The World Bank Meghalaya Integrated Transport Project (P168097) Combined Project Information Documents / Integrated Safeguards Datasheet (PID/ISDS) Appraisal Stage | Date Prepared/Updated: 29-May-2020 | Report No: PIDISDSA27667 Mar 13, 2020 Page 1 of 26 The World Bank Meghalaya Integrated Transport Project (P168097) BASIC INFORMATION OPS_TABLE_BASIC_DATA A. Basic Project Data Country Project ID Project Name Parent Project ID (if any) India P168097 Meghalaya Integrated Transport Project Region Estimated Appraisal Date Estimated Board Date Practice Area (Lead) SOUTH ASIA 06-Apr-2020 15-Jul-2020 Transport Financing Instrument Borrower(s) Implementing Agency Investment Project Financing Republic of India Meghalaya Infrastructure Development Finance Corporation Proposed Development Objective(s) The development objective is to improve transport connectivity and efficiency in project districts and to modernize transport sector management in Meghalaya. Components Component 1: Effective delivery and maintenance of transport infrastructure Component 2: Asset Management, Institutional Effectiveness and Transport Services Component 3: Project Management and Implementation Component 4: Contingent Emergency Response Component PROJECT FINANCING DATA (US$, Millions) SUMMARY -NewFin1 Total Project Cost 150.00 Total Financing 150.00 of which IBRD/IDA 120.00 Financing Gap 0.00 DETAILS -NewFinEnh1 World Bank Group Financing International Bank for Reconstruction and Development (IBRD) 120.00 Mar 13, 2020 Page 2 of 26 The World Bank Meghalaya Integrated Transport Project (P168097) Non-World Bank Group Financing Counterpart Funding 30.00 Borrowing Agency 30.00 Environmental Assessment Category A-Full Assessment Decision The review did authorize the team to appraise and negotiate Other Decision (as needed) B. Introduction and Context Country Context 1. While India remains one of the fastest growing major emerging market economies, Gross Domestic Product (GDP) growth has slowed markedly in the past three years. The current slowdown is due to the combined effects of (i) unresolved domestic issues (impaired balance sheet issues in the banking and corporate sectors, compounded by stress in the non-banking segment of the financial sector) and (ii) significant external headwinds following the COVID-19 outbreak. These have not only prevented a sustainable revival in private investment, but also affected private consumption in FY19/20. As a result, growth is expected to reach 5 percent in FY19/20. Assuming that the COVID-19 outbreak does not extend significantly to India, growth should pick up gradually from FY20/21 onwards. On the fiscal side, the general government deficit is expected to widen to about 6.8 percent of GDP in FY19/20, owing to tax cuts and weak economic activity. The current account balance is expected to improve in FY19/20, reflecting mostly a sizeable contraction in imports and a dramatic decline in oil prices. Given this, in spite of recent portfolio capital outflows, India’s foreign exchange reserves remain comfortable (equivalent to about 11 months of imports as of end-February-2020). 2. Since the 2000s, India has made remarkable progress in reducing absolute poverty. Between FY11/12 and 2015, poverty declined from 21.6 percent to an estimated 13.4 percent at the international poverty line (US$1.90 per person per day in 2011 Purchasing Power Parity (PPP), continuing the earlier trend of rapid poverty reduction. Owing to robust economic growth, more than 90 million people escaped extreme poverty and improved their living standards during this period. Despite this success, poverty remains widespread. In 2015, 176 million Indians were living in extreme poverty, while 659 million—half the population—were below the higher poverty line commonly used for lower middle-income countries (US$3.20 per person per day in 2011PPP). With the recent growth slowdown, the pace of poverty reduction may have moderated. Mar 13, 2020 Page 3 of 26 The World Bank Meghalaya Integrated Transport Project (P168097) 3. Meghalaya is situated in North-East Region1 (NER) of India. NER is natural resource rich, land locked, infrastructure deficient, and strategically located between three major economic regions (China, East Asia, and South-Asia). NER is yet to leverage this geographical advantage due to its inadequate transport connectivity. 4. Meghalaya is lagging in development despite an abundance of natural resources and growth potential: Meghalaya’s population of about 3 million is mostly situated in difficult hilly terrains. About 80% of the population is dependent upon agriculture, yet the sector contributes only 17% to state GDP2. The state has highest rainfall in the country and high vulnerability to earthquakes, floods, cyclones, landslides, and storms. Its per-capita income is about 30 percent lower than the India average (US$980 against US$1,300) and the employment generation rate is barely one-sixth of the requirements. The state is endowed with large deposits of several minerals such as coal, limestone, kaolin, clay, granite, glass-sand and uranium, and has several cement plants. 5. Meghalaya is strategically located and is a key development priority of the GOI. It is a connecting node for Bangladesh, Nepal, and Bhutan via the BBIN3 corridor. GOI has set-up a special “NITI Forum� for speedy growth of NER including Meghalaya. As per implementation of GOI’s Act East Policy on building trade relations with South-East Asian Countries, new partnerships have started to emerge between Meghalaya and Bangladesh in the area of border trade, agriculture, tourism and people-to-people connections. 6. The State has vast but under-utilized growth potential in high value agriculture and tourism: Midst of its complex geology and difficult hilly terrains, Meghalaya is blessed with diverse agro-climatic zones, unique waterfalls and root bridges providing rare natural scenic beauty and cultural endowments. These offer excellent opportunities for most sought-after high-value tourism (including eco-tourism) destination in the country and for neighboring countries. It is also emerging as a hub for high value agriculture and horticulture such as turmeric, ginger, black pepper, oranges etc. and agro-based industries. 7. Meghalaya has a Vision to become a high-income state by 2030 building around 6 pillars4: The vision entails the goal of “decent transport for all by 2030� that is focus of this operation. This operation is the first one under the Bank’s strategic state partnership agreed with Meghalaya. The partnership allows for much wider, intense, and long-term Bank support to the state to overcome its development challenges. B. Sectoral and Institutional Context 8. Meghalaya’s transport network is under-developed both in extent and quality to support its 1 NER comprises the eight states of Arunachal Pradesh, Assam, Manipur, Meghalaya, Mizoram, Nagaland, Sikkim and Tripura. 2 The cultivable area is barely 13 percent of the total area and consists of small and isolated land parcels of sloping terraced lands often in inaccessible locations. 3 BBIN: Bangladesh, Bhutan, India (via Meghalaya), and Nepal- a corridor initiative aims for seamless travel of passengers and goods between the four countries and access to sea routes to India, Bhutan, and Nepal via Bangladesh. 4 Pillars include infrastructure expansion, human development, primary sector rejuvenation, entrepreneurship promotion, environmental protection, and governance reforms Mar 13, 2020 Page 4 of 26 The World Bank Meghalaya Integrated Transport Project (P168097) Vision 2030: Meghalaya’s road network of over 13,000 km consists of National Highways (NH, 1204 km), State Highways (SH, 751 km), Major District Roads (MDR, 1200 km), Rural Roads (10,618 km), and Urban Roads (UR 350 km), in addition to many unclassified tracks and foot-bridges. There is practically no effective air, rail, or waterway connectivity.5 Its road density is 0.48 km/sq. km against 1.7 km/sq. km for all-India. About half of the state’s road network is in poor or failed condition due to neglect of maintenance, over-loading, inadequate drainage, and extreme climatic events such as heavy rainfall and flash floods.6 About 800 semi-permanent timber bridges are in dilapidated condition. About half of the 5,362 habitations lack transport connectivity. These comprise mostly small and scattered populations in remote and inaccessible hills with fragile geology and vertical cliffs - lack transport connectivity, specifically towards Bangladesh border. 