January 8, 2020 - West Bengal

January 8, 2020

West Bengal Inland Water Transport, Logistics and Spatial Development Project Environmental & Social Management Framework

Table of Contents Page i

TABLE OF CONTENTS

Executive Summary ...............................................................................................................................1

1 Introduction .................................................................................................................................. 18

1.1 Background ............................................................................................................................ 18 1.2 Objective of Environmental and Social Management Framework (ESMF) Environmental and Social Assessment (ESIA) ............................................................................................................. 19

1.2.1 Objective of this ESMF and Its Contents ..................................................................... 19 1.2.2 Need for ESIA .............................................................................................................. 19

1.3 Project Development Objectives & Components ................................................................... 19 1.3.1 Project Development Objectives (PDO) ...................................................................... 19 1.3.2 Component A: Strengthening Institutional Capacity (USD20 million) ......................... 20 1.3.3 Component B: Technical Assistance for Investment Prioritization (USD 8 million)..... 21 1.3.4 Component C: Infrastructure Investments (USD 115 million) ..................................... 21 1.3.5 Component D: Support to Implementation (estimated cost USD 7 million) ................ 22

1.4 Project Beneficiaries .............................................................................................................. 23 1.5 Project Cost and Financing .................................................................................................... 23

2 Policy, Legal and Institutional framework ................................................................................ 24

2.1 Introduction ............................................................................................................................ 24 2.2 Applicable National Environmental Legislation ...................................................................... 24

2.2.1 Environmental (Protection) Act 1986 and associated Rules ....................................... 24 2.2.2 EIA Notification 2006 & amendments thereafter ......................................................... 24 2.2.3 Air (Prevention and Control of Pollution) Act 1981 ...................................................... 25 2.2.4 Water Prevention and Control of Pollution) Act 1974 .................................................. 25 2.2.5 Noise Pollution (Regulation and Control Act) 2000 ..................................................... 25 2.2.6 Various Waste Management Rules 2016 .................................................................... 25 2.2.7 Indian Forest Act 1927/Forest Conservation Act 1980/Forest Rights Act 2006 .......... 26 2.2.8 Wildlife (Protection) Act 1972 ...................................................................................... 26 2.2.9 Coastal Regulation Zone Notification 2011 ................................................................. 26 2.2.10 Public Liability and Insurance Act 1991 ....................................................................... 27 2.2.11 National Green Tribunal (NGT) Orders ....................................................................... 27

2.3 Applicable social legislation ................................................................................................... 27 2.3.1 Child Labor (Prohibition and Regulation) Act, 1986, Bonded Labor (Abolition) Act, 1976 27 2.3.2 Minimum Wages Act, 1948, The Payment of Wages Act, 1936, amended in 2005.... 28 2.3.3 The Building & Other Construction Workers (Regulation of Employment & Conditions of Service) Act, 1996 .............................................................................................................. 28 2.3.4 Workmen’s Compensation Act, 1923 (as amended in 2000) ...................................... 28 2.3.5 The Right to Information Act, 2005, ............................................................................. 28 2.3.6 Labor Act 1988 ............................................................................................................ 29 2.3.7 The Factories Act 1948................................................................................................ 29 2.3.8 Biological Diversity Act 1972 ....................................................................................... 29

2.4 World Bank Policies and Requirements ................................................................................ 29 2.4.1 Introduction .................................................................................................................. 29 2.4.2 Environmental Assessment (OP/BP 4.01)................................................................... 30 2.4.3 Natural Habitats (OP 4.04) .......................................................................................... 30 2.4.4 Cultural Properties (OP 4.11) ...................................................................................... 31 2.4.5 Involuntary Resettlement OP 4.12 ............................................................................... 31 2.4.6 Projects on International Waterways OP/BP 7.50 ....................................................... 31 2.4.7 World Bank’s EHS Guidelines ..................................................................................... 32

3 Baseline scenario, project investments and their E & S impacts .......................................... 33

3.1 Introduction ............................................................................................................................ 33 3.2 Baseline scenario ................................................................................................................... 33

3.2.1 Ribbon Development ................................................................................................... 34 3.2.2 Drainage ...................................................................................................................... 35 3.2.3 Biodiversity and related aspects .................................................................................. 35 3.2.4 Heritage areas ............................................................................................................. 36

3.3 Project investments - First Year Subprojects and E & S impacts .......................................... 36


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3.3.1 Gangways and Pontoons ............................................................................................. 37 3.3.2 Minor Waterside Construction Works at Jetties ........................................................... 37 3.3.3 New Vessels with Enhanced Designs ......................................................................... 37 3.3.4 Turnstile Gates ............................................................................................................. 38

