World Bank Report On Environmental and Social Systems Assessment (ESSA)

The World Bank
Environmental and Social System

Assessment (ESSA)
India State Support Program for Road Safety (P177668)
June 17, 2022

Environmental Social System Assessment (ESSA)
TABLE OF CONTENTS
EXECUTIVE SUMMARY ................................................................................................................. vi

1 PROGRAM DESCRIPTION ....................................................................................................... 1
1.1 Background and Context......................................................................................................... 1
1.2 Program Scope and Boundaries .............................................................................................. 1
1.2.1 Program Development Objective (PDO) ......................................................................... 1
1.2.2 Key Result Areas ............................................................................................................. 1
1.3 Government Program and Bank Financed Program (P Vs. p) ................................................ 2
1.4 Geographic Scope of the Program .......................................................................................... 4
1.5 Key Program Implementing Agencies and Partners ............................................................... 5
1.6 Borrower’s Previous Experience ............................................................................................ 5
2 ENVIRONMENT AND SOCIAL SYSTEM ASSESSMENT (ESSA) – METHODOLOGY
ADOPTED ............................................................................................................................................. 7
2.1 Overview on ESSA ................................................................................................................. 7
2.2 Purpose and Objectives of ESSA ............................................................................................ 7
2.3 Methodology Adopted for ESSA ............................................................................................ 8
2.4 Structure of the ESSA Report ................................................................................................. 9
3 ENVIRONMENTAL AND SOCIAL CONTEXT.................................................................... 10
3.1 Environmental Context ......................................................................................................... 10
3.2 Social Context ....................................................................................................................... 13
4 POTENTIAL ENVIRONMENTAL AND SOCIAL BENEFITS, ADVERSE EFFECTS AND
RISKS .................................................................................................................................................. 15
4.1 Environmental and Social Benefits of the Program .............................................................. 15
4.1.1 Environmental Benefits of the Proposed Program......................................................... 15
4.1.2 Social Benefits of the Proposed Program ...................................................................... 16
4.2 Environmental and Social Risks and Adverse Effects .......................................................... 16
4.2.1 Environmental Risks and Adverse Effects of the Proposed Program ............................ 16
4.2.2 Social Risks and Adverse Effects of the Proposed Program ......................................... 17
4.2.3 Environmental and Social Benefits and Risk Matrix ..................................................... 18
4.2.4 Environmental and Social Risks Associated with Key Performance Indicator (KPI) and
Related Activities .......................................................................................................................... 24
4.3 Indirect and Cumulative Impacts .......................................................................................... 34
5 ASSESSMENT OF ENVIRONMENTAL AND SOCIAL MANAGEMENT SYSTEM,
CAPACITY AND PERFORMANCE ............................................................................................... 35
5.1 Assessment of Existing System ............................................................................................ 35
5.2 Key Program Implementing Agencies .................................................................................. 36
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5.2.1 Existing Institutional Arrangement and Performance in Participating States ................ 38

5.3 Summary of Institutional Capacity and Gaps Identified ....................................................... 44
5.3.1 Institutional Capacity Environment ............................................................................... 44
5.4 Legal and Regulatory System ............................................................................................... 53
5.5 Environmental and Social Management System Assessed Against Core Principles ............ 56
5.5.1 Core Principle -1: Program E&S Management System ................................................. 56
5.5.2 Core Principle -2: Natural Habitat and Physical and Cultural Resources...................... 58
5.5.3 Core Principle -3: Public and Workers Safety ............................................................... 58
5.5.4 Core Principle -4: Land Acquisition and Resettlement ................................................. 59
5.5.5 Core Principle- 5: Rights and Interests of Indigenous People ....................................... 61
5.5.6 Core Principle- 6: Social Conflict .................................................................................. 62
5.6 Grievance Redressal Mechanism .......................................................................................... 62
6 CONSULTATIONS WITH KEY STAKEHOLDERS AND DISCLOSURE ....................... 64
6.1 Stakeholder consultations ..................................................................................................... 64
6.2 Summary of Multi-stakeholder consultation workshop ........................................................ 64
6.3 Disclosure ............................................................................................................................. 64
7 RECOMMENDATIONS AND ACTIONS ............................................................................... 65
7.1 Exclusion of High-Risk Activities ........................................................................................ 65
7.2 Summary of Identified Gaps and Recommendations............................................................ 65
7.2.1 Summary of Environment gaps ..................................................................................... 65
7.2.2 Summary of Social gaps ................................................................................................ 66
7.3 Summary of Recommendations and Actions ........................................................................ 66
7.3.1 Environment Recommendations: ................................................................................... 66
7.3.2 Social Recommendations ............................................................................................... 68
7.4 Measures for Inclusion in the Program Action Plan ............................................................. 68
ANNEXURES ...................................................................................................................................... 70
Annexure 1: List of Documents Reviewed ........................................................................................... 71
Annexure 2: List if Individual/Officials Consulted During Essa Preparation ...................................... 72
Annexure 3: Applicable Legal And Regulatory Framework ................................................................ 74
Annexure 4: Description of E&S Management System And Capacity Assessment............................. 86
Annexure 5: Accident Black Spots And Potential Rectifying Measures ............................................ 118
Annexure 6: Applicable Rules For E-Waste Disposal ........................................................................ 122
Annexure 7: National Multi-Stakeholder Consultation Workshop ..................................................... 123
Annexure 8: Sub-Project Screening Format For Potential Environmental And Social Issues ........... 131
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ABBREVIATIONS
AADT Annual Average Daily Traffic

ALS Advanced Life Support
ATMS Advanced Traffic Management System
BLS Basic Life Support
ESSA Environmental and Social System Assessment
GDP Gross Domestic Product
GoI Government of India
HIH High Income Households
iRAD Integrated Road Accident Database
IRR Infrastructure Risk Rating
KPIs Key Performance Indicators
LIH Low Income Households
MCTAP Modified Claims Tribunal Agreed Procedure
MHA Ministry of Home Affairs
MOHFW Ministry of Health and Family Welfare
MOHUA Ministry of Housing and Urban Affairs
MoRTH Ministry of Roads Transport and Highways
MVAA Motor Vehicles Amendment Act 2019
NH National Highway
NHAI National Highways Authority of India
NRSB National Road Safety Board
NRSC National Road Safety Council
OSD Officer on Special Duty
PDO Program Development Objective
PMU Project Management Unit
PPP Public Private Participation
PWD Public Works Department
RSA Road Safety Audit
RTI Right To Information
SC Scheduled Caste
SH State Highways
SLA State Lead Agency
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SOP Standard Operating Procedure

ST Scheduled Tribe
STU State Transport Undertaking
ToR Terms of Reference
VRU Vulnerable Road Users
VRUs Vulnerable Road Users
WB World Bank
PMC Project Management Consultant
PforR Program for Result
FR First Responder
PUC Pollution Under Check
MHRD Ministry of Human Resource Development
PMC Project Management Consultant
R&B Roads and Bridges Department
VCR Vehicle Checking Report
OSDMA Odisha State Disaster Management Authority
IEE Initial Environmental Examination
TSU Technical Support Unit
CPGRMS Centralized Public Grievance Redress and Monitoring System
DPG Directorate of Public Grievances
DARPG Department of Administrative Reforms and Public Grievances
AADT Annual Average Daily Traffic
ALS Advanced Life Support
ATMS Advanced Traffic Management System
BLS Basic Life Support
ESSA Environmental and Social System Assessment
GDP Gross Domestic Product
HIH High Income Households
iRAD Integrated Road Accident Database
IRR Infrastructure Risk Rating
KPIs Key Performance Indicators
LIH Low Income Households
MCTAP Modified Claims Tribunal Agreed Procedure
MHA Ministry of Home Affairs
MoRTH Ministry of Roads Transport and Highways
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MVAA Motor Vehicles Amendment Act 2019

NH National Highway
NHAI National Highways Authority of India
NRSB National Road Safety Board
NRSC National Road Safety Council
OSD Officer on Special Duty
PDO Program Development Objective
PMU Project Management Unit
PPP Public Private Participation
PWD Public Works Department
RSA Road Safety Audit
RTI Right To Information
SC Scheduled Caste
SH State Highways
SLA State Lead Agency
SOP Standard Operating Procedure
ST Scheduled Tribe
STU State Transport Undertaking
ToR Terms of Reference
VRU Vulnerable Road Users
VRUs Vulnerable Road Users
WB World Bank
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EXECUTIVE SUMMARY
Environmental and Social Systems Assessment (ESSA) was carried out in line with the World Bank
Guidance for conducting ESSAs for Program for Results (PforR) financing operations. The ESSA
assesses the gaps in the existing institutional, operational and regulatory systems and capacities to manage
Environmental and Social (E&S) risks and recommends measures for strengthening them. The ESSA
process involved a desk review of relevant documents, technical studies/reports, and information related
to the working of the MoRTH and key departments involved in the participating states on road safety.
This was complemented with virtual and face-to-face consultations with relevant experts and officials
from the Department of Transport, Public Works Department (PWD)/ Roads and Buildings (R&B),
Department of Health and Family Welfare, and State Police Department in the seven participating states.
In addition, a consultation workshop was also conducted with national and state governments as well as
non-governmental organizations (NGOs) involved in road safety programs in the participating states and
at the national level. The ESSA identified key gaps and opportunities for further strengthening the existing
institutional, operational, and regulatory systems and capacities pertaining to E&S issues under State
Road Safety Program. The draft ESSA report has been shared by World Bank with MoRTH and key
departments in the participating states for their comments and suggestions and will be presented to a wide
range of stakeholders for their feedback and suggestions through a multi-stakeholder consultation prior
to Appraisal. The key findings of ESSA are summarized below.
Environment and Social Benefits and Risks. The proposed Program will have positive health and
safety impacts by reducing road accident-related deaths and injury through incentive-based support to the
state governments to improve - institutional mechanism and capacity, road engineering, vehicle safety,
traffic rules enforcement mechanism, driver behavior, and post-crash care. Activities such as building
awareness towards road safety among road users, children, and the community will have long-term
benefits in road safety behavior among them. While activities such as black spot-fixing, appropriate
signages, speed-reducing measures, instituting measures for reducing driver fatigue, etc. along with
enhanced enforcement and filling the gap of available of BLS and ALS ambulances, their response time
will benefit by reducing fatalities and in turn will benefit by saving human lives and assets. Nonetheless,
the following areas have been identified where potential environmental and social risks and impacts are
expected. The key environmental risks emerge from (i) Construction-related EHS risks and impacts as
the result of corrective measures taken at identified black spots/accident risk spots based on risk mapping
including installation of safety features such as signages, markings, lane separations, pedestrian crossings,
etc. and construction/rehabilitation of driver training and automated testing/fitness centers; (ii) Disposal
of e-devices/tools for road safety and traffic rule compliance monitoring and accident reporting including
disposal of used batteries after its installation and use; (iii) Scrapping old or severely damaged vehicles
including ambulances when procurement of new vehicles/ambulances takes place, and (iv) Potential
environmental risks/impacts due to accidents involving vehicles carrying hazardous chemicals. The key
social risk emanates from (i) possible minor temporary disturbances to hawkers, and vendors while fixing
blackspots, which will be addressed as per country’s Street Vendors (Protection of Livelihood and
Regulation of Street Vending) Act ; and (ii) Weak community engagement process by the participating
departments and the varying degree to which they engage with road users while planning and
implementing the rectification measures while fixing black spots.
Environmental and Social System Assessment. The legal framework for environmental and social
systems is adequate and backed by a set of comprehensive laws, regulations, technical guidelines, and
standards, that apply nationwide and to participating states as well. The Environmental legislation at the
national and state level for the conservation and management of the environment and on pollution
management are well defined and in place, and so is the institutional structure for the management of the
environment. Therefore, procedures and clearances required for environmental protection are well
defined. Existing legislation also helps minimize or mitigate possible adverse impacts on the natural
habitats, archaeological sites, and cultural resources. Similarly, the existing legislative framework is
adequate to ensure social sustainability and the interest of marginalized and vulnerable populations
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including the scheduled castes and scheduled tribes. No land acquisition is allowed under the program.
The country has comprehensive land acquisition and R&R legislation. The Motor Vehicle Act has been
the primary legislation governing road safety scenarios in India, and the 2019 Amendment further
strengthens the road safety measures.
The majority of the road safety activities as identified under the program do not involve any major civil
works, except certain types of activities like rectification of accident black spots,setting up Driver
Training and Automated Testing Centers etc. The black spot-rectification is undertaken by the road-
owning department which could be NHAI, State’s Road and Bridges, PWD, Urban Development
department etc. However, any construction activities by the Transport Department or Police Department,
or Health department are generally done by PWD on their behalf. PWD in each of the participating states
have its own well-defined guidelines and procedures for undertaking any civil/ construction activities
including those through contractors; and has a built-in mechanism to follow national and state regulations
as applicable. Small scale civil works for road safety anticipated under the program, are exempt from EIA
as per EIA Notification, 2006 and large-scale civil works are excluded for financing under this PforR.
The institutional mechanism is well defined both at the national and state level under the State Support
Program for Strengthening Road Safety. At present, all the states have three levels of institutions - policy
level, operational level, and district level. In all states, at the policy level, the State Road Safety Council
or Road Safety Authority is the senior-most institution on Road Safety in the State and is generally headed
by the Chief Minister in some states, while headed by Chief Secretary or Transport Secretary in other
states and often include members from Transport, PWD, Highway/ R&B, Home/ Police, Urban
Development, Health and Education as its members. The Road Safety Council/ Road Safety Authority
periodically reviews the progress and provides policy guidance while Road Safety Cell housed in
Transport Department and headed by the Transport Commissioner works as an executive arm that
operationalizes and undertakes road safety activities on a day-to-day basis. In the Road Safety Cell, there
is representation from PWD, Police, Health, and Education in the form of Officer on Special Duty (OSD)
to help coordinate road safety activities with their respective department. At the district level, there is
District Road Safety Committee headed by the District Collector/ District Magistrate to review and guide
the district-level road safety activities. However, the environment and social specific capacity are
presently insufficient because of the lack of dedicated E&S staff. Once this staffing gap is addressed and
relevant training imparted in the implementing departments and nodal agencies, these staff need to play
a more proactive role to identify and address the potential E&S risks.
The program interventions are unlikely to disturb natural habitats or environmentally sensitive zones or
require any associated rehabilitation. In case any physical cultural structures come in the way for black
spot-fixing, the current practice in many of the states involves consultation with local community
representatives, community leaders along with stakeholder departments and District Administration to
identify a culturally appropriate way forward. Anticipated physical activities are small in scale and no
large construction activities are foreseen as a part of the program, and hence, environmental health and
safety (EHS) measures are limited to small-scale constructions. The civil construction works by the PWD
and/or by the road owning departments follow the relevant labor laws as applicable in the state, and also
mention necessary clauses in the bid and contract document. However, its compliance varies across states
and departments due to a lack of proper monitoring.
While most of the road safety measures including many of the accident black spot-fixing may not require
any major civil works. While the system and capacity for land acquisition and resettlement exists within
the State Governments, no land acquisition and/or resettlement is allowed under the proposed road safety
program, and it is part of the list of excluded activities. The states follows the Street Vendors (Protection
of Livelihood and Regulation of Street Vending) Act 2014 in case of any disturbances to these people
while executing works for blackspot corrections.
All the participating states and especially the Transport and Police department reported on conducting
regular road safety awareness programs through mass media, mix-media, also on social media. In most
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states, messages on TV, FM radio, distribution of pamphlets, screening of audio-visual materials, street
plays for commercial vehicle drivers and truckers, and public consultation workshops are conducted, and
public awareness campaigns undertaken towards road safety are being undertaken in the local language.
Also, education programs are undertaken for students on road safety. Information Education
Communication (IEC) materials are put up for display in public places and appropriate signboards are put
up as per norms to inculcate positive road safety behavior. In most of the states, NGO/CSO is also engaged
in to undertake awareness campaigns on road safety in an active manner. However, there is a need to have
comprehensive Social and Behavior Change Communication (SBCC) to elicit enhanced social benefits
by reducing road accident fatalities. Also, the process of community engagement beyond awareness
creation is relatively weak and requires strengthening.
The current Road Safety program in participating states leverage the existing country system to receive,
resolve and manage grievances, and includes (a) Chief Minister’s (CMs) grievances portals; (b) State and
Department-specific grievance redress mechanism; (c) Centralized Public Grievance Redress and
Monitoring System (CPGRAMS) at national level; and (d) using of Right to Information (RTI) Act. The
current grievance redress mechanism in the participating states have multiple options to register
grievances and get redressal and includes both online and manual systems. However, the current system
lacks systematic recording, monitoring, and reporting on grievances related to road safety and requires
strengthening.
Key Environmental and Social Gaps. The key gaps identified include (a) absence of dedicated
environment and social safeguards specialists at state departments; (b) lack of comprehensive E&S risk
screening for small scale civil works; (c) inconsistent disposal of e-waste through the authorized recyclers;
(d) insufficient review of vendors’ compliance with applicable environmental legislation in the bidding
process; (e) segregation of accident data involving vehicles carrying hazardous substances; (f) staff
capacity in the departments to identify, assess and manage potential environmental risks and focus on
training on E&S aspects; (g) varying degree of compliance with labor laws by the civil contractors in
absence of limited monitoring on this aspect; and (h) lack of systematic recording, monitoring and
reporting on grievances related to road safety.
Excluded Activities: The State Support for Road Safety Program of the government has eligibility
criteria that excludes any new major construction or civil works involving land acquisition and/or
resettlement such as for the construction of flyover, foot over bridge, building infrastructure, testing sites,
etc. Along with those, the following activities that have the potential to cause high or substantial E&S
risks and impacts will not be financed under this PforR:
• Any land acquisition, physical relocation, and/or involuntary resettlement impacts.
• Program activities that involve large-scale civil works or works that may have an adverse and
irreversible impact on the environment.
• Program activities in the forest or ecologically sensitive areas.
• Activities that are not in compliance with Central and State environmental legislations.
• Activities that involve the use of child or bonded or forced labor or labor involved in any
hazardous activities.
• Activities that involve the destruction or damage to any physical and cultural resources.
Recommendations: ESSA recommends that the following key actions are undertaken:
1. Only authorized electronic waste recyclers are invited to the auctioning process.
2. Vendors have mandatory compliance with applicable environmental legislations.
3. Strengthening the staffing and institutional mechanism for E&S aspects with clear roles and
responsibilities at different administrative levels within the Lead agency and also preferably in
department undertaking civil works i.e., PWD/ R&B/ Highway, etc.
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4. E&S Screening and preparing site-specific mitigation measures for Black spots where civil works
are planned, and other building construction sites e.g., Driver training institute or Vehicle fitness
center, etc.
5. Providing E&S Training and Capacity Building program for frontline program staff.
6. Strengthening civil works monitoring mechanism to ensure compliance with labor laws and labor
welfare measures to be instituted by the contractors.
7. The mechanism for systematic stakeholder consultation to identify community concerns and
feedback, and garner community support especially where civil works are planned.
8. GRM shall establish a framework to consolidate grievances related to road safety activities under
the Program which were received through the Stakeholders Departments’ grievance redress
mechanisms.
While most of the recommendations will be incorporated in the program operations manual, based on the
assessment and in order to strengthen the existing system and processes, the World Bank team suggests
the following recommendations to be part of Program Action Plans along with key responsibilities,
timelines, and indicators for its measurement.
Action Description Source DLI# Responsibility Timing Completion

Measurement
Report segregated data ESSA State Road Yearly, starting Report on crash data
on crashes involving Safety Lead 24 months after involving vehicle
vehicles carrying Agency the Effective carrying hazardous
hazardous substances Date substance is notified by
the State Road Safety
Lead Agency to
MoRTH
Conduct environmental ESSA Public Works Continuous State Road Safety Lead
and social screening and Department or agency to share half-
prepare site specific equivalent of yearly reports of E&S
mitigation measures each screening conducted
where civil works are Participating and mitigation planned
being planned such as for State with MoRTH
Black spots fixing and
other building
construction sites.
Establish a framework to ESSA State Road Within 24 Participating States to
consolidate grievances Safety Lead months of the share a summary report
related to road safety Agency Effective Date with MoRTH
activities under the
Program which were
received through the
Stakeholders
Departments’ grievance
redress mechanisms
Disclosure: The draft ESSA will be disclosed in country at the MoRTH’s website and on the World
Bank’s external website, prior to appraisal of the program, to serve as the basis for discussion and receipt
of feedback and comments. The draft ESSA is revised based on feedback and comments, including from
the multi-stakeholder workshop, and by the participating states. The final ESSA will be re-disclosed at
the MoRTH’s website and at the World Bank’s external website.
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1 PROGRAM DESCRIPTION
1.1 Background and Context
1. Road crash deaths in India, which are the highest in the world, are a burden to its demographic
dividend and have a tangible impact on poverty and hard-won economic gains. Official data from the
GoI suggest that crashes on India’s roads claim the lives of about 150,000 people and injure another
450,000 people each year. A World Bank study postulates that halving the mortality and morbidity from
road traffic injuries (RTIs) over a period of 24 years, could generate an additional flow of income
equivalent to about 14 percent of the GDP per capita in India. More than half of the crash victims are
pedestrians, cyclists, or motorcyclists, the so-called Vulnerable Road Users (VRUs), often the poorer
members of society. Road crashes also affect poor rural families disproportionately, with a greater
percentage falling into economic distress after road crashes than other parts of the population. Road
users of working age (18-60 years) comprise 84 percent of all fatalities, with loss of income and medical
expenses often bringing financial distress to victims and their families, especially as social safety nets
are limited. Larger investments in effective road crash prevention will contribute to the accumulation
of human capital in India, sustainable and inclusive economic growth, and improve transport
productivity, universal accessibility, and opportunities for climate change mitigation and adaptation..
2. India is committed to improving road safety outcomes. Through the adoption of the landmark
Motor Vehicles Amendment Act (MVAA), 2019, and commitment to the Stockholm Declaration on
road safety (2020), the country aims for enhanced governance and accountability of all stakeholders
involved in the road safety system and supports the National Road Safety Strategy 2018-2030. Towards
this goal, key constraints need to be addressed: insufficient national and state budget allocations; lack
of systematic support to states in establishing and implementing road safety interventions and policies;
weak capacity of national and state-level stakeholder institutions to systematically address the issues;
and limited use of data-driven systems for crash data collection, analysis, and benchmarking of road
safety performance.
3. GoI’s State Support Program for Road Safety is a crucial first step toward its national road
safety vision and aspirations. Recognizing that road safety is a inter-departmental subject, which
necessitates a coordinated effort by states for mobilizing stakeholders, targeted investment and actions
to improve the road safety ecosystem, the GoI has conceptualized the Road Safety State Support
Program (RSSSP). This is a grant-based state support program to bolster state institutional capability
for road safety management and to help states implement MVAA provisions through a performance
and evidence-based results framework. It will ensure that the 14 states that contribute to ~85% of
average annual road fatalities are funded (in proportion to their road safety burden), monitored, and
evaluated under a common harmonized framework, with results aligned with national targets. The
envisaged outcome is to reduce road fatalities by 30% by 2027, in line with GoI’s vision.
1.2 Program Scope and Boundaries
1.2.1 Program Development Objective (PDO)
4. The Program Development Objective is to strengthen the capacity for results-based management
and improve road safety outcomes in the Participating States.
5. The PDO level results indicators include the following:
• Development of coordinated data-informed, and results-oriented financing and budget
plan for road safety
• Annual road traffic crash fatalities in the Participating States
1.2.2 Key Result Areas
6. Descriptions of the Program Result Areas (RAs): The Program will support the five RAs
that contribute to the overall outcomes of the Government Program. The detailed descriptions of the
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results areas (RAs) and the associated activities are provided below:
7. RA 1: Building Participating States' institutional capacity and systems to reduce road
crash fatalities and injuries. Strengthening Participating States’ institutional capacity and systems to
roll out and implement the policy and institutional reform agenda engendered through the Program,
through: (a) operationalizing the State Road Safety Lead Agencies, including with representatives from
the relevant Stakeholder Departments in the Participating States; (b) implementing the IRAD crash
database management in all Participating States and use it for identifying high-risk areas; (c) promoting
women’s representation in management roles in the road safety sector; (d) carrying out of training to
Program management staff and road safety stakeholders for better road safety results; (e) improving
efficiency and enhanced utilization of state budget for road safety programs in all Participating States;
and (f) developing a capacity building and training program administered by MoRTH.
8. RA 2: Improving road engineering to enhance the safety performance of state highways
and urban roads. Improving road engineering by conducting risk mapping of existing State Highways
and urban roads in Participating States to systematically identify road safety issues, by: (a) risk mapping
through a reactive approach utilizing crash data to identify high-risk sections and spots, and/or proactive
risk mapping through road safety audits or equivalent; (b) supporting innovative pilots of women’s
safety plans to integrate urban design, spatial planning, and infrastructure elements of women’s safety,
including, inter alia: (i) infrastructure-based interventions such as improvements in street lighting,
upgrading sidewalks for greater pedestrian safety and installing emergency alarms; (ii) gender-
disaggregated planning, monitoring, and reporting systems; (iii) engaging women-led civil society and
community groups in road safety stakeholder consultations; and (iv) including gender sensitization in
training for staff of Participating States.
9. RA 3: Improving Participating States’ vehicles and driver safety systems. (a) Improving
vehicle and driver safety through: (i) the issuance of new driver licenses through automated testing
centers; and (ii) the improvement of vehicle fitness and reduction of emissions by setting up Automated
Vehicle Fitness Centers including through private sector engagement. (b) Facilitating support to the
Participating States to create a medium-term human resources roadmap for improving women’s
recruitment in job roles in the Driver Training and Automated Testing Centers and Automated Vehicle
Fitness Centers.
10. RA 4: Strengthening Participating States' road policing effectiveness and efficiency:
Strengthening Participating States’ capacity for automated enforcement of applicable traffic laws
related to vehicle speed including through the deployment of Speed Cameras.
11. RA 5: Improving post-crash care by strengthening state emergency medical and
rehabilitation services. Improving pre-hospital emergency care for road crash victims in the
Participating States, through: (a) setting up a single accident reporting number in the Participating States
for crash victims to access emergency services; (b) reduction in the response time for ambulances to
reach the crash spot by increasing the network of basic and advanced life support ambulances in the
Participating States; (c) carrying out of training for personnel from Stakeholder Departments to provide
first responder care to road crash victims on the spot; and (d) ensuring an increase of the number of
women employed as staff in the Command and Control Centers.
1.3 Government Program and Bank Financed Program (P Vs. p)
12. Through SSPSRS India is prioritizing road safety outcomes through a first-of-its-kind stand-
alone national scheme to support states realizing the country’s vision for road safety. SSPSRS is a US$1
billion program for the 14 states that together contribute 85 percent of the national road crash deaths, to
be implemented over the next 6 years (2023-2028). The eligible grant quantum for each of the states
under the program has been proportionately determined based on: (i) the number of fatalities in the
state; (ii) the number of registered vehicles in the state; and (iii) total road network length. The program
encompasses a programmatic approach to support states through a center-to-state performance-linked
grant transfer program that aims to enhance their institutional capacity, policy, and fiscal framework. It
has been designed to drive key reforms under institutional mechanisms, road safety engineering,
2
education, enforcement, and emergency care, recognize state-level performance, support trailing states
with capacity-building measures, and reward groups and individuals for road safety performance.
The scheme specifies the outputs and outcomes to be achieved under each of the thematic areas on a
semi-annual basis. The scheme will provide a mobilization grant to all states every year accounting for
up to 50 percent of the allocated scheme fund for the first year and scaling down to 30 percent in the
subsequent years. The scheme includes key performance indicators (KPIs), of which 12 are mandatory
and eight out of twelve can be chosen as electives, which are to be met by the states to receive from 50
percent to 70 percent of the total allocation in subsequent years of the program. Both mandatory and
elective KPIs aim at targeted interventions across 4 themes i.e., road engineering, vehicle safety and
driver training, enforcement, and post-crash care which will encourage states to adopt best practices at
the ground level and to prioritize investments on critical issues to achieve scheme targets. The outcome
linked performance indicator with up to 20 percent scheme fund allocation, is aimed at achieving year-
wise targets for reduction in fatalities with an end goal of a 30 percent reduction by 2028. Any balance
from the program will contribute towards a “Challenge Fund” to be accessed by any of the states under
the program in implementing additional innovative investments for road safety performance
In addition to the allocation to the 14 states under the program, the SSPSRS has allocated
US$35,000,000 of the program budget to support capacity building, training, monitoring and evaluation
and administrative support to the program including two key consultancies – the Independent
Verification Agency (IVA) and Project Management Consultants (PMC). The capacity building and
training component will be administered by MoRTH to strengthen the institutional capacity and
governance at the center and the state level. To complement the SSPSRS, MoRTH is supporting,
through WB-financed Green National Highways Corridor Project, the nationwide launch of a unified
and harmonized crash database management system (Integrated Road Accident Database, IRAD) by
early 2023.
13. The Government program is the cornerstone underpinning the WB’s PforR Program, the India
State-Support Program for Road Safety (ISSPRS or ‘PforR Program’). The Government program
includes 14 states and has been split into two parts, covering seven states each to be financed through
parallel loan programs administered by the WB and the ADB, respectively. The division of states under
the two loan programs (WB and ADB) is based on the strategic prior engagement with the states,
ensuring an even mix of low and high-capacity states in terms of road safety management and
geographical distribution. This PforR Program will focus on the following Participating States: Andhra
Pradesh (AP), Gujarat, Odisha, Tamil Nadu, Telangana, Uttar Pradesh (UP), and West Bengal. Bank’s
PforR loan will finance US$250 million of the ISSPRS (US$500 million) the remaining portion will be
funded by India. ISSPRS will support all areas of the Government’s program except for high-value
contracts and civil works that pose significant social and environmental challenges and risks. The design
of ISSPRS will provide the opportunity to catalyze and champion various thematic reforms, priority
areas, institutional development, and innovations for sustaining the efforts and goals toward India’s
national and international road safety commitments.
ISSPRS will focus on strengthening the institutional framework to mainstream best management
practices on road safety. The Participating States are to establish a lead road safety agency with requisite
financial and administrative autonomy that will coordinate and collaborate with various state and local
government departments and other non-state stakeholders. This would help prepare the ground for
integrated and results-focused strategic planning and budgeting for road safety in states, the desired
outcome of the ISSPRS. Another critical focus of the interventions is to create an enabling environment
for sustainable financing of road safety through mobilization of private capital and investment in the
areas of resilient infrastructure development, enforcement, and post-crash care. As a subset of the
SSPSRS, the boundaries of the ISSPRS have been defined as per table below:
3
Title The Government program The PforR Program (P) Comments on alignment
(p)
India State Support Program for
State Support Program for Road Safety (ISSPRS)
Strengthening Road Safety
(SSPSRS)
Objective State Support Programme for Strengthen the capacity for results- The objective of the PforR
strengthening Road Safety based management and improve program is aligned with
incentivizing states for road safety outcomes in the government program
performance with grant Participating States and additionally
disbursement based on emphasizes on
efforts and outcomes with strengthened institutional
annual targets for reduction framework including state
in fatalities. and center management
functions on road safety
Duration 6 Years (2023-2028) June 2022 – June 2028 Fully aligned
Geographic 14 States 7 states: Andhra Pradesh, Gujarat, The PforR program focuses
Coverage Odisha, Tamil Nadu, Telangana, on results of seven states
Uttar Pradesh, and West Bengal out of the fourteen states.
The other seven states will
be covered through a
parallel ADB financed loan.
Results Program KPIs for grant Supports all four themes of the Aligned to strengthen
Areas disbursement to the states government program and includes state road safety
are based on four themes: an additional results area focused institutions and their
1. Road Engineering on institutional management and management capacity
governance
2. Vehicle Safety & Driver
Training
3. Enforcement
4. Post-Crash Care
Overall The overall budget of the The total cost of PforR Program (a The government program
Financing government program is US$1 subset of the government program will be supported through
billion. focusing on seven out of fourteen parallel financing of
states and capacity building US$250 million by the
component) is US$500 million. ADB. The remainder of the
ISSPRS excludes high-value SSPSRS, US$500 million,
contracts, and activities posing a will be funded by India.
significant environmental and
social risk. The Bank loan will
finance US$250 million of the
ISSPRS.
1.4 Geographic Scope of the Program

Out of the 14 States that is focused under the Government State Support program for the Road Safety,
the proposed PforR program focuses on 7 States i.e., Uttar Pradesh, Tamil Nadu, Gujarat, Andhra
Pradesh, Telangana, West Bengal, and Odisha.
4
1.5 Key Program Implementing Agencies and Partners

14. MoRTH will be the apex implementing body for the program at the national level with a Central
Steering Committee (CSC) chaired by the Secretary, MoRTH comprising representatives from
stakeholder ministries and departments such as the MHA, Ministry of Housing and Urban Affairs
(MoHUA) and MoHFW). The NRSB, once constituted, will be providing strategic and technical
support to the CSC. A Central Project Management Unit PMU (CPMU), headed by an Additional or
Joint Secretary, MoRTH, with the executive management led by a designated Project Director
(Director/Deputy Secretary-MORTH), and supported by a core team comprising Under Secretary and
2 Assistant Executive Engineer level Officers from MORTH, will provide secretariat support to the
CSC. This core CPMU team will further be supported by functional experts comprising technical,
procurement, fiduciary, and safeguard staff. The CPMU will be responsible for project management
and coordination, monitoring the progress of the states and tracking interim outcomes of the scheme
as outlined under the Program Operations Manual (POM). Central PMU will be supported by a Project
Management Consultant (PMC) for project coordination and handholding with the States and an
Independent Verification Agencies (IVA) to verify the achievements made by States.
15. At the State-level, program implementation and oversight shall be led by a State Road Safety
Lead Agency (SRSLA) chaired by the Secretary of either Transport or Home Department of the State
and a member Secretary at the level of Joint Secretary appointed by the State Government. The SRSLA
will also have representatives from the respective departments of Transport, Home, Public Works or
Roads and Building, Health, Urban Development, and Education. Under the SSPSRS a state may
nominate an existing agency or authority or Department as the SRSLA for the program if the broad
institutional structure and management functions can be met as proposed under the government
program. The SRSLA will coordinate with the existing District Road Safety Committees as needed for
the implementation of the program. The broad management functions of the SRSLA, expected to meet
at least quarterly, include: (i) providing policy advice and guidance for the effective implementation
of the SSPSRS; (ii) ensuring and promoting coordination and collaboration across involved
government stakeholders and levels; (iii) approve work programs, budgets, and program
implementation reports; (iii) monitor program implementation and results and address any issue related
to project implementation and achieving its results; (iv) ensure adequate transparency of program
implementation i.e. publishing work program and budget, project implementation reports, program
results and (v) ensure private sector and civil society stakeholders engagement.
16. The management of SSPSRS and coordination between the Steering Committee at MoRTH,
Central PMU, and State Lead agencies will be further supported by a PMC hired under the government
program. The PMC will have dedicated State Management Units in all participating states which will
support the States in program coordination, actions, results, and Monitoring and Evaluation (M&E). A
comprehensive Grant Management System (GMS) will be developed by a CPMU support consultant,
which will be central to monitoring the program.
1.6 Borrower’s Previous Experience
17. The Ministry of Road Transport and Highway (MoRTH), Government of India has had a long
experience with World Bank projects with development of roads and highways, Many of the States and
the participating departments also have had good experience with World Bank projects over the past
three decades. In recent past, the MoRTH engagement with World Bank includes the National
Highways Interconnectivity Improvement Project (P121185) 2013-2020; NHAI Technical Assistance
Project (P121515) 2011-2018; Green National Highways Corridor Project (P167350) 2020-2025; and
further engagements on Road Safety. In addition, over the last three decades there have been many road,
and health sector projects in most of the participating states. In fact, most of the road sector projects in
the past at national and state level, involved high risks activities including land acquisition and
resettlements, which has been completed successfully, and demonstrates borrower’s familiarity and
ability in managing them properly in line with Bank safeguard policies.
5
6
2 ENVIRONMENT AND SOCIAL SYSTEM ASSESSMENT (ESSA) –