9. Transport services are under-developed, and there are urban congestion and mobility challenges. Transport services to carry agricultural, horticultural, and floricultural products to markets and to encourage tourist traffic are poor and unorganized. The quality of urban and inter-city passenger travel is also in need of upgradation. Shillong (the state capital) faces acute congestion due to high growth of personal vehicles, narrow hilly roads/lanes, high population density, and inadequate traffic management.7 10. Transport Institutions are also under-developed and not keeping pace with current demands: The Public Works Department (PWD) owns and manages the entire state and urban road network and waterways8. Local paths and foot bridges are owned by local bodies (Village Employment Councils, VECs) who construct these with support of the Community and Rural Development Department (C&RD) mostly using MGNREGA9 funds. The Department of Urban Affairs is responsible for urban transport and the Transport Department is responsible for transport services through the Meghalaya Transport Corporation (MTC). Meghalaya Infrastructure Development and Finance Corporation (MIDFC) under the Planning Department is responsible for inter-agency coordination and capacity building of infrastructure agencies. In order to cope with current demands, the PWD and other transport agencies need substantial enhancement in their traditional ways of doing business. The PWD’s original institutional structure and business procedures, notwithstanding their robustness, were primarily evolved for small works and force-account methods and have not kept pace with current demands, latest developments and innovations in the road sector. 11. Meghalaya’s growth potential remains under-utilized due to the above challenges as it remains largely unconnected regionally, nationally, and within NER. The small farmers, businesses, small- scale industries (mostly women owned) are not able to move their products and pay relatively (30 percent) higher freight charges10, thus losing their competitiveness and incentive to produce at scale. 5 Shillong airport is only suitable for small aircraft, served by a daily turbo-prop flight to Kolkata under the GOI “regional connectivity� scheme UDAN. There is only a small rail link of 14 km, up to Guwahati (Assam). There are several partially navigable rivers which flow southwards into Bangladesh, remain unutilized for any transport. 6 The network has many deficiencies such as missing road sections and bridges, and road safety measures. 7 Population density of 11,000 people/sq. km, average speed 15 km/hour. About 40-50% of trips in the city are on foot but less than 5% of roads have footpaths. Congestion is also increasingly becoming a challenge in other towns. 8 Except national highways which are managed by the Ministry of Road Transport and Highways and NHIDCL. 9 Mahatma Gandhi National Rural Employment Guarantee Act. About US$100 million are available under that for development of community assets including local roads and bridges (60 percent funds for wages and 40 percent for material) 10 Loss and waste of perishables due to poor transportation infrastructure and high transportation costs. Mar 13, 2020 Page 5 of 26 The World Bank Meghalaya Integrated Transport Project (P168097) 12. Meghalaya has a matrilineal societal structure and women’s participation in the workforce, at 34% for rural and 24% for urban areas, is higher than the national average. However, given the difficult terrain and low public transport connectivity, mobility constraints are predominantly experienced by adolescent girls, women and youth in peri-urban and rural areas thereby restricting movement for employment and education and income generating activities. 13. The transport challenges of Meghalaya are due to a complex combination of inadequate funds and their inefficient use, low institutional effectiveness, difficult hilly terrain and extreme climatic conditions as summarized below (refer figure 1): a. Meagre funds for both development and maintenance; b. Inefficient use of development funds: use of outdated techniques; inefficient delivery and management of transport programs; and limited use of smart solutions; c. Low institutional effectiveness due of limited implementation capacities and knowledge base of both public and private sector; and d. Impact of the above gets further aggravated due to difficult hilly terrains, bio-diversity zones, heavy and frequent rainfall, and shortage of stone aggregates for road building. 14. Significant opportunities exist with the GOI NITI Forum setting increased physical and digital connectivity targets for “Transformation by Transportation� in NER: Consequently, three rail sections, air-connectivity of Meghalaya with NER and ASEAN countries11, and four national highway corridors connecting Meghalaya with Bangladesh are being developed. Other programs include about 500 km of SH and MDR under SARDE-NE12, 4,000 km rural roads under PMGSY, out of which 2,000 km roads are funded by the World Bank; and Smart-City program for Shillong are under implementation. About US$200 million annually are available under these programs but suffer from slow implementation and under-utilization of developmental assistance. 15. The way forward to address these challenges: The transport challenges in NER and Meghalaya are well recognized in various policy documents at the national as well as state level and under Bank engagement in NER. During the preparation of this operation, six focus areas were identified to address the above challenges as shown in Figure 1. Meghalaya has already made a good beginning to address these challenges13. Figure 1: Turning challenges into opportunities for the way forward 11 However, there are land and technical feasibility issues in improving the runway of Shillong airport and rail link to Shillong. 12 Special Accelerated Road Development Program of the Ministry of Road Transport and Highway for providing connectivity to all-district headquarters in NER. About 200 NH and SH have been completed and another 200 km are under implementation. 13 Mostly through Bank funded PMGSY Rural Roads Project by establishing a GIS based rural road core network, maintenance pilots on community contracting involving women-self-help groups, use of climate resilient designs, asset management strategy, climate vulnerability assessments. PWD has seen significant improvement in its institutional capacity through this Project. Mar 13, 2020 Page 6 of 26 The World Bank Meghalaya Integrated Transport Project (P168097) 16. Meghalaya has adopted a whole-of-state programmatic approach for the next 10 years to address its transport challenges based on the above focus areas (hereinafter called sector approach) to realize the Vision 2030: The idea is to offer decent transport (a well-connected, efficient, climate resilient, and safe transport network) to citizens, businesses, and industries to help Meghalaya implement its growth strategies specifically for tourism, agriculture and horticulture– leading to higher income, more jobs, and accomplishment of SDGs. The sector approach will integrate and closely-knit various transport programs, transport modes, geographical regions, institutions, and stakeholders to maximize development outcomes. 17. GOM intends to use the World Bank support strategically, under the ambit of Bank’s state partnership, to meet its diverse but critical infrastructure needs and equally important, knowledge and capacity building support covering its entire transport sector to realize its goal of “Decent Transport for all by 2030�. The project will also support system-wide solutions to plan, fund, deliver, maintain, and operate transport network and develop an efficient institutional and policy framework across all transport programs (US$200 million annually), irrespective of the source of funding to produce impacts on scale. 18. Establish an Overarching Transport Sector Vision along with well-defined policy framework: MIDFC has decided to develop an overarching sector vision and policy-framework to apply the sector approach defining how Meghalaya’s transport network, institutions, and sector management is to grow to realize the goal of “Decent Transport for all� in the next ten years. The project will support implementation of this Vision/sector approach to address the following three key priorities: Priority 1: Improve Transport Connectivity and efficiency: 19. Integrated Transport Network Development Plan: Meghalaya intends to establish an Integrated Transport Network Development Plan (ITNDP) for optimal performance of various modes and promote strategic investment planning to get maximum connectivity from same investments. MIDFC/PWD has started to prepare ITNDP that defines a strategic transport network, as a subset of the entire network, to meet key demands14 along with prioritized plans for its development and 14using transport demand modelling for the next ten years and considering air, rail, waterways, and international corridors which are the responsibility of GOI. Mar 13, 2020 Page 7 of 26 The World Bank Meghalaya Integrated Transport Project (P168097) improvement. ITNDP will be based on network level road inventory and condition surveys, along- with the associated funds. It will allow to integrate development funds and focus them on priority needs. Currently, there is a big fragmentation of both the development funds and the network due to large competing demands to be met from meagre funds – leaving many missing bridges and partially developed roads all over the state. 