The World Bank RESTRUCTURING ISDS India Second Kerala State Transport Project (P130339) Integrated Safeguards Data Sheet Restructuring Stage Restructuring Stage | Date ISDS Prepared/Updated: 10-Feb-2020| Report No: ISDSR28750 Regional Vice President: Hartwig Schafer Country Director: Junaid Kamal Ahmad Regional Director: Guangzhe Chen Practice Manager/Manager: Shomik Raj Mehndiratta Task Team Leader(s): Justin Runji, N. S. Srinivas The World Bank RESTRUCTURING ISDS India Second Kerala State Transport Project (P130339) Note to Task Teams: The following sections are system generated and can only be edited online in the Portal. . I. BASIC INFORMATION 1. BASIC PROJECT DATA Project ID Project Name P130339 India Second Kerala State Transport Project Task Team Leader(s) Country Justin Runji, N. S. Srinivas India Approval Date Environmental Category 14-May-2013 Full Assessment (A) Managing Unit ISAT1 PROJECT FINANCING DATA (US$, Millions) SUMMARY -NewFin1 Total Project Cost 445.00 Total Financing 445.00 Financing Gap 0.00 DETAILS -NewFinEnh1 World Bank Group Financing International Bank for Reconstruction and Development (IBRD) 216.00 Non-World Bank Group Financing Counterpart Funding 229.00 Borrower/Recipient 229.00 2. PROJECT INFORMATION The World Bank RESTRUCTURING ISDS India Second Kerala State Transport Project (P130339) PROG_INF O Current Program Development Objective To improve condition, traffic flow and road safety with a focus on Vulnerable Road Users on selected roads in Kerala, and to enhance resilience to climate change and disaster risk. . Note to Task Teams: End of system generated content, document is editable from here. 3. PROJECT DESCRIPTION 1. The Second Kerala State Transport Project (KSTP II) [P130339] was approved by the World Bank Board on May 14, 2013 and became effective on September 6, 2013, with a total project cost of US$ 445 million, of which US$ 216 million is IBRD financing and US$ 229 million is counterpart funding from the State Government of Kerala. The project’s development objective is to “improve condition, traffic flow and road safety with a focus on Vulnerable Road Users on selected roads in Kerala, and to enhance resilience to climate change and disaster risk�. The project has four components: Component A - Road Network Upgrading and Safety Improvement (split into sub-components A1 and A2); Component B - Road Safety Management; Component C - Institutional Strengthening; and Component D - Climate and Disaster Resilience Enhancement. 2. Overall project implementation of the KSTP II Project has recently picked up pace. The thirteenth implementation support mission in March 20201 noted improvements in all major components as listed hereinafter: (i) continued improvement in the implementation of the ongoing civil works under component A1 with most works completed2; (ii) procurement for component A2 has been completed for two of three packages3; (iii) progress on components B and C is steadily improving with 95 percent physical progress of civil works under the Safe Corridor Demonstration Project, 84 percent progress on road safety improvement works, and implementation of key institutional strengthening initiatives4 is well underway; and (iv) disbursements at US$121.2 million or about 56% of the loan amount. Considering the steady improvement in overall project implementation and progress towards achievement of PDO, ratings on both parameters were retained at Moderately Satisfactory. 3. In June 20195, the first project restructuring was carried out to reallocate US$ 45 million towards reconstruction of roads as part of the Rebuild Kerala Initiative (RKI), a program for urgent rebuilding efforts needed in Kerala6. This followed the unprecedented level of rains in Kerala from June to August 2018. A new Component D on “Climate and Disaster Resilience Enhancement� was introduced to include re-building and re-construction activities for PWD roads (US$ 23 million), re-building and re-construction of Local Self Government Institution (LSGI) roads (US$ 19 million), and overall program management (US$ 3 million). 1 ISR40832 sequence no. 18. 2 Except for small but important proportions (mainly bridges and approach roads) of Packages 3A, 3B, 4A and 4B. 3 Package 3 removed from the overall project scope for Bank financing due to pending resolution of an issue associated with the award of contract. 4 E.g. Web and GIS based Road Maintenance Management System (RMMS) in PWD, setting up a Centre of Excellence, development of “PRICE� as an MIS tool for road sector modernization, etc. 5 Restructuring Paper on a Proposed Project Restructuring of India Second Kerala State Transport Project, June 2019, REPORT NO.: RES35845. 6 Request letter dated April 8, 2019 from DEA, Government of India to the World Bank, following several communications between Government of Kerala and DEA (copy to the Bank) regarding the scope of the restructuring, between November 2018 and February 2019 (the last of which was dated February 28, 2019). The World Bank RESTRUCTURING ISDS India Second Kerala State Transport Project (P130339) 4. The first restructuring was followed by the approval of RKI thus availing additional resources to the Government of Kerala (GoK). A decision was therefore made to remove LSGI roads from KSTP II and to fund them under RKI. The current restructuring therefore follows a request from GoK to reallocate the US$ 19 million initially intended for the LSGI roads under KSTPII’s Component D to subcomponent A2. 