METHODOLOGY ADOPTED
2.1 Overview on ESSA
18. For each proposed PforR operation, the World Bank assesses at the Program level, the potential
environmental and Social (E&S) effects, including direct, indirect, induced, and cumulative effects as
relevant; the applicable legal /regulatory framework and the borrower’s organizational capacity and
performance to manage those effects.
19. This Environmental and Social Systems Assessment (ESSA) has been prepared by a World
Bank ESSA Team for the proposed India State Support Program for Road Safety, which will be
supported by the World Bank’s Program for Results (PforR) financing instrument. In accordance with
the requirements of the World Bank Policy Program-for-Results Financing (PforR Policy), PforRs rely
on country-level systems for the management of environmental and social effects.
20. The PforR Policy requires that the Bank conducts a comprehensive ESSA to assess the degree
to which the relevant PforR Program’s systems promote environmental and social sustainability and to
ensure that effective measures are in place to identify, avoid, minimize, or mitigate environmental,
health, safety, and social impacts. Through the ESSA process, recommendations to enhance
environmental and social management outcomes within the program are developed, which subsequently
become a part of the overall Program Action Plan.
2.2 Purpose and Objectives of ESSA

21. The main purposes of this ESSA is to: (i) identify the Program’s environmental, health, safety,
and social effects; (ii) assess the legal and policy framework for environmental and social management,
including a review of relevant legislation, rules, procedures, and institutional responsibilities that are
being used by the Program; (iii) assess the implementing institutional capacity and performance to date,
to manage potential adverse environmental and social issues and (iv) recommend specific actions to
address gaps in the Program’s environmental and social management system, including with regard to
the policy and legal framework and implementation capacity.
22. The ESSA describes the extent to which the applicable government environmental and social
policies, legislations, program procedures and institutional systems are consistent with the six ‘core
principles’ of OP/BP 9.00 and recommends actions to address the gaps and to enhance performance
during Program implementation. These six core principles are listed below and further defined through
corresponding Key Planning Elements in this report:
(a) Core Principle 1: Environmental and Social Management: Environmental and social
management procedures and processes are designed to: (a) promote environmental and social
sustainability in Program design; (b) avoid, minimize, or mitigate against adverse impacts; and (c)
promote informed decision making related to a Program’s environmental and social effects
(b) Core Principle 2: Natural Habitats and Physical Cultural Resources: Environmental and social
management procedures and processes are designed to avoid, minimize, and mitigate any adverse
effects (on natural habitats and physical and cultural resources) resulting from the Program.
(c) Core Principle 3: Public and Worker Safety: Program procedures ensure adequate measures to
protect public and worker safety against the potential risks associated with: (a) construction and/or
operations of facilities or other operational practices developed or promoted under the Program; and (b)
exposure to toxic chemicals, hazardous wastes, and otherwise dangerous materials.
(d) Core Principle 4: Land Acquisition: Land acquisition and loss of access to natural resources are
managed in a way that avoids or minimizes displacement, and affected people are assisted in improving,
or at least restoring, their livelihoods and living standards.
7
(e) Core Principle 5: Indigenous Peoples and Vulnerable Groups: Due consideration is given to
cultural appropriateness of, and equitable access to, Program benefits, giving special attention to the
rights and interests of indigenous peoples and to the needs or concerns of vulnerable groups.
(f) Core Principle 6: Social Conflict: Avoid exacerbating social conflict, especially in fragile states,
post-conflict areas, or areas subject to territorial disputes.
23. An additional purpose of this ESSA is to account for the decisions made by the relevant
authorities in the borrower country and to aid the Bank’s internal review and decision process associated
with the proposed India State Support Program for Road Safety. The findings, conclusions and opinions
expressed in this document are those of the World Bank and the recommended actions that flow from
this analysis will be discussed and agreed with Ministry of Road Transport and Highway (MoRTH),
Government of India (GoI) counterparts.
24. Environmental and Social Systems Assessment (ESSA) for India State Support Program for
Road Safety has been carried out following the Bank’s Guidance Document on “Environmental and
Social Systems Assessment for Program-for-Results Financing”. In the context of ESSA requirements
mentioned in the said document, the specific objectives of this exercise for India State Support Program
for Road Safety (this operation) included:
a. to identify the potential environmental and social impacts/ risks applicable to the Program
interventions,
b. to review the policy and legal framework related to management of environmental and social
impacts of the Program interventions,
c. to assess the institutional capacity for environmental and social impact management within the
Program system,
d. to assess the Program system performance with respect to the core principles of the PforR
instrument and identify gaps in the Program’s performance,
e. to include assessment of M&E systems for environment and social issues, and
f. to describe actions to fill the gaps that will input into the Program Action Plan in order to
strengthen the Program’s performance with respect to the core principles of the PforR
instrument.
2.3 Methodology Adopted for ESSA

25. ESSA refers both to the process for evaluating the acceptability of a borrower’s system for
managing the Program’s E&S risks in the operational context, and to the final report that is an output
of that process. The ESSA process is a multistep methodology in which the World Bank team analyses
the E&S effects, including indirect and cumulative effects, of activities associated with the defined
Program; analyses the borrower’s systems for managing the identified E&S effects, including reviewing
practices and the performance track record; compares the borrower’s systems - laws, regulations,
standards, procedures, and implementation performance against the core principles and key planning
elements to identify any significant differences between them that could affect Program performance;
and recommends measures to address capacity and performance on policy issues and specific
operational aspects relevant to managing the Program risks such as staff training, implementing
institutional capacity building programs, developing and adopting internal operational guidelines.
26. The ESSA primarily relied on desk review of existing information and data sources,
complemented by consultations, interviews/ discussions with key stakeholders in the seven participating
states to capture opinions, anecdotal evidence, functional knowledge, and concerns. It involved (a) a
comprehensive review of government policies, legal frameworks, Program documents, national
guidelines for Road safety program and other relevant information and assessments of Government of
India and Government of the seven participating state’s environmental and social management systems
(b) interviews and consultations were conducted with relevant experts and officials from Department
of Transport, Public Works Department (PWD)/ Roads and Buildings (R&B), Department of Health
8
and Family Welfare, and State Police Department in the participating states. In addition, consultations
were also conducted with non-governmental organizations (NGOs) involved in road safety program in
the participating states and at national level.
27. The World Bank ESSA team1 and the borrower (MoRTH and participating states) worked
closely to identify and consider the range of E&S effects that may be relevant to the Program. The
PforR approach distinguishes specific roles and responsibilities regarding major steps and tasks at the
various phases of the program cycle. The World Bank team prepared this ESSA report that provides an
overview and analysis of the GOI’s as well as state government’s policies and regulatory frameworks
for the environmental and social aspects for the India State Support Program for Road Safety operation.
The ESSA discusses relevant environmental and social national and state legislations for the road safety.
Findings of the assessment have been used in the formulation of an overall Program Action Plan (PAP)
with key measures to improve environmental and social management outcomes of the Program. The
findings, conclusions, and opinions expressed in the ESSA document are those of the World Bank.
Recommendations contained in the analysis will be discussed and agreed with MoRTH, GoI.
28. The World Bank ESSA team extensively consulted the designated personnel from the
Department of Transport, Public Works Department (PWD) /Roads and Buildings (R&B), Department
of Health and Family Welfare, and State Police Department in the participating states. Interviews and
consultations were done both in person and virtually with relevant experts and officials. The ESSA team
also consulted with NGOs working with road safety program in the participation states and at national
level.
29. The draft ESSA was shared with MoRTH, GoI and states and also discussed in a multi
stakeholder national consultation workshop for comments and feedback. The draft is updated/ revised
based on the feedback from stakeholders. This updated/revised ESSA will be made publicly available
in accordance with the Bank’s policy on Access to Information. The final ESSA will be re-disclosed
prior to World Bank Board consideration of the Program.
2.4 Structure of the ESSA Report

30. The ESSA report for India State Support Program for Road Safety has been structured as follows:
Section 1: Program Description
Section 2: Environment and Social Systems Assessment – Methodology Adopted
Section 3: Environment and Social Overview
Section 4: Potential Environmental and Social Effects, Risks and Benefits
Section 5: Assessment of Environmental and Social Management Systems relevant to the Program
(including description of the applicable systems against core principles and planning
elements/practices; performance and track record)
Section 6: Consultations with Key Stakeholders and Disclosure
Section 7: Recommendations
Annexures
1
Takeaki Sato, Senior Environmental Specialist; Venkata Rao Bayana, Senior Social Development Specialist;
Ranjan B. Verma, Consultant – Social and Bodhisatya Datta, Consultant – Environment.
9
3 ENVIRONMENTAL AND SOCIAL CONTEXT

3.1 Environmental Context
31. The growth of speedy transportation is one of mankind’s greatest achievement in minimizing
distances but at the same time it has also become a cause of environmental degradation. Concern over
the environmental consequences of transport development is long-standing. The environmental
implications of transport development have become very widely recognized with a plethora of local,
national and international, governmental and non-governmental organizations contributing to the debate
by producing their own policy prescriptions and agendas for action.
32. While considering the relationship between transport and the environment we are immediately
confronted with a potential paradox: on the one hand, modern industrial societies pursue economic
growth through the open exchange of people, raw materials, energy, goods and services in an
increasingly global marketplace, yet, on the other, the transport systems required to allow such
exchange may be exerting pressures on the environment that degrade the functional integrity and quality
of natural ecosystems to the extent that the prospect of maintaining or achieving a high quality of life
in many human societies is threatened. In short, we cannot live without transport development, but
neither may we be able to cope with its side-effects over the long term.
33. The European Union’s Fifth Environmental Action Programme states that transport is “vital to
the distribution of goods and services, and to trade and to regional development”, but argues that current
trends towards increasing transport demand are likely to result in “greater inefficiency, congestion,
pollution, wastage of time and value, danger to life and general economic loss”.
34. The transportation sector contributes to the degradation of the environment due to a variety of
factors. The energy consumption in transport sector is the main cause of pollution. There are significant
differences in fuel efficiencies between various modes of transport, for example, consumption of energy
in cars is more among urban transport modes, although there has been a significant improvement in the
fuel efficiency in cars and other automobiles. Transport is a major source of air pollution not only in
developed but also in developing countries. The rapid increase in the number of vehicles on Indian
roads, is fast developing issues of environmental concern. Exhaust fumes are the major source of
atmospheric pollution by the motor vehicles. The main pollutants include Carbon Monoxide (CO), Un-
burnt Hydrocarbons (HC), other gases such as Nitrogen oxides, Tetraethyl lead and deposits such as
Carbon and dust particles which are further exacerbated when vehicles are not maintained appropriately.
35. Noise pollution is another important factor associated with road transport. It is estimated that
some 135 million people in OECD countries suffer transport noise levels in excess of 65 db. Vehicular
traffic contributes to about 55% of the total urban noise in India2. Most cities in India have been facing
serious noise pollution problems in the last few decades due to substantial growth in the number of
vehicles, expansion of road network, industrialization and urbanization. This is further enhanced due to
poor vehicle maintenance which generates excessive noise. Estimation of traffic noise is more difficult
in Indian cities considering the heterogeneity in traffic conditions including mixed vehicle types,
congestion, road conditions, frequent honking and general lack of traffic sense. Honking is a common
occurrence in India, irrespective of road types and condition, traffic etc.
36. Development of road networks involves direct utilization of land. Long strips of land are
consumed, and large areas effectively divided into smaller ones. The use of road tunnels or viaducts can
reduce division of land parcels, especially in urban areas, though the latter introduces significant visual
impact, and both solutions are costly. Land consumption is not just a direct consequence of transport
development; it may also occur indirectly as land is utilized for the extraction of the raw materials
2
https://link.springer.com/article/10.1186/s40201-015-0164-
4#:~:text=Vehicular%20traffic%20contributes%20to%20about,noise%20%5B7%2D9%5D.&text=Most%20citi
es%20in%20India%20have,urbanization%20%5B13%2D15%5D.
10
(principally aggregates) required for construction. The most notable environmental impacts due to road
development is the loss of soil permeability which reduces groundwater recharge potential. Road
transport may also have significant impact on ecological degradation. The degradation of terrestrial and
aquatic ecosystems, as measured by indicators such as reduced habitat/species diversity, primary
productivity or the areal extent of ecologically valuable plant and animal communities, provides one of
the most emotive aspects of the tension between transport development and environmental quality.
37. The table below briefly outlines the main environmental effects of road transport.
Parameters Impact
Air Local (CO, CxHy, NOx, fuel additives (Lead & particulates), CO 2 & CFC
Water Resources Pollution of surface & ground water & by surface runoff; modification of water systems
due to road construction
Land resources Land acquired for infrastructure; extraction of road building materials
Solid waste Disposal of construction debris from road works; vehicles withdrawn from operations
and disposed; waste oils
Noise Noise and vibration from all types of vehicles
Accident risk Death, injury, property damage due to accidents, risk of transportation of hazardous
substances, risk of structural failure of roads or road facilities
Other impacts Partition or destruction of neighborhoods, farmland or wildlife habitats.
38. Although Carbon emissions are the largest environmental issue facing the transportation
department, it is not the only one. Traffic accidents can also have a negative effect on the world around
them. Vehicular accidents affect the environment as they often result in fuel and fluid leaks, emitting
harmful chemicals into the environment that can poison grass, neighboring plants and harm wildlife.
Major oil spills from wrecked vehicles are one of the biggest problems with transportation accidents,
particularly those that happen near water bodies, and in some cases even run the risk of starting a fire.
In this context, it is pertinent to mention that if the accident involves a transport vehicle carrying
hazardous substances, the potential environmental and even social risks may be magnified many-fold.
These hazardous chemicals may be in the form of gases, liquids or even solids.
39. There are also the issues related to landfills. When a car is severely damaged due to an accident,
most insurance companies determine it is more economical to replace the vehicle than to repair it.
Though many vehicle parts can be recycled, most of the vehicle ends up in a landfill (dumpsite/disposed
indiscriminately along the road) where it takes several years to decompose. The effects on soil, water,
and air pollution influence the entire ecosystem.
40. Accidents can also sometimes be so massive and traumatic that they can even leave behind
damage to the roads and associated infrastructure. These would then need large-scale repairs to fix the
damage and also ensure that in future, no accidents of the same nature and for the same reason occurs
in the same place again. These large-scale repairs will have a damaging impact on the environment, as
considerable civil works may be involved. Moreover, roads are lined with tarmac/(asphalt/bitumen),
and the use of which for repair can be damaging for the environment in a number of ways3.
41. Road Traffic Accidents (RTAs) are among the major life-threatening issues facing rural as well
as sub-/urban communities. The environmental context of road safety is however a two-way street. On
one side road crashes can have a multitude of adverse environmental impacts in the immediate crash
site and depending on the type of accident and the vehicles involved and the materials being carried
3
https://www.newscientist.com/article/2253470-asphalt-on-roads-may-soon-be-greater-source-of-air-pollution-
than-cars/
11
these impacts can also have an impact on larger surroundings of the crash site. On the other hand,
sometimes the environmental conditions along the roads can also play a contributing role leading to
road crashes. There have been various studies to assess the relevancy of different weather conditions
like rainfall, water logging, extreme temperature, fog, landslides, and storms with the incidences of
RTAs. These studies showed that rainfall, severe cold, fog, and heat conditions were directly related
with the occurrence of RTAs.
42. The World Bank has a central role to support the United Nations’ (UN) Decade of Action for
Road Safety4 and the related achievement of Sustainable Development Goals (SDG) 3.6 and 11.25. SDG
3.6 sets a target of halving deaths and injuries from road crashes. The World Bank supported
‘Sustainable Mobility for All Initiative’ (www.sum4all.org) highlights safety as one of the pillars of
sustainable mobility.
4
United Nations General Assembly (2010), ‘Resolution 64/255, Improving Global Road Safety’, United Nations:
New York.
5
United Nations (2015), ‘Sustainable Development Goals’, New York.
12
3.2 Social Context

43. India, one of the biggest democracies in the world and home to a population of more than 1.3
billion. The Country is a topographically, culturally, linguistically and ethnically diverse federal
republic governed under a parliamentary system with 28 states and 8 union territories.
44. India has the second-largest road network in the world, spanning a total of 6.39 million
kilometers6 (kms). This road network transports 64.5% of all goods in the country and 90% of India’s
total passenger traffic uses road network to commute. Road transportation has gradually increased over
the years with improvement in connectivity between cities, towns and villages in the country. India has
the world’s highest reported number of annual road crash fatalities. According to the World Health
Organization, road crash fatalities in India account for approximately 11 percent of the estimated 1.35
million global toll each year7. This has hindered the country’s economic growth and caused significant
social welfare losses among the poor.
45. Road Traffic Injuries in India are closely interlinked with on-ground socioeconomic realities
like class, gender and geographical location that often intersect and affect various sections of the
population differently. More than half of the crash victims are pedestrians, cyclists, or motorcyclists,
the so-called Vulnerable Road Users (VRUs), often the poorer members of society. Road users of
working age comprise 69 percent of all fatalities, with loss of income and medical expenses due to a
crash can often bring financial disaster to victims and their families, especially as social safety nets are
limited.
46. The study conducted by the World Bank in collaboration with Save life Foundation based on
the survey data collected from four states i.e., Uttar Pradesh, Bihar (representing low capacity and poor
states), and Tamil Nadu and Maharashtra (representing high capacity and rich states) tries to quantify
the inter-linkages between poverty, socioeconomic realities, and road crashes in India. The study
suggested that the socio-economic impact of road crashes on vulnerable individuals and poor
households in India affects low-income households differently, often pushing them into further debt
and poverty8. The socio-economic burden of road crashes is disproportionately borne by poor
households. Also, the incidence of fatality post-crash is higher among victims from low-income
households (LIH) compared to high income households (HIH). The study suggested that the decline in
total household income was sharper among LIH (75%) than HIH (54%). The severe impact of decline
in income was highest among LIH in rural areas (56%) compared to LIH in urban areas (29.5%) and
HIH rural (39.5%), and cases where victims died as well as where victims were males. This impact is
further accentuated with limited ability of the LIH to cope with the financial distress in post-crash
period. In addition to financial distress, poor households experience a deterioration in their quality of
life accompanied by psychological suffering and emotional distress. Also, within households, women
bear the brunt of caregiving activities post-crash, leading to a double burden of labor and mental load
and exacerbated inequality of opportunities in returning to livelihoods and income generating tasks.
47. The study also revealed that the insurance coverage was significantly higher among HIH and
households in urban areas vis-à-vis LIH and in rural areas. Information asymmetry and poor awareness
of legal compensation among LIH compounds their distress. Only less than a quarter of the LIH victims
were aware of the compensation process and insurance clauses. Also, the low rates of insurance
coverage and poor awareness related to legal compensation processes among truck drivers. Only a fifth
and two-fifths of truck drivers surveyed were covered under medical insurance and life insurance
6
https://morth.nic.in/sites/default/files/RTYB-2017-18-2018-19.pdf
7
World Bank 2020. Delivering Road Safety in India : Leadership Priorities and Initiatives to 2030. Available at
https://openknowledge.worldbank.org/handle/10986/33339
8
World Bank, 2021. Traffic Crash Injuries and Disabilities: The Burden on Indian Society, World Bank Group
Publication. Available at https://www.worldbank.org/en/country/india/publication/traffic-crash-injuries-and-
disabilities-the-burden-on-indian-society
13
respectively at the time of the crash. Overall, two-thirds of truck drivers were not aware of third-party
liability insurance. None of the drivers had applied/ benefited from cashless treatment at the hospitals,
Solatium Fund for hit and run case or ex-gratia schemes.
48. The study report provides related recommendations for policy reform under six key areas as
follows:
a. Need for effective institutional mechanisms and awareness building. There is a need to
improve vulnerable road users (VRU) safety especially for LIH in rural areas, who are most at
risk in road crashes. There is also a need for the State Governments to ensure greater sensitization
and awareness among stakeholders, especially the police.
b. Institutionalize post-crash emergency care and make health infrastructure & coverage
more accessible & inclusive. MoRTH has recently notified a new scheme for compensation to
Hit and Run Victims of motor accident victims via G.S.R. 163(E) dated 25th February 2022 to
enhance compensation.
c. Provide a Social Security Net for crash victims from LIH through State Support. The
Central and State Governments should introduce vocational and educational support for victims
and their families through community programs and special schemes for jobs, skilling and
education. Comprehensive rehabilitation support also needs to be extended to crash victims
especially those with post-crash disabilities.
d. Create an accessible legal framework for availing insurance and compensation for road
crash victims. The Government should create schemes to increase insurance coverage and
penetration for LIH. Insurance agencies should broaden the scope of insurance policies by
including rehabilitation and recovery of crash victims. The comprehensive coverage of Modified
Claims Tribunal Agreed Procedure (MCTAP) needs to be ensured through better mechanisms
for effective coordination.
e. Recognize the gendered impact of road crashes and address it through participative
governance & special schemes for women. Governments should incentivize employment
opportunities for women affected by road crashes. Steps could include: encouraging small
businesses in work from home set up, providing low-interest loans and emergency cash transfers
to post-crash turned female-headed households. Women from households who have lost the
breadwinners in road crashes should also be automatically enrolled in the State Government’s
employment database.
f. Strengthen post-crash support for children and young adults through state support.
Governments should implement progressive provisions on child road safety under Sections
194B and 199A of the Motor Vehicles (Amendment) Act, 2019, framing a rigorous policy on
child road safety and provide support for children and adolescents affected by road crashes. The
Section 129 related to safety measures for children below four years of age, riding or being
carried on a motorcycle has already been implemented via G.S.R.126(E) dated 15th February
2022. The State Government should ensure a minimum of three-month moratorium on school
fees for children impacted by road crashes from LIH.
49. The study report provides detailed recommendations for strengthening institutional agencies to
respond to the needs of vulnerable road users (VRUs) and associated households. It lays out suggestions
for States to strengthen their institutional capacities, to respond better to the challenges presented by
road crashes and improve their performance, and to create efficient mechanisms for LIH to get access
to legal and insurance-based compensation after a crash to mitigate their financial burden. These
recommendations, if implemented, have the potential to significantly improve the lives of vulnerable
road users and to create far-reaching positive road safety outcomes.
14
4 POTENTIAL ENVIRONMENTAL AND SOCIAL BENEFITS, ADVERSE

EFFECTS AND RISKS
4.1 Environmental and Social Benefits of the Program
4.1.1 Environmental Benefits of the Proposed Program
50. There are several environmental benefits of the proposed program which includes enhanced
awareness among all stakeholders regarding road safety and capacity built in the Program Management
Team/Cell/Unit (PMU/PMC) where staff are trained in all participating states for the effective
management of E&S aspects during program implementation. Screening of proposed activities for black
spot rectification (particularly for large scale interventions) and to assess the associated potential
environmental risk would be beneficial for the monitoring and reporting on such activities so that timely
actions are taken to address the identified risks.
51. One of the biggest environmental as well as social risks are from the potential accidents of
vehicles carrying hazardous substances. The program anticipates that accident data will be segregated
to track the number of accidents involving vehicles carrying hazardous substances, their types, and the
reasons for the accidents so that it supports the efforts to enhance the required awareness about the
potential environmental and social risks associated with the transport of hazardous substances and the
necessary measures are undertaken to reduce the risk through strict enforcement; this will be of immense
benefit for all stakeholders. This may be achieved by strict and frequent assessment of driver
competency, assessment of driver awareness of the materials being carried and the "do’s and don’ts”
they need to follow strictly in case of accidental leakages, spillages of such materials along the way so
that they can take immediate action to reduce the potential impacts and inform the appropriate
authorities.
52. Stricter enforcement of vehicle fitness, appropriate labeling of vehicles carrying hazardous
substances and requirements for drivers to carry Material Safety Data Sheet (MSDS) will add to the
potential benefits due to the increased awareness and reduced environmental risks from transportation
of such materials.
53. Measures taken to decongest bottlenecks and black spot rectification will have environmental
benefits as traffic flow will be smoother leading to reduced emissions and noise. The increased
digitization to support enforcement of driving offences using handheld or installed devices will reduce
the number of vehicles being stopped for physical issuances of driving offence tickets which will avoid
driving lanes being blocked temporarily which often leads to disruption of traffic flow that leads to
increased emissions and noise.
54. The proper disposal of bio-medical wastes generated from ambulances and hospitals will also
have immense environmental benefits. Disposal of electronic devices at their end of life/malfunction
when disposed through authorized e-waste recyclers which will ensure that these are disposed as per
norms and the environmental impacts are minimized, therefore beneficial for the environment.
Similarly, the provision of facilities to facilitate proper disposal of scrapped vehicles at their end-of-
life/post severe crash, will have significant environmental benefits.
55. The involvement of the private sector led initiatives for increased awareness drives among the
general public will have significant benefits and will also bring in additional funding for road safety
initiatives. Companies can demonstrate and take leadership to showcase inhouse awareness, systems
and processes associated with improved behavior for road safety which will also encourage other private
sector companies to emulate.
56. The program component and activity wise environmental benefits have been outlined in the
Environmental and Social Benefits and Risk Matrix table. Overall, under the proposed program, the
reduction of road accidents and stricter enforcement of licensing, driver competency, vehicle fitness
15
and increased awareness of all departments regarding the potential environmental risks will have
significant immediate and long-term environmental benefits.
4.1.2 Social Benefits of the Proposed Program
57. Road traffic injuries in India are closely interlinked with on-ground socioeconomic realities
like class, gender, and geographical location that often intersect and affect various sections of the
population differently. Given that more than half of the crash victims are pedestrians, cyclists, or
motorcyclists, the so-called Vulnerable Road Users (VRUs), often belong to the poorer section of
society. About 84% of the road users’ fatalities are those belonging to working age group of 18-60,
which results in loss of income, and medical expenses due to a crash often bring financial disaster to
victims and their families, especially as social safety nets are limited. Any road safety measures will
have significant positive impacts on saving precious lives, properties and improving the socio-economic
status of the road users and their families who directly or indirectly gets impacted.
58. While the proposed program has a positive social impact with most of the activities directly or
indirectly contributing towards enhancing the social benefit and/or positive social change. Activities
such as building awareness towards road safety among road users, children, and the community will
have long-term benefits. While activities such as black spot-fixing, appropriate signage, speed-reducing
measures, instituting measures for reducing driver fatigue, etc. along with enhanced enforcement will
benefit in reducing accidents and fatalities and in turn will benefit in saving human life and assets.
Similarly, filling the gap of BLS and ALS ambulances, and their response time in reaching accident
sites will benefit in saving precious lives of the accident victims. In addition, First Responder training
will help awareness and appropriate skills in responding to any accidents and in reducing accident
fatalities. Also, placing an increased number of female staff for operating ambulance control rooms will
help address the emerging need to understand and respond to women accident victims especially
involving pregnant women or an old age woman, and their immediate medical requirements. Similarly,
promoting and implementing Good Samaritan guidelines and further training will help identify and
encourage champions in save precious lives during road accidents leading to larger social benefits.
4.2 Environmental and Social Risks and Adverse Effects

4.2.1 Environmental Risks and Adverse Effects of the Proposed Program
59. One of the important activities under the proposed program is the risk mapping of SHs and
urban road network and identification of high-risk crash corridors through crash data analysis and road
safety audit. It is felt that there may be potential environmental risk and associated adverse effects if
the ‘Risk mapping exercise’ is only done for road engineering without considering factors such as driver
competency, consignor urgency to deliver consignments (driver being incentivized to drive faster than
usual to deliver on time), vehicle condition, driver fatigue etc. Often these factors play a critical role
causing road accidents particularly for the transport vehicles as drivers are required to deliver the
consignment by a ‘calculated/target time’ by the consignor and drivers tend to drive above the
recommended speeds to meet those timelines even under conditions of fatigue which increases the risk
probability for accidents which can involve environmental risks.
60. Measures to rectify black spots may include lane separations, development of pedestrian
footpaths and decongestion of bottlenecks. The potential rating of environmental risks will vary on the
specific activity and the scale of work. Even relatively small civil works will involve impediment of
traffic flow leading to increased emissions and noise and also generate construction debris wastes which
need to be disposed as per the applicable rules. Similarly, initiatives to develop facilities to relieve driver
fatigue (resting centres) are likely to require construction which will trigger environmental risks
associated with construction activities.
61. Setting up/construction of driver training and automated testing facilities or vehicle fitness
facilities are most likely to involve construction which will trigger environmental risks associated with
16
construction activities, even if the proposed facility is relatively small. Construction of driver training
facilities are likely to involve significant use of concrete for the tracks which will lead to soil
compaction. Some of these activities may also require cutting of trees which has an adverse
environmental effect.
62. The scrapping of vehicles due to end of life or post severe crash will lead to adverse
environmental effects. The risks may be minimized if these are disposed at designated disposal facilities
and as per the rules outlined by MoRTH that will ensure adequate measures are taken to minimize
potential impacts.
63. Civil works for repair and maintenance of roads, road widening, or lane separation are all likely
to involve use of tarmac which has its own set of environmental impacts particularly since the methods
used in India involve significant emissions during the heating of the asphalt/bitumen (Bitumen 60/70 is
presently used mainly in construction of National Highways and State Highways) and make it fluid for
the preparation of road repair/laying.
64. The procurement of electronic devices for enforcement will generate e-waste at the end of life
or when these devices malfunction and need to be disposed. The disposal of such devices and batteries
may pose environmental risks if e-waste and battery wastes are not disposed through authorized
recyclers and as per the applicable rules.
65. Overall, the environmental risk rating from proposed civil works will be determined by the
scale of work undertaken. However, since the project interventions are not likely to be of large scale as
these are excluded from financing under this PforR, the potential environmental risks are likely to be
low to moderate. In addition, if the disposal guidelines for solid waste, construction debris, e-waste and
battery waste are strictly enforced, and compliance is achieved the associated risks may be significantly
reduced.
4.2.2 Social Risks and Adverse Effects of the Proposed Program

66. The overall social effect of the program is positive with measures contributing to proposed
reduction in accident fatalities. Majority of the activities towards the road safety under the proposed
project, and the KPIs that the participating states need to achieve are softer in nature. Apart from
accident black spots, there are many reasons for accidents such as driver competency, consignor
urgency to deliver consignment (driver incentivized to drive faster than usual to deliver on time), vehicle
condition, driver fatigue, low visibility, improper road surfaces such as potholes etc. they require
measures that are small scale, site specific, and can easily be mitigated by existing systems and process
in place. However, this may vary across departments and states based on their institutional capacity
which may require strengthening. Also, the social risks relate to weak community engagement process
by the participating departments and varying degree to which they engage with road users while
planning and implementing the rectification measures while fixing black spots.
67. While many of the measures for accident black spot fixing may not require any major civil
works and will have minimal or low social risks. The Program clearly excludes any major civil works,
that involves land acquisition and resettlement. The type of works envisaged for fixing black spot
include clearing and/or widening of footpath small road improvements. These may have low to
moderate social risks as they require minimal civil works and at few places may disturb the hawkers,
and vendors temporarily, that is expected to be taken care of as per country’s vendors and hawkers act.
Establishment of driver training centres, and vehicle fitness centres are all planned to be set up on
encumbrance free Government owned land as the program has no support for land acquisition and
resettlement.
68. With any major civil works, including land acquisition, and/or resettlement being ineligible
under the proposed project, the social risks remain are of small scale, site specific, reversible impacts,
and are amenable to risk mitigation measures, and hence is rated as ‘Moderate’.
17
4.2.3 Environmental and Social Benefits and Risk Matrix

