environmental Social System Assessment (ESSA) 125 Environmental Social System Assessment (ESSA) 126 Environmental Social System Assessment (ESSA) List of Workshop Participants: 1. Mansoor ul Haque 2. PIU NIRMAL 3. Kripa 4. Akhilesh Maddhesiya 5. PIU Mancherial 6. Gi Soon Sing, ADB 7. PIU_Warangal 8. Muniswamy Vasu 9. Mariappan 10. Sudheekshan Foundation 11. DGP office 12. P. Ravinderrao 13. JTC Road Safety - Tamil Nadu 14. Girijesh Tyagi, Uttar Pradesh 15. GM APRDC 16. Gujarat Road Safety Authority 17. Balwant Kumar Chaudhary 18. Bodhisatya Datta, World Bank 19. Dillip Panda-SAFE India 20. JS MoRTH 21. Joint Commissioner Transport RS Odisha 22. K. S. Sreenivasaraju IAS Principal Secy TR&B 23. Ranjan B. Verma, World Bank 24. Rashi Grover, World Bank 25. Roochita Desai 26. S S Baskaran 27. TNSHRP 28. TRSC Office 29. Takeaki Sato, World Bank 30. VHEEDU - M. vasu 31. Venkata Rao Bayana, World Bank 32. Telangana PCS&S 33. Andri Heriawan, ADB 34. Arnab Bandyopadhyay, World Bank 35. Chief Engineer, Planning, P.W.RdsDte 36. DILIP PATRO 37. Dean Vellore 38. Dipan Bose, World Bank 39. Gaurav Gupta, Director RS, MoRTH 40. Highways 41. Indranil Bose, World Bank 42. Krishnan S, World Bank 43. Madhu Sudan Sharma 44. Madhusudan Rao, DGM Tech & PD, PIU- Sangareddy 45. Rajat Bhushan, PwC 46. Somashree 127 Environmental Social System Assessment (ESSA) 47. Transport Commissioner UP 48. Vinod Kanumala 49. Jothi 50. Ram Raj Meena 51. Vheedu NGO Vijayawada 52. C S Rao PD PIU NIRMAL 53. AEE MoRTH Vishnu Maurya 54. Ankit Godiyal, PwC 55. Ramasree 56. Michel Ragnvald Mallberg, World Bank 57. Bikash, FPRA 58. Papun Kumar Pradhan 59. ADGP Railways TG 2 60. Neha Vyas, World Bank 61. Krishnamoorthy 62. Ramesh Chidura 63. D. K. Solanki 64. Sujit Senapati 65. Satyapal Singh 66. P. Ravinder Rao 67. Debu Nayak, OCF,Odisha 68. HQ UPPWD 69. Kannan Arunachalam 70. Joint Commissioner 71. Ajesh 72. B Sreenivasa Prasad 73. IGP Traffic 74. Iris Bombay 75. S. Udhayakumar, DTC II, STA 76. NHAI Warangal 77. NHAI RO Hyderabad 78. PIU Warangal 79. Prakash Patni, Joint Secretary 80. Minati Bindhani 81. Sharath M 82. B Sreenivasa Prasad 83. Dr S Maruthu Thurai 84. Women & Child Welfare Society 85. NHAI WARANGAL 86. Manisha Palaskar 87. UP-PWD 88. Ramesh Chidura 89. Transport Commissioner, Andhra 90. Kannan Arunachalam 91. Chief Engineer, Planning, P.WRdsDte 92. PIU Khammam 93. RTA Telangana 94. PIU Khammam 128 Environmental Social System Assessment (ESSA) 95. Dr S Maruthu Thurai 96. Ramasree 97. S.A.V. Prasada Rao 98. Bharadwaj Keerthi 99. Rakesh Malpani 100. Mansoor ul Haque 101. PD, NHAI Karaikudi 102. UP-PWD 129 Environmental Social System Assessment (ESSA) ANNEXURE 8: SUB-PROJECT SCREENING FORMAT FOR POTENTIAL ENVIRONMENTAL AND SOCIAL ISSUES The Screening checklist is applicable to any civil work activities towards black spot fixing and/or and other building construction sites under the program. This form is to be used by the functionaries of participating departments to rule out any adverse environment and social impacts of the proposed subproject(s). State District/ City/ Town Site Name of the Sub-project Information Type of the Activity under the Sub-project Department Sl. # Key Question Answer Due diligence/ Actions Yes No 1 Is there any risk/ impact/ disturbance If yes, all interventions should be avoided. to forests and/ or protected areas because of subproject activities? 2 Is the construction site within 100 If yes, all interventions should be avoided32. meters of any cultural, historic, religious site/ buildings? 3 Is the construction site between 100 - If yes, due permission to be taken from ASI 200 meters of any cultural, historic, for any construction. Where there is no religious site/ buildings? impact, chance finds procedures would be applicable and ASI norms would need to be followed. 4 Does the subproject involve additional If yes, it is not supported by the project. land through land acquisition or Alternate options to be explored. restrictions on land use? 5 Does the subproject involve additional If yes, follow government norms for land through transfer from another transfer. Construction activities can be government department? initiated only after transfer is completed. 6 Does the subproject require any If yes, all interventions should be avoided. informal/ illegal occupants’ removal Alternate options to be explored. However, from the civil work site/ construction if completely unavoidable, approval from site World Bank to be taken and necessary assessment and safeguard tools to be prepared as per ESS 5. 