3.4 Project investments - Subprojects during remaining project period and E & S impacts ........ 39 3.4.1 Design and construction of priority terminals associated with selected jetties ............ 39 3.4.2 Design and construction of new jetties, ancillary facilities (passengers and freight) ... 39 3.4.3 Upgrading / rebuilding existing passenger jetties ........................................................ 39 3.4.4 Ancillary infrastructure ................................................................................................. 39 3.4.5 Enhancing the WBSTC’s maintenance workshops ..................................................... 40 3.4.6 Roll On– Roll Off Terminals in the Kolkata Metropolitan Area ..................................... 40

3.5 Description of baseline information of Jetties investigated .................................................... 40 3.5.1 Howrah Station Jetty: (Howrah side) ........................................................................... 40 3.5.2 Dakshineswar Jetty ...................................................................................................... 41 3.5.3 Chandpal Jetty - Kolkata side ...................................................................................... 42 3.5.4 Rashmoni Jetty-Kolkata side – North Rural ................................................................. 42 3.5.5 Podrah Jetty –Howrah side .......................................................................................... 43 3.5.6 Shibpur vessel building yard & Jetty ............................................................................ 43 3.5.7 Panchpra Jetty – Howrah side ..................................................................................... 44 3.5.8 Fulleswar Jetty – Howrah side –Far south ................................................................... 44 3.5.9 Outram Jetty –Kolkata side .......................................................................................... 44

4 ESMF Procedures and Management measures ........................................................................ 46

4.1 Introduction & applicability ..................................................................................................... 46 4.2 Screening and Scoping .......................................................................................................... 46

4.2.1 Screening ..................................................................................................................... 46 4.2.2 Scoping ........................................................................................................................ 47

4.3 Conducting the ESIA .............................................................................................................. 47 4.3.1 General ........................................................................................................................ 47 4.3.2 Specific to type of subprojects / contracting arrangements ......................................... 48

4.4 Preparing the ESIA and ESMPs ............................................................................................ 48 4.4.1 Final Environmental and Social Impact Assessment (ESIA) ....................................... 48 4.4.2 Final Environmental and Social management Plan (ESMP) ....................................... 49 4.4.3 Final ESIA and ESMP .................................................................................................. 49

4.5 Integrating the ESMPs with the bid / contract documents ..................................................... 49 4.6 Obtaining the World Bank approval ....................................................................................... 49 4.7 Subproject cycle and ESMF procedures ................................................................................ 50

5 Public / Stakeholder Consultations, Disclosure and GRM ...................................................... 51

5.1 Introduction ............................................................................................................................. 51 5.2 Methodology adopted for consultation ................................................................................... 51

5.2.1 Stakeholder Identification ............................................................................................. 51 5.3 Stakeholder Consultations for their views / perspectives....................................................... 52

5.3.1 The Vessel Operator .................................................................................................... 52 5.3.2 The Jetty Operators ..................................................................................................... 52 5.3.3 The Passengers ........................................................................................................... 52 5.3.4 Stakeholder Consultation Workshop............................................................................ 53 5.3.5 The local Governing bodies ......................................................................................... 58 5.3.6 The shop owners.......................................................................................................... 58 5.3.7 Other beneficiaries ....................................................................................................... 58

5.4 Disclosure of Project Information ........................................................................................... 58 5.4.1 At the State Level ......................................................................................................... 58 5.4.2 On World Bank’s External Website .............................................................................. 59

6 Environmental Impacts and Mitigation measures .................................................................... 60

6.1 Environmental and Social Management Plan ........................................................................ 60 6.2 Prevailing Conditions/Issues and Scope for Improvement .................................................... 74 6.3 Cumulative Impact Assessment (CIA) ................................................................................... 75

7 Implementation Arrangements ................................................................................................... 77


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7.1 Institutional set-up for the project ........................................................................................... 77 7.2 Institutional Strengthening and Business Planning for Inland Water Sector (ISBP).............. 77

7.2.1 Project Management Unit (PMU) ................................................................................. 78 7.2.2 Contractors .................................................................................................................. 80 7.2.3 Project Management / Supervision Consultants ......................................................... 80

7.3 Training &Capacity Building ................................................................................................... 80 7.4 Monitoring and Supervision ................................................................................................... 81 7.5 Grievance Redressal Mechanism (GRM) .............................................................................. 81 7.6 ESMF Budget ......................................................................................................................... 84 7.7 Conclusions............................................................................................................................ 84

APPENDIXES (List below) .................................................................................................................. 85