5. This second restructuring essentially entails: (i) deletion of subcomponent D2 in the amount of US$ 19 million, thereby removing LSGI roads from KSTP II and allocation of the same funds towards the cost of ongoing activities under subcomponent A2, without the introduction of new activities under subcomponent A2; (ii) deletion of about 30 km of a section of road under subcomponent A2 following a non-successive bidding process and the request by the GoK to remove the section from Bank financing thus reducing the length of roads under the subcomponent from 82 to 52 kilometers: (iii) deletion of the Kerala Local Self Government Department (LSGD) as one of the implementing agencies under KSTP II; and (iv) making the corresponding amendments to the Results Framework and the legal covenants. Note to Task Teams: The following sections are system generated and can only be edited online in the Portal. . 4. PROJECT LOCATION AND SALIENT PHYSICAL CHARACTERISTICS RELEVANT TO THE SAFEGUARD ANALYSIS (IF KNOWN) The proposed project will be implemented in state of Kerala. Environment: Kerala lies between 8°17'30" and 12°47'40" N latitudes and 74°27'47" and 77°37'12" E longitudes. It is located between the Arabian Sea on west and Western Ghats on the east. Total geographical area of the state is about 38,863 km², which is 1.18% of country's landmass. Kerala’s coast runs some 580 km in length, while the state itself varies between 35-120 km in width. Geographically, Kerala has five physiographic zones, namely, high ranges with elevation above 600 m, foothill zone between 300-600 m, upland regions between 100-300 m, midland between 20- 100 m and coastal areas and low lands below an altitude of 20 m. Kerala’s climate is mainly wet and maritime tropical, heavily influenced by the seasonal heavy rains brought by the monsoon. As a result, Kerala has an average of 120–140 rainy days per year. Kerala receives an average annual rainfall of 3107 mm. In summer, most of Kerala is prone to gale-force winds, storm surges, and torrential downpours accompanied with cyclones coming off the Indian Ocean. Kerala’s average maximum daily temperature is around 37°C while the minimum temperature is 19.8°C. There are 44 rivers in Kerala, all originating in Western Ghats. The rivers of Kerala are small, in terms of length, breadth and water discharge. The highlands of Kerala experience several types of landslides, of which debris flows are the most common. They are called ‘Urul Pottal’ in vernacular. Kerala has 9,400 sq.km of natural forests. Of this, 3213.24 sq.km of forest is under protected area network, which includes 5 National Parks, 2 Tiger Reserves, 1 Community Reserve and 17 Wildlife Sanctuaries. Kerla produces 97% of the national output of black pepper and accounts for 85% of the natural rubber in the country. Coconut, tea, coffee, cashew, and spices including cardamom, vanilla, cinnamon and nutmeg are main agricultural products. Social: Because of removal of LSGD roads under the restructured project, the World Bank's OP on Indigenous People would no longer be applicable. The 3 roads to be covered by KSTP may have minimal adverse impact on people. The World Bank RESTRUCTURING ISDS India Second Kerala State Transport Project (P130339) 5. ENVIRONMENTAL AND SOCIAL SAFEGUARDS SPECIALISTS ON THE TEAM Mridula Singh, Social Specialist Neha Pravash Kumar Mishra, Environmental Specialist SAFEGUARD_TABLE 6. SAFEGUARD POLICIES TRIGGERED Safeguard Policies Triggered Explanation While socio-economic benefits are likely to accrue due to road condition, safety, drainage and resilience improvement works proposed under the restructuring of the project, some adverse impacts on bio-physical environment are also likely to occur due to reconstruction/widening activities of PWD roads. Based on the information available from the screening exercises and field investigations so far, the potential environmental impacts include: (a) felling of roadside trees; (b) impact on local rivers, drainage channels and water bodies; (c) possible effect on water resources during construction stage; (d) slope failure/stability issues; (e) Environmental Assessment (OP) (BP 4.01) Yes construction related Environment, Health, and Safety (EHS) impacts, related to work zone safety, occupational health, debris and waste disposal, dust generation and potential impacts associated with camps, plants and use/operation of material sources (including some issues related to illegal coastal sand mining); (f) increased noise pollution in the post-construction stage; and (g) impacts on existing sensitive receptors and road side religious/cultural properties, if proper avoidance and mitigation measures are not taken during design and construction of the proposed roads. The exact nature and magnitude of environmental impacts will vary in accordance to the location, type and magnitude of engineering interventions. Performance