20. PWD has already identified about 800 km of small and isolated road sections of SH, MDR, UR and 70 standalone bridges. There are mostly missing or under-developed parts in the existing network causing serious fragmentation and consequent under-utilization of past investments. PWD is also preparing a bank of 300 km “investment ready� model highways and 20 standalone bridge projects as part of its “advance planning policy� to absorb the development funds from day one, as well as to attract potential investors15. Effective Delivery of transport infrastructure – to do more with less 21. Adopt innovative, climate resilient, and nature-based solutions. The existing transport network is highly vulnerable to adverse climate events triggered by heavy rainfall, floods, fragile geology, landslides and erosion. The unit costs are also relatively high and unaffordable particularly for connecting small populations. PWD has started to prepare a “cost-optimization, climate resilience, and green growth strategy� to avoid pre-mature failures and improve design life; make best use of existing pavement and bridges (rather than reconstructing them if it is not essential), local materials and construction wastes like hill cutting, adopt climate smart and nature based solutions, including improved drainage and road surfacing, value engineering (for cost-optimization), innovative and climate resilient bridge designs; and least-cost engineering solutions for last mile connectivity. These designs have resulted in about 25 percent economy in project investments. 22. Improved road safety management. PWD has prepared a Road Safety Action Plan, based on the “safe system approach� and has started to retrofit road safety engineering16 measures in the existing network. 23. Urban Mobility and transport services. GOM has set-up a High-Level Committee to address urban mobility and congestion challenges, including the development of new Shillong, low cost helicopter services, and private sector led transport services. Priority Two: Asset Preservation (to restore lost connectivity and preserve what exists): 24. PWD has about US$3 billion worth of road assets. Adequate maintenance of these assets is a key priority to minimize about US$130 million of annual losses in their value and to realize full development benefits of the investments. However, there is no sound system to plan, fund, prioritize, and deliver maintenance – leading to vicious cycle of build-neglect-rebuild as well as premature failures – endangering sustainability of big investments made in about 4,500 km roads 15MIDFC has also prepared feasibility studies of 3 major tourist ropeways and about 100 km of paths to provide last mile connectivity to important tourist destinations. 16Key road safety improvements required in the network are curve flattening, protection structures, junction improvement, parking places, and geometric improvements. Mar 13, 2020 Page 8 of 26 The World Bank Meghalaya Integrated Transport Project (P168097) constructed under GOI programs. Maintenance funding is only one-third of the projected requirement of US$60 million for FY2019/20, and it is used inefficiently17. 25. GOM considers asset preservation a priority over network expansion. GoM has increased PWD maintenance funding for FY20-21 by US$7 million to clear the periodic maintenance back-log18. PWD is preparing an asset management plan to: (i) gradually manage its network on ‘life-cycle cost- planning’; (ii) use data-based maintenance planning and investment decisions; and (iii) introduce innovative maintenance contracting, including alliance contracts involving pooling of PWD’s maintenance staff and field infrastructure, with contractors resources, and women-based micro-enterprises19. 26. MIDFC has decided to prepare a long-term financing plan for the transport sector20 to fill critical funding gaps: Meghalaya requires significant funds to build and maintain its transport infrastructure which is not part of GOI programs21. MIDFC is keen to use innovative and non-budgetary solutions, realize potential efficiency gains in its current transport programs, and to tap private sector and VEC support22 to offset the impact of limited funds. Priority 3: Establish Modern and High Performing Institutions and policy-framework to deliver the above two priorities: 27. PWD and other transport agencies needs to improve both the pace and quality of their delivery to fully absorb the big development funds, realize the full value for money, improve performance, meet current demands, and achieve intended development outcomes. GOM has decided on the following institutional innovations to address these issues: 28. GoM has adopted a Transport Sector Modernization Plan (TSMP) to gradually transform its transport agencies into modern and high performing institutions by infusing smart solutions and best practice examples of sector policies, strategic planning, infrastructure delivery, asset management, and institutional effectiveness across the six focus areas. These smart solutions are already underway in PWD. TSMP will make this process more structured, covering other transport agencies, and a regular practice going beyond the project period. GOM needs the World Bank’s knowledge support to implement TSMP (to be provided under Component 2 of the project). TSMP will be a permanent mechanism to be revised periodically to capture new opportunities. It will be implemented through three year-rolling plans. • MIDFC to be a transport hub connecting various transport agencies and stakeholders. It has already emerged as a strong transport hub during preparation of this project, bringing the planning, finance, and other transport agencies closer. This has seen increased maintenance 17 About US$7 million used for salary of maintenance staff and large part is used for emergency repair for timber bridge 18 GoM decided to progressively fill the maintenance funding gap 19 Use of cost-effective maintenance techniques such as low-cost bitumen surfaces, mobilize maintenance units, and recycling of existing pavements. 20 Covering capital and maintenance works, and transport services 21 Construction, rehabilitation, and maintenance of roads, ropeways, paths and tracks, bridges, chopper stations are not covered under GOI programs. 22 Option of establishing a “road fund� with dedicated sources of revenue from sources including fuel levy, recent increases in vehicle registration and licenses, and market fees to be paid by the purchaser of agricultural goods. Mar 13, 2020 Page 9 of 26 The World Bank Meghalaya Integrated Transport Project (P168097) allocations for FY20/21 (US$7 million), use of strategic investment planning and investment decisions, and cost-optimized engineering designs. • Establish a Centre of Excellence (COE) by elevating the role of its existing road research laboratory to acquaint its staff with latest innovations, new technologies, latest industry practices, and issues such as climate resilience and nature-based solutions including use of e- learning. The COE will also enhance employability of local youth and construction workers (gender informed) through suitable skill enhancement programs. • Setting up a High-Level Transport Board and Transport Council to provide high level leadership and political support to empower transport agencies to implement the “sector approach� across all transport programs, including TSMP. The Board will be an Apex Body of the Transport Sector to be headed by Chief Secretary and Advisory Council by the Chief Minister. Its role will include regular performance monitoring of transport agencies, facilitating inter-agency coordination and resolution of issues such as land, material availability, forest clearance, and construction industry capacity. The Council/Board will also provide guidance and support on inter- governmental issues, act east policy and border trade, and mobilizing private sector and VEC support for transport programs and issues such as over-loading, climate resilience, environmental sustainability, and road safety. I. PROJECT DESCRIPTION 29. The project will allow Meghalaya to use Bank’s support more strategically across its transport sector to meet its diverse but critical infrastructure needs and equally important, knowledge and capacity building support to implement the sector approach beyond the project boundaries covering entire sector by implementing TSMP. The project makes a modest but important beginning through pilots on non-motorized transport solutions (ropeways, paths, footbridges) to lay a foundation for their future scale-up and through studies to better understand the barriers and