69. The component-wise environmental and social effects of the program, including the potential benefits, risks and impacts are presented in the table
below.
Table (4.1): Environmental and Social Risks and Impacts of Proposed Activities under the Program
Component and Activity Potential Activities by the States Potential E&S Benefits and Risks/Impacts
Results Area 1: Building Participating States' institutional capacity and systems to reduce road crash fatalities and injuries
Program management and leadership • Lead Agency designated in the participating states • While there are no major environmental or social risks,
delivered by the participating states • Members from participating departments such as there is need for designating a nodal officer in each
Home (Police), PWD/P&B, Health, and Transport agency and mechanism for implementing, monitoring and
Department are part of Lead Agency/ Road Safety reporting E&S aspects.
Society • Having a good coordination mechanism with
• Lead Agency/ Road Safety Society fully housed participating departments and the Lead agency will help
with necessary staffs and lead by a senior implement and monitor E&S activities across
official(s). departments in the state.
• Inter-departmental coordination mechanism
developed and implemented.
Program implementation delivered by • Planning, administrative, financial, procurement, • No specific E&S risks.
the participating states approval, and reporting system are defined and • Screening, monitoring and reporting on activities
brought under the practice for both Lead agency as involving any E&S risks will be highly beneficial for any
well as participating departments on road safety timely support and actions.
activities.
• Periodic reports being generated and shared.
Program Management Team/Cell/Unit • Conducting training need assessment • No specific E&S risks.
(PMU/PMC) staff trained in all • Training institutions/ agencies identified and • Benefits include increased awareness and management of
participating states contracted E&S issues during program implementation as the result
• Training modules developed of training of PMU/PMC and other relevant full-time
• Training schedule designed for each type of staff in departments on E&S aspects.
training and identified target audiences/ staffs for • Training of other department staff across levels will
the same provide an opportunity for institutionalizing overall basic
• Conducting training as per schedule E&S capacity in the department beyond project duration.
Private sector led road safety initiatives • Identifying and engaging with private sector • No specific E&S risks.
operational players on specific set of activities
18
• Institutionalizing and formalizing private sector • Private sector led initiatives have immense potential
engagement benefits to bring in additional funding for road safety and
• Monitoring and reporting greater awareness, implementation and enforcement.
• Engagement with civil society on community awareness
among other activities will enhance overall social
benefits.
State budget utilization for road safety • Budget line creation (where required) • No specific E&S risks.
programs in all participating states • Reporting and audits on the budget utilization • E&S benefits will be enhanced with adequate resources
allocated to identify and manage E&S aspects.
Results Area 2: Improving road engineering to enhance the safety performance of state highways and urban roads
Road Safety Risk Assessments and • Risk mapping for identifying key road segments/ • One of the biggest environmental and social risks from
Baseline data collection for points where frequent accidents are reported road accidents are from those that involve vehicles
identification and remediation of high- including with data on injuries and fatalities etc. hazardous chemicals as injury/ illness/ deaths may
risk corridors and sites on State • Segregated data for accidents involving vehicles involve communities near accident sites if gasses/liquids
Highways (SH) carrying hazardous chemicals. are leaked.
• Grading/ risk rating of road segments based on risk • These accidents may or may not be due to black spots
mapping and might be due to a variety of other reasons such as
driver competency, consignor urgency to deliver
consignment (driver incentivized to drive faster than
usual to deliver on time), vehicle condition, driver fatigue
etc.
• Segregated data on accidents involving vehicles carrying
hazardous substances will allow for accident trend
assessment including causes of accidents. Such analysis
will reduce the potential accidents involving such
vehicles, which will have tremendous environmental
benefits.
• Mapping of risk factor and identifying the key road
segments/ blackspots is the first stage of moving towards
addressing/ rectifying them in reducing the road
accidents.
19
High-risk sections eliminated by • Identify priority corridor and sites on SH based on While many of the measures for black spot rectification may
engineering intervention as identified in risk mapping not require any major civil works and will have minimal
the assessments • Remedial/ corrective measures planned for the environmental or social risks. However certain type of
identified blackspots/crash risk spots based on risk activities e.g., improving road, clearing and/or widening of
mapping and identified priority road segments. footpath, and widening of road etc. may have low to moderate
• Remedial measures undertaken in the identified environment and social risks based on:
priority road segments for elimination of risks. • Temporary disturbances to hawkers and vendors on the
A typical measure required for remedial measures existing Government land that is required for black spot
include a combination of measures as below depending fixing.
on assessment of the type of black spots • Clearing and cutting of trees etc.
• Necessary environmental and social permissions required
• Improve signage based on type of activities planned in eco-sensitive area
• Improve lighting/ visibility or proximity to any designated physical cultural
• Speed limiting measures resources.
• Improve road markings • Any need to realign any drainage, water, electricity, gas
• Remove roadside obstacles pipeline etc.
• Improve road surface e.g., rectifying potholes, road Hence, depending upon type of black spots rectifying
edges, drainage etc. measures and the involved the scale of work required, the
• Remove roadside obstacles, installing crash E&S risk may change accordingly for the specific sites and
barriers activities.
• Installing warning signs (e.g., for bends, junctions,
narrow roads)
• Removing on road parking etc.
• Mechanism for reducing driver fatigue
• Avoid contra traffic flow
• Active and strict police enforcement
• Improve road geometry e.g., Eliminating sharp
changes in alignment – curve/ slope etc.
• Improve facilities for pedestrians walking along
the road (including clearing and widening where
required)
• Widening the lanes and / or shoulders
20
Pedestrian footpaths and dedicated • Identify priority corridor on high-risk sections of Environmental and Social risks may emerge from
bicycle and 2-wheeler lanes installed SH and Urban roads based on risk mapping and • Environmental risks/impacts may include requirement to
along high-risk sections of SH and available blackspot or any other available data. cut trees and construction related impacts including
Urban Roads identified in the risk • Based on available blackspot/ risk assessment or generation of construction debris waste, air emission,
assessment in all participating states any other available data, identify priority corridor noise, wastewater and occupational and community
on SH and Urban roads for development of health and safety.
dedicated lane for two wheelers. • Alternative options need to be explored in case additional
• Design and construction of pedestrian footpath on land required for building footpaths. Land acquisition
the identified corridor. and resettlement are not allowed under the program.
• Design and construction of dedicated lane for two • Temporary disturbances to hawkers and vendors, which
wheelers in the identified priority stretches of SH will be addressed as per vendors and hawkers act.
and urban roads. • Some works may require obtaining the necessary
permissions required based on type of eco-sensitive area
or proximity to eco-sensitive area or any designated
physical cultural resources.
• Potential environmental impacts for any activities that
need realignment of drainage, water, electricity, gas
pipeline etc.
• Anticipated E&S benefits include reduced accidents,
reduced emissions and noise.
Result Area 3: Improving Participating States’ vehicles and driver safety systems
District Coverage of Driver training & • Undertaking study to identify district wise Environmental and Social risks may emerge from
automated testing centers in each coverage of Driver training and automated testing • Construction of driver testing facilities will involve
participating state centers construction and associated environmental risks/impacts
• Conducting feasibility study to identify center even if facility is constructed on government land
configuration along with PPP structure for the • To be built only on government land as land acquisition
Driver training and automated testing center in line and resettlement are not allowed under the program.
with central government scheme. • Construction may require clearing and cutting of trees
• Setting up Accredited Driver Training and etc.
Automated Testing Centers at district level • Necessary permission required based type of eco-
including through PPP mechanism sensitive area or proximity to any eco-sensitive area or
designated physical cultural resources.
21
• Any need to realign any drainage, water, electricity, gas
pipeline etc.
New driver licenses issued from • Developing policy and/or guidelines for issuing • No specific E&S risks.
automated testing centers in each driving licenses using automated testing centers • Potential E&S risks if driver competency is not assessed
participating state • Migrating existing driver license information and rigorously to drive vehicles carrying hazardous
data to the automated system chemicals. There will be additional benefits if such
• Training staffs on the new systems and process to drivers receive more frequent testing for renewal of
be followed for issuing driving licenses from licenses as compared to normal/standard commercial
automated testing centers vehicle drivers.
Automated vehicle fitness (Inspection & • Undertaking study to identify district wise Environmental and Social risks may emerge from:
Certification) centers set up and coverage of Automated vehicle fitness (Inspection • Construction of vehicle fitness facilities will involve
operational in each participating state & Certification) centers construction and the associated environmental
• Conducting feasibility study to identify center risks/impacts even if facility is constructed on government
configuration along with PPP structure for the land
Automated vehicle fitness (Inspection & • To be built only on government land as land acquisition
Certification) centers. and resettlement are not allowed under the program.
• Setting up Accredited Automated vehicle fitness • Clearing and cutting of trees etc.
(Inspection & Certification) centers at district level • Obtain necessary permissions required based on type of
including through PPP mechanism eco-sensitive area or proximity to any eco-sensitive area
or designated physical cultural resources.
• Any need to realign any drainage, water, electricity, gas
pipeline etc.
Registered vehicles inspected annually • Developing guidelines for annual vehicle • No specific E&S risks.
from the Automated Vehicle Fitness inspection using Automated Vehicle Fitness • Vehicles carrying hazardous chemicals need more
Centers Centers. frequent inspection than general commercial vehicles for
• Operationalizing annual vehicle inspection general fitness as well as clarity of markings on vehicle
body to indicate the hazardous materials being carried.
Result Area 4: Strengthening Participating States' road policing effectiveness and efficiency
High-risk SH sections operating within • Identifying high-risk SH sections based on risk • No specific E&S risks.
the Speed Limits mapping. • E&S risks increase if police do not consider
• Planning necessary speed limiting measures both suspending/revoking driver license when over-speeding
physical measures and speed limit signs.
22
• Active and strict police enforcement. tickets are issued repeatedly (particularly for vehicles
carrying hazardous chemicals).
Helmet wearing Rate for Drivers and • Awareness generation among community • No specific E&S risks.
Passengers on high-risk sections especially among existing and potential two- • There will be a benefit to increase protection of drivers in
wheeler road users. the event of accidents if strict enforcement is in place.
• Active strict police enforcement for compliance.
Automation of the issuance of traffic • Development and deployment of MoRTH Increased automation will involve added procurement of
violations Guidelines on ITS/ ATMS systems. electronic devices and ultimately e-waste generation. E-waste
• High-risk corridors identified as per the road safety needs to be disposed only through authorized recyclers only
audit/ infrastructure risk rating in SH network to to reduce environmental risks and result in enhanced E&S
have ITS / ATMS systems. benefits.
• Procurement and implementation of e-devices
(including CCTV based automated chalan system)
for issuing of e-challans for violation for high-risk
behavior such as speeding, drunk driving, non-
usage of helmets and seatbelts etc.
• Integrating e-devices with SARATHI and
VAAHAN for booking traffic violations.
Road network covered by automated • Procurement and operationalization of Automated Increased automation will involve added procurement of
Speed enforcement speed measuring devices and linked to active speed electronic devices and ultimately e-waste generation. E-waste
enforcement. needs to be disposed only through authorized recyclers only
• Active police enforcement. to reduce environmental risks and result in enhanced E&S
benefits.
Result Area 5: Improving post-crash care by strengthening state emergency medical and rehabilitation services
Participating states having emergency • Conducting study for assessing ambulance • Though no specific E&S risks with reduction in response
care response time for ambulances is 15 response time. time, the associated environmental benefit will be with
minutes or less in urban areas and 30 • Developing standard operating procedures (SOP) the adequate management and disposal of Bio-medical
minutes or less in rural areas for working of ambulances with GPS devices. waste generated by ambulances.
• Develop mechanism for reducing the response time • Health and safety risk will emerge from any inadequate
for ambulances to accident site. use of PPE and inadequate implementation of safety
• Establish a central ambulance command & control procedures by the health care staffs of ambulances.
room at State level and District Command &
Control Center
23
Participating state having ambulance to • Need assessment of BLS ambulance and ALS • Management of Bio-medical waste generated by
population ratio of 1 to 30,000 Ambulance including their standards and filling the ambulances requires proper disposal mechanism.
gaps where required. • Health and safety risk will emerge from any inadequate
use of PPE and implementation of safety procedures by
the healthcare staff of ambulances.
• Environmental impacts related to scrapping old
ambulance if the MoRTH guidelines are not followed.
Participating states with single • Operationalizing single accident reporting toll-free • No specific E&S risks
emergency toll-free helpline for Police, number in the state
Fire and Ambulance • Establishing call centre for the toll-free helpline
number and linking it with Central ambulance
command & control room; Police; and Fire system.
Participating states with at least 50% of • Developing standard operating procedures (SOP) • Management of Bio-medical waste generated by Trauma
District Hospitals implementing for trauma registry by the health facilities as per centers requires proper disposal mechanism.
Trauma Registry as per WHO WHO guidelines. • Health and safety risk will emerge from any inadequate
guidelines • Build staff awareness on trauma registry use of PPE by the health care staff of ambulances.
• Training District hospital staff and other key staffs
on trauma registry as per WHO guidelines.
Participating state that provides free, • Develop insurance packages for accident victims • No specific E&S risks
cashless emergency care for any road • Institutionalize insurance mechanism for cashless
traffic crash victims treatment of road traffic victims.
• Develop mechanism for monitoring and reporting
4.2.4 Environmental and Social Risks Associated with Key Performance Indicator (KPI) and Related Activities
70. Based on key activities to be achieved, the program key performance indicators (KPI) by the states, the environmental and social benefits and risks are
presented in the table below.
24
Table (4.2): Environmental and Social Risk Assessment with KPI Related Activities
Sl. No. Activities/ KPIs Potential Activity/ Activities Environmental Risks Social Risks
I. MANDATORY PERFORMANCE INDICATORS
A. Road Engineering
1 Training of Road Safety Stakeholder • Developing training modules • No specific environmental risk • No Specific social risks.
department on road safety audit, data • Identifying training institutions • Training on environmental • Training is expected to benefit
collection and crash investigation hosting e-learning modules and aspects will benefit due to with improved capacity and
through E-learn training modules. providing training supports. enhance awareness and capacity monitoring
District level staff with minimum • Training and capacity building building
graduate level qualification and at least of the stakeholder department
3 years of experience with stakeholder through e-learn modules
departments to be trained • Training modules should
include E&S aspects
2 Risk mapping of SH and urban road • Risk mapping is the process of • Potential E&S risk if ‘Risk • No Specific social risks.
network and identification of high-risk identifying key road segments/ mapping exercise’ is only done • Mapping of risk factor and
crash corridor and key risk factors for points where frequent accidents for road engineering without identifying the key road
different road types through crash data are reported including with considering factors such as driver segments/ blackspots is the first
analysis, through road safety audit or injuries and fatalities etc. competency, consignor urgency stage of moving towards
infrastructure risk rating to deliver consignment (driver addressing/ rectifying them in
incentivized to drive faster than reducing the road accidents.
usual to deliver on time), vehicle
condition, driver fatigue etc.
3 Remedial/ corrective measures taken at The key measures required for • While several of the measures While many of the measures for black
identified blackspots/crash risk spots remedial measures include a for black spot fixing or road spot fixing may not require any
based on risk mapping and identified combination of measures as below maintenance (rectifying measure civil works and will have
road safety issues. This may include depending on assessment of the type potholes etc.) may not require minimal or no social risks. However
installation of safety features including of black spots (see Annx-5). major civil works and will certain type of activities e.g.,
signage, marking, lane separations, potentially have minimal improving road, clearing and/or
• Improve signage
pedestrian footpath, crossings, safe bus environmental risks. However widening of footpath, and road
• Improve lighting/ visibility improvements etc. may have low to
certain type of activities e.g.,
• Speed limiting measures improving road condition, moderate social risks based on the
• Improve road markings clearing and/or widening of need for temporary disturbances to
• Remove roadside obstacles footpath, and widening of road hawkers and vendors on the existing
etc. may have low to moderate
25
stops etc. (Excluding major • Improve road surface e.g., environmental risks based on Government land that is required for
infrastructure9) rectifying potholes, road edges, scale of work involved, the need black spot fixing.
drainage etc. for additional land if any
• Remove roadside obstacles, including the requirement to cut
installing crash barriers trees. Hence, depending on type
• Installing warning signs (e.g., for of road condition corrective
bends, junctions, narrow roads) measures/fixing black spots the
• Removing on road parking etc. environmental risk level may
• Mechanism for reducing driver vary for specific sites and
fatigue activities. It may be noted that
• Avoid contra traffic flow large scale civil works are
excluded from financing under
• Active police enforcement
this PforR.
• Improve road geometry e.g.,
• Initiatives such facilities to
Eliminating sharp changes in
alignment – curve/ slope etc. relieve driver fatigue (resting
centres) may require minor
• Improve facilities for
construction which will trigger
pedestrians walking along the
environmental risks associated
road (including clearing and
with construction.
widening where required)
• Similarly, road widening will
• Widening the lanes and / or
involve civil works and
shoulders
associated environmental risks
for construction activities.
4 Implementation and institutionalization • Strengthening the institutional • Since procurement of electronic • No specific social risk(s)
of iRAD (Integrated Road Accident processes for capturing data in devices are involved, the • Integrated real time database for
Database) and its application for iRAD through mobile & web associated e-waste generated is identifying and rectifying
identification and rectification of application for identification of an environmental risk if e-waste blackspots will help in timely
blackspots/ accident risk spots and black spots for rectification. is not disposed appropriately. actions and in turn contribute
linked to evidence-based State road • Assessment of implementation towards reducing accidents and
safety programs and action plans of iRAD at State level and fatalities.
operationalization of iRAD
9
No new major construction of civil projects involving land acquisition such as construction of flyover, foot-over bridge will be included in remedial/ corrective measures.
However, refurbishment projects that do not trigger social and environmental safeguards will be included.
26
application in all districts
including integration with
VAAHAN, SARATHI, CCTNS
/ Police IT or appropriate
systems specific to the State
• State instituting mechanism for
generating Accident-related
FIRs using iRAD application
5 All new PPP Contracts in State • Strengthening institutional • No specific environmental risk/s • No specific social risk(s)
Highways (SH) to include yearly processes of contracting to
payment adjustments based on include Infrastructure Risk
Infrastructure Risk Rating (IRR) / Road Rating (IRR) / Road Safety
Safety Audit (RSA). IRR assessment Audit (RSA) outcomes as part
and RSA should also consider the effect of contract and payment
of Annual Average Daily Traffic adjustment to make contractors
(AADT) and Pedestrian Count more accountable towards road
safety.
B. Theme 2: Vehicle Safety & Driver Training
6 Setting up of Accredited Driver • Undertaking study to identify • Setting up/construction of driver • To be built only on government
Training and Automated Testing number of centers to cover training and automated testing land as land acquisition and
Centers and increased number of districts in individual States facilities will involve construction resettlement are not allowed
licenses issued through such centers. considering Central guidelines and associated environmental under the program.
• Conducting feasibility study to risks/impacts even if facility is
identify center configuration constructed on government land.
along with PPP structure for • Environmental risks/impacts may
each center or at a bundled level also be triggered if tree cutting is
or in line with any central required/involved
government scheme. • If concrete/asphalt is laid over
• Setting up Accredited Driver large areas of land, soil
Training and Automated Testing compaction will take place and
Centers at district level through the soil will be impermeable and
PPP mechanism impact groundwater recharge
capability
27
• Major civil works are excluded
from the program.
7 Setting up of Authorized automated • Conducting assessment of its • Setting up/construction of • To be built only on government
vehicle fitness centers (Inspection & implementation at state level automated vehicle fitness land as land acquisition and
Certification) and increased number of and feasibility of setting up facilities will involve resettlement are not allowed
fitness checks through such centers. Authorized automated vehicle construction and associated under the program.
fitness centers at district level in environmental risks/impacts even
participating states. if facility is constructed on
• Conducting feasibility study to government land.
identify center configuration • Environmental risks/impacts may
along with PPP structure for also be triggered if tree cutting is
each center or at a bundled level involved
or in line with any central • If concrete/asphalt is laid over
government scheme. Setting up large areas of land, soil
Accredited Driver Training and compaction will take place and
Automated Testing Centers at the soil will be impermeable and
district level through PPP impact groundwater recharge
mechanism capability
• Major civil works are excluded
from the program
C. Theme 3: Enforcement
8 Procurement and implementation of e- • Procurement of equipment of e- • Increase in procurement of • No specific social risk(s)
devices (including CCTV based devices for e-challans electronic devices of all types is • Enhanced enforcement will
automated chalan system) for issuing of • Integrating e-devices with anticipated which will have benefit in reducing accidents and
e-challans for violation for high-risk SARATHI and VAAHAN for increased e-waste generation fatalities and in turn will benefit
behavior such as speeding, drunk booking traffic violations which need to be only disposed in saving human life and assets
driving, non-usage of helmets and • through authorized e-waste
seatbelts etc. recyclers for proper disposal.
9 Increased Enforcement for violation of • Procurement and • Increase in procurement of • No specific social risk(s)
traffic rules (over-speeding) through operationalization of Automated electronic devices of all types is • Enhanced enforcement will
use of speed management devices (at a speed measuring devices and anticipated which will have benefit in reducing accidents and
maximum of 10 km interval) by Police linked to active speed increased e-waste generation fatalities and in turn will benefit
on NH, SH and Urban Roads. enforcement. which need to be only disposed in saving human life and assets
28
through authorized e-waste
recyclers for proper disposal.
• Environmental benefits may be
accrued by the reduction of
accidents which may involve
spillage of fuels and oils that
contaminate soil and even water
bodies/ groundwater.
D. Theme 4: Post Crash Care
10 States to undertake procurement of • Need assessment of BLS • Procurement of most fuel- • No specific social risk(s)
ambulances (BLS and ALS) to meet the ambulance and ALS Ambulance efficient ambulance models • Filling the gap of BLS and ALS
gap. including their standards and should be preferred (built into ambulances will benefit in
filling the gaps where required. procurement specifications) to saving precious lives of the
reduce emissions accident victims and in turn will
• Disposal of ambulances at the benefit.
end of life needs to be done
through authorized recyclers/
dealers only and as per MoRTH
guidelines.
• All electronic devises in
ambulances to be only disposed
separately through authorized e-
waste recyclers.
11 Ambulances to be GPS tagged (as per • Assessment of current status of • All electronic devises in • No major social risks. Civil
AIS 140 standard), establish Data use of GPS in Government ambulances to be only disposed work for repair and
Center (Command & Control Center) Ambulances and mechanism of separately through authorized e- refurbishment may require
for ambulances and single accident tracking/ guiding them. waste recyclers. following and adhering to
reporting number. • Developing standard operating occupational health and safety
procedures for working of measures.
ambulances with GPS devices.
• Establish a central ambulance
command & control room by
refurbishing existing available
office spaces.
29
• Operationalizing single accident
reporting number in the state
12 Improve response time of ambulances • Conducting study for assessing • If additional electronic devices • No specific social risk(s)
(time to reach crash spot and from crash ambulance response time. are required to improve response • Reduced response time will
spot to medical facility) to 30 minutes • Develop mechanism for time, these electronic devices in benefit in saving lives caused by
reducing the response time for ambulances are to be disposed road accidents.
ambulances to accident site. only through authorized e-waste
• Setting up District Command & recyclers.
Control Center for coordinating
II. ELECTIVE PARAMETERS – ELECTIVE PERFORMANCE INDICATORS
A. Theme 1: Road Engineering
1 Development of pedestrian footpaths • Identify priority corridor on • Construction related • Alternative options to be
along major urban arterial roads. major urban arterial roads based environmental impacts are explored in case additional
on available blackspot/ risk expected. Environmental risk required as no land acquisition
assessment or any other level will depend on scale of and resettlement is allowed
available data. work and the associated civil under the project.
• Development of pedestrian works. Major civil works are • Temporary disturbances to
footpath on the identified excluded from the program. hawkers and vendors
corridor.
2 Development of dedicated lane for two • Based on available blackspot/ • Any civil works associated with • Alternative options to be
wheelers on priority corridor on SH and risk assessment or any other development of dedicated lane explored in case additional
urban roads. available data, identify priority for two wheelers will have required as no land acquisition
corridor on SH and urban roads environmental risks and impacts. and resettlement is allowed
for development of dedicated The risk level will depend on the under the project.
lane for two wheelers. scale of work involved and the
• Design and construction of processes adopted for
dedicated lane for two wheelers management and disposal of any
in the identified priority excavated soil or construction
stretches of SH and urban roads. debris. Major civil works are
excluded from the program.
3 Annual review of speed limits on State • Formulation of Framework to • No specific environmental risks. • No specific social risk(s)
Highways and Urban Roads. review the speed limit in the • Annual review of speed limit
identified priority corridor on will contribute to reducing
SH and urban roads.
30
• Undertaking speed limit review accidents and fatalities and
annually in the identified hence benefit the road users.
priority corridor on SH and
urban roads.
B. Theme 2: Vehicle Safety & Driver Training
4 Design and roll out campaigns for • Designing and undertaking • No specific environmental risks • No specific social risk(s)
appropriate communication with campaigns for appropriate • Enhanced awareness is • Increased awareness due to
consumers on the cost and benefit communication with consumers anticipated to have campaign will help in reducing
implications of safer vehicles. on the cost and benefit environmental benefits as safer accidents and fatalities and
Campaigns to be conducted on social implications of safer vehicles. driving practices and reduced hence benefit the road users
media and at least 2 of the following accidents involve associated
media platforms – TV, Newspaper and environmental risks/impacts.
Radio.
5 Design targeted advocacy campaigns • Designing and undertaking • No specific environmental risks • No specific social risk(s)
for improved road user behavior (speed targeted advocacy campaigns • Enhanced awareness is • Increased awareness due to
management, following traffic rules, for improved road user behavior anticipated to have targeted campaign for behaviour
avoiding drunk driving etc.), such as speed management, environmental benefits as safer change will help in reducing
Campaigns to be conducted on social following traffic rules, avoiding driving practices and reduced accidents and fatalities and
media and at least 2 of the following drunk driving etc. accidents involve associated hence benefit the road users.
media platforms – TV, Newspaper and environmental risks/impacts.
Radio
6 School curriculum to be revised to • Preparation of revised school • No specific environmental risks • No specific social risk(s)
include at least 1 chapter on road safety curriculum for State Boards for • Enhanced awareness in the early • Increased awareness of students
classes 6th to 12th on road safety. school years is anticipated to will benefit in them being aware
• School curriculum in State influence elders in the family and about road safety before they
Boards revised with a chapter on in the community to drive safely become adult, and they will also
Road Safety for classes 6th to and lead to environmental be able to influence behaviour
12th. And issue of notification benefits as safer driving practices change among adults in their
to schools to conduct one road are adopted and reduced homes/ community. This will in
safety workshop as part of extra- accidents implies lowered turn change the societal
curricular activity once every 6 associated environmental behaviour in due course and
months. risks/impacts. have social benefit by reducing
31
accidents caused by road user
behaviour.
C. Theme 3: Enforcement
7 Enforcement agencies to carry out • Design and undertake program • If initiatives such as • No specific social risk(s)
programs to reduce driver fatigue targeted at reducing driver development/ construction of • Reducing driver fatigue will
fatigue. facilities (resting centres) along contribute to reducing accidents
highways to reduce driver and fatalities and hence benefit
fatigue are planned, it will the road users.
involve civil works and
construction which will trigger
environmental risks associated
with construction. Major civil
works are excluded from the
program.
• If the programs are essentially
around awareness generation
among drivers and vehicle
owners, no specific
environmental risks are
anticipated.
8 Deployment of ITS components – • Development and deployment of • Procurement of electronic • No specific social risk(s)
Advanced Traffic Management MoRTH Guidelines on ITS/ devices will ultimately lead to
System10 (ATMS) ATMS systems generation of e-waste. These
• High-risk corridors identified as need to be only disposed through
per the road safety audit/ authorized recyclers to minimize
infrastructure risk rating in SH risks.
network to have ITS / ATMS
systems.
10
ATMS comprises a sub-set of systems within the ITS (Intelligence Transport Systems) with multiple technology elements like Automatic Traffic Counter and Classification
System (ATCC), Weather Monitoring System (Meteorological Station), Emergency Call Box (ECB) System, CCTV (Closed-Circuit Television) Monitoring System,
Supervisory system at control room etc.
32
9 Reduce speed limits to 30 kmph in • States to identify all school • Minor/negligible environmental • No specific social risk(s)
school zones, and in designated public zones in all districts Issuance of impacts are expected due to • Reducing speed limit in school
places involving children of less than guidelines by State highlighting construction of relevant small- zones will have social benefits
10 years of age, and deploy appropriate all aspects that must be scale infrastructure such as by reducing accidents in school
infrastructure and enforcement undertaken to improve road signages and speed bumps. zones.
safety around school zones.
• Annual review and enforcement
of speed limits in school zones.
D. Theme 4: Post Crash Care
10 Undertake First Responder (FR) • Designing curriculum for First • No specific environmental risks • No specific social risk(s)
training during onboarding for all types Responder Training and a • First Responder training will
of police and State Transport detailed training plan along with help awareness and appropriate
Undertaking (STU) personnel with qualifying evaluation test. skills in responding to accidents
yearly review training • Initiating First Responder and in reducing accident
training and issuing certificates fatalities.
to them based on evaluation test.
11 At least 30% women staff operates the • Identify number of staff • No specific environmental risks • No specific social risk(s)
ambulance control rooms required to support ambulance • Implementation of this policy/
command & control rooms in plan will help in better
various districts by the states. understanding of accident
• Preparation and implementing victims involving pregnant
policy/ plan for hiring women women and their immediate
staff to operate the ambulance medical requirements.
control rooms.
12 Implementation of guidelines for • Good Samaritan guidelines • No specific environmental risks • No specific social risk(s)
protecting “Good Samaritans” displayed in all hospitals and • Promoting and implementing
police station to promote more Good Samaritan guideline and
Good Samaritans. further training will help save
• Preparation of training/ precious lives during road
workshop module and accidents and hence have larger
finalization of vendor to provide social benefits.
training.
33
4.3 Indirect and Cumulative Impacts

71. With rapid motorization and the provision of high-speed road infrastructure have serious
implications for the safety of vulnerable road users. Improving road safety in India is vital to the nation’s
health, well-being, and economic growth. However, the rapid motorization also brings its own set of
indirect and cumulative environmental impacts due to increased air and noise pollution, increased use
of electronic devices and components and their ultimate disposal, disposal of used batteries, disposal of
used oils, replaced parts and components and scrapped vehicles. The MoRTH Annual report 2021,
states that there are almost 28 crore vehicles, and 17 crore license records are available in the central
repository (National Registry). This gives an indication of the number of vehicles that travel on Indian
roads. To keep the emission checks in place, the integration of Pollution Under Check (PUC) certificates
are in place. To promote safety in vehicles and influence driver behaviour for road safety initiatives
such as integration of VAHAN database with vehicle location tracking device; integration of speed
limiting device/speed governor and integration of insurance data are in place. The economic losses
associated with a failure to take action are substantial. The impact of vehicle accidents on the
underprivileged is often disproportionate. Pedestrians, cyclists and motorcyclists, usually hailing from
low-and middle-income strata, account for more than 50 percent of the road traffic deaths in India.
These accidents affect people’s livelihood and push them into poverty. Studies show that poor
households go into debt by borrowing money to cope with the additional medical expenses, in addition
to losing income after an accident. This disproportionate impact of road crash mortality and morbidity
on this economically productive segment of the population has a negative impact on productivity and
is likely to significantly depress GDP growth rates.
72. Investing in road safety in India and reducing road crash fatality and injury prevention will
contribute to the accumulation of human capital in India, which in turn will contribute to sustainable
and inclusive economic growth and overall country wealth along with contributing to SDG 3.6 targets.
Scaled-up road safety investment in India will also contribute to the achievement of other sustainable
mobility goals related to improved transport productivity, universal accessibility, climate change
mitigation and adaptation, and reduced local air and noise pollution as well as environmental
contamination due to the accidents.
34
5 ASSESSMENT OF ENVIRONMENTAL AND SOCIAL MANAGEMENT

SYSTEM, CAPACITY AND PERFORMANCE
5.1 Assessment of Existing System
73. As mentioned earlier, the PforR Policy of the Bank requires the proposed Program to operate
within an adequate environmental and social management system that can manage environmental and
social effects (particularly adverse impacts and risks) identified during the ESSA process. This includes:
a. an adequate legal and regulatory framework and institutional setting to guide environmental and
social impact assessment and the management of environmental and social effects, and
b. adequate institutional capacity to effectively implement the requirements of the system including
staffing, resources and process and practices in place
74. This section assesses whether the program’s environmental and social management systems are
consistent with the core principles and key planning elements contained in the PforR Policy and whether
the involved institutions have the requisite capacity to implement the requirements of these systems.
Both elements (e.g., program systems and capacity) are necessary towards ensuring that the
environmental and social effects identified in Section 4 of this document are effectively managed.
Through the analysis, the ESSA team has identified some gaps, which can be addressed through actions
recommended under Section 7 of this report. A detailed analysis of the proposed program with respect
to key elements against the core principles laid out in PforR policy/ESSA guidance is presented in the
Annex V.
75. A program system is constituted by the rules and “arrangements within a program for managing
environmental and social effects11, “including institutional, organizational, and procedural
considerations that are relevant to environmental and social management12” and that provide “authority”
to those institutions involved in the program “to achieve environmental and social objectives against
the range of environmental and social impacts that may be associated with the Program13.” This
includes existing laws, policies, rules, regulations, procedures, and implementing guidelines, etc. that
are applicable to the program or the management of its environmental and social effects. It also includes
inter-agency coordination arrangements if there are shared implementation responsibilities in practice14.
76. Program capacity is the “organizational capacity” of the institutions authorized to undertake
environmental and social management actions to achieve effectively “environmental and social
objectives against the range of environmental and social impacts that may be associated with the
Program.” This ESSA has examined the adequacy of such capacity by considering, among other things,
the following factors:
a. Adequacy of human resources (including in terms of training and experience), budget, and other
implementation resources allocated to the institutions;
b. Adequacy of institutional organization and the division of labor among institutions;
c. Effectiveness of inter-agency coordination arrangements where multiple agencies or jurisdictions
are involved; and
11
Drawn from Program-for-Results Financing: Interim Guidance Notes on Staff Assessments, “Chapter Four:
Environmental and Social Systems Assessment Interim Guidance Note,” Page 77, paragraph 1
12
Ibid, page 82, paragraph 12
13
Ibid., Page 77, paragraph 2, and page 82 paragraph 12.
14
Based “Chapter Four: Environmental and Social Systems Assessment Interim Guidance Note,” Program-for-
Results Financing: Interim Guidance Notes on Staff Assessments
35
d. The degree to which the institutions can demonstrate prior experience in effectively managing
environmental and social effects in the context in projects or programs of similar type and
magnitude.
5.2 Key Program Implementing Agencies
77. The Government constituted a committee in the year 2005 to deliberate and make
recommendations on creation of a dedicated body on road safety and traffic management. Based on the
recommendations of Sunder Committee, the Union Cabinet approved National Road Safety Policy in
2010. The National Road Safety Policy outlines the policy initiatives to be framed/taken by the
Government at all levels to improve the road safety activities in the country. Government of India,
through this National Road Safety Policy, states its commitment to bring about a significant reduction
in mortality and morbidity resulting from road accidents. In order to achieve a significant improvement
in road safety, the Government of India is committed to: Establish a Road safety Information Database;
Ensure safer road infrastructure; Safer vehicles; Safer drivers; Ensure safer road infrastructure; Safety
of vulnerable road users; Road traffic safety education and training; Enforcement of safety laws;
Emergency medical services for road accidents; HRD & Research for road safety; and Strengthening
enabling legal and institutional and financial environment for road safety.
78. For the implementation strategy, the Government has decided to establish a dedicated agency
viz. a National Road Safety Board (NRSB) to oversee the issues related to road safety and evolve
effective strategies for implementation of the Road Safety Policy. The Government has also decided to
establish a National Road Safety Fund to finance road activities through the allocation of a certain
percentage of the cess on gasoline and diesel.
A. At National Level
79. MoRTH will be the apex body at Central level, with a Central Steering Committee (CSC)
chaired by Secretary, MoRTH, comprising representatives from stakeholder ministries and departments
such as MHA, Ministry of Housing and Urban Affairs (MoHUA), and MoHFW. CSC will be supported
by a Central Project Management Unit (CPMU), headed by Additional or Joint Secretary, MoRTH and
will be responsible for day-to-day monitoring the progress of various road safety interventions being
undertaken by the states, and managing interim outcomes of the same and ascertaining whether they
align with the targets under proposed performance indicators. CPMU team will be further supported by
staff with expertise in technical, procurement, fiduciary, and safeguard issues. Central PMU will also
be supported by PMC for project coordination with the Participating States. CSC at any time during the
duration of program, may revise the KPIs, scheme guidelines and verification protocols based on the
priorities of the government or effectiveness of the program, in mutual agreement with WB.
B. At State Level
80. At the State-level, program implementation and oversight shall be led by a State Road Safety
Lead Agency (SRSLA) chaired by the Secretary of either Transport or Home Department of the State
and a member Secretary at the level of Joint Secretary appointed by the State Government. The SRSLA
will also have representatives from the respective departments of Transport, Home, Public Works or
Roads and Building, Health, Urban Development, and Education. Under the SSPSRS a state may
nominate an existing agency or authority or department as the SRSLA, if the broad institutional
structure and management functions can be met as proposed under the Government program. The
SRSLA will coordinate with the existing District Road Safety Committees (DRSC) as needed for the
implementation of the program. The broad management functions of the SRSLA, expected to meet at
least quarterly, include: (i) providing policy advice and guidance for the effective implementation of
the SSPSRS; (ii) ensuring and promoting coordination and collaboration across involved government
stakeholders and levels; (iii) approving work programs, budgets, and program implementation reports;
(iii) monitoring program implementation and results and address any issue related to program
implementation and achieving its results; (iv) ensuring adequate transparency of program
36
implementation i.e. publishing work program and budget, program implementation reports, program
results and (v) ensuring private sector and civil society stakeholders engagement.
37
5.2.1 Existing Institutional Arrangement and Performance in Participating States