Standards for Private Sector No Not Applicable. Activities OP/BP 4.03 No road traversing through a designated protected area or a critical natural habitat will be included in Natural Habitats (OP) (BP 4.04) No the additional/new works under the restructured project. This will be ensured through environment The World Bank RESTRUCTURING ISDS India Second Kerala State Transport Project (P130339) screening early-on in the project cycle, right after identification of the sub-project/s. No diversion of forest land is envisaged for the proposed works under the restructured project. The project may require cutting of road side trees, which in some cases are classified as Notified Protected Forests (NPFs). This impact will be Forests (OP) (BP 4.36) No mitigated by compensatory tree plantation, which would be taken up by the concerned Implementation Agency (PWD) with support from State Forest Department. The EIAs for sub-projects will provide requisite details on location, number, species, girth size etc. OP 4.09 is not being triggered for this project as biological/environmental control methods or Pest Management (OP 4.09) No reliance on synthetic chemical pesticides is not envisaged. The project may impact cultural/religious properties, mainly road side structures. Hence, OP 4.11 on Physical Cultural Resources was triggered during project restructuring in June 2019. These impacts will be addressed through site specific plans as part of EIA/EMP for PWD roads. Physical Cultural Resources (OP) (BP 4.11) Yes Also, since civil works are involved, which will include excavation, ‘chance finds’ at work sites is a likely impact that will have to be managed by incorporating appropriate provisions in the bidding/contract documents. Such clauses will be integrated in bidding documents for PWD roads/sub-projects. OP 4.10 not triggered as LSGI roads are proposed to Indigenous Peoples (OP) (BP 4.10) No be removed from the scope of the project following the current restructuring. Lessons from previous projects indicates that land is required for geometric improvement or widening and upgradation. The Government of Kerala, has adopted a state R&R policy, an enhanced R&R package which is offered for negotiated purchase of land following the social impact assessment. Involuntary Resettlement (OP) (BP 4.12) Yes Accordingly, land is purchased for the ongoing KSTP II project. The existing RPF has been updated for the roads considered under the proposed restructuring project. The RPF includes measures for labour influx, citizen engagement, grievance management and action plan to address safe mobility for women and children. It will include a road map to carry out The World Bank RESTRUCTURING ISDS India Second Kerala State Transport Project (P130339) the Social Impact Assessment and preparation of Resettlement Action Plan OP 4.37 is not being triggered for this project as there is no construction of new dams or activities Safety of Dams (OP) (BP 4.37) No that are concerned with safe functioning of existing dams. OP 7.50 will not be triggered for this project as there are no interventions planned/ proposed over Projects on International Waterways (OP) or around an international waterway that could No (BP 7.50) cause a potential conflict. There are also no activities that may affect the use or pollute such a waterway. OP 7.60 is not being triggered as the project is not Projects in Disputed Areas (OP) (BP 7.60) No proposed in any disputed area. KEY_POLICY_TABLE II. KEY SAFEGUARD POLICY ISSUES AND THEIR MANAGEMENT A. SUMMARY OF KEY SAFEGUARD ISSUES 1. Describe any safeguard issues and impacts associated with the Restructured project. Identify and describe any potential large scale, significant and/or irreversible impacts. Environment Issues/Impacts From an environment management and safeguards perspective, the proposed project restructuring includes the following key changes: (a) deletion of re-building and re-construction activities for LSGI roads (~300 km across various flood affected districts) from the component on “Climate and Disaster Resilience Enhancement� (Component D), which was added to project scope in June 2019 after restructuring; and (b) deletion of Kerala Local Self Government Department as one of the implementing agencies for rebuilding and reconstructing roads under component D. From an environment management and safeguards perspective, the removal of LSGI related activities entails that the changes made to the project’s environmental instruments, viz. (1) additions/changes in the Environment Management Framework (EMF) and; (2) the Environmental Codes of Practice (ECoPs), which was specifically adopted from PMGSY and revised to align with propositions during restructuring last year, are no longer valid or required for KSTP II. In addition, the length of road section under Sub-Component A2 to be upgraded through engineering, procurement, and construction mode will reduce from approximately 82 km to about 52 km. This follows a non-successive bidding process for a 29.84 km section of a road under the sub-component and the request by the project to remove the section from Bank financing. While socio-economic benefits are likely to