opportunities related to transport services and logistics efficiency. A. Project Development Objective PDO Statement 30. The Project Development Objective is to improve transport connectivity and efficiency in project districts, and to modernize transport sector management in Meghalaya. PDO Level Indicators 31. The PDO indicators are as follows (details are presented in the Result Framework, Section VI): a. Percentage of population served with improved transport connectivity b. Efficiency in Public expenditure: length of roads confirming to cost-optimization strategy c. Percentage of road network in good and fair condition as a share of total classified roads d. Reduced travel time on project corridors e. Enhanced policy guidance and oversight of transport programs f. Effective delivery of road maintenance: Road network under innovative maintenance contracts. Mar 13, 2020 Page 10 of 26 The World Bank Meghalaya Integrated Transport Project (P168097) B. Project Components 32. The project has the following four components: 33. Component 1: Effective delivery and maintenance of transport infrastructure: Provision of civil works to: (i) fill critical infrastructure gaps in the Integrated Transport Network Development Plan (“ITNDP�) demonstrating use of innovative, climate-informed, safe, and nature-based solutions; (ii) reduce urban congestion; and (iii) introduce effective delivery of maintenance, through: • Sub-Component 1.1. Improvement, rehabilitation and heavy periodical maintenance of about 300 km of SH, MDRs and urban roads, including missing bridges in strategic corridors under ITNDP to improve regional and national connectivity and reduce urban congestion. • Sub-Component 1.2. Pilots covering: (i) last mile connectivity to small and scattered populations involving VECs; (ii) last mile connectivity to important tourist destinations; (iii) innovative and climate resilient bridges to replace existing timber bridges; (iv) ropeways to connect important tourist destinations using PPP/ EPC contracts; and (v) spot improvement to improve urban mobility such as non-motorized solutions using walkways/ flyovers and helipad terminal. • Sub-Component 1.3. Pilots on innovative maintenance contracts (covering about 1000 km roads) including area-based maintenance, productive use of in-house maintenance staff, use of low-cost bitumen surface treatments, and community contracting involving women based micro-enterprises (GOM funded). 34. Component 2: Asset Management, Institutional Effectiveness, and Transport Services: Provision of technical assistance to implement Transport Sector Modernization Plan (TSMP) to build on and carry forward the ongoing initiatives in the following areas: • Sub-Component 2.1: Asset Management: Implementing PWD’s Asset Management Plan to introduce modern asset management practices including setting-up a simple asset management and information system to prepare district level annual maintenance plans and deliver those (through component 1.3) using innovative maintenance contracts covering performance/area-based, alliance contracts involving pooling of PWDs and contractors resources, and community contracting through women-based micro-enterprises, and use of cost-effective maintenance techniques such as mobile maintenance units and low-cost bitumen surfacing. • Sub-Component 2.2 Investment Effectiveness (covering component 1.1 and 1.2): • Sub-component 2.2.1: Integrated Transport Network Development Plan (ITNDP) covering strategic transport network of highways and roads, bridges, last-mile connectivity, and ropeways; • Sub-Component 2.2.2: Innovative, climate-resilient, nature-based design and construction solutions for roads and bridges, least-cost-engineering solutions for local infrastructure; and strategies for “cost-optimization� and advance investment planning in infrastructure delivery, Mar 13, 2020 Page 11 of 26 The World Bank Meghalaya Integrated Transport Project (P168097) and mainstreaming “climate resilience and green-growth� in road sector including climate vulnerability assessments. • Sub-Component 2.3. Institutional Effectiveness: • Sub-component 2.3.1: Development and implementation of suitable plans for operationalization/strengthening of Transport Board, Centre of Excellence, construction industry, MIDFC and PWD including online project management tools and updating of PWD’s codes and technical documents, COVID responsive contract management framework including safe working methods, and framework to deliver local infrastructure using VEC. • Sub-component 2.3.2: Implementation of a human resources professional development strategy through the Centre of Excellence to build capacity and knowledge base of transport agencies and contractors including e-learning, international exposures, and pilots for gender informed employment opportunities. • Sub-component 2.3.3: Development of an overarching transport sector vision 2030 comprising sub-sector policies, strategies, long-term financing plan, and transport-oriented growth strategies. • Sub-component 2.4. Urban Mobility, Transport Services and Road Safety Management • Sub-Component 2.4.1 Urban Mobility and Transport Services: Strategies to improve urban- mobility, logistics efficiency, passenger and good transport services; mobility plan for urbanized locations, and gender informed incentive schemes for local youths to offer quality transport services to tourists and road users. • Sub-Component 2.4.2 Road Safety Management: Implementation of a road safety action plan including retrofitting road safety measures on existing network, capacity building programs of related agencies, and road safety awareness programs. 35. Component 3: Project Management and Implementation: Support for project preparation, engineering supervision, project management including equipment, and refurbishing of office infrastructure. 36. Component 4: Contingent Emergency Response: Provision of immediate response to an eligible crisis or health emergency or natural disaster by reallocation of project funds to support response and reconstruction and/or channel additional funds that become available as a result of an emergency. This component will include computerization of transport agencies to improve their performance in post COVID-19 recovery period. E. Implementation Institutional and Implementation Arrangements 37. MIDFC will be the Project Management Unit (PMU) responsible for overall planning, budget allocation, coordination, and monitoring of the Project. PWD, C&RD, UD, and Transport will be the key implementing agencies for the project. All civil works will be implemented by PWD except the pilot project on local paths and foot bridges which will be implemented by C&RD involving Mar 13, 2020 Page 12 of 26 The World Bank Meghalaya Integrated Transport Project (P168097) VECs. Other Departments like tourism, agriculture, industries, health, police, and education will be actively involved in technical studies, pilot projects, and road safety sub-component. Road Safety Cell23 under PWD will be responsible to implement road safety sub-component. 38. The Project Core Team consists of a Project Director (PD), Secretary Planning and Chief-Executive Officer, MIDFC, four Additional Project Directors (APD) from PWD, C&RD, UD, and Transport, a Deputy Project Director (DPD) from MIDFC and nodal officers from other user departments of agriculture, tourism, and industries. PD will be supported by an APD, two DPDs and other support staff. The implementation arrangements allow MIDFC and various implementing agencies to work in horizontal structure as a coherent team, just like a unified transport ministry. Each APD will be fully responsible to execute its project activities under the guidance of its Secretary and involving field staff. The Transport Board, when functional, will also monitor the progress on project implementation including TSMP though quarterly reviews. 39. A Chief Engineer, PWD is already functioning as APD with dedicated units for engineering designs, procurement and contract management, social and environmental, grievance redressal, financial management, and institutional development including road safety. These units will be providing cross- support to other implementing agencies. PWD has set up a Task Force to implement TSMP and a “Centre of Excellence� by enhancing the role of this existing road research laboratory. The Centre will work to enhance capacity and knowledge base and promote innovations and new ways of doing business in transport agencies. A ropeway authority is being set-up in MIDFC/PWD to implement and oversee operations and maintenance of ropeways. 40. Arrangements at project districts: All project activities in districts will be implemented through the field divisions of the respective implementing agencies. The performance-based maintenance contracts will be implemented by the field divisions of PWD by involving VECs and Women self-help-groups in pilot projects. The field divisions will be responsible to mobilize support of and coordination with local administration, VECs, local communities, and departments such as forest, revenue, marketing, and those involved in utility shifting. 