7 Does the proposed activity involve If yes, all interventions should be avoided. displacing or relocating vendors/ However, if completely unavoidable, hawkers? assistance to be provided complying to and 32 Ancient Monuments and Archaeological Sites and Remains (Amendment and Validation) Act, 2010 there is ban on construction within 100 metres of a centrally protected monument and regulated construction within 100-200 metres construction. Any construction activity within 100-200 meters of the monument requires ASI permission. 130 Environmental Social System Assessment (ESSA) Sl. # Key Question Answer Due diligence/ Actions Yes No in line with Street Vendors (Protection of Livelihood and Regulation of Street Vending) Act, 2014. 8 Does the subproject have had Free If no. Consultation with local beneficiary and Prior informed consultation with community/ road users will help create the beneficiary community groups? awareness and garner community support of the activities proposed. 9 What are the environmental risks envisaged from the civil works/construction?33 9a Increase in dust and noise from If yes, need to have dust suppression demolition and/or construction practices in place such as dust curtains and water sprinklers in the work sites to reduce dust. If noisy machinery and vehicles are expected to be used, need to ensure that these are fitted with appropriate mufflers in their exhausts. If noise generating tools such as jack hammers, drills or other such tools are expected to be used, these need to be operated only during the workday (10 am – 6 pm) and all possible measures to be taken to reduce the disturbance of neighbouring communities. 9b Generation of construction waste and If yes, all construction debris and wastes their disposal need to be disposed as per the Construction & Demolition Waste Management Rules, 2016. 9c Impacts on accessibility to the If yes, alternate road accessibility for the facility/site of intervention road user needs to be planned so that access is not severely impacted. If unavoidable, this needs to be communicated beforehand and efforts made to keep the inaccessible period as short as possible. 9d Excavation impacts and soil erosion If yes, the excavated soil must be put back including disposal of excavated soil in the same place after the intervention wherever possible. If not feasible, these need to be disposed at pre-identified government sites in a manner that avoids inconvenience to others as well as avoids soil erosion. 9e Increased sediment loads/wastewater If yes, interventions must be planned to discharges in receiving water bodies avoid any increase in sediment loads and measures must be in place so that any materials from the sites should not enter the adjacent water bodies. 33It is expected that the HCFs to be renovated/refurbished will pass the screening criteria with no problem and will be found suitable for improvements and any small civil works required. In such cases the standard mitigation measures would be all that is needed to minimize any risk of negative environmental and social impact. The generic Environmental and Social Management Plan (ESMP) of this ESMF would apply in these cases. 131 Environmental Social System Assessment (ESSA) Sl. # Key Question Answer Due diligence/ Actions Yes No 9f Removal and disposal of toxic and/or Use of toxic or hazardous substances must hazardous substances34 be avoided. If unavoidable, these must be stored and handled with extreme care to avoid any fire, leakage or seepage and contamination of soil and water. Measures must be put in place to avoid air pollution. 10 Increase in soil erosion or changes in If yes, interventions must be planned to local drainage pattern avoid any increase of soil erosion. Planning must ensure that drainage patterns are not altered in a manner that are adverse for the environment. 11 Does the subproject have appropriate All workers at work sites must have OHS procedures in place, and an adequate access to relevant safety jackets, adequate supply of PPE (where hard hats and other PPEs and their use must necessary)? be strictly enforced. If any work at height is involved, workers must be trained and use all safety gear. District In-charge/ Site In-charge of the proposed sub-project Name……………………………………… Designation: ……………………………… Department: ……………………………… Phone No. ………………………………… Signature …………………………………. Date: ……………………………………… 34 Toxic / hazardous material includes and is not limited to asbestos, toxic paints, removal of lead paint, etc. 132