accrue due to road condition, safety, drainage and resilience improvement works proposed under the restructuring of the project, some adverse impacts on bio-physical environment are also likely to occur due to reconstruction/widening activities of PWD roads. Based on the information available from the screening exercises and field investigations as part of EIA for these new road sections covered under the project, potential environmental impacts include: (a) felling of roadside trees; (b) impact on local rivers, drainage channels and water bodies; (c) possible effect on water resources during construction stage; (d) slope failure/stability issues; The World Bank RESTRUCTURING ISDS India Second Kerala State Transport Project (P130339) (e) construction related Environment, Health, and Safety (EHS) impacts, related to work zone safety, occupational health, debris and waste disposal, dust generation and potential impacts associated with camps, plants and use/operation of material sources (including some issues related to illegal coastal sand mining); (f) increased noise pollution in the post-construction stage; and (g) impacts on existing sensitive receptors and road side religious/cultural properties, if proper avoidance and mitigation measures are not taken during design and construction of these roads. The exact nature and magnitude of environmental impacts will vary in accordance to the location (terrain and surrounding environmental features), type and magnitude of engineering interventions. Some impacts on forests and/or critical natural habitats may also occur on account of proposed interventions if the environment screening exercises for upfront identification of such issues are not undertaken in time or with proper vigor. In the eight flood affected districts (some of which will be selected for reconstruction of damaged roads as part of the new component), there are ecologically sensitive areas like wildlife sanctuaries, national parks, and bio- reserves. Some road segments in these districts traverse eco sensitive zones and/or pass through reserved forests areas as well. Therefore, to avoid significant adverse environmental impacts on such features, a key sub-project selection criterion entails exclusion of roads located within ecological sensitive areas and critical natural habitats. To minimize potential adverse environmental impacts, roads having available right of way and those with lower environmental/ecological impacts, will be selected and the inclusion or exclusion of a road will be based on results of the screening exercise. Therefore, all PWD roads to be covered under the project will first apply the screening protocol for upfront identification of any significant environmental issues, on lines agreed with the Bank, which includes use of geo-spatial tools to maintain higher levels of diligence. The list of proposed road segments (PWD roads), will be shared for prior concurrence of the Bank before detailed sub-project preparation is undertaken by the implementation agency. These submissions are currebtly awaited. With an additional scope of 75 km of PWD roads and uncertainties in design (which is currently under preparation), there is a likelihood of road side cultural and/or religious structures getting affected apart from the possibility of chance finds in a culturally rich like Kerala. In view of the above, OP 4.11 was triggered for the project during restructuring in June 2019 to account for requirements related to Physical Cultural Resources. No other environment safeguard policy is being triggered for the proposed KSTP II restructuring now. OP 4.01, which was triggered for the original project, continues to be relevant to the proposed interventions under restructuring. On the whole, to avoid/minimize large scale, significant or irreversible impacts due to interventions proposed under project restructuring, it has been agreed with Govt. of Kerala that the proposed reconstruction and/or widening work of the road corridors will be largely confined to the existing Right of Way (RoW). With application and implementation of environment management protocols and procedures, of which screening exercises and management plans are the mainstay, adverse impacts can be mitigated to a large extent. Social Issues/Impacts The proposed roads include approximately 75 km to be built by KSTP. One of the selection criteria for road is availability of Right of Way for upgradation and strengthening of KSTP roads. Lessons from the past and ongoing projects indicates that there may be minimal impact on people may be affected for improved geometrics, designs and construction induced impacts. Labour influx during the construction period may increase risks related GBV and competing with host community for resources. 