41. Implementing agencies will engage: (a) supervision consultants for implementation of civil works for SHs, MDRs and Urban Roads; (b) technical examiners for independent quality review of all other infrastructure works; (c) individual experts and contract staff to complement in-house capacities; (d) a PMC to support project implementation and undertake bi-annual performance audits to identify any implementation issues and recommend remedial measures; and (e) academic and research institutions for technical assistance. 42. Citizen and Stakeholders Engagement: VECs, local communities including women, and various stakeholders such as farmers, transport operators, traders, tour operators, industries, and businesses will be involved in preparation of ITNDP, identification and implementation of various project interventions to make sure their needs, concerns, and priorities are adequately captured in the project. Citizens can lodge their complaints and provide feedback through the existing online Public Grievance Redressal and Monitoring System (http://megpgrams.gov.in/) and the Chief Minister has also launched a WhatsApp platform for public grievance redress in which 23 Headed by the Chief Engineer (NH) PWD with support from police, health, education, and transport department. Mar 13, 2020 Page 13 of 26 The World Bank Meghalaya Integrated Transport Project (P168097) people can submit their grievances directly to the Chief Minister’s office through this platform. . F. Project location and Salient physical characteristics relevant to the safeguard analysis (if known) Meghalaya covers an area of approximately 22,430 square kilometers, with a length to breadth ratio of about 3:1. The elevation of the plateau ranges between 150 m to 1,961 m. The central part of the plateau comprising the Khasi Hills has the highest elevations, followed by the eastern section comprising the Jaintia Hills region. The state is the wettest region of India, recording an average of 12,000 mm (470 in) of rain a year. About 70% of the state is forested. The Meghalaya subtropical forests ecoregion encompasses the state; its mountain forests are distinct from the lowland tropical forests to the north and south. The forests are notable for their biodiversity of mammals, birds, and plants. Meghalaya recorded the highest decennial population growth of 27.82% among all the seven north-eastern states, as per census 2011. The population of Meghalaya as of 2011 2.96 Million with 50 percent females and a high sex ratio of 986 females per 1,000 males against national average of 940. The Tribal people make up the majority of Meghalaya's population. The Khasis are the largest group, followed by the Garos and Jaintias. English is the official language of Meghalaya. The other principal languages spoken include Khasi, Garo, Pnar, Biate Hajong and Bengali. Unlike many Indian states, Meghalaya has historically followed a matrilineal system where the lineage and inheritance are traced through women; the youngest daughter inherits all wealth and she also takes care of her parents. Meghalaya has predominantly an agrarian economy with a significant commercial forestry industry. A small portion of the forest area in Meghalaya is under what are known as "sacred groves". These are small pockets of ancient forest that have been preserved by the communities for hundreds of years due to religious and cultural beliefs. These forests are reserved for religious rituals and generally remain protected from any exploitation. In July 2018, the International Commission on Stratigraphy divided the Holocene epoch into three, with the late Holocene being called the Meghalayan stage/age, since a speleothem in Mawmluh cave indicating a dramatic worldwide climate event around 2250 BC had been chosen as the boundary stratotype. The Nokrek Biosphere Reserve in the West Garo Hills and the Balphakram National Park in the South Garo Hills are considered to be the most biodiversity-rich sites in Meghalaya. In addition, Meghalaya has three wildlife sanctuaries: Nongkhyllem, Siju and Baghmara. G. Environmental and Social Safeguards Specialists on the Team Parthapriya Ghosh, Social Specialist Pyush Dogra, Environmental Specialist Mar 13, 2020 Page 14 of 26 The World Bank Meghalaya Integrated Transport Project (P168097) SAFEGUARD POLICIES THAT MIGHT APPLY Safeguard Policies Triggered? Explanation (Optional) In compliance with OP 4.01, an Environmental and Social Management Framework (ESMF) has been prepared which includes procedures and mitigation methods along with appropriate institutional arrangements for screening and reviewing sub- projects, ensuring compliance with national and state laws and World Banks Operational Policies and Environmental, Health and Safety standards. The ESMF includes guidance for screening subprojects for the need of a further Cumulative Impact Assessment (CIA), and steps for carrying out a rapid Environmental Assessment OP/BP 4.01 Yes or detailed CIA based on the screening. Environmental and Social Screening and Environmental and Social Impact Assessments (ESIAs) were undertaken for 10 road stretches proposed under Phase I of the project. The findings of the assessment were integrated into the Detailed Project Report (DPR) to reduce environmental and social impacts and specific Environmental and Social Management Plans (ESMPs) prepared to be implemented by the civil works contractors. Based on an application of the CIA screening, a rapid CIA was undertaken for 7 road stretches. Performance Standards for Private Sector OP4.03 is not triggered as no private sector activity No Activities OP/BP 4.03 is envisaged in this project. While none of the proposed roads pass through national parks or wildlife sanctuaries, 2 of 10 of the proposed first phase roads are within a 10 kms radius of Wildlife Sanctuaries and National park and 1 road has 8 occasional elephant crossings identified. There could be direct, indirect and cumulative impacts from these roads to natural habitats. On these 3 roads, after the primary Natural Habitats OP/BP 4.04 Yes biodiversity surveys, the EIA recommended a detailed biodiversity survey and the preparation of species and site specific management plans. Due to the challenges posed to field surveys posed by COVID-19, the detailed assessments are still underway; These roads will be contracted only after these assessments are complete. In addition, the ESMF prepared for the project provides clear Mar 13, 2020 Page 15 of 26 The World Bank Meghalaya Integrated Transport Project (P168097) guidance on specific mitigation and management measures to be integrated in sub-project design and implementation. These measures will be applicable to critical and natural habitats, even those outside legally recognized protected areas, as identified during screening or during implementation. The state is endowed with 76% percent forest cover, of which only 5% is under the jurisdiction of the State Forest Department with the rest being community and private forest land. Some of the project roads may traverse within or adjacent to Reserve Forests and forest areas, particularly small individual and community forest patches that are located all over the state. The environment assessment will determine if the project will impact the forests, either directly by acquisition of forest areas, or by impacting the quality of forest through edge deterioration or fragmentation. A number of villages are likely to be within or adjacent to forest areas. To provide connectivity to these villages, it is possible that some of the roads will pass through or be adjacent to good quality community or state forests. Such sub-projects identified during screening, will require regulatory clearance. Forests OP/BP 4.36 Yes Sections of 2 of the 10 phase 1 roads fall in notified Reserved Forest Areas – Dalu Baghmara Parallel Road and Rongjeng Mansang Adokre. Forest clearances have been received for the first and are underway for the second. However, these sub- projects are not expected to have significant adverse impact on Forest areas with improvements being undertaken within the Right of Way. As per the design, no trees will be removed from Reserved Forest areas. Trees removed along the roadside, outside forest areas, will be compensated elsewhere as recommended by the Autonomous District Councils (ADCs). For roads thatwhere adverse impacts to forest land are identified, mitigation and management measures to ensure the protection of forests and restoration measures considering the quality and health of forests impacted will be undertaken. The project does not involve any commercial harvesting. The project has no known components that