81. The Table below presents the existing institutional arrangement in each of the participating states and how they function, their performance and capacity.
Table (5.1A): Institutional Assessment at State Level
Uttar Pradesh Andhra Pradesh Telangana
Lead Agency Transport Department Transport Department Transport Department
Institutional Arrangement for • State Road Safety Council formed under • State Road Safety Council formed under • State Road Safety Council was set up in
Road Safety Chairmanship of CM-UP. the chairmanship of the CM with Chief 2015
Secretary and Secretaries and HODs of • Members from Transport, Police,
• State High Powered Empowered
line departments and NGOs as members. PWD/R&B, Health, Education
Committee under Chairmanship of Chief
• Committee headed by Chief Secretary to Department
Secretary with Principal Secretaries of
approve projects and sanction funds for • Road safety policy and Road safety
Home, Transport, Medical, Finance,
various activities under AP Road Safety action plan were formulated and adopted
Planning, PWD, Law, Urban
Fund. 2015
Development, Basic Education
• Road Safety Cell in office of Transport • A Lead Agency with members from
Department, and DGP, Director Traffic &
Commissioner, Vijayawada Transport, Police, PWD/R&B, Health,
Transport Commissioner as Member
Secretary. • Proposal in government to create a lead Education Department and Other
agency to supervise the activities of all Departments was set up for improving
• Road Safety Cell was established as a stakeholder departments at the state and Road Safety.
secretariat of the State Road Safety district level. • Annual calendar for the purpose of
Council and State High Powered identification and rectification of Black
Committee is at Transport Commissioner Spots was prepared by R&B dept.
Office, Lucknow. National Highways have identified 25
black spots, NHAI have identified 44
• Road Safety cell is headed by Transport
Black spots
Commissioner and along with other
officials have 4 Officer on Special Duty
(OSD) from Health, Police, PWD, and
Education Department and 02
departmental OSDs working in the Road
Safety Cell.
• Under Chairmanship of Divisional
Commissioner, Regional Road Safety
Committees are there at Division level (18
Division). And each district has the
38

District Road Safety Committee under
the Chairmanship of District Magistrate
which meets once every quarter.
• Dedicated Road Safety Division in PWD
headed by Executive Engineer has been
established at PWD headquarter for
ensuring road safety provisions in road
proposals and monitoring
implementation.
Adequacy of staffs • While the PWD has the Environmental • The PWD has built the Environmental The PWD has built the Environmental and
designated and responsible and Social expert as part of the ongoing and Social expertise in its officers by Social expertise in its officers by
for Environmental and social World Bank supported road project in UP, implementing recently concluded Bank implementing recently concluded Bank
aspects in the participating there are no specifically designated assisted State Highways project. There assisted State Highways project. There are no
departments especially in persons for environmental and social are no specifically designated persons for specifically designated persons for
Lead Department, and PWD aspects in any of the participating environmental and social aspects in any environmental and social aspects in any of the
departments. of the participating departments. participating departments.
Adequacy of skills and • While there are sectoral skills dealing • There are sectoral skills dealing with road • There are sectoral skills dealing with road
training for E&S aspects with road engineering, enforcement, engineering, enforcement, medical engineering, enforcement, medical
especially to the E&S medical response, bio-medical waste response, bio-medical waste management response, bio-medical waste
designated officials management, and communication do • However, awareness or knowledge on management
exist with the participating departments, E&S aspects is limited. • However, awareness or knowledge on
there are limited awareness and • No specific training plans in place. E&S aspects is limited.
knowledge about addressing both • No specific training plans in place.
environmental and social risks within the
Road safety cell or collectively in the
participating departments.
Mechanism for interagency • The Road safety cell and placement of • The Road safety cell under transport The Road safety cell under transport
collaboration for delivery of OSDs from various department does department and coordination with other department and coordination with other
services or for managing provide good opportunity for managing department does provide good department does provide good opportunity for
E&S effects under road E&S aspects in collective manner, opportunity for managing E&S aspects in managing E&S aspects in collective manner,
safety program however, it requires further strengthening collective manner, however, it requires however, it requires further strengthening to
to be more effective. further strengthening to be more effective
39

as well by District Collector at the district be more effective as well by District Collector
level. at the district level.
Key Gaps Identified • The key gaps include (a) No designated • No designated personnel to address E&S • No designated personnel to address E&S
staff responsible for implementing the aspects aspects
E&S activities in Road Safety cell or in • No training plans or training calendars in • No structured training plans or training
the participating departments for the place calendars in place
overall road safety program; (b) No • No systematic monitoring of E&S • No systematic monitoring of E&S
mechanism of training and orientation of aspects. aspects.
field staffs of the participating department
on E&S aspects; (c) No system of
monitoring or reporting on E&S aspects.
Potential Measures for • The key measures for addressing the gaps • The key measures for addressing the gaps • The key measures for addressing the gaps
plugging the gap identified will include (a) Placement of or co- will include (a) Placement of or co- will include (a) Placement of or co-
designating Environmental expert and designating Environmental expert and designating Environmental expert and
Social Expert in Road Safety Cell for Social Expert in Road Safety Cell for Social Expert in Road Safety Cell for
screening, mitigation and monitoring; (b) screening, mitigation and monitoring; (b) screening, mitigation, and monitoring;
Mechanism of training and orientation of Mechanism of training and orientation of (b) Mechanism of training and
field staffs on E&S aspects especially for field staffs on E&S aspects especially for orientation of field staffs on E&S aspects
PWD by having a training module on PWD by having a training module on especially for PWD by having a training
E&S aspects and a training calendar E&S aspects and a training calendar module on E&S aspects and a training
accordingly. accordingly. calendar accordingly.
Table (5.1B): Institutional Assessment at State Level
Gujarat Tamil Nadu West Bengal Odisha

Lead Agency Gujarat Road Safety Authority Transport Department Transport Department Transport Department
Institutional Arrangement for • Gujarat Road Safety Authority • State Road Safety Council is • Road Safety Policy – 2016 • Road Safety Council is established
Road Safety (GujROSA) is the lead agency the senior most institution on • Road Safety Council is • Headed by Transport Minister
with Minister of Transport as Road Safety in the State. The established
the Chairman, Secretary Minister for Transport is a • Headed by Chairman – Chief
Transport is the Vice Chairman chairman of this council with Secretary
along with Secretaries from 20 members. It meets once in
40

Home Department, Health and three months. The Transport • Member secretary – Principal
Family Welfare, Education, Commissioner is the Member Secretary Transport
Roads and Building Dept, DG Secretary of the Road Safety • Other members: IGP, DGP
Police, MD Gujarat State Road Council. Police; CP – Kolkata, Bidhan
Transport Corporation • The Road Safety Cell is the Nagar, Barrackpore, Howrah,
(GSRTC), Chief Engineer Lead Agency as per Durgapur and Siliguri; CE –
NHAI, Municipal instructions by Supreme Court NHAI; Health and Welfare;
Commissioner Ahmadabad Committee headed by Joint Secretary transport and other
Municipal Corporation, Transport Commissioner relevant departments.
Chairman Western India (Road Safety) of the Transport • District Road Safety Committee
Automobile Association, and Department. It has senior • Headed by District Magistrate
Transport Commissioner and officials as members from • Member Secretary – Regional
being the members of the Police Department, Education Transport Officer
group. The Chief Enforcement Department, Medical • Members: DCP Traffic, SP;
officer is the Member Education, Highways Executive Engineer PWD,
Secretary of GujROSA. The Research Station from UDD; CMO Health; Sub-
Chief Road Safety Highways, and Institute of divisional Officers and DI of
Commissioner is the CEO of Road Transport. Schools.
the Authority. • District Road Safety
• The Executive Committee of Committee under the to
the Authority is headed by the chairmanship of District
Secretary Transport Collector, and Superintendent
Department as Chairman and of Police as the member
the Transport Commissioner as Secretary, review road safety
Vice Chairman. It has measures on monthly basis.
members from Health,
Education, Police, Road and
Bridges, National Highway
and Ahmadabad Municipal
Corporation.
• The State Road Safety Council
• District and City Road Safety
Committee
41

Adequacy of staffs • No staff are allocated for E&S • The PWD has built the • No staff are allocated for E&S • No staff are allocated for E&S
designated and responsible aspects Environmental and Social aspects aspects
for Environmental and social expertise in its officers by • Training on vehicle emission
aspects in the participating implementing recently management/fuel efficiency and
departments especially in concluded Bank assisted State other emission related issues are
Lead Department, and PWD Highways project. There are being conducted frequently by
no specifically designated various institutions like Centre for
persons for environmental and Science and Environment, ESCIH
social aspects in any of the Hyderabad & ARAI Pune etc.
participating departments. • Selected officials from the
organization are attending these
trainings.
Adequacy of skills and • Limited awareness or • There are sectoral skills • Limited awareness or knowledge • Limited awareness or knowledge
training for E&S aspects knowledge on E&S aspects. dealing with road engineering, on E&S aspects. on E&S aspects
especially to the E&S • Staff Training College carries enforcement, medical • • Training on identification and
designated officials out training for field staff. response, bio-medical waste management of E&S risks needs to
management be built in.
• However, awareness or
knowledge on E&S aspects is
limited.
• No specific training plans in
place.
Mechanism for interagency • Commissioner Transport is • The Road safety cell under • Lead agency coordinates with all • Lead agency coordinates with all
collaboration for delivery of member of State Road Safety transport department and other related departments for other related departments for
services or for managing Council, Executive Committee placement of OSDs from other various road safety activities. various road safety activities. The
E&S effects under road of Road Safety, Member of department does provide good The concerned officers concerned officers coordinate with
safety program Traffic Management opportunity for managing E&S coordinate with the respective the respective departments
Committee, therefore aspects in collective manner, departments regarding various regarding various road safety
coordination with other however, it requires further road safety related programs / related programs / issues.
departments is seamless. strengthening to be more issues.
effective as well by District
Collector at the district level.
42

Key Gap Identified • Limited awareness or • No designated personnel to • Need to build greater awareness • Need to build greater awareness on
knowledge on E&S aspects. address E&S aspects on E&S aspects E&S aspects
• No training plans or training
calendars in place
• No systematic monitoring of
E&S aspects.
Potential Measures for Measures to address gaps include: • The key measures for • Allocation of dedicated • Allocation of dedicated personnel
plugging the gap identified • Allocation of dedicated addressing the gaps will personnel (environment and (environment and social expert) or
personnel (environment and include (a) Placement of or co- social expert) or at least officials at least officials given additional
social expert) or at least designating Environmental given additional responsibility to responsibility to look into E&S
officials given additional expert and Social Expert in look into E&S aspects aspects
responsibility to look into E&S Road Safety Cell for screening, • Training modules to include • Training modules to include E&S
aspects mitigation and monitoring; (b) E&S aspects and develop a aspects and develop a training
• Training modules to include Mechanism of training and training calendar accordingly, calendar accordingly, particularly
E&S aspects and develop a orientation of field staffs on particularly for relevant PWD for relevant PWD staff.
training calendar accordingly, E&S aspects especially for staff.
particularly for PWD/R&B PWD by having a training
staff. module on E&S aspects and a
training calendar accordingly.
43
5.3 Summary of Institutional Capacity and Gaps Identified

5.3.1 Institutional Capacity Environment
82. This section is an analysis of the roles, proposed activities, identification or environmental risks,
existing capacities, resources required and training needs for enhanced awareness on environmental
aspects for the proposed program. This analysis is based on the available existing data, supported by
the compilation and collation of information received from the state departments as on date when this
report is prepared.
Transport Department:
83. Activities involving civil works: Among the activities proposed for financing under the
proposed program, it was learnt that driver training and automated testing centres and automated vehicle
fitness centres will be set up. These will involve land acquisition and construction of new buildings in
some districts. The departments shall ensure that state government regulations will be met for
landscaping, building construction and management of air pollution. The Gujarat transport department
feels that no civil works will be required/panned under this program. With respect to assessment and
mitigation environmental risks, Gujarat feels that the activities of the transport department do not pose
any risk to environment. With regard to black spot identification and rectification, the departments
outlined that they would coordinate with other departments. The transport departments in the states do
not anticipate any major civil works to be involved. It may be noted that no major civil works will be
financed under this PforR program.
84. Inspection: Measures taken by states regarding frequency of inspection of public transports and
trucks and other commercial vehicles to identify fitness have been taken as per MV Act. In Gujarat,
there is a system of frequent inspection of public transports and trucks and other commercial vehicles
to identify fitness issues that may cause accidents. Inspections are carried out as follows: (i) 24x7
checking at 58 checkpoints across the state (ii) special checking at weekends for road safety and (iii)
special checking for busses. In Odisha, all the commercial vehicles are required to get fitness test within
a period of 2 years for new vehicles and within one year for old vehicles.
85. Enforcement: With regard to the mechanism for linking driving license renewal based on traffic
violations, Gujarat has made a detailed proposal which are under consideration by the State
Government. Odisha has outlined that a ‘Command and Control Centre’ is under construction at
Bhubaneswar. The department also outlined that e-devices for issuing Vehicle Checking Report (VCR)
will be one of the proposed activities. The departments are keen to have greater enforcement of traffic
rules and roll out targeted campaigns for safer vehicles and driving behaviour to influence greater
awareness on road safety. These campaigns would include social media, TV, radio and newspapers.
Apart from this, the enforcement officials of Transport Departments regularly conduct the fitness check
of vehicles along with other violations checking. Mechanism for linking driving license renewal based
on traffic violations is also in place and steps have been taken to integrate the SARATHI and e-challan
so that strict action can be taken for the repeated offenders. In Telangana, systems to regulate work
hours especially for commercial vehicle drivers is done at border check posts for vehicles such as lorries
and buses and cases booked in instances where second driver is not available particularly with respect
of National Permit vehicles. Pollution Under Control (PUC) certificates are issued by licensing agencies
and these agencies are required to calibrate their equipment annually. In some of the states, enforcement
officials are trained to identify and penalize for pollution, over speeding, drunken driving which result
in heavy penalties. It was learnt that in Andhra Pradesh there are over 400 breath analyzers and 2 speed
guns per district to ensure enforcement. However, in Telangana, executive staff of the department are
involved for this assessment.
86. Staffing for E&S management: Because of the low direct environmental risks and impacts from
the tasks of transport departments, most state transport departments do not have dedicated staff for this
44
role. Similarly, in most states there are no dedicated resources (financial and manpower) that are
allocated for environment and social risk assessment.
87. Coordination with other departments: The lead agencies for road safety in the states facilitate
and coordinate with all other stakeholder departments for issues related to road safety. As per the
direction of the Supreme Court Committee on Road Safety, officers from PWD, Health, Police and
School and Mass Education department are deputed for Road Safety. Gujarat has outlined that since
Commissioner of Transport is member of State Road Safety Council and is also on the Executive
Committee of Road Safety and a member of Traffic Management Committee, the coordination with
other departments is seamless. For instance, in Odisha, the departmental DMP for the Commerce and
Transport Department is being prepared and shared with the Odisha State Disaster Management
Authority (OSDMA) and Road safety is also a part of this. In Andhra Pradesh, the department
coordinates with district disaster/emergency management unit through district road safety committees
headed by the senior most MP in each district.
88. Unique state environmental policies: The departments have clarified that there are no unique
environment/social policies in the state which are relevant to the program. The departments follow the
national legislative framework and policies and the state legislative framework is in line with national
frameworks and there are no unique policies at the state level apart from the policies to scrap old
vehicles.
89. Disposal of old/severely damaged vehicles: Each state also has their own policy for old vehicle
scrapping and new vehicle procurement. For example, in Andhra Pradesh, as part of the electric mobility
policy of AP, there are incentives to purchase electric vehicles by exempting them from paying the
Motor Vehicle Tax. The department also ensures that government vehicles that are old are not kept
operational. The department is also the registering authority for “Registered Vehicle Scrapping Facility
(RVSF)” as per the Motor Vehicle Act. In this line, the department also incentivizes the purchase of
new vehicles against submission of certificates of scrapping old vehicles.
90. Vendor compliance with environmental legislation: Regarding the policy to consider the
environmental compliance/performance of potential vendors before awarding contracts, the Andhra
Pradesh transport department confirmed that environmental clearances are of the necessary conditions
for award to contracts to vendors.
91. Disposal of e-waste: Disposal of e-waste is done through applicable norms in most states. All
states do not always invite only authorized bidders to auctions. The list of Dismantlers/Recyclers as per
the authorization issued by SPCBs/PCCs under E-Waste (Management) Rules, 2016 (As on 06-12-
2021) is presented in the footnote15: The links to the applicable rules for e-waste disposal are presented
in Annex 6.
92. Training needs and calendars: With respect to training needs assessment and training imparted
to staff, it was learnt that in states like Odisha, training is imparted frequently on vehicle emission
management/fuel efficiency and other emission related issues by various institutions like Centre for
Science and Environment, ESCIH Hyderabad & ARAI Pune where selected relevant officials
participate in these trainings. It is also learnt that as part of the advocacy and refresher courses, road
user behaviour and training of drivers with repeat traffic offences is proposed to be conducted. Some
states are proposing to have first responder training for police, State Transport undertaking and other
personnel with yearly review and also Implementation of guidelines for protecting “Good Samaritans”.
93. In summary, it is assessed that the transport departments in the states are cognizant of the key
roles they play regarding road safety and will be expected to take the leading role under this proposed
PforR. It is felt that the there is scope to enhance the awareness and manpower capacity in the
departments related to issues to mitigate environment related issues. This may be achieved relatively
15
https://cpcb.nic.in/uploads/Projects/E-Waste/List_of_E-waste_Recycler.pdf
45
easily by allocating dedicated financial resources for this purpose and plan targeted training for
relevant officials. Some senior officers may be given additional responsibility to look into the
environmental issues and ensure these are addressed through the support of other junior staff assigned.
PWD/R&B Departments:
94. Activities involving civil works: Activities planned by the PWD/R&B departments in the states
are in line with the mandatory and elective parameters under the proposed PforR and include black
spots rectification and speed control that may involve civil works for safety improvements at sharp
curves, junctions and narrow culverts and bridges. However, it is noted that in Andhra Pradesh the
proposed activities are essentially retrofitting road safety improvement works for which construction of
new buildings will not be required. In Telangana, some of the permanent measures will involve civil
works and minor land acquisition if any may also be involved which will be taken up by the Revenue
department based on the requisition made by R&B department. Forest permissions will also be obtained
if the road is passing through the Forest area. In Andhra Pradesh, other activities will include road safety
improvement in 17 District Demo Corridors of SH (1,000 kms) as per DPRs (Road safety audit done
using Road Safety Funds). The development of dedicated lane for 2-wheeler on SH and urban road
network will involve construction of 2-wheeler track. The activities will need to involve civil works
and the associated environmental risks and impacts will be addressed and managed as per the applicable
existing national and state legislations such as Construction & Demolition Waste Management Rules,
2016 which seeks to effectively tackle the issues of pollution and waste generation and management
arising from construction and demolition. In Gujarat, the proposed activities are similar to the other
states where activities involve small scale infrastructure works – particularly for black-spot
rectification, the associated approvals will be undertaken. Scale of civil works and the extent of
excavation involved is calculated prior to initiating construction activities and proper disposal of
construction debris and other wastes are managed as per applicable Environmental Acts. To track air
pollution, measures such as afforestation, frequent monitoring of air quality and mitigation measures
are being implemented by the departments. In Odisha, in the event of felling of trees required for civil
works, twice of the number of trees are planted to compensate the felling. To avoid accidents due to
light from oncoming vehicles, it is learnt Odisha plants bushed along the dividers. Such practices may
be replicated in other states. For activities like the involvement of tree cutting, application for necessary
permission is submitted online to Forest department by the concerned divisional office and relevant
approvals are obtained. To avoid accidents due to collision with wildlife, if roads are expected to pass
through reserve forests, proper fencing is installed for wildlife and signages are installed for drivers as
per Wild Life Protection Act. Development of dedicated wildlife crossings have not been reported from
the states. The department also maximizes mechanized/ automated construction to reduce exposure of
workers.
95. Prior experience on World Bank other MDBs and E&S staffing: Andhra Pradesh has completed
the APSHP, APERP and APSRP projects which had an Environmental Officer and an Environmental
Engineer for externally aided projects. The ongoing VCICDP project have an Environmental Safeguard
Expert looking after the Social and Environmental aspects of ongoing Projects. Telangana has also
worked with the World Bank on the “Andhra Pradesh & Telangana Road Sector Project”. Similarly,
the completed Gujarat State Highway Project I and the ongoing GSHP II projects have E&S experts as
part of the PMU. In Uttar Predesh, completed projects include the ADB Phase 1 project. Ongoing
projects include the World Bank funded UPCRNDP where staff include CE (EAP), PD SRP II, SE (P)
and SE (IDS). In Andhra Pradesh, for the environmental/social risk assessment for externally aided
projects, guidelines of the funding agency are followed. Apart from National level legislations Andhra
Pradesh Water, Land and Trees Act 2002 and other legislations are complied with. In Andhra Pradesh
and in Telangana, Initial Environmental Examination (IEE) report are prepared for each project and
follow the requirements as per IEE report guidelines. The current practices in the department to assess
and mitigate environmental risks include project specific EMP/IEE being prepared and followed. It is
noted that these experts are allocated specifically for each project and their contracts are linked to the
46
project duration only. No real long-term institutional capacity is built on E&S aspects and this aspect is
required to be considered for the state departments for all projects and not just for externally aided
projects.
96. Staff for E&S management: In Andhra Pradesh currently one AEE and one LA and R&R
specialist are designated for ongoing projects. In addition, consultants are engaged on need basis. In
Odisha, one consultant has been engaged to support this function. No specific staff is assigned for this
role in Gujarat. In Uttar Pradesh, while the PWD has the Environmental and Social expert as part of the
ongoing World Bank supported road project in UP, there are no specifically designated persons for
environmental and social aspects in any of the participating departments. In most states, the financial
resources and manpower allocated are also project and need based.
97. Inspection: State departments have a system of frequent inspection of stretches of highways to
identify dangerous potholes/road damage/black spots that may cause accidents. Other departments such
as police also report such black spots to the departments so that necessary action is taken. Some State
departments also assess the rainwater drainage systems before every monsoon to prevent water logging.
In Odisha, there is a continuous endeavor to provide RCC cover over drains to reduce risk to
communities and rainwater harvesting systems are constructed along highways to facilitate ground
water recharge. In Gujarat, Field engineers visit sites and based on site visits and assessments, if
environmental clearances are required applications are made to the Ministry of Forest and Environment.
In Uttar Pradesh, inspection is done frequently by field staff and during construction, excavated
materials are disposed properly.
98. Disposal of e-waste: No specific systems are being followed in many states, and disposal is
based on auction. In Gujarat, these are disposed through empaneled agencies registered by Pollution
Control Board. Recommendations for proper procedures and considerations for the disposal of
electronic devices have been outlined in the relevant section of this report. The links to the applicable
rules for e-waste disposal are presented in Annex 6.
99. Disposal of old/severely damaged vehicles: Similarly, the disposal of vehicles at the end of life
is through the auction process without sufficient oversight on the systems used by the winning bidder
for final disposal of these old/scrapped vehicles. It is relevant to note that the MoRTH has drafted
Guidelines for vehicle scrapping16 and guidelines on provisions for end-of-life vehicles17 are also in
place. MoRTH has also issued circulars on vehicle scrapping policy18. Therefore, it may be noted for
this department in all the states as well as other departments in the states that require to dispose vehicles,
need to follow the MoRTH guidelines and policies for scrapping vehicles and take measures as required
in these guidelines.
100. Vendor compliance with environmental legislation: In Andhra Pradesh, environmental
compliance by vendor is compulsory as per Contract. In case of non-compliance, the contractor’s
payment is linked with compliance. In Gujarat, for asphalt work involved, at the time of bidding, the
contractor has to produce plant fitness certificate and environmental clearance certificate issued from
Pollution Control Board. This aspect is not currently considered by some of the other states, and it is
16
https://morth.nic.in/sites/default/files/circulars_document/Draft%20Guidelines%20for%20Vehicle%20Scrappin
g%20%281%29.pdf
17
https://morth.nic.in/sites/default/files/ASI/AIS-
129%20Provision%20for%20end%20of%20life%20vehicles.pdf
18
https://morth.nic.in/sites/default/files/circulars_document/GSR%20653(E)%20regarding%20the%20Motor%20
Vehicles%20(Registration%20and%20Functions%20of%20Vehicle%20Scrapping%20Facility)%20Rules,%202
021.pdf
47
highly recommended that vendor compliance with applicable environmental legislation is made a
mandatory criterion to be eligible for award of contracts.
101. Coordination with other departments: With regard to assessment of the existing mechanism of
coordination with other departments, it is learnt that in Odisha, lead agency coordinates with all the
relevant departments for all road safety activities. In Andhra Pradesh, the department coordinates at the
state level through regular meetings headed by Principal Secretary and at the district level there is
regular coordination meetings headed by the District Collectors with line departments. Similarly,
regarding coordination with district disaster/emergency management unit, district level coordination
meetings are held headed by the District Collector. In Telangana, instructions are issued through
Transport and the Police departments for coordinating with district disaster management unit. The
process in Gujarat is slightly different as concerned departments are informed and coordination is
carried out via e-mail, letter, and telephone and in person communication.
102. Training needs and calendars: In terms of training needs and plans with respect to
environmental and social aspects, no specific plans are in place in most of the participating states, and
this is done on need basis and in some states, consultants have been engaged and as part of knowledge
sharing with the department engineers and workshops are conducted. In Gujarat, Staff Training College
carries out training for field staff.
103. In summary, it is assessed that the PWD/R&B department plays a critical role in road safety
as it responsible for the black rectification including repair and maintenance of roads. The role and
activities of this department also involve works at sites which often involve small to moderate civil
works which can in turn have adverse impacts on the environment. The scale of environment impacts
will depend on scale of works involved and the associated environmental risks need to be identified
beforehand by using a screening checklist so that planning for mitigation is in place. Since the large-
scale investments are excluded under this PforR financing, the E&S impacts under this program are
low to moderate. There is a room to enhance the awareness and manpower capacity in the departments
to identify environment related issues proactively and take adequate and timely mitigative measures.
This may be achieved relatively easily by allocating dedicated manpower and financial resources for
this purpose and plan for targeted training for relevant officials. Some senior officers may be given
additional responsibility to look into the environmental issues and ensure these are addressed through
the support of other junior staff assigned.
Health Department
104. Activities involved/proposed: The Heath department of Andhra Pradesh has outlined that one
of the main activities to be implemented under the proposed program is the 108 emergency response
services. Along similar lines, Gujarat has indicated its intent for Procurement of Ambulance (BLS and
ALS) which are to be GPS tagged and to establish single accident reporting number. The state
department also intends to establish a data centre for ambulances. Currently, the department has
established Centralized Control and Command Center in Ahmedabad for 108 Ambulances, however, if
any further expansion will be planned under this PforR, then the department will intimate the Bank and
is expected to follow the government norms for construction to minimize E&S risks.
105. Prior experience on World Bank other MDBs: The health department in Andhra Pradesh has
prior experience of working on externally aided projects such as the Andhra Pradesh Health System
Strengthening Project (APHSSP) where there is a ESMF Consultant from Technical Support Unit
(TSU) of APHSSP. Health department of Uttar Pradesh has also worked with the World Bank under
Uttar Pradesh Health System Strengthening Project. It is learnt that the health department in Gujarat
has taken some proactive good practices such as procurement of energy efficient appliances, use of
solar energy where feasible and segregation of different types of wastes.
106. Enforcement: With regard to the current practices in the department to assess and mitigate
environmental risks, Uttar Pradesh is following Biomedical waste management 2016 rules for the
disposal of bio-medical wastes. The medical wastes are disposed through Common Biomedical Waste
48
Treatment Facilities. Along similar lines, Gujarat follows the state bio-medical waste guidelines19. In
Andhra Pradesh under APHSSP to improve the quality of health care in the state, bio-medical waste
segregation and management, infection control measures are also factored in. As part of Andhra Pradesh
Health Systems Strengthening Project (APHSSP), a comprehensive baseline report on Environmental
and Social Management Framework was prepared and published in January 2020 by the department.
Quarterly assessments of health facilities are carried out with the assistance of questionnaires to assess
adherence to environmental and social safeguards measures. Over time, it has been observed that there
is an improvement in compliance with respect to environmental and social safeguards in health
facilities. In addition to this, Quality Consultants at the State and District are responsible for
environmental and social safeguards as in ensuring biomedical waste management, proper wastewater
treatment in health facilities etc.
107. Disposal of e-waste: There is no specific system in Uttar Pradesh for the disposal of electronic
devices. E-waste management in Gujarat is carried out as per the guidelines. Disposal of e-waste from
the health department is not systematic in most states and this aspect needs to follow the relevant
government guidelines.
108. Disposal of old/severely damaged vehicles: For the disposal of old vehicles like ambulances in
Gujarat, based on the results of Vehicle Inspection Report, old ambulances are sold to scrap dealers.
Similar systems are practiced in Uttar Pradesh. It has been highlighted in the ESSA under the sections
for the assessment of other departments like Transport and PWD, disposal of old vehicles including
ambulances needs to be done as per the guidelines outlined by MoRTH. The health department is also
obligated to follow the MoRTH guidelines in this regard.
109. Vendor compliance with environmental legislation: In Uttar Pradesh, it is mandatory for
vendors to have environmental compliance certificates and the Uttar Pradesh Pollution Control Board
has a provision of penalizing the service provider in cases of non-compliance. In Andhra Pradesh, the
contractual terms take care of the compliance of vendors with respect to environmental aspects.
Currently, in Gujarat, the department does not check environmental compliance/performance of
potential vendors before awarding contracts. However, the department will consider the necessary
checks for vendors related to this program.
110. Coordination with other departments: With respect to integration of local accident data with
police, the system currently in place in Andhra Pradesh is ‘Offline’ reporting of accident cases to Police.
To facilitate a centralized database of accidents, it is recommended to transit from the ‘offline reporting
system’ to an online process for enhanced speed of reporting as well as reduced response time for
accidents. The coordination with other departments such as Transport, PWD and Police to undertake
initiatives to enhance health sector response including for accident-related trauma cases, it is learnt that
program activities are initiated only after due approval/instructions/guidance is received from the
District/ State level authorities of the Andhra Pradesh health department. In Gujarat, although the
current system coordination via e-mail, letter, and telephone; the iRAD software is under preparation
where all concerned departments will get information and details of road accidents to further facilitate
coordination with regards to necessary actions to be taken. In Gujarat, local accident cases are registered
under Medico Legal Case (MLC) in the hospital and the details of the case registered is informed to
local Police. Similarly, coordination with the district disaster/emergency management unit is done based
on instructions/directives from the due authorities from State/District in Andhra Pradesh. In Gujarat, at
District Level, Chief District Medical Officer is a member of District Disaster Management Committee
to coordinate activities within district disaster/emergency management unit.
111. Staff for E&S management: In Uttar Pradesh, one officer is designated as ‘Biomedical Waste
Management Nodal Officer’ at the Directorate of Medical & Health Services whereas in Andhra
Pradesh consultants are engaged. In Gujarat, the state department has deployed personnel from
19
http://www.iapsmgc.org/userfiles/1GPCB-BIOMEDICAL_WASTE_MANAGEMENT_GUIDELINES.pdf
49
Environment and Health Cell and a state task force is formulated to monitor activities under the
Environment and Health Cell. This task force is headed by Commissioner of Health. State Nodal officer
is appointed and at each district level and District Nodal Officers are appointed to address environment
and climate change issues in the Health Cell. The health department in Gujarat is open to consider
deploying a consultant to assess E&S issues. In terms of resources allocated for E&S aspects,
112. Training needs and calendars: On the aspect of training needs assessment and training imparted
on environment and social aspects, in Uttar Pradesh, the current system is need-based random trainings
and no planned calendar have been made. In Andhra Pradesh, under APHSSP, the state and district
officials and quality teams have been trained and sensitized on environmental and social safeguards.
The capacity building programs were conducted online and during the session, findings from the
quarterly survey on Environmental and Social Safeguards were also disseminated. For capacity building
programs on bio-medical waste segregation and management, trainings are conducted on a regular basis
through the health department. Gujarat has dedicated resources allocated for conducting capacity
building and training, IEC activities and Acute Respiratory Infections (ARI) surveillance in the for
matters related to environment. In this regard, the department has identified 11 hospitals as sites for
ARI surveillance and monitoring. The district nodal officer, medical officers and paramedical staffs are
being given regular training in Gujarat, under National Program for Environment, Climate Change and
human health.
113. From the environmental perspective, the most important aspect is the segregation, handling
and disposal of bio-medical wastes that are generated at the accident site as well at the health
centres/hospitals and it is learnt that the health departments manage such wastes by following the
guidelines of the Biomedical waste management 2016 rules. Although the health systems are required
to use substantial numbers of electronic devices including those requiring batteries to operate, currently
all the state the departments do not follow a specific system to segregate such wastes and manage their
disposal. It is highly recommended that such defunct or old devices are stored in a segregated manner
and only disposed through authorized vendors to reduce the environmental impacts. Along similar lines,
dysfunctional and old vehicles and ambulances should only be disposed through authorized vendors as
per the MoRTH guidelines to minimize potential impact.
Police Department
114. Activities proposed: The Andhra Pradesh police department seeks to install sign boards (speed
check), painting on roads with certain instructions to vehicles particularly in accident prone spots/dark
spots on SHs which do not involve any civil construction. Similarly, in Gujarat, the department seeks
to procure interceptor vehicles and highway patrol and rescue vehicles. In Gujarat, it is also planned for
the deployment of IT component – Advanced Traffic Management System. It also plans to procure
mobile crash labs to investigate accident cases with the help of forensics.
115. Environment risk assessment: There are no environment risk assessments done by the
departments. Given that accidents pose a risk to the environment, and the Police department is one of
the first responders to accidents, it is recommended that the department considers setting up a system
to assess the potential environmental risks to identify the causes and effects of accidents. This is
particularly relevant to accidents involving transport vehicles carrying hazardous substances. The
department may need to collaborate with relevant agencies to provide support for this initiative.
116. Staff for Environment management: In Andhra Pradesh, Tamil Nadu and Gujarat, currently, no
staff capacity exists to assess environment and social risks associated with the role, activities and
functioning of the department and neither are financial and manpower resources allocated for
environment and social risk assessment.
117. Training needs and calendars: There is no training or training needs identified with respect to
environmental and social aspects. Since the police are the primary enforcing authority, the basic
awareness on potential environmental impacts due to non-compliance with road safety guidelines which
may lead to accidents is essential in the department. Such awareness will help the staff to keep the
50
environment aspect of road safety in mind while delivering their enforcement role. Some senior officers
in the department may be given additional responsibility to look into the capacity of police personnel
to have the basic necessary awareness regarding the relationship between road safety enforcement and
environmental risks. These aspects may be rolled out through training and refreshers courses for all
staff.
118. Enforcement: Police personnel impose penalty if vehicles carrying hazardous chemicals
without appropriate labels/markings are identified. Similarly, penalty is imposed in most states if the
vehicle driver does not carry the relevant Material Safety Data Sheets (MSDS) of the items being
carried, overloaded vehicles, carrying materials such as sand/stone chips that are not adequately covered
to avoid spilling on roads which may cause accidents for other vehicles and driving on wrong side. In
Gujarat and Tamil Nadu, driver competency is not assessed for driving vehicles carrying hazardous
chemicals. It is recommended that Police departments consider this aspect seriously as accidents
involving vehicles carrying hazardous substances have the potential to cause serious environmental
impacts, particularly if leakage/spillage of such materials takes place. As per the MSIHC Rules there
are 684 hazardous substances20 identified and several of these may be transported along roads. The
environmental risks arising from the accidents of such vehicles is very high, therefore, segregated
accident data involving these vehicles is critical to assess the accident trends. These trends may be for
routes prone to accidents involving hazardous chemicals, time of accidents, driver fitness/competency,
driver knowledge of vehicles carried, reasons for accidents and any accident history and the measures
undertaken to plugs the gaps that can avoid future accidents. The spot penalty varies widely between
states. While in Andhra Pradesh the penalty for wrong side driving is Rs. 100 and driving beyond the
speed limits in leads to a penalty of Rs. 400. In comparison, the penalty in Gujarat for 2-wheelers is Rs.
1,500, LMV 3000 and other vehicles Rs. 5,000. It is learnt that Police personnel also conduct
breathalyzer tests on drivers and book them for drunken driving. In Gujarat, the penalties range from
Rs. 1,500 to Rs. 4,000 depending on the type of vehicle. When the penalty is too meagre there is
insufficient incentive for drivers to comply, therefore, departments may consider setting a penalty value
that will serve as an adequate disincentive for offences.
119. Good environmental practices: As good environmental practices, the Police departments in
Andhra Pradesh and Gujarat promote the procurement of energy efficient appliances and offices also
use renewable energy such as solar; in Andhra Pradesh the outposts have sewerage/soak pits for toilet
waste and considers segregating different types of wastes.
120. Disposal of e-waste: Electronic wastes are disposed through tenders for recycling and
department vehicles are disposed through auction. It is recommended that disposal of e-waste is only
done through authorized vendors only to minimize environmental impacts. Similarly, bidders eligible
to participate in auctions should have the facilities to scavenge the vehicle thoroughly for recycling to
reduce the environmental risks.
121. Coordination with other departments: In Andhra Pradesh, the system to record accidents
involving spillages/leakages of hazardous chemicals along roads/highways and communicating to the
central database is through uploading in Crime and Criminal Tracking Network & Systems (CCTNS).
In Gujarat, such accidents are recorded through a separate report. Tamil Nadu does not have such a
system. In Andhra Pradesh, for the system to integrate local/state accident data with hospitals and fire
departments there is no proper system in place right now. However, data is shared through the District
Magistrate. The practice in Gujarat so far was to share data with hospitals and fire departments through
messages. However, MORTH has recently launched ‘e-DAR’ (e-Detailed Accident Report) to provide
20
https://thc.nic.in/Central%20Governmental%20Rules/Manufacture,%20Storage%20and%20Import%20of%20H
azardous%20Chemical%20Rules,%201989..pdf and
https://ciflabour.assam.gov.in/sites/default/files/MSIHC%20Rules.pdf
51
instant information on road accidents and help accelerate accident compensation claims. This will be
linked to the Integrated Road Accident Database (iRAD) through which all stakeholder departments
will be integrated, and accident data will be available in one virtual platform. In Tamil Nadu, the
information is shared with hospitals but not with fire service. In Andhra Pradesh, the mechanism of
coordination with other departments such as Transport, PWD and Health to undertake the program
activities works at the state and district levels. At State level, State Road Safety Council (SRSC)
meetings are convened by CS. All the stakeholder departments participate and discuss regarding
coordination issues, targets, plans etc. At District level, District Road Safety Council (DRSC) meeting
is held once in every quarter for assessing the enforcement, education, engraving done so far and
planning for the subsequent quarter. The department also coordinates with district disaster/emergency
management unit during disasters. In Gujarat, the Traffic Management Committee takes the lead to
coordinate with all the other stakeholder departments and coordination with the district disaster
management unit is done through a senior IPS officer who represents the Police department in the
District Disaster Management Committee. In Tamil Nadu, the coordination is done through State Road
Safety Council and District Road Safety Committee.
122. The Police department plays the most significant role for the enforcement of traffic rules which
in turn plays a crucial role for road safety. Considering the interrelationships between road safety
(prevention of accidents) and the potential impact on the environment, it is essential that the Police
department is able to assess how their enforcement role is closely intermingled with the associated
potential environmental risks. It is observed that the penalties for traffic offences varies widely between
states, and it is highly recommended to assign a fitting penalty value that serves as a strong deterrent
for others and is expected to reduce the number of future offences. The Motor Vehicles (Amendment)
Act 2019 provides that the State Governments can have a multiplier up to 10 times for the penalties for
offences relating to Motor Vehicles. MoRTH has notified the conditions to be taken into consideration
by the State Government for the purposes of specifying a multiplier under Section 210A, which include
data collected by the Central Government or State Government pertaining to road safety, traffic
management, offences committed, fines and penalties levied; or advice rendered by National Road
Safety Board, National Road Safety Council or State Road Safety Council. It is also felt that the
department does not perceive that its role has any relationship with the protection of the environment.
This is evident as there is the lack of staff capacity, allocation of resources and training. All of these
aspects are essential to bring this perspective into their operations which will go a long way to
contribute even more towards road safety.
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5.4 Legal and Regulatory System