2. Describe any potential indirect and/or long term impacts due to anticipated future activities in the project area. The World Bank RESTRUCTURING ISDS India Second Kerala State Transport Project (P130339) Environment Road improvement interventions proposed under the restructuring of the project have a potential to restore damaged infrastructure and help economic growth (including tourism) that faced a setback on account of unprecedented floods in 2018. The devastating floods and landslides caused extensive damage to houses, roads, railways, bridges, power supplies, communication networks and other infrastructure. It was the worst disaster in nearly a century that ravaged the state, causing floods and landslides in all 14 districts, and affected approximately 5.4 million people. The proposed project interventions will primarily help in rebuilding and reconstructing the damaged road and associated assets with enhanced resilience to the growing impact of climate change. Additionally, the project interventions will help in catalyzing the benefits of investments made under the previous projects (KSTP I, now closed) and the works undertaken under the original project (on-going with most civil works either complete or nearing completion), which have faced comparatively much less damages during the floods of 2018. It is expected that the improved road conditions will facilitate smoother traffic flows, thereby resulting in savings in time and vehicle operating costs. Apart from enhancing road safety, some local drainage, water logging and landslide problems will also be resolved. However, increased road use may expose the road side communities, specifically vulnerable groups to adversities linked to inadequate levels of safety. If not properly designed, improved roads could have safety concerns during the operation phase, especially since design speed improvement is a desired outcome of the project.The impact of road accidents and its impact on a household level is therefore a risk, which will be factored-into the design, implementation and operation of the project. There are no potential indirect and/or long-term environmental impacts due to anticipated future activities in the project area. With the road improvement, there will be a greater and more regulated flow of traffic but this will not have any long-term adverse impacts. Social The improvement of the proposed corridors will have a long-term impact for the community benefiting from greater mobility. The roads within Municipalities will connect the wards to the connecting district roads. 3. Describe any potential alternatives (if relevant) considered to help avoid or minimize adverse impacts. Environment A “no action alternative� was considered and rejected, as the reconstruction and improvement of roads is an important requirement for the people and economy of the state, post the unprecedented floods of 2018 that caused heavy damages to lives, properties and infrastructure. The selection and prioritization criteria for PWD road works to be undertaken under component D considers strategic importance of the road segment, usage of public/bus transport, population served, habitation connectivity, extent of flood/geo-hazard impact/vulnerability and potential significant environmental impacts. For this, as part of the sub- project preparation process, an environmental screening has been conducted. This screening helps in identification of key environmental issues early-on in the project preparation cycle. To address potential impacts on biodiversity The World Bank RESTRUCTURING ISDS India Second Kerala State Transport Project (P130339) and natural habitats, the project’s environment screening mechanism has been designed to identify and avoid impacts on critical/ecologically significant natural habitats. This will ensure that no such road traversing through a designated protected area or a critical natural habitat is included in the list of works to be funded under the restructured project. The Environment Management Framework (EMF) prepared/updated to deal with environmental issues requires analyzing various alternatives for each sub-project. All civil works to be financed under the proposed project restructuring will follow existing alignments and would largely be confined to the available Right of Way. Since the operation does not involve construction of green field roads or by-passes, alternative measures to manage adverse impacts focus on reducing the impact on road-side features. Alternatives will be explored in cases where alignment adjustments are required to avoid and/or minimize impact on roadside trees, water bodies, sensitive receptors or other such features that are locally considered important. Adjoining land use, drainage, landslides, safety and road geometry will be factored into the design process to create optimal and locally conducive improvements. Further, engineering design for roads incorporates feedback from the consultations with concerned local community, state departments (including officials from Forests/Wildlife, Public Works Department), Community Based Organizations and other key stakeholders. The factors to influence the design of road improvement works would include tree cutting, road safety aspects, impact on cultural/religious properties, sensitive receptors and water sources. During the engineering design process and as part of the environment impact assessments, cross-sectional, structural and geometric design alternatives will be explored. Further, alternatives to increase resilience and environmental sustainability (such as through bio-engineering and reduction in material footprint) will be evaluated. This includes exploring the possibility to use rubber and waste plastic in road construction. To the extent possible and depending on relevance to specific site conditions, these will be considered in the design of road corridors proposed under project's restructuring. Social The Resettlement Policy Framework for KSTP will guide designs that will take into account minimization of adverse impacts on people and includes mitigations measures to improve the livelihood of the affected people. 