LIST OF APPENDIXES

Appendix 1: MOEF & CC Standards (Air, Noise, Water and Soil Standards) ...................................... 85 Appendix 2: World Bank EHS Guidelines ............................................................................................. 91 Appendix 3: Dolphins along Hooghly Waters ........................................................................................ 92 Appendix 4: List of Jetties under First Year Investment ........................................................................ 94 Appendix 5: Existing List of Vessels in Project Area ............................................................................. 95 Appendix 6: Environmental & Social Screening Form for Jetty Locations ............................................ 97 Appendix 7: Social Screening Format ................................................................................................... 98 Appendix 8: Generic ToR for Conducting the ESIA ............................................................................ 100 Appendix 9: Stakeholder Consultation Workshop ............................................................................... 102 Appendix 10: Chance Find Procedure ................................................................................................ 113 Appendix 11: Final Format for Monitoring of Grievances .................................................................... 114

LIST OF FIGURES

Figure 3-1: Jetty Locations along the River Hooghly (NW-1) between Tribeni and Falta ..................... 34 Figure 3-2: Image of Howra h jetty with built-up area on Kolkata side also .......................................... 35 Figure 3-3: Howrah Bridge (World Heritage classified structure) .......................................................... 36 Figure 4-1: Subproject Cycle & ESMF procedures ............................................................................... 50 Figure 7-1: Overall institutional Framework for WBTIDCL .................................................................... 77 Figure 7-2: PMU's Institutional Set Up .................................................................................................. 78

LIST OF TABLES

Table 1-1: Break down of Project cost and Financing plan ................................................................... 23 Table 3-1: Investments in the first year projects and E & S issues ....................................................... 38 Table 3-2 Project Investments Typology and Timelines ....................................................................... 39 Table 3-3: Project Investments during project period and E & S issues ............................................... 40 Table 4-1: Criteria for Subproject Categorization .................................................................................. 46 Table 5-1: Consultation meetings with stakeholders (Vessel Suppliers) .............................................. 54 Table 5-2: Consultation meetings for stakeholders (Vessel Operators) ............................................... 54 Table 5-3: Consultation meetings at the Jetties (Commuters & Jetty workers) .................................... 56 Table 6-1: Environmental and Social Management Plan ...................................................................... 61 Table 6-2 Prevailing Conditions/Concerns and Scope for Improvement .............................................. 74 Table 7-1: Project Implementation arrangements ................................................................................. 78 Table 7-2: Training type, target groups, purpose and frequency .......................................................... 80 Table 7-3: Details of Grievance Redressal Committee Members ......................................................... 82 Table 7-4: Estimated Budget ................................................................................................................. 84

LIST OF EXHIBITS

Exhibit 2-1: Temple at Ahiritala view from Pontoon ............................................................................................. 31 Exhibit 2-2: ISCON temple at Panihati Jetty ...................................................................................................... 31 Exhibit 3-1: 80 % Completed vessel ................................................................................................................ 38 Exhibit 3-2: Solid Waste is an Issue ................................................................................................................ 38 Exhibit 3-3: Turnstile Gates at Howrah Jetty ..................................................................................................... 38 Exhibit 3-4: Babughat to Howrah Station .......................................................................................................... 41


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Exhibit 3-5: Protected Tree with Platform at Howrah Jetty .................................................................................... 41 Exhibit 3-6: View of Howrah Bridge from Howrah Jetty ........................................................................................ 41 Exhibit 3-7: Beautifully Developed Landscape at Howrah Jetty .............................................................................. 41 Exhibit 3-8:ChandpalGangway with Waste Tickets on the floor .............................................................................. 42 Exhibit 3-9: View of Chandpal II from Chandpal I ................................................................................................ 42 Exhibit 3-10: Ticketing counter at Rashmoni Jetty .............................................................................................. 43 Exhibit 3-11:Link platform approaching directly to water ....................................................................................... 43 Exhibit 3-12:Rashmoni Jetty view from waterside ............................................................................................... 43 Exhibit 3-13:Shibpur Jetty area from Vessel building Yard .................................................................................... 44 Exhibit 3-14:Shibpur Jetty area ( another view) .................................................................................................. 44 Exhibit 3-15: Abandoned Jetty at Panchpra ...................................................................................................... 44 Exhibit 3-16: Consultation at Panchpra ............................................................................................................ 44 Exhibit 3-17: Police Patrol Vessels .................................................................................................................. 45 Exhibit 3-18: Consultation- Chief Security Officer ............................................................................................... 45 Exhibit 5-1:Consultation with Jalsathy (Safety man) at Howrah Jetty ...................................................................... 52


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LIST OF ABBREVIATIONS AND ACRONYMS