123. ESSA reviewed the applicable Government of India, and the state government laws,
regulations, policies, programs and procedures relevant to managing the environmental and social
effects of the proposed program and included environmental and social protection laws and policies
also21. The legal framework for environmental and social systems are adequate and backed by set of
comprehensive laws, regulations, technical guidelines, and standards, that apply nationwide and to
participating states as well.
124. With regard to environment, the following relevant legal and regulatory frameworks were
assessed:
• National Environment Policy, 2006
• The Environmental (Protection) Act, 1986
• Indian Forest Act 1927
• Forest (Conservation) Act, 1980
• Coastal Regulation Zone Notification 2019, and Island Protection Zone Notification 2019
• Water (Prevention and Control of Pollution) Act, 1974
• Air (Prevention and Control of Pollution) Act, 1981
• Environment (Protection) Seventh Amendment Rules 2009
• Noise Pollution (Regulation and Control) (Amendment) Rules, 2000
• Municipal Solid Wastes (Management & Handling) Rules, 2016
• Manufacture, Storage and Import of Hazardous Chemical Rules, 1989
• The Batteries (Management and Handling) Rules, 2020
• The e-waste Management (Management & Handling) Rules 2016 (Amended in March 2018)
• Construction & Demolition Waste Management Rules, 2016
• Bio medical waste management Rules 2016; and
• The Ancient Monuments, Archaeological sites and Remains Act, 1958.
Overall, there are no significant gaps in the legal and regulatory systems that need to be addressed under
this Program. Gaps were observed in enforcement of the existing legal and regulatory frameworks and
backing them with well-defined institutional mechanisms and operational procedures.
125. The existing legislative framework is adequate to ensure social sustainability and inclusion of
marginalized and vulnerable population including the SC and ST population, labor welfare, and gender
and inclusion but requires strengthening of institutional capacity for better compliance. The key social
legislations and provisions assessed includes:
• Constitutional provisions under Articles 15,16 and 46
• Provisions as per Fifth and Sixth Schedule Areas in the Constitution of India
• Scheduled Castes and Scheduled Tribes (Prevention of Atrocities) Act 1989 and further
Amendments 2018
• Minimum wages Act, 1948
• The Building and Other Constructions Workers (Regulation of Employment and Conditions of
Service) Act, 1996 and the associated Central Rules, 1998
• The Child and Adolescent Labour (Prohibition & Regulation) Act, 1986; and Notification of the
Child Labour (Prohibition and Regulation) Amendment Act, 2016 and Rules 2017
• Public Liability Insurance Act, 1991
21
Covering protection of rights and interests of backward, scheduled caste (SC) and scheduled tribe (ST) and
other marginalized communities, citizen engagement, livelihoods, inclusion, gender, labor and other sector related
laws and policies.
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• Right to Fair Compensation and Transparency in Land Acquisition, Rehabilitation and

Resettlement Act, 2013 (RFCTLARR)
• The Right to Information Act 2005; and rules by the respective states
• The Street Vendors (Protection of Livelihood and Regulation of Street Vending) Act, 2014
• The Rights of Persons with Disabilities Act, 2016
• The Sexual Harassment of Women at Workplace (Prevention, Prohibition and Redressal) Act,
2013; and
• Criminal Law (Amendment) Act, 2013 - Sexual Offences.
126. The Motor Vehicles (Amendment) Act of 2019: The Motor Vehicle Act, 1988 has been the
primary legislation governing road safety scenario in India for over 30 years till 2019. The enactment
of Motor Vehicles (Amendment) Act, 2019 came with the objective to create an enabling framework to
improve road safety in India. The Motor Vehicles (Amendment) Act of 2019 (MVAA) seeks to bring
about changes in the Central Motor Vehicles Act of 1988. This is in lieu of solving some major issues
of road safety, third party insurance, etc. and is the key policy for road safety in India. The key changes
that the act has brought about includes:
1. Road and environmental health measures especially in case the vehicles are not fit to be used
on roads, and manufacturing defects etc.
2. Road safety measures with increase in the penalty for traffic rule offenders more stringent
rules for offences like juvenile driving, drunken driving, over speeding, overloading and driving
without a license etc.
3. Vehicle fitness with mandating for fitness checks and promoted certification of automobiles
after they were successfully tested.
4. Setting up of a National Road Safety Board under the central government.
5. Compensation for victims of road accidents, and provisions towards cashless treatment of
victims of road accidents, during the golden hour.
6. Protection of Good Samaritan who stands up for helping out a road accident victim
immediately after such mishappening takes place.
7. Compulsory insurance and setting up setting up Motor Vehicles Accident Fund for
compulsory insurance to all drivers on-road. Also, providing for better insurance facilities and
simplifying the process of claiming the compensation.
8. Providing licenses to taxi aggregators.
9. Promotes the formation of National Transportation Policy in collaboration with states.
10. Strengthens the process of driving training and propagates the opening up of more driver
training institutes for ensuring the production of better commercial drivers in India.
11. National register for driving license and vehicle registration and harmonization and
integration of issuance of driving license and vehicle registration.
127. The Motor Vehicle (Amendment) Act 2019 (MVAA) recognizes road safety programs must be
effectively managed and coordinated through an apex body. It includes a provision to establish an
empowered and accountable National Road Safety Board (NRSB) and counterpart state agencies. The
acts also suggests that the state governments are to constantly monitor state highways, national
highways, and urban roads through electronic mode.
128. In addition, respective state road safety policies were also assessed and includes:
• Andhra Pradesh Road Safety Policy 2015
• Gujarat Road Safety Authority Ordinance, 2017
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• Odisha Road Safety Policy, 2015

• Tamil Nadu Road safety Policy, 2007
• Telangana Road Safety Policy 2015
• Uttar Pradesh State Road Safety Policy 2014; and
• West Bengal Road Safety Policy 2016.
129. These road safety policies recognize the need and provides the measures to stop and reverse the
increasing trend in number of accidents, number of deaths and number of injuries through
comprehensive measures covering engineering, enforcement, education and emergency care. These
includes measures towards (i) Awareness about road safety; (ii) Strengthening institutional arrangement
for road safety; (iii) Establishing road safety database; (iv) Ensuring safe road infrastructure; (v) Safer
vehicles; (vi) Safer drivers; (vii) Safety for vulnerable road users; (viii) Road safety education and
training; (ix) Enforcement of traffic laws; (x) Emergency medical assistance to road accident victims;
and (xi) Research for road safety. However, the capacity to translate these measures into a coordinated
action varies a lot across states and requires strengthening and proper monitoring.
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5.5 Environmental and Social Management System Assessed Against Core Principles
5.5.1 Core Principle -1: Program E&S Management System
Program E&S management systems are designed to: (a) avoid, minimize, or mitigate adverse
impacts; (a) promote E&S sustainability in the Program design; (b) avoid, minimize, or
mitigate adverse impacts; and (c) promote informed decision-making relating to a Program’s
E&S effects.
System and Capacity Assessment

130. The State Road Safety Council or Road Safety Authority is the senior most institution on Road
Safety in the State and is generally headed by the Chief Minister in some states, while headed by Chief
Secretary or Transport Secretary in other states and often drawing members from Transport, PWD,
Highway/ R&B, Home/ Police, Urban Development, Health and Education as its members. The Road
Safety Council periodically reviews the progress and provides policy guidance while Road Safety Cell
housed in Transport Department and headed by the Transport Commissioner works as an executive arm
that operationalizes and undertakes road safety activities on day-to-day basis. In the Road safety Cell,
there is representation from PWD, Police, Health and Education in the form of Officer on Special Duty
(OSD) to help coordinate road safety activities with their respective department. At the district level
there is District Road Safety Committee headed by the District Collector/ District Magistrate to review
and guide the district level road safety activities.
131. All states also prepare Road Safety Action plan that covers the activities under the road safety
program and details out the activities that each of the department has to take up. The Road safety cell
coordinates and monitors the implementation as per Road safety action plan under the guidance of Road
Safety Council.
132. While the availability of a good and reliable crash data is the core of any blackspot management
program, at present the black spot identification in most states are done through local police station
based on repeated accidents. They report to Traffic Department. The Traffic police identifies black spots
each year based on the accident data of last 2-3 years and through them it comes to Transport
Department. Transport Department then disseminate it to respective road owning departments for fixing
which are the responsibilities of mainly PWD, and Highway Authorities, Urban Development
Departments, and Rural Roads.
133. All the states have emergency response service through 108 which is functional to attend to any
emergencies/ accident victims and includes both Basic Life Support (BLS) and Advance Life Support
(ALS) ambulances. Also, at the national highways, the Incident Management System (IMS) instituted
by NHAI has ambulances positioned at every 50 kms so that it can respond to any accident within 15
minutes of it being informed on a national accident helpline. The Bio-medical waste management from
the Ambulances is followed as per BMW guidelines issued by the state Pollution Control Boards.
Management of Environment Aspects
134. Environmental legislation at the national and state level for the conservation and management
of the environment and on pollution management are well defined and in place, and so is the institutional
structure for the management of the environment. Therefore, procedures and clearances required for
environmental protection are well defined. Existing legislation also help minimize or mitigate possible
adverse impacts on the natural habitats, archaeological sites and cultural resources. However,
environment specific capacity is presently insufficient because of lack of dedicated E&S staff and
relevant training in the implementing departments and nodal agencies may play a more proactive role
to help enhance this capacity.
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135. The program seeks to reduce the number of road accidents along stretches of roads through
various interventions which, in itself is expected to contribute to environmental benefits and
sustainability. The departments of Transport, PWD and Police are expected to ensure stricter
enforcement of safe driving through their respective roles. Fewer road accidents will lead to reduced
environmental impacts from such crashes. Moreover, the decongestion of bottlenecks will reduce the
vehicle emissions and dust levels and also reduce noise levels from vehicular congestion and honking.
For vehicles carrying hazardous substances, stricter and more frequent vehicle inspection, driver
competence, proper vehicle labeling for materials being carrying will reduce accident probability which
will play an important role to reduce environmental risk and promote sustainability.
136. Since the proposed program activities under this PforR is not expected to involve major
construction activities on the ground that require conducting of IEE or EIA studies, or other initiatives
that may pose significant potential environmental adverse impacts, it is felt that environmental impacts
in this PforR are low to moderate under Core Principle 1.
Management of Social Aspects
a. The typical remedial measure required for black spots varies for different types of black
spots are generally have a combination of remedial measures which includes (a)
Improve signage; (b) Improve lighting/ visibility; (c) Speed limiting measures; (d)
Improve Road markings; (e) Remove roadside obstacles; (f) Improving Road surface
e.g., rectifying potholes, road edges, drainage etc.; (g) Remove roadside obstacles,
installing crash barriers; (h) Installing warning signs (e.g., for bends, junctions, narrow
roads); (i) Removing on road parking etc.; (j) Mechanism for reducing driver fatigue;
(k) Avoid contra traffic flow; (l) Active police enforcement; (m) Improve road
geometry e.g., eliminating sharp changes in alignment – curve/ slope etc.; (n) Improve
facilities for pedestrians walking (footpaths) along the road (including clearing and
widening where required); and (o) Widening the lanes and / or shoulders. Hence, except
for road widening for some of the measures, and/or making footpath etc., rest of the
remedial measures does not require any additional land.
137. Majority of the road safety activities as identified under the program does not involve any civil
works except certain type of activities for fixing accident black spots, and setting up Driver Training &
Automated Testing Centers, and for Automated Vehicle Fitness Centers at district level. The black spot
fixing is undertaken by the road owning department which could be Highways, Road and Bridges,
PWD, or Urban Development department. However, any construction activities by the Transport
department or Police Department or Health department is generally done by PWD on their behalf. In
some case, there are Engineering cell within the Health or Police department, where PWD engineers
are deputed and follow PWD norms. PWD in each of participating states has its own well-defined
guidelines and procedures for undertaking any civil/ construction activities including through
contractors and have built in mechanism to follow national and state regulations as applicable.
138. While PWD take up the construction activities on behalf of various departments including for
Transport, Health, and Police, the provision of land and ensuring that the land is free from any
encumbrances lies with the main department on behalf of which PWD may be undertaking the civil
works. The process is well defined for takeover and handover of the site for civil works by the PWD.
Also, for any land requirement by any department, the process of requesting Revenue Department
through District Collector/ Magistrate is also well laid, who then allot the land to the requesting
department based on need.
Key Gaps Identified
139. While the institutional mechanism seems well defined at state and district level for road safety,
and there are elements of environmental and social responsibilities which is visible in externally aided
projects being implemented by the respective departments, but in normal day-to-day operations and part
of institutionalized capacity, there is no specific staff with the responsibility to ensure environmental
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and social risk management is addressed and guiding the process towards environmental and social
sustainability.
140. There is no training or orientation of the field staffs of PWD, and the road owning departments/
agencies towards environmental and social sustainability, and this is required to be strengthened.
Recommendations
141. The key recommendations include:
• While there is need to orient key planning and field level officials on environmental and
social sustainability aspects on the read safety activities, there is a need to have key officials
in the Lead Agency responsible for supervising, monitoring and reporting on environmental
and social safeguard aspects of the program. Although this PforR excludes the financing
for large scale civil works, proposed civil works should include a E&S screening before
finalizing and approving commencement of works.
5.5.2 Core Principle -2: Natural Habitat and Physical and Cultural Resources
Program E&S management systems are designed to avoid, minimize, or mitigate adverse
impacts on natural habitats and physical cultural resources resulting from the Program.
Program activities that involve the significant conversion or degradation of critical natural
habitats or critical physical cultural heritage are not eligible for PforR financing.
142. The program interventions are unlikely to disturb natural habitats or environmentally sensitive
zones or require any associated rehabilitation. There is well defined legislation at the national and state
level for the conservation, management, impact minimization and mitigation of any environment issue
identified and also for pollution management, including an institutional structure defining the
authorities in-charge of various activities and conservation areas. Existing legislation and institutional
systems also help minimize or mitigate possible adverse impacts on cultural resources. Program
activities are not anticipated in the vicinity of existing cultural resources and also not expected to
adversely impact natural resources. In case there are activities required to be undertaken in areas such
as black spot rectification in stretches of highways running through or adjacent to forest areas or in the
proximity to cultural resources, the requisite permissions will be obtained, and adequate mitigation will
be taken by the responsible departments. Compensatory planning for afforestation is required in case
the tree clearance is required.
143. Also, in case any physical cultural structures coming on way to black spot fixing, the current
practice in many of the states involve consultation with local community representatives, community
leaders along with Police Department, District Administration/ Revenue Department and other
stakeholder departments to identify a culturally appropriate method of identifying the way forward.
144. Therefore, it is anticipated that no significant adverse impact on natural habitats and physical
and cultural resources will take place from program activities. On the contrary, the reduction of
accidents and decongestion of bottlenecks will help to reduce dust and vehicular emissions.
5.5.3 Core Principle -3: Public and Workers Safety

Program E&S management systems are designed to protect public and worker safety against
the potential risks associated with (a) the construction and/or operation of facilities or other
operational practices under the Program; (b) exposure to toxic chemicals, hazardous wastes,
and otherwise dangerous materials under the Program; and (c) reconstruction or
rehabilitation of infrastructure located in areas prone to natural hazards.
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145. Anticipated physical activities are small in scale and no large construction activities are
foreseen as a part of the program boundary. In case of repair of road sections and installation of road
safety signages, the use of hazardous materials are not likely. Enforcement of PPE use and workplace
safety is a mitigation measure. The operational staff such as traffic enforcement staff of the police
departments are exposed to high levels of vehicular emissions. For protection against these emissions,
officers engaged in high traffic routes and spots wear masks to trap most particulate matter before they
enter the respiratory tracts. The Police department is one of the first responders therefore, a system
needs to be in place to assess the potential environmental risks for the cause and effects of the accidents.
Provisions to maintain best practices related to Public Occupational Health and Safety oversight will be
included into the planning and implementation of activities are part of the contract document. The
practice for the disposal of e-waste is not consistent across the participating states and guidelines and
recommendations for this has been outlined in the relevant sections of this ESSA. The departments also
coordinate with the District Disaster Management department and seeks their support to deal with any
natural disasters.
146. Civil construction works by the PWD and/or by the road owning departments follow the
relevant Labor laws applicable in the State. Necessary clauses are mentioned in the bid and contract
document for prohibition of child labor. In some states drives are being undertaken by the Labor
Department of the state to prevent the practice of child labor in business establishments and in
civil/construction work.
147. In all states, necessary labor laws and labor welfare related measures as per the regulations are
mentioned in the bid and contract document for any civil work. Also, all necessary amenities are to be
provided by the contractor at work site. However, its adherence differs across states in absence of close
monitoring.
148. Also, all Government orders/ guidelines/ advisories on COVID19 are being followed by all the
concerned departments/ agencies. Compliance on orders/ guidelines/ advisories on COVID19 are being
followed through effective enforcement.
Key Gaps Identified
149. The key gap is to ensure adherence to most of the labor related contract clauses by the
contractors undertaking civil works due to lack of monitoring and reporting on those aspects by the
departments. Wastes emanating from the proposed activities include construction debris, e-waste and
scrapped vehicles. The address the gaps for appropriate e-waste management disposal has been detailed
in the relevant sections of this ESSA. The state departments are expected to follow the state e-waste
management guidelines and dispose e-waste only through authorized e-waste recyclers. Similarly, the
disposal of old/severely damaged vehicles needs to be done in line with the MoRTH guidelines. All
construction debris needs to follow the applicable legislation for these activities and associated wastes.
The primary reason for these gaps is the lack of dedicated suitably trained manpower resources to
regularly monitor, enforce and report.
Recommendations
150. It is advised that PWD and the road owning department need to orient their field staffs and
familiarize them regarding the monitoring and reporting formats that they use during site visits.
5.5.4 Core Principle -4: Land Acquisition and Resettlement
Program E&S systems manage land acquisition and loss of access to natural resources in a
way that avoids or minimizes displacement and assists affected people in improving, or at
the minimum restoring, their livelihoods and living standards. The road safety program,
however, does not allow any land acquisition and resettlement under the program.
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151. The national legal and regulatory framework on land acquisition and involuntary resettlement
is adequate, especially for land title holders. The Right to Fair Compensation and Transparency in Land
Acquisition, Rehabilitation and Resettlement Act, 2013 (RFCTLARR) is followed on all states for any
requirement of land acquisition, which also emphasizes on extensive consultation and consent and
provision of replacement cost, and support towards livelihood enhancement in a transparent and
participatory manner. However, the limitation it has is being silent on treatment of squatters, where
states have varied practices of considering compensating for loss of assets and livelihood. ‘The Right
to Fair Compensation and Transparency in Land Acquisition Rehabilitation and Resettlement Act 2013’
is being followed by all departments through Revenue Department. The states have well defined process
for any land acquisition, and especially the PWD, Roads and Bridges (R&B) department, and Highway
departments are well aware of the process that needs to be followed and have a long experience of doing
so, as required.
152. Reviews of existing road safety measures and associated risks, activities by different
stakeholder departments such as Transport, PWD/ Road and Bridges/ Highways, Police/ Home, and
Health department in participating state suggests that land acquisition is largely limited to civil/
construction works in fixing accident black spots of certain types, which comes in the domain of road
owning department i.e., PWD, Road and Bridges, and Highways whichever is the key department(s)
involved in road construction and maintenance of the roads in the state. The other three departments
i.e., Transport, Home/ Police, and Health generally does not require any civil work and thereby any
need for additional land under the program and as most of the activities are softer in nature.
153. While many of the measures for accident black spot fixing may not require any major civil
works, in all the project states only government land will be used for setting up Driver Training &
Automated Testing Centers, and for Automated Vehicle Fitness Centers.
154. While the system and capacity for land acquisition and resettlement exist within the State
Governments, no land acquisition and/or resettlement is allowed under the proposed road safety
program as the SSP scheme document clearly articulates this in their list of excluded activities. And
hence, in such cases where any land is required beyond the land owned by the Government, there will
be need to explore alternative options and measures.
155. Fixing accident black spots poses the risks of temporary disturbances to hawkers, and vendors
in some cases, especially where clearing and/or widening of footpath and widening of road etc. is
required. Though some of the states mention that they have not encountered such issues of relocating
vendors and hawkers, other states do mention it in few cases. These are being addressed as per the Street
Vendors (Protection of Livelihood and Regulation of Street Vending) Act, 2014. Some of the states
also undertake consultations with key stakeholders including with road users and local community
members while planning any civil work in those areas.
156. Though proper care is taken during the progress of work to ensure no adverse effects are there
to any community infrastructure or services. However, in unavoidable situations, necessary measures
are taken in consultation with respective department and local community.
Key Gaps Identified
157. The key gaps identified is (a) Systematic screening to identify risks of potential measures being
planned for the black spot fixing especially where clearing and/or widening of footpath and widening
of road is required, and or where new construction is being planned; and (b) Systematic stakeholder
consultation to identify community concerns and garnering community support.
Recommendations
158. The key recommendations to fill the identified gap are:
a. Environmental and social screening to be instituted during the planning phase of any new
construction under the program including for identified black spot fixing, construction of
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Driver Training & Automated Testing Centers, and for Automated Vehicle Fitness Centers,
to identify any adverse social risks and impact. Based on risks identified, key measures to
be planned towards mitigating the same.
b. While the land donation is a common practice, there is need to ensure that it is done on
voluntary basis and these are no coercion for doing so, and the process of donation shall be
institutionalized through gift deed.
5.5.5 Core Principle- 5: Rights and Interests of Indigenous People
Program E&S systems give due consideration to the cultural appropriateness of, and
equitable access to, Program benefits, giving special attention to the rights and interests of
Scheduled Tribe people (Indigenous Peoples) and scheduled caste people, and to the needs
or concerns of vulnerable groups
159. All the participating states and especially Transport Department and police have reported on
conducting regular road safety awareness programs through mass media, mix-media, also on social
media. In most states’ messages on TV, FM radio, distribution of pamphlets, screening of audio-visual
materials, street plays for commercial vehicle drivers and truckers, and public consultation workshops
are conducted, and public awareness campaigns undertaken towards road safety are being undertaken
in local language. Also, education programs undertaken for students on road safety. IEC materials are
put up for display in public places and appropriate signboards are put up as per norms to inculcate
positive road safety behavior among the public.
160. Many states also tweaked school curriculums to integrate road safety awareness to children
along with holding activity campaigns in schools towards this.
161. NGO/CSO are also engaged for undertaking awareness campaigns on road safety in an active
manner in most of the states.
162. In addition, some of the states also instituting training of first responders who provide
immediate assistance to the Road accident victims at the accident spot to save lives in golden hour. An
example of that in Odisha where First Responders are being trained under Project “Rakshak” - a first
responder training.
Project Rakshak: 30 Weeks-30 Districts-300 Master Trainers-30000 First Responders. Project
Rakshak is first of its kind state level program where in 30,000 volunteers staying or working at the
eateries and different business establishments near accident prone areas and police personnel will be
trained as First Responders to road accident victims. The program is being conducted in two phases.
In the first phase 300 Master Trainers have already been trained in Training of Trainers (TOTs) by
experts. Master Trainers include volunteers from Indian Red Cross Society, Odisha State Branch and
NGOs across the state. After the TOT, in the second phase these 300 Master Trainers will go to accident
prone areas in all the 30 districts and train and empower people to render help to the victims of road
accidents. They will be equipped to administer first aid and pre-hospital trauma care to accident victims
within the golden hour. There is a comprehensive plan to put up Display Boards about Good Samaritan
Policy and Solatium Fund Scheme in all the Hospitals, Police stations, RTO office and other important
locations in all the districts of the State. Tender has been floated and work order is being issued to an
able vendor by end of March 2022 for executing the same.
Recommendations
163. While there are no specific gaps identified, it is important to have a comprehensive social and
behavior change communication (SBCC) to illicit enhance social benefit as this will contribute in
reducing road accident fatalities.
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5.5.6 Core Principle- 6: Social Conflict

Program E&S systems avoid exacerbating social conflict, especially in fragile states, post-
conflict areas, or areas subject to territorial disputes.
164. The program activities do not exacerbate any social conflict in fact it benefits in reducing loss
of life and asset caused by accidents.
165. Though some of the states have LWE (Left Wing Extremism areas), no conflicts are reported
to have been faced for road safety works. In those areas, states generally get their work is done through
existing contractors working in those areas/ road stretches and are familiar with local issues and cultural
practices.
5.6 Grievance Redressal Mechanism
166. The current Road safety program in participating states leverage existing country
system to receive, resolve and manage grievances, and includes (a) Chief Minister’s (CMs)
grievances portals; (b) State and Department specific grievance redress mechanism; and (c)
Centralized Public Grievance Redress and Monitoring System (CPGRAMS) at national level.
The current grievance redress mechanism in the participating states has multiple ways to
register grievances and get redressal. This includes:
a. Using Right to Information (RTI) Act to get information and resolution of grievances
as mandated under the Act. All states and departments follow RTI and have deputed
officials looking after the RTI within their department.
b. Registering grievances online through Chief Minister’s (CM’s) grievance cell in all the
participating states under the control of Department of Personnel Administration and
Reforms (DP&AR) which are generally received and tracked through state online
portals such as https://www.spandana.ap.gov.in/ in Andhra Pradesh;
https://cmogujarat.gov.in/en/ in Gujarat; https://janasunani.odisha.gov.in/ in Odisha;
https://grievances.maharashtra.gov.in/en in Maharashtra; https://jansunwai.up.nic.in/
Uttar Pradesh; https://excise.wb.gov.in/pgms/page/Login.aspx in West Bengal ;and
https://cpgrams.ts.nic.in/citizen/grievance.php in Telangana;. On receipt of the
grievances, initial screening is done at DP&PR and forwarded to the concerned
department for resolution. The concerned departments make further investigations and
address the grievances and report back to DP&PR where the grievances are monitored
and tracked online.
c. Registration of grievances can also be done through written application in most of the
departments across the states in local district offices and have system of resolution and
escalation. With majority being resolved locally, tracking them at state level is lacking
in many cases.
d. In addition to the online system, https://cot.gujarat.gov.in/post-grievance.htm in
Gujarat; and http://odishatransport.gov.in/ in Odisha has a system of registering
grievances at Transport Department websites. Also, in some states there are Toll free
helpline no such as in Uttar Pradesh (1800 1800 151); and in Maharashtra (1800 120
8040) that not only used for seeking information but also for feedback and grievances.
e. At the national level, the Centralized Public Grievance Redress and Monitoring System
(CPGRMS) is an online web-enabled system (https://pgportal.gov.in/) in association
with Directorate of Public Grievances (DPG) and Department of Administrative
Reforms and Public Grievances (DARPG) to register and track grievance. And is being
used in all Central Ministries and Departments including for MoRTH. Any State
specific grievances can also be lodged here which are further directed to respective
state and department for resolution and reported back through CPGRMS system.
62
167. While there are various mechanisms to register grievances, it is the CM’s grievance cell and
the manual written complaints at the local district offices of the departments which are the ones mostly
used by the common people. However, the current system lacks in systematic recording, monitoring
and reporting on grievances related road safety and requires strengthening. The Central and State Road
Safety Authorities/Societies will attempt to streamline consolidating and monitoring the grievance
redressal in project states.
63
6 CONSULTATIONS WITH KEY STAKEHOLDERS AND DISCLOSURE

6.1 Stakeholder consultations
168. As part of preparation, consultations were undertaken with each of the department in each of
the participating states both face-to-face and virtual over December 2021 to February 2022 period.
Consultations with each of the departments in each state, included discussion on environmental and
social aspects. In addition, a detailed checklist was prepared specific to each department and shared for
their written feedback.
169. Details of the face-to-face and virtual/ hybrid consultations with ESSA team along with other
teams undertaken in different states is as below.
State Date Type of Key Departments/ Agencies Met
consultation
Uttar Pradesh 14-15 December, 2021 Face-to-face Transport, PWD, Police, and Health
Telangana 16-17 December, 2021 Face-to-face Transport, Police, Health, R&B, and
PWD
Andhra Pradesh 22-23 December, 2021 Face-to-face Transport, Police, Health, R&B, and
PWD
Tamil Nadu 28-Feb – 02 Mar, 2022 Face-to-face Transport, PWD, Police, and Health
West Bengal 10 Feb, 2022 Virtual PWD
Odisha 12 Jan, 2022 Virtual Transport
170. The consultation with all the implementing agencies and the seeking information through
checklist from states and each of the participating department was largely concentrated in the areas of
(a) key activities that the implementing departments are planning under the State Support Program
(SSP) for Road Safety; (b) the institutional mechanism including environmental and social capacity
within each of the participating department; (c) current practices in the departments to assess and
mitigate environmental and social risks associated with the road safety activities undertaken by them;
(d) mechanism for integrating community concerns during planning and implementation of road safety
activities; (e) occupational health and safety related issues and concerns for staffs/ workers, laborers
and community; (f) land requirement for key road safety measures and mechanism for identifying and
procuring them; and (g) concerns related to training and capacity building of staffs on identifying and
managing environmental and social risks and impacts.
6.2 Summary of Multi-stakeholder consultation workshop
171. A multi-stakeholder workshop was organized on 22nd April 2022 at the national level covering
participants all stakeholder groups including from each of the participating states, civil society
organization and academia. It was joined by more than 100 participants including key officials form
MoRTH, key officials from various departments of the participating states and NHAI, representatives
from various NGOs and civil society groups, members from academia, and members from Asian
Development Bank (ADB) and World Bank task team. The details of the workshop minutes are
presented as Annexure 7.
6.3 Disclosure
172. The draft ESSA will be disclosed in country at the MoRTH’s website and on the World Bank’s
external website, prior to appraisal of the program, to serve as the basis for discussion and receipt of
feedback and comments. The final ESSA will be re-disclosed at the MoRTH’s website and at the World
Bank’s external website.
64
7 RECOMMENDATIONS AND ACTIONS