would Pest Management OP 4.09 No involve chemical pest management. Mar 13, 2020 Page 16 of 26 The World Bank Meghalaya Integrated Transport Project (P168097) This policy is triggered as the project landscapes may have various physical cultural resources located Physical Cultural Resources OP/BP 4.11 Yes within them; including sacred groves, living root bridges and other sites of spiritual and cultural significance. Meghalaya is pre-dominantly tribal state and there is presence of tribes in the 10 road corridors selected for the project. Though more than 85% of the community is tribal, IPDP has been prepared in Indigenous Peoples OP/BP 4.10 Yes consultation with the community that will be implemented in all the 10 road corridors of phase I. IPDPs will be prepared for other road corridors as and when they are identified. The social impact assessment was carried out in all 10 proposed road corridors in Meghalaya East and West. The SIA result shows no project affected households in Meghalaya East. The road improvements are within the available ROW that is free of encroachment and other encumbrances. However, in Meghalaya West, out of five proposed road sections under MITP, three roads will require approximately 0.5 ha of private land. The project in all will impact 20 households across all five road corridors of which 14 are non-titleholders. All 14 Involuntary Resettlement OP/BP 4.12 Yes non-titleholders will be displaced. An abbreviated RAP has been prepared based on SIA results. Project has also prepared an Environmental and Social Management Framework (ESMF) has been prepared which includes procedures and mitigation methods along with appropriate institutional arrangements for screening and reviewing sub-projects, ensuring compliance with national and state laws and World Banks Operational Policies. In line with the agreed ESMF, SIA will be carried out and RAPs will be prepared in case of any adverse impact for other road corridors as and when they are identified. Safety of Dams OP/BP 4.37 No Not triggered The project will not be undertaking any interventions on International Waterways related to navigation or other project activities that trigger this Projects on International Waterways No policy. No water extraction (surface or ground OP/BP 7.50 water) is planned that will adversely change the quality or quantity of water flows on any international waterways; and nor will the project be Mar 13, 2020 Page 17 of 26 The World Bank Meghalaya Integrated Transport Project (P168097) adversely affected by the other riparian’s (Bangladesh) possible water use. Projects in Disputed Areas OP/BP 7.60 No Not triggered KEY SAFEGUARD POLICY ISSUES AND THEIR MANAGEMENT A. Summary of Key Safeguard Issues 1. Describe any safeguard issues and impacts associated with the proposed project. Identify and describe any potential large scale, significant and/or irreversible impacts: Meghalaya is a state with almost 80% of its land under forest and tree cover and areas of high biodiversity within its 6 national parks and wildlife sanctuaries and interspersed through its community and individual forest lands, sacred groves and rivers. Unplanned and unmitigated infrastructural development and road construction could pose threats to forests, fauna and flora in the State. The proposed project road sections, under the first phase involve strengthening, rehabilitation and widening of existing roads within available Right Of Way. While impacts on any permanent land use conversion or habitat change are anticipated to be insignificant during construction phase, there could be impacts on forests, disturbances to flora and fauna, increased soil erosion and landslide vulnerability and deterioration of water quality in project areas. As per the project Environment Impact Assessment (EIA) these roads will result in the cutting of around 850 trees. None of the 10 phase 1 roads pass through Protected Areas or Wildlife Sanctuaries. A 3 km section of the Umling- Patharkama Road passes through the notified eco-sensitive zone of Nongkhyliem Wild Life Sanctuary (NWLS) and sections of the Rongram-Rongrenggre-Darugre Road falls in default ESZ of the Nokrek National Park and Biosphere Reserve. Additionally, occasional elephant crossings have been identified at 8 sections on the Agia Medhipara Phulbari Tura (AMPT) Road. Although these roads are existing roads and have been in operation for around 20 years, they carry potential impacts to wildlife and natural habitats from site clearing and construction activities as well as from increased traffic, improved accessibility, increased speeds, and noise. The PWD and Forest Department have undertaken joint inspections for these roads and mitigation measures have been proposed by the Chief Wildlife Warden of the State. Further, based on the recommendation by the ESIA, a detailed biodiversity assessment and the preparation of site/species specific management plans is being undertaken. These roads will only be contracted after the process is completed, in December, 2020. Two of the ten roads fall in notified Reserved Forest Areas – Dalu Bagmara Parallel Road and Rongjeng Mansang Adokre. While forest clearances have been received for the first road, a joint inspection will be carried out by Forest Department to ascertain if the second road attracts the provisions of the Forest Conservation Act and accordingly seek Forest Clearances. The EMP for the roads carry mitigation and management measures to ensure the protection of forests and restoration measures considering the quality and health of forests impacted. Several landslide and erosion prone zones have been identified during the Environment Impact Assessment (EIA) of road stretches. Activities such as road widening, hill cutting and clearing of vegetation, compounded with the heavy rainfall the state receives, could increase landslide hazards during construction and operation phase. Landslides caused in the vicinity of the road are also caused by anthropogenic factors such as irrigation channels, logging and deforestation, quarrying and cultivation practices upstream of the road stretches. The Environmental Management Plan carries mitigation measures to address erosion and landslide prone areas through hard engineering and bio- Mar 13, 2020 Page 18 of 26 The World Bank Meghalaya Integrated Transport Project (P168097) engineering measures. Although the state receives the highest rainfall, water storage is a challenge. There are periods of water scarcity in the winter months and communities are highly dependent on springs for water for drinking and domestic purposes; The could be impacts posed to water availability because of water use in construction during the winter months and to water quality through contamination from unmanaged disposal of debris and construction material. The Environmental Management Plan carries measures to access establish water harvesting and storage structures for use by the project in collaboration with local governments. Social Issues: Meghalaya East There is no project affected households in roads selected in Meghalaya East. The road widening is being carried out within the available ROW. The number of projects affected households on each road section were screened using information on available RoW and proposed formation width. The proposed formation width and requirement of right of way were reviewed to ensure no impacts. Meghalaya West Out of five proposed road sections in west Meghalaya under MITP, three roads namely Bajengdoba Resu Mendipathar Damra Road; Parallel Road to existing Dalu Baghmara Road; and Rongjeng Mangsang Adokgre (44th to 55th km) Ildek A’kong to A’dokgre will require approximately 0.5 ha of private land. The project in all will impact 20 households across all five road corridors of which 14 are non-titleholders. Half of the affected households are from Bajengdoba Resu Mendipathar Damra Road in North Garo Hill district. A total of 80 persons will be impacted by the project in Meghalaya West of which 56 will be displaced. All 14 displaced families are non-titleholders. A total of 11 common property resources will be partially affected that includes boundary wall of 4 schools; part of 2 play grounds; boundary wall of 3 churches and two community halls. None of these common property needs relocation. Road Safety Issues There is a practice of putting up weekly markets in various villages/areas on either side of the road leading to congestion on the road with very limited space available to traffic movement. This results in safety risk for the pedestrians. Another road safety risk identified was springs contiguous to the road, that are used by women and children and are also in use at night. Furthermore, approach to few schools, hospitals, public health centres opens directly over the roads, without any signage or speed breakers. This could lead to unsafe interception of traffic and pedestrians. To resolve this issue, in