ARAP Abbreviated Resettlement Action Plan BPL Below Poverty Line CoI Corridor of Impact CPM Comprehensive Mobility Plan CPR Common Property Resources DL & LRO District Land & Land Reforms Officer DP Displaced Person EE Executive Engineer EIA Environment Impact Assessment EM Entitlement Matrix EP Entitled Person FGD Focus Group Discussion GO Governmental Order GRC Grievance Redressal Committee GRM Grievance Redressal Mechanism GoWB Government of West Bengal ISDP Integrated Strategic Development Plan ISBP Institutional Strengthening and Business Plan IWT Inland Water Transport KMA Kolkata Metropolitan Area KMC Kolkata Municipal Corporation KMDA Kolkata Metropolitan Development Authority KoPT Kolkata Port Trust NGO Non-governmental Organization NOC No-Objection Certificate NTH Non-Title Holder OP Operational Policy PAH Project Affected Household PAF Project Affected Family PAP Project Affected Persons PDO Project Development Objective PMU Project Management Unit PWD Public Works Department RAP Resettlement Action Plan RPF Resettlement Policy Framework R & R Resettlement and Rehabilitation RFCTLARR Right to Fair Compensation & Transparency in Land Acquisition,

Rehabilitation and Resettlement RO-RO Roll On – Roll Off SIA Social Impact Assessment SC Scheduled Caste SDE Social Development Expert SDS Spatial Development Strategy SIA Social Impact Assessment ST Scheduled Tribe ToR Terms of Reference UDMA Urban Development and Municipal Affairs Department WB World Bank WBTIDCL West Bengal Transport Infrastructure Development Corporation Limited WBIWTLSD West Bengal Inland Water Transport, Logistics and Spatial Development WHH Women Headed Household

West Bengal Inland Water Transport, Logistics and Spatial Development Environmental & Social Management Framework

Executive Summary Page 1

Executive Summary

Environmental and Social Management Framework (ESMF)

Introduction

The Kolkata, waterways have been in operation for centuries as a mode of transport between

Kolkata ⇌ Howrah (East & West sides of Hooghly River) sides. The congestion in the city is

contributing to large inefficiencies in passenger and freight flow in the Kolkata Metropolitan

Area (KMA, which is the regional gateway to freight flow in Eastern India), restricting market

access as well as port access for export-import traffic. The inefficient flow of freight is adversely

affecting economic competitiveness and sustainable growth in the region. The Hooghly River,

a defining feature of KMA, currently acts more as a barrier to access than an enabler. Due to

the strategic location of Kolkata, and the unique situation of the port in the center of the city,

the severity of the mobility issues in KMA calls for a rethink of urban mobility for both cargo

and citizens. These sectoral issues are compounded by institutional and spatial development

challenges. Institutional arrangements for urban transport are highly fragmented and

sometimes overlapping. The proposed project is for an improvement of the waterways sector

in all respects.

Objectives of ESMF and its contents

For all investments, the ESMF will set out the policies, procedures and guidelines that will be

followed to assess and manage Environmental and Social (E & S) issues. This framework is a

requirement of the World Bank and is necessary to ensure that the Environmental and Social

(E & S) impacts are addressed and properly managed. The project implementation includes

analytical studies (preparation of plans, strategies and assessments), procurement of goods

(such as vessels, pontoons and gangways) and execution of works (waterside and landside

investments in selected jetties). Of these, there will be impacts in the manufacture of goods

and in the execution of works. Therefore, during implementation, these potential E & S impacts

will need to be managed.

Project Development Objectives (PDO)

The project development objectives (PDO) are to:

(a) strengthen cross sectoral institutional capacity-institutional capacity for strategic spatial

planning, logistics and urban mobility; and

(b) Improve efficiency and safety of passenger and freight movement along the Hooghly River

by targeted upgrades of the ferry system.

Project Description

In the above context, the West Bengal Transport Infrastructure Development Corporation

Limited (an undertaking of the Government of WB) with the help of loan assistance from World

Bank is planning to improve the waterways system for optimized usage for the overall

development of the Kolkata Metropolitan Area in particular and the development of country

and the state in general. This project is titled as “West Bengal Inland Waterways Transport,

Logistics and Spatial Development Project.”



Subcomponent activities that will be supported as a part of the first year investments cover

30% of the overall project budget. The activities include: (1) Improving the capacity of selected

jetties by adding pontoons and gangways; (2) Implementing minor waterside construction

works to install 30 gangways and pontoons; (3) Adding 22 new vessels with enhanced designs

to existing fleet; and (4) Installing 40 turnstile gates in selected jetties.

The following are the four components and their respective subcomponents:

Component A: Strengthening Institutional Capacity (USD20 million)

This component will support institutional capacity enhancements for the GoWB’s Departments

of Transport and Urban Development. This component is intended to provide West Bengal

Transport Department with the required assistance to: (i) assess, identify and develop the

scope for sector planning, regulatory and institutional reforms review of governance structures,

business and financial planning, safety management and capacity enhancement for key

agencies operating within the West Bengal IWT sector; and (ii) provide implementation support

to the PMU. This will include, inter alia: (a) a 5-year IWT Institutional Strengthening and

Business Plan (ISBP) for West Bengal Transport Department, including organizational,

planning, fiscal strengthening, regulatory reform and IT modernization, and implementation

support; (b) a Program Management Support and Secretariat Support services to aid in

implementation of the ISBP and Training Needs Assessment (TNA) study; (c) support to the

Transport Department in Information Dissemination; (d) support to the key agencies in the

West Bengal IWT sector on engaging with the private sector; and (e) safety management study

to assess the existing River Information System (RIS), identify gaps and design a system to

complement it. The proposed Project will finance a comprehensive capacity building program

to strengthen the regulatory and operational frameworks for IWT.