7.1 Exclusion of High-Risk Activities
173. While the government program has eligibility criteria which excludes new major construction
or civil works which involves land acquisition and/or resettlement such as construction of flyover, foot
over bridge, building infrastructure, testing sites, in the State Support for Road Safety Program, the
exclusion criteria will be further clarified and the following activities that would cause high or
substantial E&S risks and impacts will not be financed:
• Any land acquisition, physical relocation and/or involuntary resettlement impacts.
• Program activities should not involve large scale civil works or works that may have adverse
and irreversible impact on the environment.
• Program activities should not be in forest or ecologically sensitive areas.
• Activities that are not in compliance with Central and State environmental legislation.
• Use of child or bonded or forced labor or labor involved in any hazardous activities.
• Destruction or damage to any physical and cultural resources.
7.2 Summary of Identified Gaps and Recommendations

7.2.1 Summary of Environment gaps
174. The summary of environment related gaps is primarily related to the disposal of E-waste,
disposal of end-of-life or severely damaged vehicles requiring vehicle scrapping, compliance of vendors
with relevant environmental legislations, segregation of accident data involving vehicles carrying
hazardous substances, staff capacity in the departments to identify, assess and manage potential
environmental risks and focus on training on E&S aspects.
175. It has been observed that most state departments do not always dispose electronic and e-waste
through the authorized recyclers and these are generally disposed through auctions leaving little
opportunities for the departments to ensure that these wastes are finally disposed as per the prescribed
legal frameworks and norms are followed.
176. Departments do not follow the MoRTH guidelines for disposal of old/end-of-life vehicles
which is a gap identified across departments and states. MoRTH has laid out these guidelines which
have been detailed in other sections of this document.
177. Vendor compliance with environmental legislations is enforced in some states and their
respective departments, however, this practice is not uniform across states and departments. Several
state departments have a strict enforcement on this aspect, but others do not have a system in place to
enforce this.
178. One of the most glaring gaps is the lack of segregated accident data involving vehicles carrying
hazardous substances. Since accidents involving these vehicles have a tremendous potential to impact
the environment due the risk associated with leakages and spillages of the chemicals, it is absolutely
essential to track these kinds of accidents and analyze the causes of such accidents so that the
appropriate prevention measures are put in place. This is anticipated to reduce the number of such
accidents thereby reducing the associated potential risks to the environment.
179. Staffing on E&S aspects is very limited, and any existing staff are part of the PMU when there
are existing road projects in the state. The PMU is only functional during the project period and the
staff are also not available after project completion. Therefore, there is no institutional capacity
strengthening on E&S aspects which is a gap that needs to be addressed. On similar lines, training of
relevant staff on E&S aspects is not in place in most departments and no training modules or calendars
are in place. Therefore, there is very limited focus to integrate E&S aspects for departmental staff.
65
180. It is felt that most departments are unable to relate their work with potential impact on the
environment. Therefore, there is very limited focus to allocate staff or resources to build this capacity.
The section on recommendations has highlighted the key recommendations to address all of the above
points and these need to be considered seriously by the departments to reduce the potential risks to the
environment.
7.2.2 Summary of Social gaps
181. The key social gaps are with respect to institutional mechanism for conducting E&S risks at the
project site where any civil works to be undertaken such as black spot fixing or training center
construction etc.; necessary staffs for planning, supervising, monitoring and reporting on E&S aspects
within the implementation chain in key departments undertaking civil works, and especially at Lead
Agency; varying degree of adherence to labor laws by the civil contractors in absence of limited
monitoring on this aspect; and, training and capacity building of field level staffs on identification and
management of E&S risks.
182. While the institutional mechanism seems well defined at state and district level for road safety,
and there are elements of environmental and social responsibilities which is visible in externally aided
projects being implemented by the respective departments, but in normal day-to-day operations there is
no one responsible for ensuring environmental and social risk management and guiding towards
environmental and social sustainability.
183. There is no training or orientation of the field staffs of PWD, and the road owning departments/
agencies towards environmental and social sustainability and requires to be strengthened.
184. In many states there is gap in monitoring mechanism to ensure adherence to most of the labor
related contract clauses by the contractors undertaking civil works due to lack of monitoring and
reporting on those aspects by the departments.
185. Systematic screening to identify risks of potential measures being planned for the black spot
fixing especially were clearing and/or widening of footpath and widening of road is required, and or
where new construction is being planned.
7.3 Summary of Recommendations and Actions
7.3.1 Environment Recommendations:
186. The following recommendations to address the environmental aspects are outlined in the
section below:
• E&S screening: If activities are proposed which will involve moderate scales of civil works, it is
recommended that departments develop and utilize a screening checklist prior to initiating and
approving the works to assess the scale of work and the potential environments risks that may arise
from such activities. The mitigation measures to manage these risks need to be drawn up prior to
initiating and approving such works.
• Waste disposal:
o The management and disposal of construction wastes and debris needs to be done as per
the guidelines of the applicable legal frameworks.
o Departments do not always disposal of electronic devices through registered recyclers, and
these are often auctioned to the highest bidder. It is highly recommended that only
authorized recyclers are invited to the auctioning process so that e-wastes are disposed as
per the prescribed norms. The applicable state rules for e-waste disposal are presented in
the ESSA document as weblinks.
o Departments do not always dispose old/scrapped vehicles through vendors that have the
systems and facilities/provisions in place to ensure that scrapped vehicles are scavenged
66
thoroughly for any recyclable parts/components and the left-over parts are disposed with
minimal impact on the environment. It is recommended the bidding eligibility criteria
considers these aspects before auctioning the old/scrapped vehicles. MoRTH has drafted
guidelines for vehicle scrapping and provisions for end-of-life of vehicles. The departments
are recommended to review these guidelines and follow them for vehicle disposal practices.
• Integration of environmental aspects into road design/maintenance:
o Accidents risks are often increased when headlight of oncoming vehicle impairs visibility.
It is recommended that bushes of sufficient height are planted and maintained along the
dividers to address this aspect.
o Some states have a constructed rainwater harvesting systems along highways to facilitate
ground water recharge. Such initiatives may be considered by other states also, particularly
in districts that have challenges associated with depleting groundwater resources.
• Compliance/Enforcement:
o All departments do not consider vendor compliance with applicable environmental
legislations as a mandatory requirement to be eligible for contract award. It is
recommended that vendor compliance with applicable environmental legislation is made a
mandatory criterion to be eligible for award of contracts.
o For vehicles carrying hazardous substances, driver competency, vehicle inspection for
fitness, proper labeling of vehicles with respect to hazardous materials being carried,
drivers carrying MSDS sheets, driver awareness on first response in cases of accidents
needs to be strictly enforced.
• Capacity building:
o It is learnt that the current staff capacity is lacking in most states to assess environment and
social risks associated with the role, activities and functioning of the department.
Departments such as Transport and PWD in particularly are encouraged to engage some
dedicated staff to look into these aspects. Existing staff may also be given additional roles
to address these aspects. If permanent staffing is unfeasible, staff may be engaged on a
project specific basis or a consultant may be engaged on retainer basis to provide the
necessary support.
o Given that accidents pose a risk to the environment, and the Police department is one of the
first responders to accidents, it is felt that the department considers setting up a system to
assess the potential environmental risks for the causes and effects of accidents. This is
particularly relevant to accidents involving transport vehicles carrying hazardous
substances. The department may need to collaborate with relevant agencies to provide
support for this initiative.
o Based on the information received from the state departments, it is understood that in most
states, there are no training calendars drawn up and training modules are not in place. It
recommended that relevant department staff are provided with basic awareness and training
on the potential environmental impacts of the department activities so that all planning and
implementation of works consider the environmental aspects and develop mitigation plans
to address these. For training of specific aspects on management of environmental aspects,
senior officials may be involved for oversight and management.
• Data Management:
o Currently there is no segregated accident data for accidents involving vehicles carrying
hazardous substances. The police and transport departments are highly recommended to
maintain a segregated record of accidents involving vehicles carrying hazardous chemicals.
67
These accidents have a much larger potential to on adverse environmental impacts as the
hazardous materials itself may be leaked, spilled or dropped on the road and along roadsides
which can have immense impacts beyond the accident site. The details of the accidents
need to be gathered and causes analyzed to prevent future accidents involving such
vehicles.
o In states that currently use an offline reporting system for accident data with police, it is
recommended that health facilities transit to an online reporting system at the earliest which
will enhance the speed of reporting as well as response time for accidents. There may be
instances where accident victims are brought to the health facilities before the police have
been involved or are aware of the accident. Therefore, the online reporting will ensure that
all accidents are recorded in the police database.
7.3.2 Social Recommendations
187. The key recommendations include:
a. Strengthening Staffing and institutional mechanism for E&S aspects with clear roles
and responsibilities at different administrative levels within the Lead agency and also
preferably in department undertaking civil works I.e., PWD/ R&B/ Highway etc.
b. Environment and Social Screening. Undertake Early screening at the time of planning
for civil works for any E&S risk and mitigation especially for the black spot fixing
involving civil works and where new construction is being planned.
c. Providing E&S Training and Capacity program for frontline program staff to enhance
their capacity in E&S risk identification and management.
d. Strengthening civil works monitoring mechanism to ensure adherence to labor laws
and labor welfare measures to be instituted by the contractors.
e. Mechanism for systematic stakeholder consultation to identify community concerns
and feedback, and garnering community support especially where civil works is
planned.
f. To enhance citizen engagement, the program needs to further strengthen the
engagement with road users and the community through: (i) increased participation of
civil society organizations in providing feedback to the central and state road safety
lead agencies; (ii) improving the design and roll out of campaigns for improved road
user behavior (speed management, compliance to traffic rules, avoiding driving under
influence if alcohol etc.) under RA-3; (iii) periodic assessment of change in behavior
and feedback from road users on perceived benefits of awareness programs; (iv)
perception surveys with road user associations, and the community in general during
risk mapping and site-specific planning for any blackspots; (v) enhanced engagement
with private sector engagement for Corporate Social Responsibility programs and (vi)
including provisions in M&E arrangements (such as in the IVA tasks) for due
consultation with the stakeholders on overall program delivery.
g. GRM shall establish a framework to consolidate grievances related to road safety

activities under the Program which were received through the Stakeholders
Departments’ grievance redress mechanisms.
7.4 Measures for Inclusion in the Program Action Plan

188. Based on the assessment and in order to strengthen the existing system and processes,
the World Bank team suggests the following recommendations to be part of Program Action
Plans along with key responsibilities, timelines, and indicators for its measurement.
68
Action Description Source DLI# Responsibility Timing Completion

Measurement
Report segregated data ESSA State Road Yearly, starting Report on crash data
on crashes involving Safety Lead 24 months after involving vehicle
vehicles carrying Agency the Effective carrying hazardous
hazardous substances Date substance is notified by
the State Road Safety
Lead Agency to
MoRTH
Conduct environmental ESSA Public Works Continuous State Road Safety Lead
and social Screening and Department or agency to share half-
prepare site specific equivalent of yearly reports of E&S
mitigation measures each screening conducted
where civil works are Participating and mitigation planned
being planned such as for State with MoRTH
Black spots fixing and
other building
construction sites.
Establish a framework to ESSA State Road Within 24 Participating States to
consolidate grievances Safety Lead months of the share a summary report
related to road safety Agency Effective Date with MoRTH
activities under the
Program which were
received through the
Stakeholders
Departments’ grievance
redress mechanisms
69
ANNEXURES
70
ANNEXURE 1: LIST OF DOCUMENTS REVIEWED

GoI, 2019. The Motor Vehicles (Amendment) Act of 2019. Available at
https://egazette.nic.in/WriteReadData/2019/210413.pdf
MoRTH, GoI, 2021. Road Safety State Support Program - Sadak Suraksha Yojana Scheme Document
(Draft).
World Bank, 2021. Traffic Crash Injuries and Disabilities: The Burden on Indian Society, World
Bank Group Publication. Available at
https://www.worldbank.org/en/country/india/publication/traffic-crash-injuries-and-disabilities-the-
burden-on-indian-society
World Bank 2020. Delivering Road Safety in India: Leadership Priorities and Initiatives to 2030.
Available at https://openknowledge.worldbank.org/handle/10986/33339
IRC 2020. Guidelines for Identifying and Treating Black spots. Indian Road Congress. Available at
http://www.irc.nic.in/admnis/admin/showimg.aspx?ID=329
NIMHANS 2017. Advancing Road Safety in India— Implementation is the key (Summary). National
Institute of Mental Health & Neurosciences. Bengaluru. India. Available at https://nimhans.ac.in/wp-
content/uploads/2019/02/UL_BR_m010-11_Main-rprt_FINAL.pdf
MoRTH annual report 2020-21: https://morth.nic.in/sites/default/files/Annual%20Report%20-
%202021%20%28English%29_compressed.pdf
MSIHC Rules:
https://thc.nic.in/Central%20Governmental%20Rules/Manufacture,%20Storage%20and%20Import%
20of%20Hazardous%20Chemical%20Rules,%201989..pdf and
https://ciflabour.assam.gov.in/sites/default/files/MSIHC%20Rules.pdf
71
ANNEXURE 2: LIST OF INDIVIDUAL/OFFICIALS CONSULTED

DURING ESSA PREPARATION
Sl. No. Name Designation Department/ Institution

Uttar Pradesh
1. Mr. Vinod Kumar Sonakia Additional Transport Transport Department
Commissioner
2. Mr. Pushp Sen Satyarthi Deputy Transport Commissioner Transport Department
3. Mr. Sanjay Nath Jha Regional Transport Officer - HQ Transport Department
4. Dr. Namita Verma OSD (Medical) Health Department
5. Dr. Shipra Pandey Nodal Officer, BMWM Health Department
6. Dr. A. K. Srivastava Additional Director Health Department
7. Mr. Mukesh Chardra Uttam OSD (Police)/ DSP Road Safety Police Department
8. Mr. Jyoti Narayan ADG Traffic Police Department
9. Mr. V. K. Jain CE, EAP PWD
10. Mr. P. K. Jain SE, IDS PWD
11. Mr. Satish Kumar Rawat Executive Engineer, Road Safety PWD
Division
12. Ms. Chandni Seth Assistant Engineer PWD
13. Dr. Seema Srivastava Environmental Expert PWD
14. Mr. P.N. Roy Social Expert PWD
15. Mr. Amardeep Sharma Database Administrator Transport Department
Andhra Pradesh
1. Dr. A Ravishankar, IPS ADGP Police
2. KNT Ujela, IPS ADGP, RS Police
3. D Nagendrakumar, IPS IGP Police
4. G Palaraju, IPS DIG, TS Police
5. L S M RamaShree JTC, RS Transport
6. S Venkateshwara Rao JTC (IT) Transport
7. R Sivakumar Additional Informatics Officer NIC
8. P Salaja Additional Secretary Transport
9. U Beenakumari AO Transport
10. YBPTA Prasad AP Road Safety Transport
11. C G Rajan CAO DGP
12. Dr. T Muralikrishna, IPS OSP Police
(retd.)
13. T Murali Krishna DGP Police
14. R K Singh RO NHAI
15. PSR Anjaneyulu Transport Commissioner, AP Transport
16. SAV Prasada Rao Adnl. TC Transport
17. L Sreenavasa Reddy R&B Dept.
18. T Muralikrishna DGP Police
Telangana
1 K.S. Sreenivasa Raju IAS, Secretary to Government Transport and R&B
72
Sl. No. Name Designation Department/ Institution

2 P. Ravinder Rao Engineer-in-Chief R&B
3 Mr. Bapiraju EE Executive Engineer R&B
4 Dr Laxmi Kameshwari Nodal Officer Health
Odisha
1. Mr. Arun Bothra Transport Commissioner Transport
2. Mr. Sanjay Biswal Joint Transport Commissioner Transport
Tamil Nadu
1 Mr. S. Natarajan, IAS Transport Commissioner Transport
2 Mr. Uday Kumar DTC Transport
3 Mr. Pramod Kumar ADGP, Traffic and Road Safety Home
4 Mr. Ganesan Project Director TNRSP
5 Dr. S.Gurunathan MS (GS), Director of Medical and Health
Rural Health Services
6 Dr. Ravi Kumar Coordinator, National Health Health
Mission
West Bengal
1 Partha Sarathi Supt Engineer, RS PWD
Bandyopadhya
73
ANNEXURE 3: APPLICABLE LEGAL AND REGULATORY FRAMEWORK

The Government of India and the state government have enacted a range of laws, regulations, and procedures relevant to managing the environmental and social
effects of the proposed Program. The following criteria were used to select the relevant legislation that best describes the country’s system for managing the
Program’s effects:
i. Environmental and social policies,
ii. Environmental and social protection laws, and
iii. Laws, regulations, or guidelines in the relevant sectors and subsectors that provide relevant rules or norms for environmental and social
management
I. RELEVANT NATIONAL POLICIES AND PROGRAMS

Legislation Extract Relevance to Road Safety PforR Responsible Authority
GENERAL
Central Motor Vehicle Act, 1988 The Motor Vehicles (Amendment) Act of Applicable. The Act provides the Transport Department [Licensing authority also for
and rules 1989; 2019 seeks to bring about changes in the key measures promoting road Pollution Under Control (PUC)], Police
Central Motor Vehicles Act of 1988. This is in safety and its enforcement, and
The Motor Vehicles
lieu of solving some major issues of road acts as the primary legislation
(Amendment) Act, 2019
safety, third party insurance, etc. and is the key guiding road safety measures in
policy for road safety in India. The key India.
changes that the act has brough about includes:
a. Road and environmental health
measures especially in case the vehicles
are not fit to be used on roads, and
manufacturing defects etc.
b. Road safety measures with increase in
the penalty for traffic rule offenders more
stringent rules for offences like juvenile
driving, drunken driving, over speeding,
overloading and driving without a license
etc.
c. Vehicle fitness with mandating for fitness
checks and promoted certification of
automobiles after they were successfully
tested.
74

d. Setting up of a National Road Safety
Board under the central government.
e. Compensation for victims of road
accidents, and provisions towards
cashless treatment of victims of road
accidents, during the golden hour.
f. Protection of Good Samaritan who
stands up for helping out a road accident
victim immediately after such
mishappening takes place.
g. Compulsory insurance and setting up
setting up Motor Vehicles Accident Fund
for compulsory insurance to all drivers on-
road. Also, providing for better insurance
facilities and simplifying the process of
claiming the compensation.
h. Providing licenses to taxi aggregators.
i. Promotes the formation of National
Transportation Policy in collaboration
with states.
j. Strengthens the process of driving
training and propagates the opening up of
more driver training institutes for ensuring
the production of better commercial
drivers in India.
k. National register for driving license and
vehicle registration and harmonization
and integration of issuance of driving
license and vehicle registration.
The acts also suggests that the state
governments are to constantly monitor state
highways, national highways, and urban roads
through electronic mode.
75

ENVIRONMENT
National Environment Policy, Overall guidance on environment Need to apply the principles of State Pollution Control Board (SPCB), under
2006 management. good governance (transparency, MoEFCC. Department of Local Government.
rationality, accountability,
reduction in time and costs,
participation, and regulatory
independence) to the management
and regulation of use of
environmental resources.
The Environmental (Protection) Overall protection of environment under Covers all forms of pollution; air, Ministry of Environment, Forests and Climate
Act, 1986 which number of legislations enacted. water, soil and noise and provides Change (MoEFCC) and State govt. departments.
safe standards for the presence of
various pollutants in the
environment.
Indian Forest Act 1927 This is an act to consolidate the law relating to If proposed civil works under the MoEFCC, State Forest departments and PWD (for
forests, the transit of forest-produce and the PforR will involve tree cutting in obtaining clearances).
duty leviable on timber and other forest- protected forests, appropriate
produce. According to the provisions under the clearances will be required.
Act, apart from prohibition of cultivation and
quarrying in reserve forest; cutting, sawing,
removal of trees from protected forests is
prohibited.
Forest (Conservation) Act, 1980 The Act is an interface between conservation If proposed civil works under the MoEFCC, State Forest departments and PWD (for
and development. The act permits judicious PforR will involve civil works in obtaining clearances).
and regulated use of forest land for non- forest areas, appropriate clearances
forestry purposes. will be required.
Coastal Regulation Zone To ensure livelihood security to the fisher If proposed civil works under the MoEFCC, CPCB, SPCB or Pollution Control
Notification 2019, and Island communities and other local communities, PforR will involve civil works in Committee (PCC) as may be applicable.
Protection Zone Notification 2019 living in the coastal areas, to conserve and coastal areas, appropriate
protect coastal stretches, its unique clearances need to be obtained.
environment and its marine area and to
promote development through sustainable
manner declared coastal stretches of the
76

country and the and water area up to territorial
water limit as Coastal Regulation Zone (CRZ).
Water (Prevention and Control of Regulates agencies responsible for checking Enforce water quality Central and State Pollution Control Boards (CPCB
Pollution) Act, 1974 water pollution and ambit of pollution control conformance in any discharge of /SPCB)
boards both at the center and states. effluents and waste from water
supply systems.
Air (Prevention and Control of Air quality standards, including Diesel System management for emissions CPCB/SPCB
Pollution) Act, 1981 Generators (DGs). from DGs.
Environment (Protection) The Rules addressing issues related to national Applicable since minor to CPCB
Seventh Amendment Rules 2009 ambient air quality standards. moderate air emission may occur
from the project activities.
Noise Pollution (Regulation and The noise levels in any area/zone shall not Mentions acceptable AAQ CPCB/SPCB
Control) (Amendment) Rules, exceed the ambient air quality standards in standards with respect noise levels
2000 respect of noise as specified. in industrial areas.
Municipal Solid Wastes Municipal Authority responsible for Bio-medical wastes and industrial CPCB/SPCB/State Health department, Municipal
(Management & Handling) Rules, collection, segregation, storage, wastes are not to be mixed with Corporation and other municipal bodies constituted
2016 transportation, processing and disposal of municipal solid wastes. under the relevant statutes.
municipal solid wastes.
Manufacture, Storage and Import It regulates the manufacture, storage and Transport of hazardous chemicals CPCB/SPCB/Transport and Police departments
of Hazardous Chemical Rules, import of hazardous chemicals in India, is often done using vehicles
1989 including transport through carrier or pipeline. travelling along urban roads and
highways. Accidents involving
such vehicles has huge potential
for environmental and social risks.
The Batteries (Management and Bulk consumers should ensure safe With increased digitization, SPCB/CPCB/MoEFCC
Handling) Rules, 2020. transportation of the used batteries to numbers of electronic devices with
designated collection centres or registered batteries will increase substantially
Amended to recommend inclusion
recyclers and ensure no damage is caused to and their final disposal needs to be
of Lithium Ion, Nickle Cadmium
environment during storage or transportation. properly managed.
batteries22
22
https://moef.gov.in/wp-content/uploads/2020/02/BATTERY-RULE.pdf
77

The e-waste Management Help the producers, consumer & bulk Increased quantum of electrical, CPCB/SPCB, Municipal Authorities.
(Management & Handling) Rules consumer, collection center, dismantler, electronic and e-waste is expected
2016 (Amended in March 2018) recycler and regulatory agencies for effective with enhanced push for digitization
compliance/ implementation of these rules. of systems.
Construction & Demolition Waste The rules are an initiative to effectively tackle Road safety measures including MoEFCC, CPCB, SPCB or Pollution Control
Management Rules, 2016 the issues of pollution and waste generation civil works for blind spot Committee (PCC) as may be applicable.
and management arising from construction rectification may involve
and demolition. generation of construction waste
which needs to be managed as per
the rules.
Bio medical waste management Apply to all persons who generate, collect, Relevant as road safety post-crash SPCB or Pollution Control Committee (PCC) as
rules 201623 receive, store, transport, treat, dispose, or treatment is expected to generate may be applicable.
handle bio medical waste in any form bio medical wastes.
including hospitals, nursing homes, clinics,
dispensaries, veterinary institutions, animal
houses, pathological laboratories, blood banks,
Ayush hospitals, clinical establishments,
research or educational institutions, health
camps, medical or surgical camps, vaccination
camps, blood donation camps, first aid rooms
of schools, forensic laboratories and research
labs. There are generally 4 different kinds of
medical waste: infectious, hazardous,
radioactive, and general.
The Ancient Monuments, The Ancient Monuments and Archaeological Relevant as deals with Cultural PWD/ Highway; Archaeological Survey of India
Archaeological sites and Remains sites should be protected from any safeguards and will be applicable
Act, 1958; and the (Amendment developmental activity. The area within the for any civil work for black spot
and Validation) Act, 2010 radial of 100 m and 300m from the ‘protected fixing close to any designated
property’ are designated as ‘Protected area’ Archaeological sites.
and ‘controlled area’ respectively. No
development activity (including building,
mining, excavating, blasting etc., ) is permitted
in the ‘protected area’ and developmental
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activities likely to damage the protected
property are not permitted in the ‘controlled
area’ without prior permission of the
Archaeological Survey of India’
SOCIAL
The Constitution of India The Indian Constitution (Article 15) prohibits Relevant to the overall Program All Departments, Agencies and institutions
(especially, Articles 15,16 and 46) any discrimination based on religion, race,
caste, sex, and place of birth. Article 16 refers
to the equality of opportunity in matters of
public employment. Article 46 directs the state
to promote with special care the educational
and economic interests of the weaker sections
of the people, particularly of the Scheduled
Castes and the Scheduled Tribes and also
directs the state to protect them from social
injustice and all forms of exploitation.
Fifth and Sixth Schedule Areas in The scheduled area under the Constitution has Relevant to the overall Program for Ministry of Tribal Affairs; State Tribal
the Constitution of India special provisions for the administration of the enhancing access to services in Development Department
tribal dominated areas and autonomous tribal areas and participation of
regions with certain legislative and judicial tribal population in the program.
powers. In the Scheduled Areas, involvement
of tribal councils and communities,
incorporating their views and culture specific
needs will enhance their participation in the
Program.
Scheduled Castes and Scheduled To prevent atrocities against scheduled castes This law promotes equity by Ministry of Tribal Affairs; State Tribal
Tribes (Prevention of Atrocities) and scheduled tribes. The objectives of the Act safeguarding the rights of SC and Development Department; Ministry of Social
Act 1989 and further clearly emphasized the intention of the STs, so is relevant to the program. Justice and Employment; State Social Welfare
Amendments 2018. government to deliver justice to these Department
communities through proactive efforts to
enable them to live in society with dignity and
self-esteem and without fear or violence or
suppression from the dominant castes. With
the reported misuse of the Act, In August,
2018, the parliament of India passed the
79

Scheduled Castes and Scheduled Tribes
(Prevention of Atrocities) Amendment Bill,
2018, to bypass the ruling of the Supreme
Court of India laying down procedures for
arrests under the Act.
Applicable to the overall Program Ministry of Labor; State Labor Department
Minimum wages Act, 1948 This act ensures minimum wages that must be
paid to skilled and unskilled labours. The
employer shall pay to every employee engaged
in scheduled employment under him, wages at
the rate not less than the minimum wages fixed
by such notification for that class of employee
without any deductions
except authorized.
The Building and Other This is a social welfare legislation that aims to Relevant to the program and Ministry of Labor; State Labor Department
Constructions Workers benefit workers engaged in building and applicable for sub-projects
(Regulation of Employment and construction activities across the country and involving any construction. It
Conditions of Service) Act, 1996 regulates the employment and conditions of ensures through contractors that
and the associated Central Rules, service of building and other construction basic amenities are provided to the
1998 workers and to provide for their safety, health laborers; Vendors employed
and welfare measures and for other matters should have valid labor license;
connected therewith or incidental thereto. compensation of workers should
not be lower than the daily wage
rate as prescribed by the
Government.
The Child and Adolescent Labour The Act prohibits employment of children in Relevant as no child labor are Ministry of Labor; State Labor Department
(Prohibition & Regulation) Act, certain occupation and processes. The Act also allowed to be engaged at site for
1986 specifies conditions of work for children, if construction or operation works
permitted to work. The 2016 amendment also either directly or by the sub-
Notification of the Child Labour
prohibits the employment of adolescents in the contractors.
(Prohibition and Regulation)
age group of 14 to 18 years in hazardous
Amendment Act, 2016 and Rules
occupations and processes and regulates their
2017
working conditions where they are not
prohibited.
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Public Liability Insurance Act, The main objective of the Public Liability The road safety measure also MoRTH; State Transport Department; Insurance
1991 Insurance Act 1991 is to provide for damages includes measures towards Agencies
to victims of an accident which occurs as a transportation of hazardous
result of handling any hazardous substance. substances.
The Act applies to all owners associated with
the production or handling of any hazardous
chemicals.
The Right to Information Act Provides a practical regime of right to Applicable. As all documents All implementing departments/ agencies
2005; and rules by the respective information for citizens to secure access to pertaining to the Program requires
states. information under the control of Public be disclosed to public.
Authorities.
The act sets out (a) obligations of public
authorities with respect to provision of
information; (b) requires designating of a
Public Information Officer; (c) process for any
citizen to obtain information/disposal of
request, etc. (d) provides for institutions such
as Central Information Commission/State
Information Commission.
The rules passed by respective states provides
the rules for operationalizing the provisions of
the above-mentioned act.
The Street Vendors (Protection of The act aims at providing social security and Relevant as it becomes applicable Ministry of Housing and Urban Affairs; State
Livelihood and Regulation of livelihood rights to street vendors. It provides if the squatters to be removed Urban Development Department
Street Vending) Act, 2014 protection of legitimate street vendors from comes under the preview of this
harassment by police and civic authorities, and act.
demarcation of "vending zones" on the basis of
"traditional natural markets", proper
representation of vendors and women in
decision making bodies, and establishment of
effective grievance redressal and dispute
resolution mechanism.
The Rights of Persons with The Act ensures that persons with disabilities Applicable to the overall program. Ministry of Social Justice and Employment; State
Disabilities Act, 2016 enjoy the right to equality and Social Welfare Department
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nondiscrimination in all aspects of life. Every
entity has to comply with the accessibility
standards relating to physical environment,
transport and information and communication
technology as per the standards prescribed in
the RPD Act. These include barrier free built
environment having elevators/ramps for the
benefit of wheelchairs. In respect to Access to
Transport”- mentioned that-the appropriate
Government shall take suitable measures to
provide,—(a) facilities for persons with
disabilities at bus stops, railway stations and
airports conforming to the accessibility
standards relating to parking spaces, toilets,
ticketing counters and ticketing machines;(b)
access to all modes of transport that conform
the design standards, including retrofitting old
modes of transport, wherever technically
feasible Applicable to the project road
infrastructure in terms of making it more
accessible for those who are physically
challenged
Right to Fair Compensation and The act provides for a transparent process and Currently Not Applicable as the Department of Land Resources; State Revenue
Transparency in Land fair compensation in land acquisition for land acquisition is not expected Department; State Public Works Department/
Acquisition, Rehabilitation and public purpose and provides for rehabilitation under the proposed program. Highway Authorities
Resettlement Act, 2013 and resettlement of landowners and those However, in case of any need for
(RFCTLARR) affected by land acquisition. It comprises four additional land (beyond
schedules that provide the minimum Government owned land) for
applicable norms for compensation based on blackspot fixing or setting up any
market value, multiplier and solatium; training institution etc., this will
resettlement and rehabilitation (R&R) become applicable.
entitlements to landowners and livelihood
losers; and facilities at resettlement sites for
displaced persons, besides providing
flexibility to states and implementing agencies
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to provide higher norms for compensation and
R&R.
The Sexual Harassment of An act that aims at providing a sense of Applicable to all participating Ministry of Women and Child development; State
Women at Workplace security at the workplace that improves departments, agencies, and their Women and Child Development Department
(Prevention, Prohibition and women’s participation in work and results in offices.
Redressal) Act, 2013 their economic empowerment. It requires an
employer to set up an “Internal Complaints
Committee” (ICC) and the Government to set
up a ‘Local Complaints Committee’ (LCC) at
the district level to investigate complaints
regarding sexual harassment at workplace and
for inquiring into the complaint in a time
bound manner. The ICC need to set up by ever
organization and its branches with more than
10 employees.
Criminal Law (Amendment) Act, The Act recognizes the broad range of sexual Relevant and applicable to deal Ministry of Women and Child development; State
2013: Sexual Offences crimes to which women may fall victim, and a with GBV including SEA/ SH Women and Child Development Department; State
number of ways in which gender-based issues. Police Department
discrimination manifests itself. It also
acknowledges that lesser crimes of bodily
integrity often escalate to graver ones and
offences such as acid attack, sexual
harassment, voyeurism, stalking has been
incorporated into the Indian Penal Code (IPC).
It seeks to treat cases as “rarest of the rare” for
which courts can award capital punishment if
they decide so. The Act clarifies and extends
the offense of sexual assaults or rape as a result
of abuse of position of trust. As per the Act,
the police will also be penalized for failing to
register FIRs – this will make it easier for rape
victims to report their cases.
83
II. RELEVANT STATE SPECIFIC POLICIES AND LEGISLATIONS

Legislation Key provisions and purpose
Andhra Pradesh Road Safety The state govt. recognizes that Road safety has become a public health issue which needs to be addressed with a holistic approach
Policy24 2015 involving concerted efforts from all the stake holding departments/ organisations in the State and aims to reduce the mortality and
morbidity on roads by 15% considering the baseline figure of 2013.
Gujarat Road Safety The Authority has members from departments such as Transport, Home including police, Health and Family Welfare, Education, Roads
Authority Ordinance, 201725 and Buildings, NHAI, Western India Automobile Association, Municipal Commissioner and Chief Enforcement Officer. It has a wide
range of functions and has powers that include seizure of vehicles and order works. The Authority has the mandate to set up a Gujarat
Road Safety Fund.
Odisha Road Safety Policy, The policy states that the state is keen to take concerted efforts to control the incidents of road accidents and ensure safe travel for all
201526 road users. Its vision includes all road users with priority to pedestrians and cyclists to achieve zero road accidents in the long run while
the mission aims to reduce road accidents by 20% by 2020. Actions include strengthening road crash database system, safe planning and
design of roads, safe driving, awareness, education and training of road users, enforcement of safety laws, emergency medical services
for road accidents, research for road safety, strengthening the legal and financial environment for road safety and the provision for a
corpus fund.
Tamil Nadu Road safety The policy vision is to stop and reverse the increasing trend in number of accidents, number of deaths and number of injuries through
Policy, 200727 comprehensive measures covering engineering, enforcement, education and emergency care. The medium-term objective is to achieve
a 20% reduction in fatalities and injuries by 2013, considering 2006 as the base year. A Road Safety Council has been established under
the Chairmanship of the transport minister. The Government also created a Road Safety Fund to provide resources for road safety
measures.
Telangana Road Safety The policy statement outlines that in order to achieve a significant improvement in road safety the government is committed to strengthen/
Policy28 2015 enable the legal, institutional and financial environment for road safety; improve safety of road infrastructure; safer vehicles; safer
drivers; safety for vulnerable road users; enforcement of safety laws; improving awareness on road safety; Emergency care and medical
services for road accident victims and improved data collection process reliable road safety information database.
Uttar Pradesh State Road Government of Uttar Pradesh (GoUP) recognizes that the road accidents involve roads, road users and motor vehicles so road safety
Safety Policy 2014 demands a holistic approach. GoUP feels that reduction in road accidents, injuries and fatalities is the joint responsibility of both State
and Central Governments. The key features of the GoUP Road Policy include (i) Awareness about road safety; (ii) Strengthening
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25
26
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Legislation Key provisions and purpose

institutional arrangement for road safety; (iii) Establishing road safety database; (iv) Ensuring safe road infrastructure; (v) Safer vehicles;
(vi) Safer drivers; (vii) Safety for vulnerable road users; (viii) Road safety education and training; (ix) Enforcement of traffic laws; (x)
Emergency medical assistance to road accident victims; and (xi) Research for road safety.
West Bengal Road Safety The Government of West Bengal has considered it relevant to frame a Road Safety Policy aimed at reducing the incidence of road
Policy 201629 accidents and ensure safe travel for all road users through sustainable and well-planned public policy initiatives. The policy seeks to
improve road engineering and design, management, bolster road safety awareness, provide emergency care and strict enforcement of the
rules of the road. The objectives also include the designing, developing and implementing an ‘Accident Information System’ to enable
better and prompt accident/crash management' in the state in the next one (as per RSA plan) years; providing a well-laid framework for
undertaking coordinated actions and corrective measures by all concerned departments and ensuring accountability, evaluation, funding
and research; and achieving substantial reduction in fatalities and injuries caused due to road accidents with special attention to
Vulnerable Road Users.
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ANNEXURE 4: DESCRIPTION OF E&S MANAGEMENT SYSTEM AND CAPACITY ASSESSMENT