4. Describe measures taken by the borrower to address safeguard policy issues. Provide an assessment of borrower capacity to plan and implement the measures described. Environment Management and Safeguards The proposed project restructuring includes the following key changes: (a) deletion of re-building and re-construction activities for LSGI roads (~300 km across various flood affected districts) from the component on “Climate and Disaster Resilience Enhancement� (Component D); and (b) deletion of Kerala Local Self Government Department as one of the implementing agencies for rebuilding and reconstructing roads under component D. From an environment management and safeguards perspective, the removal of LSGI related activities entails that the changes made to the project’s environmental instruments, viz. (1) additions/changes in the Environment Management Framework (EMF) and; (2) the Environmental Codes of Practice (ECoPs), which was specifically adopted from PMGSY and revised to align with propositions during restructuring last year, are no longer valid or required for KSTP II. The World Bank RESTRUCTURING ISDS India Second Kerala State Transport Project (P130339) The Environment Management Framework (EMF) prepared for the original project continues to be applicable and will guide the environment management process, including preparation of sub-project specific instruments/designs for the restructured project as well. It addresses among other aspects, requirements of OP 4.11 on Physical Cultural Resources. This includes (but is not limited to) procedures related to ‘chance finds’ at work sites. The EMF will be amended to delete references to the scope of work and implementation arrangements regarding works to be managed by LSGD. Environmental Codes of Practice (ECoPs) will no longer be a part of the environment management instruments of KSTP II. All references to the application and implementation of ECoPs that included use of comprehensive assessment/audit checklists at four stages - DPR preparation; Pre-construction; Construction; and Post-construction for the LSGI roads – will be deleted in the EMF. This has been deleted from the legal documents as ECoPs would not be required after this restructuring of the project is approved. For the PWD roads to be taken-up under Component D on “Climate and Disaster Resilience Enhancement�, which were added to project scope last year as part of the restructuring process, the same approach, similar management instruments and implementation arrangements, as agreed and executed for the original project, will continue to apply, as mentioned in the Restructuring Paper of June 2019. All investments to be covered under the project will first apply the screening protocol for upfront identification of any significant environmental issues, on lines similar to the original projec Sub-project specific EIAs and EMPs to minimize and mitigate adverse environment, health and safety impacts would be prepared for PWD works and appropriately integrated into the Bidding Documents. Such EMPs will be reviewed and cleared by the Bank prior to approval of the bid documents. The executive summary of these documents will be translated in vernacular and disclosed in line with Bank Policy and covenants in the Loan Agreement of the original project. Sub-project investigations (through sub-project specific EIAs for PWD roads) will also assess potential climate change impacts and suggest appropriate measures to be incorporated in the sub-project design, as needed in the light of site conditions, including on the possibilities to reduce damages from floods (such as damage to structures, breach due to missing drainage arrangements etc.) and landslides. Alternative techniques/material options (such as use of rubber, plastic, bio-engineering etc.) will also be explored as part of these assessments and promoted based on site conditions.The plantation measures to compensate tree cutting on either category of roads, will be addressed through Forest Department, Govt. of Kerala, as has been done for the original project. Overall, the Project Management Team (PMT) and Project Implementation Units (PIUs) of PWD are fully aware and familiar with the potential environmental impacts and the required mitigation/management measures, as they have successfully implemented the previous Bank supported project (KSTP I, now closed). In the previous project as well as the on-going project (KSTP II), environment management plans, by and large have been satisfactorily implemented, albeit with delays in obtaining forest clearances and deficiencies/slippages in worksite safety management. Apart from