Subcomponent A.1: Support for institutional capacity enhancement to regulate, manage, and

maintain river transport systems (USD 8 million):

This subcomponent will include a TA to prepare an Institutional Strengthening and Business

Plan (ISBP) which will map comprehensively the institutional structure, business processes,

and human resource management and identify opportunities for improvement and

consolidation. As part of preparing the ISBP, a TNA of the Transport Department and its key

subsidiaries will be conducted to support a full capacity building program implemented under

the project. The proposed Project will also support implementation of the capacity building

programs.

Subcomponent A.2: Safety management: river navigation aids, night navigation technology on

some routes, and emergency response system (USD 12 million).

The subcomponent will draw on national and international experience in assessing appropriate

aids to navigation, their procurement and deployment to allow 24-hour services / night

navigation on the most vulnerable and/or trafficked routes and crossing points. Beginning with

pilots at 2-3 crucial locations, deployment of navigation aids will be scaled up based on the

investment strategy for the sector. The subcomponent will begin with a TA assessment of the

existing River Information System (RIS) followed by implementing an updating to the system.

Component B: Technical Assistance for Investment Prioritization (USD8 million)

With a large project area and multiple institutions, technical analysis and plans including an

IWT strategy, spatial development strategy and comprehensive mobility plan are essential to

ensure improved accessibility and to leverage wider economic development opportunities

around the Project’s investments. This will complement the institutional capacity strengthening

efforts highlighted in Component A and tackles the “structural elements” that form the bases



for the main challenge this project is set to face; constrained accessibility. Accordingly, this

component is set to investigate and drive the medium- and long-term planning that defines the

relationship between the port (including its externalities) and the city

(with its livelihood and mobility). This will cover spatial, mobility and logistics planning. The

component will be implemented through two subcomponents.

Subcomponent B.1: Spatial and Logistics Master Planning (USD5 million).

The subcomponent includes two TAs to prepare (i) Spatial Development Strategy (SDS) and

(ii) Logistics Master Plan (LMP). Both these TAs will focus on strengthening the planning

capacity which will support sound investments as well form an effective linkage between

planning, fiscal policy and the budget process for the KMA. The TA on LMP will include

technical support to be provided to a high-level council on logistics (Logistics Council) the

GoWB recently created. Additional studies focusing on preparing local plans for subprojects

that are identified by the SDS and the LMP are also included in this component (i.e. multi-

modal station area plans to ensure improved accessibility and time savings for commuters).

Subcomponent B.2: Prioritizing investments in IWT and linkages to transport network (USD3

million)

This subcomponent involves preparing strategic plans to prioritize investments in the IWT in

the short and medium terms and provide a long-term vision for mobility within the KMA. Two

strategic plans will be prepared under this subcomponent; Integrated Strategic Development

Plan (ISDP) and a Comprehensive Mobility Plan (CMP). The subcomponent will also support

capacity building at the local level to plan and design the immediate surroundings around

terminals, which will encourage multi-modal coordination, urban regeneration, and private

sector engagement.

Component C: Infrastructure investments to improve water transport (USD 115 million)

This Component provides for infrastructure investments to improve passenger and freight

urban mobility. It will be implemented in two phases addressing short and longer-term solutions

to the critical condition of the current IWT system. The first phase provides investments that

are urgently needed to support the IWT system as recent bridge collapses are endangering

the KMA population, and the resulting restrictions on truck flow have further hampered freight

traffic. The second phase deals with longer term improvements to the efficiency and safety of

IWT through investments in infrastructure. For the second phase, this Component adopts a

framework approach for investments. Specific subprojects under the framework will be

selected and designed upon completion of the ISDP, which will identify the nature and locations

of all subprojects. The Bank will appraise, in turn, each subproject prepared and brought

forward for financing until all project funds allocated to the subcomponents have been

committed. The framework also integrates a systematic stakeholder engagement process

during subprojects preparation.

Subcomponent C.1: Improve infrastructure capacity of the existing network: Activities under

this subcomponent are intended to support the capacity of the existing system including, inter

alia: (a) pontoons, gangways and tensile gates to enhance the capacity existing jetties. 26 sites

are selected, and the expected value of this investment is USD 18.64 million; and (b)22 new

ferries will be built based on the design with improved safety standards and fuel efficiency at

an expected cost of USD 9.28 million; and (c) electronic smart ticketing gates at 40 Nos. Ferry

Points at an expected cost of USD 8.85 million. A feasibility study for these investments was

prepared.