4A. ANDHRA PRADESH
Key Planning Elements Transport Department R&B Police/ Home Health
Core Principle 1: Program • The State Road Safety • Initial Environmental Examination • The enforcement officials • Quarterly assessments of health
E&S management systems Council formed under the (IEE) report being prepared for each are trained polluting facilities are carried out with the
are designed to (a) promote chairmanship of the CM with Project and follow the requirements vehicle, over speeding, assistance of questionnaires to
E&S sustainability in the Chief Secretary and as per IEE report. Based on this site drunken driving etc. assess adherence to
Program design; (b) avoid, Secretaries and HODs of line specific EMP is prepared. which result in penal environmental and social
minimize, or mitigate departments and NGOs as • For externally aided projects in the actions as provided under safeguards measures.
adverse impacts; and (c) members. And the Road past Environmental Engineer the law. • As part of WB supported
promote informed decision- Safety Cell headed by (Contract Base) were engaged. • There are 419 breath APHSSP on improving the
making relating to a Transport Commissioner • In general, about 2% percentage of analyzers and 2 speed Quality of health care in the
Program’s E&S effects. exists. total value of work is allocated for guns per districts through state, wherein Biomedical waste
road safety furniture. which risky behaviors of segregation and management,
• The program will be
implemented by the Nodal • AEE and one LA and R&R specialist drivers are being infection control measures,
are designated for ongoing projects detected. provision of amenities for
agency which will report to
(small/ medium) and on need-based • Spot penalties are people within health facilities is
AP Road Safety Council. The
staffing for large projects. imposed on traffic functional.
Road Safety Cell in the
• Regular pollution control check of violations. • Quality Consultants at the State
Transport department will
coordinate with other vehicles and provision of PUC • Videography, and District are responsible for
certificate to vehicles which adhere to Photography, CCTV environmental and social
departments.
pollution control norms footage, E-challan and safeguards as in ensuring
• At district level, the • Regular inspections and audits on even seizure of vehicles biomedical waste management,
department coordinates existing/ new roads and O&M of are done as deterrent to proper wastewater treatment in
through District Road Safety roads to meet functional requirements traffic violations. health facilities etc.
Committee in every district such as road condition, traffic • The challenge is how to • Emergency response service
headed by senior most MP in controls and delineation and site strike balance between through 108 is functional to
every district. clearance to ensure visibility, clearing enforcement and attend to any emergencies/
obscured signs etc. humanity. accident victims. There are 532
• The Transport Department
• No specific training is being • For coordination with BLS and 190 ALS ambulances.
staffs participates in black
conducted on E&S aspects. Need other departments, (a) at • Incident Management System
spot identification and
based training is conducted using District level, there is under NHAI where in
suggesting rectification
consultants as part of knowledge DRASA meeting once in ambulances is positioned every
measures.
sharing. The departmental engineers every quarter for 50 kms to be able to respond to
assessing the any accident within 15 minutes
86
• Transport Department follows are trained through conducting enforcement, education, of it being informed on a
the MVAA and guidance workshops. engraving done so far national accident helpline.
thereby. However, there is no • IEC materials are put up for display and what needs to be • Grievance Redress Mechanism
such formal mechanism for in public places and appropriate done in the subsequent Government has set up
identifying E&S risks. signboards are put up as per norms to quarter. (b) At State Spandana, One-Stop public
inculcate positive road safety level, there will be grievance redressal platform for
• Most of the road safety behavior among the public. expand SRSA meeting the citizens of Andhra Pradesh.
measures undertaken by
• Regular awareness programs are also convened by CS. All the
Transport department are Stake holding
conducted by the department and
softer in nature and does not Departments will
through Department of Traffic Police
involve any civil works. participate and discuss
to ensure road safety measures.
• There is no separate E&S • Oral story telling (locally known as reg. coordination issues,
Risk assessment conducted burra katha) along with distribution targets, plans etc.
with activities of the of IEC materials wall poster, flexi • In case of E-Challans, the
Transport Department except banners, TV program, advertisements violator can share there
the pollution control measures in theaters are the mechanism grievance with AP Police
of the vehicle. generally used for making the – Police computer
community aware of road safety services online.
• The role of Transport program activities/ measures. • Spandana one stop public
Department is limited to
• Grievance Redress Mechanism grievance redressal
enforcement against air and mechanism for citizen of
Government has set up Spandana,
noise pollution. One-Stop public grievance redressal A.P.
• Grievance Redress platform for the citizens of Andhra
Mechanism Government has Pradesh. The grievances can be
set up Spandana, One-Stop registered from various sources viz.
public grievance redressal GSWS, 1902 Call Center, Mobile
platform for the citizens of App, Web Application, Collectorate
Andhra Pradesh. grievance day (Spandana Monday).
Grievances pertaining to all the
departments and government
programs can be raised through the
platform and would be addressed by
the concerned department/officer.
Core Principle 2: Program • The activities of Transport • In case of the road passing through • Not applicable and Police • There are Environmental and
E&S management systems Department do not impact any reserve forest then proper fencing and department enforcement Social consultant placed in
are designed to avoid, activities for road safety APHSSP.
87
minimize, or mitigate natural habitats and physical signages are to be installed as per does not involve any • Under APHSSP, the state and
adverse impacts on natural resources. wildlife protection Act. issues related to this. district officials and Quality
habitats and physical • Reallocation of Religious or cultural teams have been trained and
cultural resources resulting structures (if needed) is done through sensitized on Environmental
from the Program. Program consultation with the concerned and Social safeguards. The
activities that involve the religious/ cultural committee and capacity building programs
significant conversion or other involved stakeholder were conducted online and
degradation of critical departments. during the session findings from
natural habitats or critical the quarterly survey on
physical cultural heritage are Environmental and Social
not eligible for PforR Safeguards were also
financing. disseminated.
• Capacity building programs on
biomedical waste segregation
and management, which is a
major concern on the
environmental safeguard side in
health facilities, is also
conducted on a regular basis
through the health department.
Core Principle 3: Program • The road safety measures by • Reduce exposure by maximizing • All Covid protocols are • The Biomedical waste
E&S management systems crating awareness among road mechanized/ automated construction being followed and made segregation and management,
are designed to protect users, drivers, and ensuring works. to be complied through infection control measures,
public and worker safety safe driving are some of the • Frequent drives are being by the effective enforcement. provision of amenities for
against the potential risks key activities that benefit road Labor Department of the state to people within health facilities
associated with (a) the users including local prevent the practice of child labor in are functional.
construction and/or community, road users and business establishments and in • Health care staffs are also
operation of facilities or drivers and public at large. civil/construction work. vaccinated as per requirements.
other operational practices • Frequent checks up will be made by • Contractual terms take care of
under the Program; (b) concern labor officers and also the compliance of vendors with
exposure to toxic chemicals, contractor will give an undertaking respect to environmental
hazardous wastes, and that no child labor is being engaged aspects.
otherwise dangerous in the work.
materials under the Program; • Civil construction works that are
and (c) reconstruction or conducted in-house follow the
rehabilitation of
88
infrastructure located in relevant Labor laws applicable in the

areas prone to natural State. For all other outsourced works,
hazards. the contractual terms take care that
the appropriate labor laws are being
adhered to. The Labor Department,
Government of Andhra Pradesh is
responsible for monitoring the
adherence.
• All Government orders/ guidelines/
advisories on COVID19 are being
followed by all the concerned
departments/ agencies. Compliance
on orders/ guidelines/ advisories on
COVID19 is the responsibility of the
Head of the Department.
Core Principle 4: Program • The assessment by the • Majority of the road safety measures • Not applicable as • Not applicable as program
E&S systems manage land department suggests there does not require land acquisition, program activities does activities does not require any
acquisition and loss of may be need for land however some of the retrofitting of not require any additional additional land.
access to natural resources in acquisition in some districts road safety measures may require land.
a way that avoids or for Driver Training & minimal amount of additional land.
minimizes displacement and Automated Testing Centers, • Based on availability of government
assists affected people in and for Automated Vehicle owned land (may be by other
improving, or at the Fitness Centers in some department) can be requested and
minimum restoring, their districts. However, the SSP transferred using standard
livelihoods and living program document makes government procedure.
standards. Land Acquisition ineligible • For externally aided projects where
under the program. This may LA is required, Spl. Dy. Collector
pose some limitations to fully (Revenue Dept.), Environmental
achieving the desired outcome Officer (Forest Dept.), Sociologist for
in some districts. LA and R&R are also deputed on
need basis.
• In case of requirement of displacing
or resettling informal settlers,
hawkers and vendors, compensation
is paid as per applicable laws. In case
of externally aided projects,
89
compensation amount is arrived at

based on the corresponding Act/
policies of ADB or World Bank and
includes cost of structure,
Construction cost, Transportation,
subsistence and one time settlement
etc. In case of vendors and hawkers, a
lumpsum amount is paid.
Core Principle 5: Program • Communication campaigns • Regular road safety awareness • Public awareness is • Public consultation workshops
E&S systems give due for road safety works are programs are conducted under generated through mass are conducted, and public
consideration to the cultural undertaken in local language different agencies to improve media campaigns awareness campaigns
appropriateness of, and and culturally appropriate community awareness. towards following traffic undertaken towards road safety.
equitable access to, Program manner. • Short films on road safety are rules and avoiding any
benefits, giving special • Road safety awareness prepared and made available in violations.
attention to the rights and programs are undertaken with public domain which helps in
interests of Scheduled Tribe distribution of pamphlets, improving the community awareness.
people (Indigenous Peoples) screening of audio-visual Road safety awareness games aimed
and scheduled caste people, materials, street plays for at improving the awareness among
and to the needs or concerns commercial vehicle drivers children.
of vulnerable groups. and truckers. Also, education • No specific measure is planned
programs undertaken for towards gender-based violence and
students on road safety in are dealt on case-to-case basis.
local language. • NGO/CSO are engaged through
notification for undertaking
awareness campaigns on road safety,
HIV, and implementation of
resettlement plans (where required).
Core Principle 6: Program • The program activities and • The program activities do not • The program activities do • The program activities do not
E&S systems avoid activities of the Department exacerbate any social conflict. not exacerbate any social exacerbate any social conflict.
exacerbating social conflict, do not exacerbate any social conflict.
especially in fragile states, conflict.
post-conflict areas, or areas
subject to territorial disputes.
90
4B. GUJARAT
Key Planning Elements Transport Department PWD/ R&B Police/ Home Health
Core Principle 1: Program E&S • Given Commissioner of Transport • Gujarat Road Safety • E-waste is disposed through • The key activities involved
management systems are Department is member of State Authority is a state level empaneled agencies (a) procurement of BLS
designed to (a) promote E&S Road Safety Council, also Chairs body for monitoring and registered recyclers. and LS Ambulances; (b)
sustainability in the Program the Executive Committee of Road implementation of road • Any overloading of vehicles Ambulances to be GPS
design; (b) avoid, minimize, or Safety, and Member of Traffic safety program. They are also or spilling of hazardous tagged; (c) establish single
mitigate adverse impacts; and Management Committee, the engaging various NGOs for materials, police detains accident reporting number;
(c) promote informed decision- coordination with other departments awareness building on road those vehicles and takes (d) Establishing Data
making relating to a Program’s is seamless. safety. necessary actions including Center for Ambulance; (e)
E&S effects. • Licensing system is based on • Black spots are decided by imposing fines. Undertaking first responder
computerized test for learning district level road safety • Traffic enforcement is done training; and (f)
license and driving competency test committee chaired by District as per the MVAA, and Implementation of Good
is done through automated driving Collector. Executive challans are cut accordingly. Samaritans Guidelines.
test. Engineer from R&B, Dy. SP • Till date the accident • State Department has
• For commercial vehicle, driver from Home Department, reporting is done to deployed personnel from
training through motor driving RTO from Transport hospitals and firefighting Environment and Health
school is necessary. Department etc. is members departments. However, the Cell, and a state task is
of the district road safety system is expected to use formulated to monitor
committee. These members iRAD once launched where activities under
look overall possible all the stakeholder Environment and Health
environmental and social departments are integrated. Cell. This task force is
/community related elements • Spot fines, E-challans, headed by Commissioner
while planning black spot- vehicle detention, offence of Health. Also, District
fixing/ addressing accident- registration, court memo and Nodal officer is appointed
prone areas. RTO memo are used for and at each district for
• With ongoing road projects enforcement. In case of spot Environment, Health, and
supported by World Bank, penalties receipts are issued. climate change. In addition,
there is an Environmental and • Creating real awareness on Department can appoint
Social Management Unit road safety and its consultant to assess
(ESMU) is established and is adherence is a major environmental and social
well trained. It is expected challenge. risks where required.
that they will also handhold • The Bio-medical waste
and train staffs in this management from
operation initially. Ambulances is followed as
91
• E-waste is disposed through per BMW guidelines issued

empaneled agencies by Gujarat Pollution
registered by Pollution Control Board.
Control Board. • E-waste management is
• Obsolete vehicles are carried out as per
disposed through auction guidelines implemented by
system. CPCB.
• Staff Training College carries • Many ambulances after 5
out training for field staffs. years of use are deployed
under ‘Khikhilat’ Program
which is a drop back
facility for mothers and
newborn child.
• Based on the results of
Vehicle Inspection Report,
old ambulances are sold to
scrap dealers.
• District Nodal Officer,
Medical Officers and
Paramedical staffs are
being given regular training
under National Program for
Climate Change and
Human Health in regards
with environment related
matter.
• The current coordination
mechanism with other
department is through e-
mail, letter, and telephone.
• First Responder training is
also being conducted for
Volunteers (Citizens) and
officials of Police
Department, Fire
Department.
92
Core Principle 2: Program E&S • Not applicable, given department • Field Engineers visit sites, • Not applicable, given • Not applicable, given
management systems are does not directly execute any civil/ and based on their department does not directly department does not
designed to avoid, minimize, or construction activity. assessment, necessary execute any civil/ directly execute any civil/
mitigate adverse impacts on application is made for construction activity. construction activity.
natural habitats and physical permission to State Forest
cultural resources resulting from Department or Ministry of
the Program. Program activities Environment and Forest (as
that involve the significant required), and Archeological
conversion or degradation of survey of India etc.
critical natural habitats or • Necessary permission is
critical physical cultural heritage applied through online
are not eligible for PforR system to Forest Department
financing. by concern Division office
and relevant approvals are
taken before cutting of trees
(where required) especially
on road widening etc.
Core Principle 3: Program E&S • Issuance of COVID19 related • During widening of the road, • Not applicable, given • There are dedicated
management systems are circulars / advisories from time to necessary signboards are department does not directly resources allocated for
designed to protect public and time. With strict implementation of installed, and work zone execute any civil/ conducting capacity
worker safety against the Govt. instructions and continuous traffic management plan is construction activity. building and training,
potential risks associated with monitoring and supervision is being prepared and implemented. IEC activities and Acute
(a) the construction and/or done. • Short term measures for Respiratory Infections
operation of facilities or other identified black spots are (ARI) surveillance in the
operational practices under the generally completed within 3 matter of environment
Program; (b) exposure to toxic months. related matters. Department
chemicals, hazardous wastes, • Proper care is taken during has identified 11 hospitals
and otherwise dangerous the progress of work to as sites for ARI
materials under the Program; ensure no adverse effects are surveillance and
and (c) reconstruction or there to any community monitoring.
rehabilitation of infrastructure infrastructure or services.
located in areas prone to natural • Necessary safety measures
hazards. are ensured and implemented
on site.
• Contractors have to follow
the prevailing the labor laws.
93
All necessary amenities are to

be provided by the contractor
at work site.
• No contractor/ agency is
allowed to deploy child labor.
And in case found any
irregularities, necessary
actions taken as per
prevailing laws.
• COVID19 related advisories
are followed across all works.
Core Principle 4: Program E&S • No land acquisition or land • Special permission will be • No land acquisition or land • No land acquisition or land
systems manage land acquisition requirement is there as department taken for land acquisition for requirement is there as the requirement is there as the
and loss of access to natural does not directly execute any civil/ remedial/ corrective measures program activities does not program activities does not
resources in a way that avoids or construction activity. of black spot including require any civil/ require any civil/
minimizes displacement and unmanned and manned level construction for the construction for the
assists affected people in crossings on SH, and urban department. department.
improving, or at the minimum road networks (where
restoring, their livelihoods and required).
living standards. • Any LA will follow ‘The
Right to Fair Compensation
and Transparency in Land
Acquisition Rehabilitation
and Resettlement Act 2013’
and further amendments as
notified.
• Though no incident has been
found till date on squatter
removal for road
developmental works.
However, if required
relocation of informal settlers
can be addressed by the
Department following
Government guidelines.
94
• No gender-based violence
cases have been reported till
date. However, if found,
necessary actions will be
taken as per prevailing laws.
Core Principle 5: Program E&S • As a pilot, Transport department has • As per site conditions, on • Awareness generation is • Officials under 108-EMS
systems give due consideration deployed a Traffic Education and case-to-case basis necessary done through various media services are duly trained
to the cultural appropriateness Awareness Mobile (TEAM) van in provisions are made for campaigns and through and are providing relevant
of, and equitable access to, some of the districts. The van is women, elderly and children. involving NGOs. treatment to pregnant
Program benefits, giving special used to showcase films, • Though department is not females victimized at the
attention to the rights and presentations and various other involved in awareness accident site.
interests of Scheduled Tribe programs on safe driving. creation on road safety. • Social media, mass media
people (Indigenous Peoples) and • Awareness through various medias However, Gujarat Road and engagement of NGOs
scheduled caste people, and to and regular workshops and seminars Safety Authority publishes are done for awareness
the needs or concerns of to schools and colleges, as well open general awareness in regards campaign for road safety.
vulnerable groups. programs in public places are with the road safety measures
conducted. through mass media and
• Mass media campaign using FM social media platforms.
Radios, Akashwani, Street Plays, • Complain received are
social media are the most effective attended at various level.
mediums for road safety awareness These grievances are
creation. addressed in a time bound
• A concept of Road Safety Fair is manner.
also developed and occasionally
organized.
About 300 fairs have been organized
before the COVID 19 period.
• Collaboration with organizations/
NGOs working for the differently
abled to identify their issues and
address their needs were also done
towards road safety.
• Grievances from citizens are being
taken seriously.
Grievance Redressal Mechanism is
as follows:
95
• Grievances presented through

social media, e-mail and posts
are viewed by senior officers
and then sent to respective
branches with instructions.
• Branches take necessary action
in accordance with Govt. rules
and procedures immediately.
• Gujarat (Right of Citizens to
Public Services) Act, 2013 is
being implemented.
• Transport Department website for
grievance registration
https://cot.gujarat.gov.in/post-
grievance.htm
Core Principle 6: Program E&S • The program activities and activities • The program activities and • The program activities and • The program activities and
systems avoid exacerbating of the Department do not exacerbate activities of the Department activities of the Department activities of the Department
social conflict, especially in any social conflict. do not exacerbate any social do not exacerbate any social do not exacerbate any
fragile states, post-conflict areas, conflict. conflict. social conflict.
or areas subject to territorial
disputes.
4C. ODISHA
Key Planning Elements Transport Department PWD/ Highway Police/ Home Health
Core Principle 1: Program E&S • As per the protocol, the notified • While planning for
management systems are Black Spots notified are treated measures addressing black
designed to (a) promote E&S by the Road owning agencies spot, economic
sustainability in the Program for short term measures like opportunities, loss of land
design; (b) avoid, minimize, or signages, reflective cat eyes etc. and assets, removal of
mitigate adverse impacts; and immediately. immediately. unavoidable settlements,
(c) promote informed decision- Apart from this, funds have and potential traffic speed
making relating to a Program’s been placed to the RTOs for and congestion are
E&S effects. erection of road signages in all generally being considered.
96
the important roads of the However, there are no

districts. standard set of indicators
• Long term rectification or format for the same.
measures in the Black spots and • Civil society organizations
vulnerable accident-prone zones take active part in road
mainly need civil works by the safety programs in the
road owning department. state. They are also funded
• As per the current MV act all by State Transport
the commercial vehicles have to Authority (STA) and
get fitness test within a period District Road Safety
of 2 years for new vehicles and Committees for
within one year for old vehicles. undertaking various road
Apart from this, the safety programs.
enforcement officials of • No dedicated staffs are
Transport placed for environmental
• Departments regularly conduct and/or social aspects.
the fitness check of vehicles However, need based
along with other violations consultants are appointed
check. on time to time.
• Steps have been taken to • Coordination with other
integrate the SARATHI and e- department is done by
challan. So that strict action can placing officials in the lead
be taken for the repeated agency for road safety as
offenders. directed by the Supreme
• STA has initiated a training Court.
program ‘Vahak’ for heavy
vehicle drivers of the State. It is
a first of its kind for the state
level Heavy Motor Vehicle
(HMV) Driver’s refresher
training program. In the
three day long residential
training program, HMV drivers
are being trained on driving
skills, fuel efficiency, basic first
aid, road safety and road
97
signages. This will hone the

skills of drivers and in will
contribute towards reducing
accidents in the state.
• Intelligence e-enforcement
system are being implemented
in various accident-prone road
stretches.
• The e-challan system is already
in place in the State, where the
notice is sent to owner of the
vehicle found violating traffic
rules.
• MoU has been signed with Save
LIFE Foundation (SLF), an
NGO working towards road
safety in India. SLF will
identify, recommend and assist
with the treatment of 100
vulnerable black spots in
Odisha where maximum
accidental death have taken
place in last few years. The
MOU aims to reduce the road
deaths on Odisha roads
significantly in next three years.
• Integrated Road Accident
Database (iRAD) has been
implemented in the State. The
application is expected to
enable collection of accident
data on the spot which will help
in analyzing causes of road
accidents to establish an
accurate and uniform accident
data collection mechanism
98
towards improving road safety

in the State.
• Training on vehicle emission
management / fuel efficiency
and other emission related
issues are being conducted
frequently by various
institutions like Centre for
Science and Environment,
ESCIH Hyderabad & ARAI
Pune etc. for Departmental
staffs.
Core Principle 2: Program E&S • Not applicable, given • All approvals and statutory
management systems are department does not directly clearance are obtained as
designed to avoid, minimize, or execute any civil/ construction per need.
mitigate adverse impacts on activity.
natural habitats and physical
cultural resources resulting from
the Program. Program activities
that involve the significant
conversion or degradation of
critical natural habitats or
critical physical cultural heritage
are not eligible for PforR
financing.
Core Principle 3: Program E&S • Transport department does not • Where construction is
management systems are perform any civil and awarded to contractor, the
designed to protect public and construction work directly. clause related to
worker safety against the • It is done through the Civil prohibition of child labor is
potential risks associated with engineering department or mentioned in the contract
(a) the construction and/or Odisha Police Housing document.
operation of facilities or other Corporation. In case of
operational practices under the construction work being
Program; (b) exposure to toxic awarded through contractor, the
99
chemicals, hazardous wastes, law relating to the prohibition

and otherwise dangerous of child labor in the
materials under the Program; construction work is being
and (c) reconstruction or mentioned in the contract and
rehabilitation of infrastructure department ensures it is being
located in areas prone to natural followed at the construction
hazards. site.
• The department doing the
construction work deals with
the labor law requirements and
are very much stringent in
ensuring the implementation of
the required rules and
regulations.
Core Principle 4: Program E&S • Command and Control Centre • For any land acquisition,
systems manage land acquisition is under construction at RFCTLARR 2013 is
and loss of access to natural Bhubaneswar and no additional followed (where required).
resources in a way that avoids or required. • In case public
minimizes displacement and • Program activities of Transport infrastructure and services
assists affected people in department does not require any that are getting affected are
improving, or at the minimum land acquisition. shifted to another location
restoring, their livelihoods and in consultation with
living standards. respective department.
Also, where community is
affected, they are monitory
compensation as per
RFCTLARR 2013.
• Framework for
resettlement and
rehabilitation and
environmental
management have been
prepared through extensive
consultations.
100
• For loss of land and/ or

asset, replacement cost is
being paid.
• Also, public consultation
meeting is carried out in
each location.
• All squatters are paid
onetime cash assistance for
their structures.
While planning for fixing black
spot, consultations are carried
out with affected community
groups and garnering
community support.
Core Principle 5: Program E&S • Road Safety awareness is being • Various road safety
systems give due consideration done regularly on social media program is being
to the cultural appropriateness and electronics media, FM conducted including with
of, and equitable access to, channels and Print media. special focus on women,
Program benefits, giving special • For immediate assistance to the disabled, children and
attention to the rights and Road accident victims at the elderly.
interests of Scheduled Tribe accident spot First Responders • There is comprehensive
people (Indigenous Peoples) and are being trained under Project road safety program in the
scheduled caste people, and to “Rakshak”30- a first responder state through various media
the needs or concerns of training. including print, audio,
vulnerable groups.
30
Project Rakshak: 30 Weeks-30 Districts-300 Master Trainers-30000 First Responders. Project Rakshak is first of its kind state level program where in 30,000 volunteers
staying or working at the eateries and different business establishments near accident prone areas and police personnel will be trained as First Responders to road accident
victims. The program is being conducted in two phases. In the first phase 300 Master Trainers have already been trained in Training of Trainers (TOTs) by experts. Master
Trainers include volunteers from Indian Red Cross Society, Odisha State Branch and NGOs across the state. After the TOT, in the second phase these 300 Master Trainers will
go to accident prone areas in all the 30 districts and train and empower people to render help to the victims of road accidents. They will be equipped to administer first aid and
pre-hospital trauma care to accident victims within the golden hour. There is a comprehensive plan to put up Display Boards about Good Samaritan Policy and Solatium Fund
Scheme in all the Hospitals, Police stations, RTO office and other important locations in all the districts of the State. Tender has been floated and work order is being issued to
an able vendor by end of March 2022 for executing the same.
101
• Civil Society Organization and audio-visual, and social

NGOs take active role in media.
various Road safety related • Grievances received either
programs observed in the State. through online or offline
They are also funded from the are resolved within
Road safety cell of STA stipulated time.
through the District Road • Road safety month is
Safety Committees for observed every year with
observance of various Road posters, banners, and
Safety Programs. leaflets distribution.
• Road safety awareness program
are conducted with special
focus on women, elderly,
children and differently abled
people.
• Comprehensive Road safety
Awareness programs are being
conducted to sensitize citizens,
by using creative methods to
teach road safety lessons and
spread awareness. There are
regular posts on social media
handled of STA. Periodic
campaigns are done through,
electronic media, print media,
Radio, Outdoor etc. Road safety
videos messages are being
displayed in all the cinema halls
of the State.
• In addition, online competitions
relating to road safety are being
organized through social media.
• Lessons on Road Safety in
School Syllabus-Students are
being educated on traffic
signals, administering first aid
102
after accidents, rules to be

followed while riding a
motorcycle and crossing a road,
the importance of wearing
helmets and seat belts and road
safety laws as part of
curriculum.
• It is also proposed to provide
compulsory road safety and
First aid training to the driving
license aspirants.
• STA proactively handles
grievances31; whether it’s
through social media, customer
care or direct complaint, each
grievance is handled with a
personal touch.
•
Core Principle 6: Program E&S • Department do not exacerbate • No conflicts ae faced. Most
systems avoid exacerbating any social conflict. of the work is done through
social conflict, especially in existing contractors
fragile states, post-conflict areas, working in those road
or areas subject to territorial stretches. The program
disputes. activities do not exacerbate
any social conflicts.
31
Grievance to the department can be registered through letters, emails, social media and helpline number. There is dedicated call center and communication cell to address the
grievance via helpline number, social media and e-mails at the office of State Transport Authority (STA). They are escalated to the concern officers for resolving the issue and
are usually addressed within 48 hrs. Input received from citizens ▬►Acknowledgement ▬► Forwarded to Relevant executives ▬► Action taken ▬►Delay in taking action
▬►Escalated to Senior Executives ▬►Action taken ▬►notification
103
4D. TAMIL NADU
Core Principle 1: Program E&S • There are State Road Safety

management systems are Council, and District Road
designed to (a) promote E&S Safety Committee are in
sustainability in the Program place to steer the road safety
design; (b) avoid, minimize, or activities through
mitigate adverse impacts; and stakeholder departments.
(c) promote informed decision- • At present there is no
making relating to a Program’s system in place to record
E&S effects. accidents involving
spillages/ leakages of
hazardous chemicals along
roads/highways and
communicating to the
central database.
• Accident data is shared with
Hospitals, but there are no
mechanisms to share with
Fire Service.
Core Principle 2: Program E&S • The program activities do

management systems are not require any civil works
designed to avoid, minimize, or and hence not applicable.
mitigate adverse impacts on
financing.
104
Core Principle 3: Program E&S • All COVID19 related

management systems are protocols are followed and
designed to protect public and monitored.
worker safety against the
potential risks associated with
(a) the construction and/or
operation of facilities or other
operational practices under the
Program; (b) exposure to toxic
chemicals, hazardous wastes,
and otherwise dangerous
materials under the Program;
and (c) reconstruction or
rehabilitation of infrastructure
located in areas prone to natural
hazards.

systems manage land acquisition not require any civil works
and loss of access to natural and hence no additional land
resources in a way that avoids or is required.
minimizes displacement and
assists affected people in
improving, or at the minimum
restoring, their livelihoods and
living standards.
Core Principle 5: Program E&S • Awareness campaign is

systems give due consideration undertaken through TV
to the cultural appropriateness Channels, Radio, Cinemas
of, and equitable access to, and Hoardings. Also,
Program benefits, giving special awareness creation is done
attention to the rights and involving school children,
interests of Scheduled Tribe and awareness videos at
people (Indigenous Peoples) and Traffic Police Stations.
scheduled caste people, and to
105
the needs or concerns of

vulnerable groups.