the project design a dedicated area has been proposed in the vicinity of the roads for setting up stalls along with provision for vehicle parking. Also, the pedestrian footpaths at such locations need to be provided with barricade to effectively segregate the pedestrians from the moving vehicles and decongest the traffic. Adequate safety provisions have been made in the project design for safety near schools, hospitals and other sensitive locations. Provisions to ensure that vehicles and users of the spring are safe from accidents need to be ensured, by providing signage, barriers or lighting solutions jointly with CNRD. Labour influx and impact on local population during construction: Mar 13, 2020 Page 19 of 26 The World Bank Meghalaya Integrated Transport Project (P168097) The contractor will preferably engage the local labour force except for the labourers requiring special skills and the non-availability of such skilled laborers from the local area. Awareness generation camps and education programs will be organized for all workers and the general public on the behavioural changes required to prevent the spread of HIV/AIDS and other STDs. Contractor and labourer will sign a code of conduct to maintain good manners with the community and avoid GBV. Project will undertake awareness raising program for the workers and community on the risk of labour influx. The ‘Labour Influx and Construction Workers Campsite Management Plan’ will be implemented. 2. Describe any potential indirect and/or long term impacts due to anticipated future activities in the project area: Meghalaya is a predominantly agrarian economy with pockets of mining for coal, limestone and stone. The state has poor connectivity and weak transport facilities. Road improvements will increase market access, provide last mile connectivity and increased opportunities for tourism. The potential long term and indirect impacts in the project area are land use change from secondary forests to increased agricultural and horticultural production, increased industrial development in mining and stone quarrying that could increase emissions and lead to sources of air and water pollution, if unmanaged, and a risk of unsustainable and unmanaged tourism in areas of high biodiversity in the State. The project aims includes an integration of climate resilience and sustainable development through two main mechanisms. The first is the establishment of a high-level transport board and transport council headed by the Chief Secretary and Advisory Council by the Chief Minister to support integrated planning and address issues such as over- loading, climate resilience, environmental sustainability and road safety. Further a Road Network Centre of Excellence, including an environmental and social cell within the PWD is being established to promote innovative practices in climate resilient roads, biodiversity conservation, bioengineering measures and nature based solutions. 3. Describe any project alternatives (if relevant) considered to help avoid or minimize adverse impacts. The environmentally sensitive features and impacts identified during the EIA for first phase project roads, were incorporated into the road DPRs through recommendations on alignment that would reduce the no. of trees to be cut and design of drainage structures as per the natural drainage/ flow of the area. To the extent possible all road improvement works have been restricted to existing ROW thus minimizing taking of private land. 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. An Environment and Social Management Framework (ESMF) has been prepared under the project which includes procedures and mitigation methods along with appropriate institutional arrangements for screening and reviewing sub-projects, ensuring compliance with national and state laws, World Banks Operational Policies and Environmental, Health and Safety standards. An Environmental and Social Impact Assessment (ESIA) was undertaken for the 10 road stretches, proposed under Phase 1 of the project. The findings of the ESIA along with a study on incorporating climate change risks and mitigation measures have been incorporated into the road design sections. The measures undertaken include: (i) design of cross-drainage structures based on rainfall data of the project area, (ii) accommodation of improvement proposal within existing right of way following existing alignment, to avoid impacts on trees, land and existing structures, tree plantation on valley side and (iii) application of Bio-engineering and engineering measures such as protection and breast walls for treatment for identified landslide zones on each road section, (iv) dumping areas for muck disposal for proper management of muck generated from project roads (v) Further measures based on a detailed biodiversity assessment and preparation of a species/site specific management plan, for three roads proximate to eco-sensitive areas (vi) Additional measures for traffic and speed control as proposed by the Chief Wildlife Warden of the State, based on joint inspection of the roads by the Forest Department and PWD (vii) The PWD has also initiated the process of seeking clearances from the State Wildlife Board and State Mar 13, 2020 Page 20 of 26 The World Bank Meghalaya Integrated Transport Project (P168097) Environment Impact Assessment Authority (SEIAA) as a first point for proposed rehabilitation on State Highways and the above-mentioned three roads and will take any further measures suggested through the process. The PWD has been implementing the World Bank supported PMGSY Project and has in place Environmental Codes of Practice for Rural roads and has some prior experience in implementing World Bank safeguard policies. However, capacity to ensure integration and compliance with safeguards for a project of this scale needs to be strengthened. The project will establish and Environmental and Social cell at PWD to build capacities within staff, field engineers and contractors towards this. This cell will be headed by an Executive Engineer level of officer supported by two staff with environment and social backgrounds to be hired specifically from the market. The cell will undertake trainings on i) eco-friendly and climate resilient road construction practices, ii) integration of environmental and social safeguards within DPR and bidding document iii) implementation of locally appropriate solutions on water use, slope stabilization and bio-engineering measures iv) monitoring and mitigating cumulative impacts. Based on the impacts identified in the ESIA, measures have been recommended and an Environmental Management Plan (EMP) prepared, the implementation of which, pertaining to civil works, will be undertaken by the contractor. The contractors team is required to have an environmental and safety officer for day-to-day supervision of the works. They will also undertake periodic environmental monitoring to confirm the levels of pollution in the project area, especially where there are ongoing civil works, both along the roads, and in the contractors’ camps. Social Loss of private property: An Environmental and Social Impact Assessment (ESIA) was undertaken for the 10 road stretches, proposed under Phase 1 of the project. The results of ESIA shows that there will be loss of land and structures as well as common property resources. The individual losses will be compensated as per the agreed entitlement matrix of the project. During the survey PAPs were specifically asked about their preference for rehabilitation in case they are affected / displaced by the proposed project. Most of the affected PAPs opted for cash grant. However, educated PAPs demanded permanent employment either with PWD or contractors. Training for skill upgradation or activities allied had very few takers. Indigenous Peoples Development Plan While the road sections proposed under the project are expected to facilitate development of roads within district, these roads also seem to have the potential to boost local level trade and improving linkages of the villages in the interiors with the local and regional markets. For better acceptance of the project, project intends to create benefit sharing arrangements with communities along the project roads. Based on careful considerations of the potential activities, the mandate of the PWD department (executing the road project), the complexity of implementation of the options, and the sustained effort that that may be required to make it viable, following activities in consultation with the community have been selected: i. Construction of market sheds along the road at a convenient location in villages to sell their green products (i.e. vegetable and fruits) etc. ii. Provision of streetlight and footpath in habitation areas along the road sections iii. Development of safe play grounds for cultural and recreation activities iv. Skill development in backyard