Subcomponent C.2: Enhancing Passenger Movement: This subcomponent includes long term

investments to be identified in the ISDP including inter alia: (i) terminals jetties, road access

and ancillary infrastructure in addition to other investments required to ensure navigable

fairways; (ii) improved design of inland water transport vessels and solutions to modernize the

fleet; and (iii) system management (e.g. river information systems integrated with the national

river information system and the port information system). The exact number of jetties and

their locations will be determined after analysis of economic benefits, access, intermodal

connectivity, and social and environmental impacts.

Subcomponent C.3: Improving Infrastructure Capacity for Freight Movement: These

investments will provide an alternative for truck movement, focusing on decongesting

movement on land by facilitating access through the Hooghly River. Investments will include:

(i) roll on-roll off (ro-ro) jetties, terminals, and road access; (ii) design and financing solutions

for private participation in ro-ro vessels, and system management. The exact number of jetties

and their locations will be determined after analysis of economic benefits, access, intermodal

connectivity, and social and environmental impacts. Private sector involvement will be

encouraged in investment in infrastructure, operation of terminals, financing and operation of

vessels.

Component D: Support to Implementation (estimated cost USD 7 million)

This component will finance technical assistance and advisory services to the PMU and the

Steering Committee (SC), including project management and coordination costs associated

with project implementation, consultancy services for feasibility, conceptual, and detailed

designs, safeguards instruments for subprojects, and the preparation of follow-on operations.

It will provide for mobilization of expertise, exchange of international experience, and advisory

services to support the SC (and the Logistics Council once established) in preparing and

adopting a shared vision focused on improving logistics and developing a coordinated

roadmap of future investments and key policy reforms needed to realize that vision.

Project cost & financing

The Table 1 provides the breakdown of the project cost and the financing plan.

Table 1 Break down of Project cost and Financing plan

S. No

Project Components

Project Cost

IBRD/ IDA Financing

Counterpart Funding

(All figures in US$ million)

1 Strengthening Institutional Capacity 20 14 6

2 Technical Assistance for Investment Prioritization 8 5.6 2.4

3 Infrastructure investments to improve water transport 115 80.5 34.5

4 Support to Implementation and Technical Assistance 7 4.9 2.1

Total Costs 150 105 45

Total Financing Required 150 105 45

Policy, Legal and Institutional Framework

The project will be planned, designed, implemented and operated in line with the policy, legal

and institutional framework provided by the applicable national environmental legislation,



applicable national social legislation and the World Bank Operational Policies (OPs) pertaining

to environmental and social safeguards. The clearances / approvals / no objection certificates

to adhere to these legislations and requirements will be obtained, and any conditions stipulated

will be adhered with.

It is to be noted that the social legislations pertaining to resettlement and rehabilitation are

covered in the ESMF Volume 2 Resettlement Policy Framework (RPF)

World Bank Policies and Requirements

Following World Bank’s OPs and Requirements on environmental and social safeguards were

reviewed to determine its applicability to this project. Table 2 provides the details.

Table 2 Applicable World Bank Operational Policies and Standards

World Bank Operational Policy Details Applicability

OP/BP 4.01 Environmental Assessment Triggered OP/BP 4.04 Natural Habitats Triggered OP/BP 4.11 Physical Cultural Resources Triggered OP/BP 4.12 Involuntary Resettlement Triggered OP/BP 7.50 Projects on International Waterways Triggered

World Bank’s EHS Guidelines

The World Bank’s Environment, Health & Safety guidelines are relevant to the manufacture of

the vessels, pontoons and gangways; and all the civil works to be done. During the subproject

assessments, these guidelines will be used to ensure effective EHS management under the

project. The EHS guidelines are provided in ESMF as Appendix 2.

World Bank Project categorization

In the Bank’s internal documentation, the project is classified as Category A and the following

policies have been triggered: OP/BP 4.01 (Environmental Assessment), OP/BP 4.04 (Natural

Habitats), OP/BP 4.11 (Physical Cultural Resources), OP/BP 4.12 (Involuntary Resettlement),

and OP/BP 7.50 (Projects on International Waterways).

The Project is classified as Category A because : (a) construction and upgrading of terminals,

Jetties and their ancillary infrastructure may require dredging that may cause significant and

irreversible environmental and health impacts; , and (b) significant physical and economic

displacement of people and assets. The Project affected people shall include both formal and

informal occupants in the subproject areas including squatters and encroacher of permanent

and temporary nature for works taken up from year two onwards. Though land acquisition is

expected to be minimal, the project may impact significant number of informal settlers perusing

petty to small business/trade’.