systems avoid exacerbating not exacerbate any social
social conflict, especially in conflicts. It is for safety of
fragile states, post-conflict areas, the road users and local
or areas subject to territorial community.
disputes.
4E. TELANGANA
Core Principle 1: Program E&S • The state level road safety • Most of the road safety works
management systems are and district level road safety have no or minimal
designed to (a) promote E&S committee ensure the environmental and social
sustainability in the Program coordination among the risk. However, there is no
design; (b) avoid, minimize, or different departments to systematic process in place to
mitigate adverse impacts; and undertake the road safety assess environmental and/or
(c) promote informed decision- related activities. The road social risks.
making relating to a Program’s safety action plan is • Most of the e-waste and used
E&S effects. prepared in consultation vehicles are disposed through
with all stakeholder auction.
department and • The inspection of roads/
implemented by each highways to identify
department. dangerous potholes/
• All e-waste is disposed damages, frequent accident-
through Telangana State prone area identifications are
Technological Services a continuous process
(TSTS) as per applicable undertaken by the Field
protocols. Officers throughout the year
• The departmental vehicles to identify the hazardous
are disposed in public locations and take up
auction after condemnation, remedial measures.
106
following prescribed • Further the Black spots are

procedure and norms. identified by the Police Dept.
• The authorized private and communicated to R&B
driving schools are and accordingly the remedial
imparting training to drivers measures are taken up on
of commercial vehicles. these locations along with
• The executive staff of the other hazardous location
department are involved in identified by the R&B dept,
assessment of etc.
environmental and social • The scale of work is less
risks. where temporary measures
• are taken up for rectification.
In case of Permanent
measures certain types of
civil works are taken up
where the excavated material
which are not useful for re-
use are disposed off to a safe
place under instructions by
the Field Officers so as not to
create any hazard for the
environment.
• Monitoring is carried out at
critical locations and the
required signage are placed in
Consultation with the Police
dept.
• Most activities are taken up
in co-ordination with
Transport and Police
Departments.
Core Principle 2: Program E&S • The program activities do • Any physical cultural
management systems are not require any civil works structures coming on way to
designed to avoid, minimize, or and hence there are no black spot fixing, the current
mitigate adverse impacts on adverse impacts. practice is to involve
107
cultural resources resulting from consultation with local

the Program. Program activities community representatives,
that involve the significant community leaders, and in
conversion or degradation of consultation with the Police
critical natural habitats or Dept, Revenue Dept. and
critical physical cultural heritage other stakeholder dept.
financing.
Core Principle 3: Program E&S • All COVID19 protocols • Given the scale work for road
management systems are including wearing mask, safety measures are generally
designed to protect public and sanitization and physical small, and hence no labor
worker safety against the distancing are followed by camps required, except in
potential risks associated with all the staff members during very few cases where the
(a) the construction and/or discharge of their duties. scale of work is big enough
operation of facilities or other • such as over bridge
operational practices under the construction.
Program; (b) exposure to toxic • Necessary clauses are
chemicals, hazardous wastes, mentioned in the bid and
and otherwise dangerous contract document for
materials under the Program; prohibition of child labor.
and (c) reconstruction or Also, all necessary labor laws
rehabilitation of infrastructure and labor welfare related
located in areas prone to natural measures as per the
hazards. regulations are mentioned in
the bid and contract
document for any civil work.
• All COVID19 related
guidance issued by the GoI/
State Govt. are being
followed.
Core Principle 4: Program E&S • Not applicable, given • For road safety measures in
systems manage land acquisition department does not directly some cases, minor land
and loss of access to natural execute any civil/ acquisition if any involves
resources in a way that avoids or construction activity. minor acquisition which will
minimizes displacement and be taken up by the Revenue
108
assists affected people in Dept. based on the requisition

improving, or at the minimum made by R&B dept.
restoring, their livelihoods and • Where community
living standards. infrastructure services may
be getting adversely affected,
it is shifted in consultation
involving the local
community representatives,
community leaders, and in
consultation with the Police
Dept, Revenue Dept. and
other stakeholder dept.
• There are very few cases in
the past where the
encroachments may have to
be removed at some junctions
or at narrow roads in village/
town limits or where informal
land users on existing RoW
need to be displaced for
taking up the Black spot
rectifications. In such cases
R&B department addresses
them in consultation with
Revenue Department and
Local Bodies/ Local
Authorities to clear the
encroachment according to
prevailing laws.
Core Principle 5: Program E&S • Conducting awareness • The Transport and Police
systems give due consideration programs among different of Dept undertake Road safety
to the cultural appropriateness categories of drivers of awareness program directly
of, and equitable access to, commercial vehicles, by involving local
Program benefits, giving special school, and college students community and road users in
attention to the rights and and public at large. coordination with the R&B
interests of Scheduled Tribe
109
people (Indigenous Peoples) and • Also, awareness is created dept and other stakeholder
scheduled caste people, and to using print media, social deps.
the needs or concerns of media and electronic media; • Road safety awareness
vulnerable groups. through short films and creation activities are also
cartoon films displayed in taken up by the Transport and
cinema theatres; awareness Police department through
rallies undertaken. mass media.
• Road safety Club, India • The provisions of the Bid
Federation of Road Safety Condition ensure that gender-
etc. and a few other NGOs based violence issues and
impart awareness to prevent provision are adequately
Road Accidents. addressed and complied with
• Women are sensitized about by the Agency.
precautions to be taken • A provision for lodging
while riding two wheelers. grievance is available in the
• Under aged children are not Website for Roads &
allowed to drive vehicles. Buildings department
• The Transport Department (roadbuild.telangana.gov.in).
portal has provision to On receipt of any grievance,
register grievances and to the same is communicated to
monitor the status of the the concerned Section within
grievances. the R&B Dept and the reply
is sent to the Grievant
directly. Most of the
Grievances are addressed
within a month.
• For employees, any employee
can approach the higher
Officers in the hierarchy for
addressing their grievances.
Core Principle 6: Program E&S • The program activities do • The program activities do not
systems avoid exacerbating not exacerbate any social exacerbate any social
social conflict, especially in conflicts. conflicts as it is more for
fragile states, post-conflict areas, safety of the local
community/ road users.
110

disputes.
111
4F. UTTAR PRADESH

Key Planning Elements Transport Department PWD Police Health
Core Principle 1: Program • Road Safety Cell housed at • A dedicated Road Safety • • Department of Health has
E&S management systems Transport Department acts as Division headed by an MoU with GVK-EMRI to
are designed to (a) promote the key institutional measure to Executive Engineer has been run ambulances under 108
E&S sustainability in the coordinate road safety activities established at PWD headquarter for any emergency services
Program design; (b) avoid, in the state. for ensuring road safety including for road accidents.
minimize, or mitigate • The UP Road Safety Policy provisions in road proposals and A total of 2200 BLS and 250
adverse impacts; and (c) 2014 outlines the key actions to monitoring implementation. ALS type of ambulances are
promote informed decision- be undertaken in order to reduce available under 108 services.
making relating to a road accidents and fatalities. Of 67 other ambulances from
Program’s E&S effects. the eleven actions suggested, NHAI, UPSHA, YEIDA and
majority are related to UPEIDA are being
awareness creation, behavioral integrated under 108.
aspects of safe driving and • The 108-service operator
keeping the vehicle safe, and GVK-EMRI deploys
enforcing adherence to road ambulance strategically to
safety norms, medical assistance minimize response time.
in case of accidents, and Currently, the response time
creation of safe road has been brought down to 15
infrastructure. minutes and efforts are on to
• Among the above set of reduce it further to 10.
activities, only the safe road
infrastructure requires civil
works. These are in the nature
of identifying black spots and
fixing them.
• Black spots are identified by
local police station based on
repeated accidents. They report
to Traffic Department. Traffic
police identifies black spots
each year on the basis of the
accident data of last three years
and through them it comes to
Transport Department.
Transport Department then
112
disseminate it to respective road

owning departments for fixing
which are mainly PWD, and
Highway Authorities, and a
small number to Urban roads.
• For coordination, the Road
safety cell also has mid-level to
senior officials of Health,
Police, PWD, and Education
departments as OSDs who help
coordinate in taking forward the
respective road safety activities
in their departments.
• The key gaps are no officials
specifically designated for
environmental and social
aspects.
Core Principle 2: Program • The activities of Transport • • The activities of Police • The activities of Health
E&S management systems Department do not impact any Department do not impact Department do not impact
are designed to avoid, natural habitats and physical any natural habitats and any natural habitats and
minimize, or mitigate resources. physical resources. physical resources.
adverse impacts on natural
habitats and physical
cultural resources resulting
from the Program. Program
activities that involve the
significant conversion or
degradation of critical
natural habitats or critical
physical cultural heritage
financing.
Core Principle 3: Program • The road safety measures by • The contractor takes all • The MVAA 2019 provides •
E&S management systems crating awareness among road necessary step to reduce worker for penalties for
are designed to protect users, drivers, and ensuring safe risks as the contract clauses transportation of hazardous
113
public and worker safety driving are some of the key includes worker safety materials in an unsafe
against the potential risks activities that benefit road users measures. And all labor laws are manner and the traffic police
associated with (a) the including local community, road said to be followed. However, are to enforce the provisions
construction and/or users and drivers and public at the gap is in the monitoring for of MVAA.
operation of facilities or large. adherence.
other operational practices
under the Program; (b)
exposure to toxic
chemicals, hazardous
wastes, and otherwise
dangerous materials under
the Program; and (c)
reconstruction or
rehabilitation of
infrastructure located in
areas prone to natural
hazards.
Core Principle 4: Program • No land acquisition or • Sometimes it is needed to • No land acquisition or • No land acquisition or
E&S systems manage land resettlement is required for the remove informal settlers. It is resettlement is required for resettlement is required for
acquisition and loss of activities being undertaken or done with the help of district the activities being the activities being
access to natural resources proposed to be undertaken by administration and follow undertaken or proposed to undertaken or proposed to be
in a way that avoids or the Transport Department. defined procedures. be undertaken by the Police undertaken by the Health
minimizes displacement Department. Department.
and assists affected people
in improving, or at the
minimum restoring, their
livelihoods and living
standards.
Core Principle 5: Program • Field staff consults with

E&S systems give due affected group during
consideration to the cultural construction activity.
appropriateness of, and • No NGOs/ civil society is
equitable access to, involved
Program benefits, giving
special attention to the
114
rights and interests of • CM Helpline/ UPPWD is

Scheduled Tribe people already in use for Grievance
(Indigenous Peoples) and Redress Management
scheduled caste people, and
to the needs or concerns of
vulnerable groups.
Core Principle 6: Program • The activities of the Department do not exacerbate any social conflict.
E&S systems avoid
exacerbating social conflict, • The State does not have any left-wing extremism (LWE) areas or any territorial disputed areas.
especially in fragile states,
post-conflict areas, or areas
subject to territorial
disputes.
4G. WEST BENGAL

Core Principle 1: Program E&S

management systems are
designed to (a) promote E&S
sustainability in the Program
design; (b) avoid, minimize, or
mitigate adverse impacts; and
(c) promote informed decision-
making relating to a Program’s
E&S effects.

designed to avoid, minimize, or
mitigate adverse impacts on
115

financing.

designed to protect public and
worker safety against the
potential risks associated with
(a) the construction and/or
operation of facilities or other
operational practices under the
Program; (b) exposure to toxic
chemicals, hazardous wastes,
and otherwise dangerous
materials under the Program;
and (c) reconstruction or
rehabilitation of infrastructure
located in areas prone to natural
hazards.

systems manage land acquisition
and loss of access to natural
resources in a way that avoids or
minimizes displacement and
assists affected people in
improving, or at the minimum
restoring, their livelihoods and
living standards.

systems give due consideration
to the cultural appropriateness
116
of, and equitable access to,

Program benefits, giving special
attention to the rights and
interests of Scheduled Tribe
people (Indigenous Peoples) and
scheduled caste people, and to
the needs or concerns of
vulnerable groups.

systems avoid exacerbating
social conflict, especially in
fragile states, post-conflict areas,
disputes.
117
ANNEXURE 5: ACCIDENT BLACK SPOTS AND POTENTIAL RECTIFYING MEASURES

Accident Black Spots
Road crash is a random phenomenon; however, crashes may not be randomly distributed across road networks. There are locations with a concentration of
crashes, and which are largely identified as black spots. Black spots are those locations where higher number of crashes having similar nature are occurring as
a result of local risk factors. Location-specific, infrastructural measures can be implemented to decrease the number of crashes in order to mitigate them and
generally known as treating the black spots or fixing the black spots.
According to MoRTH, Road Accident Black spot is a stretch of National Highway of about 500m in length in which either 5 road accidents in all three years
involving fatalities/ grievous injuries took place during the last 3 calendar years or 10 fatalities in all fatalities on all 3 years put together took place during the
past 3 calendar years.
Current Process of Identification of Black Spots
While the availability of a good and reliable crash data is the core of any blackspot management program, at present the black spot identification in most states
are done through local police station based on repeated accidents. They report to Traffic Department. The Traffic police identifies black spots each year on the
basis of the accident data of last three years and through them it comes to Transport Department. Transport Department then disseminate it to respective road
owning departments for fixing which are mainly PWD, and Highway Authorities, Urban Development Departments, and Rural Roads.
Typical Type of Black Spots
A typical type of crashes that most states observe includes:
1. Single vehicle crashes (crashes such as ran-off, overturning, etc.)
2. Pedestrian crashes
3. Crashes for vehicles driving in the same direction (usually rear end collisions, side swipe, etc.)
4. Crashes at junctions (usually right-angled collisions)
5. Crashes between vehicles travelling in opposite directions on undivided roads (usually head-on collisions)
6. Railway crossing crashes
Potential Reasons for Accidents and Black Spot Rectifying Measures
It is highly likely that in most of the blackspots, any one of the above crash-type will be predominant. In such a situation (where a predominant crash type can
be observed), it could be usually because of the local risk factors present in the blackspot. Such frequently occurring crash types can be treated by matching
countermeasures (engineering interventions). For each crash type listed above, the likely contributory factors along with potential treatment measures are as
below.
118
Table (5.1): Potential Reasons and Rectifying Measures for Fixing Accident Black Spots
Typical type of crashes

Potential Reasons for Accidents/ Crashes Potential Rectifying Measures
observed
Single vehicle crashes • Excessive speed • Improve signage

(crashes such as ran-off, • Driver fatigue • Improve lighting/ visibility
overturning, etc.) • Poor lighting/ visibility • Speed limiting measures
• Sharp curve; steep slope • Improve road markings
• Narrow carriageway width after a long wide section or lanes • Improve road geometry e.g., Eliminating sharp changes in
merging as one single road alignment – curve/ slope etc.
• Some obstacles such as tree/ pole etc. too close to the edge of • Remove roadside obstacles
the road and is poorly marked • Improve road surface e.g., rectifying potholes, road edges,
• Parked vehicle in front blocking visibility etc. drainage etc.
• Remove roadside obstacles, installing crash barriers
• Removing on road parking etc.
• Mechanism for reducing driver fatigue
Pedestrian crashes • Lack of footpath • Improve facilities for pedestrians walking along the road
• Footpath is obstructed with encroachments (temporary shops, (including clearing and widening where required)
parked vehicles) • Improve facilities for pedestrians crossing the road
• Narrow Road • Improve visibility
• Poor visibility • Limiting Speed
• Wide Road carriageway to cross
• No crossing facilities or clear places to cross
• High vehicle speed
• Heavy traffic
Crashes for vehicles driving • Lack of lane markings • Improvement of road markings/ signs e.g., lane markings,
in the same direction (usually • Lack of lane discipline centerlines, no overtaking zone etc.
rear end collisions, side • Lane too narrow • Improvement of road facilities such as extra widening on
swipe, etc.) • Careless driving curves, prevent hazardous U-turns etc.
• Dangerous overtaking • Speed limiting measures
• Sudden stopping of vehicle ahead • Avoid contra traffic flow
• Excessive speed • Active police enforcement
119

observed
• Wrong way driving along travel lane forcing vehicle use

narrow passage or change lane in last minutes.
Road Crashes at junctions • Vehicle from side road overshoots the stop line and hits a • Adequate warning signs including advance direction signs
vehicle on the main road and stop line etc. on the side road
• Vehicle turning out of main road is hit by oncoming vehicle • Proper visibility of the signage
• Vehicle going ahead is hit by a following vehicle in rear • Re-aligning minor road to joins the major road at a right angle
• Vehicle in the roundabout is hit by an entering vehicle • Altering the geometry of the approach road to encourage
• Vehicle entering the roundabout loses control slower speeds
• Installation of rumble strips or other traffic calming measures
in the side road
• Installing traffic signals
• Improve visibility of the signals
• Providing protected right/ left turning lane
Road Crashes between • Excessive speeds - loss of control • Marking no overtaking zones and consider installing no
vehicles travelling in opposite • Inadequate overtaking sight distance overtaking signs
directions on Undivided roads • Slow traffic uses centre of the road • Install warning signs (e.g., for bends, junctions, narrow roads)
• Steep gradient with slow heavy traffic • Install speed limit signs and provide active police
• Poor forward visibility enforcement
• Vehicle swerves to avoid pothole, bad edges etc. • Centre line marking especially on sharp horizontal curves
• No centerline; Narrow Road • Improve the road surface including potholes, bad edges
• Improve road alignment by improving road geometry
• Upgrade the road by widening the lanes and / or shoulders
Railway crossing crashes • Excessive speed • Install speed reducing measures e.g., rumble strips, road
• Poor visibility humps, etc.
• Careless overtaking • Improve visibility of the crossing and light signals associated
• Inattention by driver with it.
• Failure of crossing control system • If the crossing is unmanned, improve the visibility along the
• Crossing may be narrower than approach roads rail track on the approach to the crossing
• Upgrade the signing and marking
120

observed
• Discourage overtaking by means of signs, markings or

delineator posts
• Consider provision of street lighting
• Consult the railway authority about changing the control
system (unmanned to manned or automatic).
• Consult the railway authority about widening the crossing if
it is narrower than the approach roads
• Consider replacing the crossing with an over bridge or under
pass
Source: Guidelines for Identifying and Treating Black spots. IRC. Available at http://www.irc.nic.in/admnis/admin/showimg.aspx?ID=329
121
ANNEXURE 6: APPLICABLE RULES FOR E-WASTE DISPOSAL

The links to the applicable rules for e-waste disposal are outlined below.
• Andhra Pradesh:
https://pcb.ap.gov.in/a_ewaste_management.html#:~:text=Public%20shall%20not%20dis%2Dint
egrate,%2F%20burning%20of%20e%2DWaste.
• Gujarat: https://gpcb.gujarat.gov.in/webcontroller/viewpage/ewaste
• Odisha: http://ospcboard.org/divisions/waste-management-division/e-waste-management/
• Tamil Nadu: https://www.it.tn.gov.in/sites/default/files/2018-09/e-wate_0.pdf
• Telangana: https://www.telangana.gov.in/PDFDocuments/Telangana-e-Waste-Management-
Policy-2017.pdf
• Uttar Pradesh: http://www.upecp.in/PDFFiles/SolidWasteNew/E-Waste%20Management.pdf
• West Bengal: https://www.wbpcb.gov.in/e-waste-
management#:~:text=Recyclers%20and%20dismantlers%20are%20also,from%20State%20Pollut
ion%20Control%20Board.&text=West%20Bengal%20is%20a%20predominantly%20rural%20sta
te
122
ANNEXURE 7: NATIONAL MULTI-STAKEHOLDER CONSULTATION

WORKSHOP
A National Consultation workshop was organized by MoRTH on 22nd April 2022, and this was done
virtually due to COVID restrictions. The relevant national and state government organizations as well
as CSOs were invited and attended workshop. In total, more than 100 participants attended the
workshop (detail list attached).
The workshop was kicked off by a keynote address by the Joint Secretary at the MoRTH outlining the
importance of Road Safety and need to understand the potential environmental and social impact
implications associated with Road Safety.
PricewaterhouseCoopers (PwC) supporting the Government of India (GoI) program development and
implementation presented the GoI India State Support Program for Road Safety and presented the
objective, scope, boundary of the program and the role of the World Bank (WB) and Asian
Development Bank (ADB). It was outlined that the WB is supporting 7 of the states (Andhra Pradesh,
Gujarat, Odisha, Tamil Nadu, Telangana, Uttar Pradesh and West Bengal) while The ADB is supporting
the other 7 states under the GoI’s program that covers a total of 14 states. This laid the framework within
which the WB’s ESSA plays a crucial role to assess the key environmental and social risks that may
affect the achievement of the development outcomes of the program and the Government’s ability to
manage those risks.
This was followed by a presentation by the WB Environment and Social team members comprising of
Mr. Takeaki Sato, Senior Environmental Specialist and Mr. Venkata Rao Bayana, Senior Social
Development Specialist. The World Bank specialists outlined how the ESSA seeks to assess extent to
which the applicable government environmental and social policies, legislations, program procedures
and institutional systems are consistent with the six ‘core principles’ defined under WB Policy for PforR
financing instrument and the recommendations and actions suggested to address the identified gaps for
enhancing performance during program implementation. The WB Specialists outlined that of the six
Core Principles, four are applicable to the proposed program. The methodology adopted to conduct the
ESSA was also presented which involved desk review of existing documents; interaction with MoRTH
and States; including the departments of Transport, PWD/R&B, Health, Police, and other key
agencies/institutions and finally the consultations/discussions with key stakeholders. The key E&S
benefits of the program were presented which include positive health and safety impacts by reducing
road accident-related deaths and injury and increased awareness on road safety among road users,
children, and the community.
The key environmental risks were presented which include the construction-related EHS risks and
impacts resulting from civil works for rectification of black spots/accident risk spots; disposal of e-
devices used for road safety and compliance of traffic rules and its monitoring which includes disposal
of used batteries; scrapping old or severely damaged vehicles and the potential environmental
risks/impacts due to accidents involving vehicles carrying hazardous chemicals. The social risks include
any additional land requirement to be met from existing Government land for activities such as
development/widening of the footpath, widening of the road, establishing driver training centers,
vehicle fitness centers; and the weak community and stakeholder engagement processes. Similarly, the
key E&S gaps identified were presented.
The WB E&S specialists then outlined the nine key recommendations from the ESSA:
• Strengthening the process of safe disposal of electronic waste
• Strengthening the mechanism for recording and reporting segregated data on accidents involving
vehicles carrying hazardous substances
• Enhancing the vendor compliance with environmental regulations in the procurement process
• Strengthening the institutional mechanism and capacities for managing environmental and social
risks and impacts
• Screening of the sub-projects for upfront environmental and social risk and impact identification
123
• Strengthening the monitoring mechanism during civil works for environmental and social risks,
impacts and mitigation activities including compliance with labor laws and labor welfare measures
by the contractors
• Instituting a mechanism for systematic stakeholder consultation to identify community concerns
and feedback, and garner community support and
• Strengthening the existing grievance redress mechanism for road safety for systematic recording,
monitoring, and reporting towards enhancing transparency and responsiveness.
The four Program action Plans were also presented:
• Mechanism for recording and reporting segregated data on accidents involving vehicles carrying
hazardous substances - Within 12 months of program effectiveness
• Conduct E&S Screening and prepare site specific mitigation measures where civil works are being
planned such as for Black spots fixing and other building construction sites – To be a continuous
process
• Strengthen existing grievance redress mechanism for road safety at the state and district level for
systematic recording, monitoring and reporting towards enhancing transparency and
responsiveness - Within 12 months of program effectiveness.
The session was then thrown open for the participants to provide their feedback and suggestions on the
ESSA findings. At the very beginning, it was made clear by the WB Team that the WB’s Program will
not support any activities that involve land acquisition or are located in forest/ecologically sensitive
areas among other criteria.
• Madhu Sudan Sharma was keen to know the list of KPIs including the district level KPIs and what
will be the precise role of Civil Societies or NGOs in the program? Moreover, he wanted to know
regarding specifics of NGO role and involvement. It was clarified b the WB team that these aspects
have been detailed in the project preparation and is outlined in the other project documents.
• There was a query regarding the Citizen Engagement and how enhancing Road Safety improves
E&S aspects. Another query was regarding the movement of animals which can lead to road
accidents. The response by the WB E&S specialists outlined that increased E&S performance has
some very tangible as well as intangible benefits and some of these have already been presented
in the slides. Increased awareness on Road Safety also includes increased environment and social
performance. It was also brought out that the anticipated E&S risks are very nominal with regard
to Road Safety.
• Mr. Madhusudhan CUTS, Jaipur, was interested to know if the vulnerable road users including
pedestrians, cyclists, Non-Motorized Transport (NMT) etc. were considered and if there are plans
to develop dedicated lanes for 2-wheelers and if there was any plan to strengthen the district Road
Safety Committees. Once again, the WB Team clarified that these aspects have been thought
through in details and are being considered in the project preparation and scope.
• Mr. Dilip Patro felt that to reduce fatalities, social marketing is required and common awareness
materials to may be shared, perhaps through modes such as WhatsApp groups. He felt that this
type of social awareness/marketing will have very high impact. He also feels that schools and
hospitals need capacity building on Good Samaritan scheme. Mr. Arnab Bandyopadhy of WB
responded that the program design has provisions for setting up a PMU, setting up Citizen
Engagement processes, first respondent programs and a common uniform framework for all.
• Mr. Vasu, VHEEDU opined that capacity building and training for the heavy and LMV driving
school instructors is required as many drivers come from the unorganized sector and they are often
the ones creating Road Safety concerns. He shared that vehicles such as tractors and shared autos
(commercial three-wheeler commuters) etc. are also high risk vehicle types that pose risks that
increase road safety concerns.
• Mr. A S Rao, Project Director opined that the majority of the accidents involve 2-wheelers that are
hit by trucks and these are often due to truck driver fatigue. Therefore, there is a need to provide
124
driver resting points. Also, the enforcement of helmet wearing and penalty for wrong side driving
is essential. The WB team outlined that these are major objectives of the program.
• Ms. Roochita Desai felt that there is a need for capacity at the sites and refresher courses for driver
training and NGOs can play a role in this aspect. The WB team responded that behaviour change
aspects of road users is being considered and CSOs can participate in various capacities.
• Mr. D. Kirubakaran, Tech SI - Tamil Nadu shared that reminder messages with road safety slogans
may be send to the offenders through MoRTH/states to change their behaviour.
• An interesting suggestion was to rename Road Safety as Road User Safety!
• Mr. Bikash, FRRA felt that there should be a representation of CSOs in the monitoring mechanism.
• Mr. Krishnamoorthy suggested that computerized testing range should be developed in all districts
and more stringent checks should be implemented while issuing driving licenses.
• Mr. Girijesh Tyagi from Uttar Pradesh felt that manufacturers may be encouraged to set speed
limits on vehicles to check over speeding. He also felt that from his experience, he has learnt that
enforcement through speed guns is only has temporary benefits as drivers reduce speed when they
know where speed guns are installed and then increase speed after they cross those spots.
• Mr. Gaurav Gupta, Director MoRTH outlined that KPIs will give focus on more than 30%
reduction in crashes on NH which will help reduce crashes.
With this the session was brought to a close with the closing remarks by Mr. Gupta of MoRTH. He
mentioned that although the workshop was for E&S issues, many other points and suggestions surfaced
which shows the deep interest of stakeholders on the subject. He thanked all the participants for making
time to join this important workshop and offering their feedback and suggestions. He also congratulated
the WB Team for the ESSA.
Selected the pictures (screenshots) from the Virtual workshop are presented below:
125
126
127
List of Workshop Participants:
1. Mansoor ul Haque
2. PIU NIRMAL
3. Kripa
4. Akhilesh Maddhesiya
5. PIU Mancherial
6. Gi Soon Sing, ADB
7. PIU_Warangal
8. Muniswamy Vasu
9. Mariappan
10. Sudheekshan Foundation
11. DGP office
12. P. Ravinderrao
13. JTC Road Safety - Tamil Nadu
14. Girijesh Tyagi, Uttar Pradesh
15. GM APRDC
16. Gujarat Road Safety Authority
17. Balwant Kumar Chaudhary
18. Bodhisatya Datta, World Bank
19. Dillip Panda-SAFE India
20. JS MoRTH
21. Joint Commissioner Transport RS Odisha
22. K. S. Sreenivasaraju IAS Principal Secy TR&B
23. Ranjan B. Verma, World Bank
24. Rashi Grover, World Bank
25. Roochita Desai
26. S S Baskaran
27. TNSHRP
28. TRSC Office
29. Takeaki Sato, World Bank
30. VHEEDU - M. vasu
31. Venkata Rao Bayana, World Bank
32. Telangana PCS&S
33. Andri Heriawan, ADB
34. Arnab Bandyopadhyay, World Bank
35. Chief Engineer, Planning, P.W.RdsDte
36. DILIP PATRO
37. Dean Vellore
38. Dipan Bose, World Bank
39. Gaurav Gupta, Director RS, MoRTH
40. Highways
41. Indranil Bose, World Bank
42. Krishnan S, World Bank
43. Madhu Sudan Sharma
44. Madhusudan Rao, DGM Tech & PD, PIU- Sangareddy
45. Rajat Bhushan, PwC
46. Somashree
128
47. Transport Commissioner UP

48. Vinod Kanumala
49. Jothi
50. Ram Raj Meena
51. Vheedu NGO Vijayawada
52. C S Rao PD PIU NIRMAL
53. AEE MoRTH Vishnu Maurya
54. Ankit Godiyal, PwC
55. Ramasree
56. Michel Ragnvald Mallberg, World Bank
57. Bikash, FPRA
58. Papun Kumar Pradhan
59. ADGP Railways TG 2
60. Neha Vyas, World Bank
61. Krishnamoorthy
62. Ramesh Chidura
63. D. K. Solanki
64. Sujit Senapati
65. Satyapal Singh
66. P. Ravinder Rao
67. Debu Nayak, OCF,Odisha
68. HQ UPPWD
69. Kannan Arunachalam
70. Joint Commissioner
71. Ajesh
72. B Sreenivasa Prasad
73. IGP Traffic
74. Iris Bombay
75. S. Udhayakumar, DTC II, STA
76. NHAI Warangal
77. NHAI RO Hyderabad
78. PIU Warangal
79. Prakash Patni, Joint Secretary
80. Minati Bindhani
81. Sharath M
82. B Sreenivasa Prasad
83. Dr S Maruthu Thurai
84. Women & Child Welfare Society
85. NHAI WARANGAL
86. Manisha Palaskar
87. UP-PWD
88. Ramesh Chidura
89. Transport Commissioner, Andhra
90. Kannan Arunachalam
91. Chief Engineer, Planning, P.WRdsDte
92. PIU Khammam
93. RTA Telangana
94. PIU Khammam
129
95. Dr S Maruthu Thurai

96. Ramasree
97. S.A.V. Prasada Rao
98. Bharadwaj Keerthi
99. Rakesh Malpani
100. Mansoor ul Haque
101. PD, NHAI Karaikudi
102. UP-PWD
130
ANNEXURE 8: SUB-PROJECT SCREENING FORMAT FOR

POTENTIAL ENVIRONMENTAL AND SOCIAL ISSUES
The Screening checklist is applicable to any civil work activities towards black spot fixing and/or and
other building construction sites under the program. This form is to be used by the functionaries of
participating departments to rule out any adverse environment and social impacts of the proposed
subproject(s).
State
District/ City/ Town
Site Name of the Sub-project
Information
Type of the Activity under the
Sub-project
Department
Sl. # Key Question Answer Due diligence/ Actions

Yes No
1 Is there any risk/ impact/ disturbance If yes, all interventions should be avoided.
to forests and/ or protected areas
because of subproject activities?
2 Is the construction site within 100 If yes, all interventions should be avoided32.
meters of any cultural, historic,
religious site/ buildings?
3 Is the construction site between 100 - If yes, due permission to be taken from ASI
200 meters of any cultural, historic, for any construction. Where there is no
religious site/ buildings? impact, chance finds procedures would be
applicable and ASI norms would need to be
followed.
4 Does the subproject involve additional If yes, it is not supported by the project.
land through land acquisition or Alternate options to be explored.
restrictions on land use?
5 Does the subproject involve additional If yes, follow government norms for
land through transfer from another transfer. Construction activities can be
government department? initiated only after transfer is completed.
6 Does the subproject require any If yes, all interventions should be avoided.
informal/ illegal occupants’ removal Alternate options to be explored. However,
from the civil work site/ construction if completely unavoidable, approval from
site World Bank to be taken and necessary
assessment and safeguard tools to be
prepared as per ESS 5.
7 Does the proposed activity involve If yes, all interventions should be avoided.
displacing or relocating vendors/ However, if completely unavoidable,
hawkers? assistance to be provided complying to and
32
Ancient Monuments and Archaeological Sites and Remains (Amendment and Validation) Act, 2010 there is ban on
construction within 100 metres of a centrally protected monument and regulated construction within 100-200 metres
construction. Any construction activity within 100-200 meters of the monument requires ASI permission.
131

Yes No
in line with Street Vendors (Protection of
Livelihood and Regulation of Street
Vending) Act, 2014.
8 Does the subproject have had Free If no. Consultation with local beneficiary
and Prior informed consultation with community/ road users will help create
the beneficiary community groups? awareness and garner community support
of the activities proposed.
9 What are the environmental risks envisaged from the civil works/construction?33
9a Increase in dust and noise from If yes, need to have dust suppression
demolition and/or construction practices in place such as dust curtains and
water sprinklers in the work sites to reduce
dust.
If noisy machinery and vehicles are
expected to be used, need to ensure that
these are fitted with appropriate mufflers in
their exhausts. If noise generating tools
such as jack hammers, drills or other such
tools are expected to be used, these need to
be operated only during the workday (10
am – 6 pm) and all possible measures to be
taken to reduce the disturbance of
neighbouring communities.
9b Generation of construction waste and If yes, all construction debris and wastes
their disposal need to be disposed as per the Construction
& Demolition Waste Management Rules,
2016.
9c Impacts on accessibility to the If yes, alternate road accessibility for the
facility/site of intervention road user needs to be planned so that access
is not severely impacted. If unavoidable,
this needs to be communicated beforehand
and efforts made to keep the inaccessible
period as short as possible.
9d Excavation impacts and soil erosion If yes, the excavated soil must be put back
including disposal of excavated soil in the same place after the intervention
wherever possible. If not feasible, these
need to be disposed at pre-identified
government sites in a manner that avoids
inconvenience to others as well as avoids
soil erosion.
9e Increased sediment loads/wastewater If yes, interventions must be planned to
discharges in receiving water bodies avoid any increase in sediment loads and
measures must be in place so that any
materials from the sites should not enter the
adjacent water bodies.
33It is expected that the HCFs to be renovated/refurbished will pass the screening criteria with no problem and will be found
suitable for improvements and any small civil works required. In such cases the standard mitigation measures would be all
that is needed to minimize any risk of negative environmental and social impact. The generic Environmental and Social
Management Plan (ESMP) of this ESMF would apply in these cases.
132

Yes No
9f Removal and disposal of toxic and/or Use of toxic or hazardous substances must
hazardous substances34 be avoided. If unavoidable, these must be
stored and handled with extreme care to
avoid any fire, leakage or seepage and
contamination of soil and water. Measures
must be put in place to avoid air pollution.
10 Increase in soil erosion or changes in If yes, interventions must be planned to
local drainage pattern avoid any increase of soil erosion. Planning
must ensure that drainage patterns are not
altered in a manner that are adverse for the
environment.
11 Does the subproject have appropriate All workers at work sites must have
OHS procedures in place, and an adequate access to relevant safety jackets,
adequate supply of PPE (where hard hats and other PPEs and their use must
necessary)? be strictly enforced. If any work at height is
involved, workers must be trained and use
all safety gear.
District In-charge/ Site In-charge of the proposed sub-project

Name………………………………………
Designation: ………………………………
Department: ………………………………
Phone No. …………………………………
Signature ………………………………….
Date: ………………………………………
34
Toxic / hazardous material includes and is not limited to asbestos, toxic paints, removal of lead paint, etc.
133

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The World Bank

Environmental and Social System

India State Support Program for Road Safety (P177668)

June 17, 2022

EXECUTIVE SUMMARY ................................................................................................................. vi

5.2.1 Existing Institutional Arrangement and Performance in Participating States ................ 38

AADT Annual Average Daily Traffic

SOP Standard Operating Procedure

MVAA Motor Vehicles Amendment Act 2019

Action Description Source DLI# Responsibility Timing Completion

Duration 6 Years (2023-2028) June 2022 – June 2028 Fully aligned

1.4 Geographic Scope of the Program

1.5 Key Program Implementing Agencies and Partners

2 ENVIRONMENT AND SOCIAL SYSTEM ASSESSMENT (ESSA) –

2.2 Purpose and Objectives of ESSA

2.3 Methodology Adopted for ESSA

2.4 Structure of the ESSA Report

3 ENVIRONMENTAL AND SOCIAL CONTEXT

3.2 Social Context

4 POTENTIAL ENVIRONMENTAL AND SOCIAL BENEFITS, ADVERSE

4.2 Environmental and Social Risks and Adverse Effects

4.2.2 Social Risks and Adverse Effects of the Proposed Program

4.2.3 Environmental and Social Benefits and Risk Matrix

4.3 Indirect and Cumulative Impacts

5 ASSESSMENT OF ENVIRONMENTAL AND SOCIAL MANAGEMENT

5.2.1 Existing Institutional Arrangement and Performance in Participating States

Uttar Pradesh Andhra Pradesh Telangana

Uttar Pradesh Andhra Pradesh Telangana

Table (5.1B): Institutional Assessment at State Level

Gujarat Tamil Nadu West Bengal Odisha

Gujarat Tamil Nadu West Bengal Odisha

Gujarat Tamil Nadu West Bengal Odisha

Gujarat Tamil Nadu West Bengal Odisha

5.3 Summary of Institutional Capacity and Gaps Identified

5.4 Legal and Regulatory System

• Right to Fair Compensation and Transparency in Land Acquisition, Rehabilitation and

• Odisha Road Safety Policy, 2015

5.5.1 Core Principle -1: Program E&S Management System

System and Capacity Assessment

5.5.3 Core Principle -3: Public and Workers Safety

5.5.6 Core Principle- 6: Social Conflict

6 CONSULTATIONS WITH KEY STAKEHOLDERS AND DISCLOSURE

7 RECOMMENDATIONS AND ACTIONS

7.2 Summary of Identified Gaps and Recommendations

g. GRM shall establish a framework to consolidate grievances related to road safety

7.4 Measures for Inclusion in the Program Action Plan

Action Description Source DLI# Responsibility Timing Completion

ANNEXURE 1: LIST OF DOCUMENTS REVIEWED

ANNEXURE 2: LIST OF INDIVIDUAL/OFFICIALS CONSULTED

Sl. No. Name Designation Department/ Institution

Sl. No. Name Designation Department/ Institution

ANNEXURE 3: APPLICABLE LEGAL AND REGULATORY FRAMEWORK

I. RELEVANT NATIONAL POLICIES AND PROGRAMS

Legislation Extract Relevance to Road Safety PforR Responsible Authority

Legislation Extract Relevance to Road Safety PforR Responsible Authority

Legislation Extract Relevance to Road Safety PforR Responsible Authority

Legislation Extract Relevance to Road Safety PforR Responsible Authority

Legislation Extract Relevance to Road Safety PforR Responsible Authority

Legislation Extract Relevance to Road Safety PforR Responsible Authority