poultry and piggery v. Organizing capacity building of the community institutions to take up the proposed activities The project in addition will have the following key features to eliminate any scope of exclusion of tribal households: Awareness generation Activities and Informed Consultations: Any future activity in the project will ensure conducting Mar 13, 2020 Page 21 of 26 The World Bank Meghalaya Integrated Transport Project (P168097) FPICs, with tribal communities to generate awareness on the project and assess interest and demand for any project interventions. For this purpose, suitable culturally compatible IEC materials would be prepared/used. These would be undertaken at all stages of the project i.e. while preparing and later implementing for effectively reaching out to the communities. During these FPICs, broad community support to the proposed interventions will be documented. Representation: Adequate representation for women and tribal would be ensured in any of institutions formed under the project. Also such representation would be ensured in any training, exposure visits, etc. Labour Management Plan The SIA results shows that labour influx for construction works can lead to a variety of adverse social and environmental risks and impacts such as conflicts between the local community and the construction workers; increased risk of illicit behaviour and crime; impacts on community dynamics; increased burden on and competition for public service provision; increased risk of communicable diseases and burden on local health services; gender- based violence; local inflation of prices; and increased pressure on accommodations and rent. Based on the SIA results, a labour management plan has been prepared and that will be implemented by the contractor. 5. Identify the key stakeholders and describe the mechanisms for consultation and disclosure on safeguard policies, with an emphasis on potentially affected people. The key stakeholders include the local communities who would benefit from the roads as well as project affected project affected parties (PAPs) that could comprise of residents, shopkeepers, farmers, fisheries (owners and workers) who live and work alongside the project area and nearby sites where facilities will be built. The project undertook consultations to inform local stakeholders about project interventions and to consult stakeholders and document their concerns on social and environmental impacts of proposed project interventions. The various line departments of the state are also key stakeholders and were consulted in the preparation of the Environment and Social Management Framework (ESMF). A state level workshop on the ESMF was held in the state headquarter on October 23, 2019 chaired by the Secretary, P.W.D.(R&B). Public Works Department explained the objectives of ESMF and provided information on the proposed project and participants agreed with the process adopted and provisions made in the ESMF. Stakeholder consultations, including with local government institutions such as the Dorbar, Nokmas and Dolois as well as the Autonomous District Councils were also held while preparing the Environment and Social Impact Assessments (ESIAs) for the roads being taken up in the initial phase. As part of the Environmental and Social Impact Assessment (ESIA) process, detailed consultations were conducted with all stakeholders. In all 8 consultations were carried out. The main objectives of the consultation program were to minimize negative impact in the project corridors and to make people aware of the project. During the process efforts were made to ascertain the views and preferences of the people. The community consultation aimed to understand views of the people affected with respect to the impacts of the road and to identify and assess all major economic and sociological characteristics of the village to enable effective planning and implementation. The final versions of the ESMF and the individual ESIAs for the road stretches will be disclosed for public knowledge, including through translation in local language, through the website of the MIDFC and the World Bank. Mar 13, 2020 Page 22 of 26 The World Bank Meghalaya Integrated Transport Project (P168097) B. Disclosure Requirements OPS_EA_DISCLOSURE_TABLE Environmental Assessment/Audit/Management Plan/Other For category A projects, date of Date of receipt by the Bank Date of submission for disclosure distributing the Executive Summary of the EA to the Executive Directors 22-Jan-2020 28-Jan-2020 03-Feb-2020 "In country" Disclosure OPS_RA_D ISCLOSURE_T ABLE Resettlement Action Plan/Framework/Policy Process Date of receipt by the Bank Date of submission for disclosure 22-Jan-2020 28-Jan-2020 "In country" Disclosure OPS_I P_DIS CLOSURE_TAB LE Indigenous Peoples Development Plan/Framework Date of receipt by the Bank Date of submission for disclosure 22-Jan-2020 28-Jan-2020 "In country" Disclosure C. Compliance Monitoring Indicators at the Corporate Level (to be filled in when the ISDS is finalized by the project decision meeting) OPS_EA_COMP_TABLE OP/BP/GP 4.01 - Environment Assessment Does the project require a stand-alone EA (including EMP) report? Yes If yes, then did the Regional Environment Unit or Practice Manager (PM) review and approve the EA report? Yes Mar 13, 2020 Page 23 of 26 The World Bank Meghalaya Integrated Transport Project (P168097) Are the cost and the accountabilities for the EMP incorporated in the credit/loan? Yes OPS_ NH_COM P_TABLE OP/BP 4.04 - Natural Habitats Would the project result in any significant conversion or degradation of critical natural habitats? No If the project would result in significant conversion or degradation of other (non-critical) natural habitats, does the project include mitigation measures acceptable to the Bank? Yes OPS_ PCR_COM P_TABLE OP/BP 4.11 - Physical Cultural Resources Does the EA include adequate measures related to cultural property? Yes Does the credit/loan incorporate mechanisms to mitigate the potential adverse impacts on cultural property? Yes OPS_I P_COM P_TABLE OP/BP 4.10 - Indigenous Peoples Has a separate Indigenous Peoples Plan/Planning Framework (as appropriate) been prepared in consultation with affected Indigenous Peoples? Yes If yes, then did the Regional unit responsible for safeguards or Practice Manager review the plan? Yes If the whole project is designed to benefit IP, has the design been reviewed and approved by the Regional Social Development Unit or Practice Manager? NA OPS_IR_ COMP_TAB LE OP/BP 4.12 - Involuntary Resettlement Has a resettlement plan/abbreviated plan/policy framework/process framework (as appropriate) been prepared? Yes If yes, then did the Regional unit responsible for safeguards or Practice Manager review the plan? Yes OPS_F O_COM P_TABLE OP/BP 4.36 - Forests Has the sector-wide analysis of policy and institutional issues and constraints been carried out? Yes Does the project design include satisfactory measures to overcome these constraints? Yes Does the project finance commercial harvesting, and if so, does it include provisions for certification system? Mar 13, 2020 Page 24 of 26 The World Bank Meghalaya Integrated Transport Project (P168097) No OPS_ PDI_ COMP_TAB LE The World Bank Policy on Disclosure of Information Have relevant safeguard policies documents been sent to the World Bank for disclosure? Yes Have relevant documents been disclosed in-country in a public place in a form and language that are understandable and accessible to project-affected groups and local NGOs? Yes All Safeguard Policies Have satisfactory calendar, budget and clear institutional responsibilities been prepared for the implementation of measures related to safeguard policies? Yes Have costs related to safeguard policy measures been included in the project cost? Yes Does the Monitoring and Evaluation system of the project include the monitoring of safeguard impacts and measures related to safeguard policies? Yes Have satisfactory implementation arrangements been agreed with the borrower and the same been adequately reflected in the project legal documents? Yes CONTACT POINT World Bank Ashok Kumar Senior Highway Engineer Reenu Aneja Transport Specialist Borrower/Client/Recipient Republic of India Hanish Chabhra Deputy Secretary hanish.ias@ias.nic.in. Mar 13, 2020 Page 25 of 26 The World Bank Meghalaya Integrated Transport Project (P168097) Implementing Agencies Meghalaya Infrastructure Development Finance Corporation Vijay Kumar Secretary, Planning vijaymeghalaya@gmail.com FOR MORE INFORMATION CONTACT The World Bank 1818 H Street, NW Washington, D.C. 20433 Telephone: (202) 473-1000 Web: http://www.worldbank.org/projects APPROVAL Ashok Kumar Task Team Leader(s): Reenu Aneja Approved By Safeguards Advisor: Agi Kiss 10-Jun-2020 Practice Manager/Manager: Shomik Raj Mehndiratta 10-Jun-2020 Country Director: Sumila Gulyani 16-Jun-2020 Mar 13, 2020 Page 26 of 26