Baseline scenario, project investments and their E & S impacts

The project baseline extends along the Hooghly River from Tribeni in the north to Noorpur in

the south (Refer Figure 3.1 Location map). Adjoining the river, these are primarily in the KMA

and KMDA areas, and it is managed by the Kolkata Port Trust (KoPT). The project

implementation includes the procurement of goods and execution of works. The goods include

vessels, pontoons and gangways which are made at designated areas by specialized

contractors / fabricators. The execution of work includes waterside and landside investments

in selected jetties. These will have direct, physical environmental and social (E & S) impacts



that have to be assessed and managed through appropriate measures during planning,

designing, constructing and operating stages. There are various preparation studies that will

be undertaken. Once these studies are identified, the E & S requirements will be embedded

as required. This chapter outlines the project investments that have E & S impacts. These

include ribbon development, drainage, biodiversity and related aspects, Heritage areas are

noticed along the waterways from the north to south especially along the core urban areas.

Project investments - First Year Subprojects and E & S impacts

These are subprojects to be supported as a part of the first year (30% of project budget):

1) Improving the capacity of selected jetties by adding pontoons and gangways; 2) Implementing minor waterside construction works to install gangways& pontoons; 3) Adding new vessels with enhanced designs to existing fleet; 4) Installing turnstile gates in selected jetties.

Gangways and Pontoons

Thirty Pontoons and gangways are being planned to improve the capacity of selected jetties.

The suppliers of these will be causing E & S impacts in their respective production facilities.

These are minor, reversible impacts that can be addressed through appropriate management

measures. During the operation phase, these gangways and pontoons – made of steel – will

not cause any E & S impacts on the river Hooghly or on the landslide / river banks. The list of

jetties selected in Year one is included in ESMF Volume 1 as Appendix 4.

Minor Waterside Construction Works

To fix gangways and pontoons at selected jetties, minor waterside construction works will be

required. This will require cordoning off small portion of the banks to complete foundation

works. E&S impacts will be minor and temporary in nature. Also, jetty will be closed for

passengers during this period. Therefore, there will be no construction-related E&S impacts.

List of jetties that will be finally selected in Year 1 (30% of project budget) will be 30 that include

renovation of jetties. Total number of Jetties is 19 and 11 on Kolkata side and Howrah side

respectively.

New Vessels with Enhanced Designs

The project investments will be modernizing the fleet through new 16 vessels with enhanced

designs. In the production of these vessels, there are minor, reversible Environmental and

Social (E & S) impacts. Further, during the operation of these vessels, there are environmental

issues such as air pollution from the engines using diesel as fuel,

The noise pollution due to operating these engines sewage / sullage generation and disposal

due to the in-vessel toilets is taken in to consideration. The social issues include passenger

safety and providing accessibility to disabled persons for entering these vessels both during

high and low tide.

Turnstile Gates

These are standard turnstile gates that are in use in a range of transport terminals, particularly

seen in city metro stations. The investments are to install turnstile gates at 40 selected jetty

locations.



As these are standard items that are bought out, the minor environmental impacts caused by

metal cutting and painting in the supplier’s production unit are additional.

Table 3 Investments in the first year projects and E & S issues

S.

No.

Description of

Project investments Location /E&S issues Environmental and Social (E & S) impacts

1 Gangways and Pontoons

Manufacturing site Solid waste, waste water, air pollution, noise pollution, worker safety and labour / worker camps.

2 Minor waterside construction works

Jetty site Construction waste, debris, waste water, worker safety, community safety and temporary community disturbances

3 New vessels with enhanced designs


4 Turnstile gates Minor environmental/ social issues at the manufacturing site;

Being a bought-out item, it is beyond the purview of the project.

Project investments - Subprojects during the remaining project period

Project investments to be taken up after the first year of investments and during the remaining

project period include the following:

• Construction of new jetties & renovation of existing jetties (will be initiated from First Year

investment onwards)

• Construction of LCT jetties with Roll-On Roll-Off (RO RO) vessels

• Addition of steel vessels

• Construction of ferry terminals at selected ferry points

• Addition of cruise vessels

• Addition of electric ferries/vessels

• Water taxi

• Electronic Smart Ticketing Gates at selected ferry points (will be initiated from first year

investment onwards)

• Riverfront development (without riverbank protection)

• Development of a training institute for vessel operators

• Development of parking facility for vessels and yacht

• Ancillary infrastructure (such as road access, pedestrian access to passenger jetties and

terminals, infrastructure within the area of jetties, terminal buildings, parking facilities,

holding area for trucks, restrooms for operators/truck drivers, etc.)