these two areas, there are many good practices and lessons that have been accounted for in the selection, design and execution of works. The PIUs will be supported by Construction Supervision Consultants who will be providing specific day-to-day oversight on implementation of EMPs as an integral part of technical supervision of different construction contracts under component D on “Climate and Disaster Resilience Enhancement." However, the proposed restructuring entails changes in the original project's institutional and implementation arrangements to remove the Kerala Local Self Government Department (LSGD), the state’s agency responsible for local self-government institutions, from being an implementing agency of the project. The World Bank RESTRUCTURING ISDS India Second Kerala State Transport Project (P130339) Social The state of Kerala has pioneered in developing R&R policy that encompasses a package which is above the compensation and benefits laid down in the Right to Fair and Transparent land Acquisition and Resettlement and Rehabilitation (RFCTLAR&R) Act, 2013. The KSTP project has Institutionalized the approach of negotiated settlement to purchase assets by incorporating it in the state Rules for LAR&R. It provides the necessary legal framework for direct purchase of land. District Level Purchase Committee constituted under the Chairmanship of the District Collector emerged as a viable institutional arrangement to firm up land value through negotiation with the land owners in groups. An updated RPF has been disclosed after consultation in project area. The RPF for KSTP will guide the preparation of Resettlement action Plan for project roads.. 5. Identify the key stakeholders and describe the mechanism for consultation and disclosure on safeguard policies, with an emphasis on potentially affected people. Environment Management and Safeguards Stakeholders: From an environmental perspective, the primary stakeholders of the project include: (i) the community residing along/close to the road, including farmers/plantation owners; (ii) road-side shop owners/vendors/businessmen; (iii) road users; and (iv) trusts/committees of the religious properties and local market associations; and (v) workers employed by the Contractors. The secondary stakeholders include local municipalities, officials from Public Works Department, Forests, Wildlife, Agriculture, Irrigation, Utility Departments and representatives from the Non-Governmental Organizations (NGOs). Consultations: Stakeholder consultation mechanisms have been and will continue to remain central to the design and implementation of sub-projects under KSTP II. This includes procedures for dissemination of information and consultation with communities in particular through various stages of the sub-project cycle. While initial involvement requires stakeholder participation in planning/designing of road and providing for local level interventions (such as those related to cultural/religious properties, provision of ramps/access and drainage), implementation phase requirements encourage feedback for a more participatory monitoring. Guidance on consultations has been laid out in the Environment Management Framework (EMF) to ensure proper stakeholders consultation at all key stages of sub-project preparation and implementation. The consultation process is designed such that: (i) affected people are included in the decision making process; (ii) links between communities and their natural resource base adjacent to project locations are explored; (iii) public awareness/information sharing on project alternatives and benefits is promoted and; (iv) views and design solutions are solicited. Over-all, the consultation strategy/process is designed to enhance positive and avoid/manage negative impacts from the project. Findings from the consultations will be considered in deciding the alignment/cross sections, drainage facilities, protection works, safety and other design interventions. Follow-up consultations will also be conducted, as needed through pre-construction and construction stages of the restructured project. Outputs from this process will be integrated into the engineering design to the extent possible. Consultations on environmental issues and design propositions, with both primary and secondary stakeholders will be conducted as part of the EA studies. The public consultation process so far (during field investigations and at the district level) has indicated that the people support the proposed project interventions. Some overall concerns have been highlighted by the people during field interactions (carried out so far) and these pertain to drainage; flood damage; landslides; accidents; The World Bank RESTRUCTURING ISDS India Second Kerala State Transport Project (P130339) potential disturbances to religious property, schools and water sources. These will be addressed during design preparation, to the extent possible, bearing in mind the specific site conditions of the sub-project. Disclosure: The Environment Management Framework, which has been revised for the restructured project (in April 2019 and thereafter slightly updated towards end of May 2019), has been disclosed on public domain. The revised EMF has been made available at PWD's office for reference of interested individuals/groups and also uploaded on the websites of the PWD. The EMF will be amended to delete references to LSGI roads and implementation arrangements regarding works to be managed by LSGD and re-disclosed. Environmental Codes of Practice (ECoPs) will no longer be a part of the environment management instruments of KSTP II. All references to the application and implementation of ECoPs that included use of comprehensive assessment/audit checklists at four stages - DPR preparation; Pre-construction; Construction; and Post-construction for the LSGI roads – will be deleted in the EMF. This has been deleted from the legal documents as ECoPs would not be required after this restructuring of the project is approved. Following the procedure and method adopted for the original project, the other environment management and safeguard instruments/documents (such as the sub-project specific EIAs and EMPs for PWD roads) will be disclosed in line with Bank's policy on Disclosure. The executive summary of the documents will be translated in vernacular for information and use of key stakeholders and will be placed in locations accessible to public. Social The project will benefit the community and may marginally have adverse impact on select few who form the primary stakeholders. The draft RPF was disclosed in both the languages, English and Malayalam. DISCLOSURE_TABLE B. DISCLOSURE REQUIREMENTS ENV_TABLE Environmental Assessment/Audit/Management Plan/Other Date of receipt by the Bank Date of submission for disclosure 08-Oct-2012 18-Dec-2012 For Category ‘A’ projects, date of distributing the Executive Summary of the EA to the Executive Directors “In country� Disclosure Country Date of Disclosure India 20-Jun-2019 Comments The Environment Management Framework (EMF) prepared for the original project and the main instrument that guides the environment management process, continues to be applicable to KSTP II for the PWD roads. It has been “revised/updated� last year to include the aspects pertaining to the additional/new component, and associated changes The World Bank RESTRUCTURING ISDS India Second Kerala State Transport Project (P130339) in scope of works and implementation arrangements. The updated/revised document was disclosed through Bank's Operations Portal on June 30, 2019. The document will once again be revised to delete references to dropped activities under this restructuring and will be re-disclosed within 4 weeks after the project restructuring is approved. Other environment management and safeguards instruments can be/will be prepared and disclosed once the designs are prepared and environment safeguard instruments have been finalized. RESETTLE_TABLE Resettlement Action Plan/Framework Policy Process Date of receipt by the Bank Date of submission for disclosure 24-May-2019 30-May-2019 “In country� Disclosure Country Date of Disclosure India 30-Apr-2019 Comments The RPF has been consulted with the community and was disclosed on June 10, 2019. COMPLIANCE_TABLE C. COMPLIANCE MONITORING INDICATORS AT THE CORPORATE LEVEL EA_TABLE OP/BP/GP 4.01 - Environment Assessment Does the project require a stand-alone EA (including EMP) report? Yes If yes, then did the Regional Environment Unit or Practice Manager (PM) review Yes and approve the EA report? Are the cost and the accountabilities for the EMP incorporated in the credit/loan? Yes PCR_TABLE OP/BP 4.11 - Physical Cultural Resources Does the EA include adequate measures related to cultural property? Yes Does the credit/loan incorporate mechanisms to mitigate the potential adverse Yes impacts on cultural property? IR_TABLE OP/BP 4.12 - Involuntary Resettlement Has a resettlement plan/abbreviated plan/policy framework/process framework Yes (as appropriate) been prepared? The World Bank RESTRUCTURING ISDS India Second Kerala State Transport Project (P130339) If yes, then did the Regional unit responsible for safeguards or Practice Manager Yes review the plan? PDI_TABLE The World Bank Policy on Disclosure of Information Have relevant safeguard policies documents been sent to the World Bank for Yes disclosure? Have relevant documents been disclosed in-country in a public place in a form and language that are understandable and accessible to project-affected groups Yes and local NGOs? ALL_TABLE All Safeguard Policies Have satisfactory calendar, budget and clear institutional responsibilities been Yes prepared for the implementation of measures related to safeguard policies? Have costs related to safeguard policy measures been included in the project Yes cost? Does the Monitoring and Evaluation system of the project include the monitoring Yes of safeguard impacts and measures related to safeguard policies? Have satisfactory implementation arrangements been agreed with the borrower Yes and the same been adequately reflected in the project legal documents? III. APPROVALS Justin Runji Task Team Leader(s) N. S. Srinivas Approved By Safeguards Advisor Agnes I. Kiss 14-May-2020 Practice Manager/Manager Shomik Raj Mehndiratta 14-May-2020 . Note to Task Teams: End of system generated content