Design and construction of priority terminals associated with selected jetties

In planning and design of these priority terminals, there is potential for land use change that

could have environmental impacts. For instance, construction of building may require tree-

felling and other construction-related E&S impacts that have to be managed. These may have

been planned in busy crossings, urban, and rural areas. All of these will be located in the KMA.

Design/construction of new jetties and ancillary facilities for passengers and freight

Like the investments in the first 30%, there will be more jetties for both passengers and freight.

These will include works both on the waterside and landside. There will be potential

construction-related E & S impacts.



Upgrading / rebuilding existing passenger jetties

Like the investments in the first 30%, there will be more jetties for both passengers and freight.



Ancillary infrastructure

Ancillary infrastructure such as road access, pedestrian access to passenger jetties and

terminals, infrastructure within the area of selected ghats and jetties, terminal buildings, and

other amenities for the physically challenged, women, children, old, and infirm. These will have


Enhancing the WBSTC’s maintenance workshops

Enhancing maintenance workshops operated by WBSTC which might include investments in

the physical structure of workshops and strengthening the operational capacity. Here again,

there will be environmental and social issues to be considered. These include:

a) Managing waste water / solid waste treatment and disposal,

b) Managing the facilities for oil & lubricant management, and

c) For used oil / lubricant storage and disposal, which are inevitable in a maintenance

workshop

RO RO terminals in the Kolkata Metropolitan Area

The two RO RO Terminals in the KMA needed infrastructure within the selected areas.

Infrastructure may include berthing and mooring structures and equipment, vehicle marshalling

areas, on-off loading areas, link spans and passenger boarding bridges, storage sites, and

terminal buildings, including customs and border control facilities. These will necessarily

include E & S impacts that need to be considered during the planning, designing, constructing

and operating these terminal facilities.

Table 3.2 Project Investments during project period and E & S issues

Sl.

No. Description of Project Investments E & S issues

1 Priority terminals associated with selected jetties

Tree-cutting, construction and demolition debris, solid waste, waste water, oil waste, air pollution, noise pollution, worker & community safety.

2 New jetties and ancillary facilities for both passengers and freight

3 Upgrading / rebuilding existing passenger jetties

4 Ancillary infrastructure

5 Enhancing the WBSTC’s maintenance workshops Construction debris, soil / land contamination, used oil waste, air pollution, noise pollution, worker safety.

6 Ro-Ro terminals in the Kolkata Metropolitan Area Tree-cutting, construction and demolition debris, solid waste, waste water, oil waste, air pollution, noise pollution, worker & community safety.

ESMF Procedures and Management Measures

Introduction

This outlines the ESMF procedures, which are applicable to all subprojects after the first year’s

investment, i.e. in the remaining project period. These subprojects will be screened and

scoped. If the screening and scoping reveals that there is a need for conducting the ESIA, then



this will be conducted. The ESIAs and ESMPs will be prepared. The ESMPs will be integrated

with the bid / contract documents. The national / state / local level approvals will be obtained

as required. Further, the World Bank clearance for the subprojects will also be obtained and

as required.

Screening & Scoping

At the initial subproject stage, the basic environmental and social information will be collected,

collated and reviewed. In specific, the key information will be two-fold:

(i) Whether the project will have: a) significant impacts, b) limited impacts, c) or no impacts; and

(ii) Whether the project is in an Eco sensitive area or not.

Once the information is collected and the extent of significance is determined, the

categorization of the subproject will be done.

If the subproject categorization is Category A or B, then scoping and further the conduct of the

ESIA will be required. Whereas all subprojects classified as Category C will not need to be

scoped or an assessment carried. All Category C subprojects will be outside the purview of

the ESMF procedures after screening.

If the subproject requires national / state level clearance, the ToR given by the State’s Expert

Appraisal Committee should necessarily be considered in scoping out the key issues as a part

of the detailed assessment.

Conducting the ESIA

All subprojects classified as either Category A or B will have to conduct an ESIA as per a

generic ToR for conducting the ESIA (Refer ESMF Appendix 8). This ToR will be tailor-made

to suit the specific subproject. At the planning and design stage, an analysis of alternatives will

be carried out in order to determine possible design and construction alternatives as

applicable. Public and stakeholder consultations are an integral part of the ESIA, and the inputs

/ feedback from these consultations should necessarily be incorporated in the planning and

design stage.

Under the project, the subproject activities will include procurement of goods, e.g. vessels or

pontoons or gangways, and/or execution of onsite civil works. There will be slight variations in

the way that ESIA will be conducted for different types of subproject activities. Further, the

nature of the contracting arrangements also changes the manner in which the ESIAs are

conducted. The specific type of subprojects/contracting arrangements includes the following:

i. Procurement of goods e.g. vessels, pontoons and gangways

ii. Using EPC contracting arrangements for goods & civil works

iii. Design build contracting arrangements for goods & civil works

Preparing the ESIA and ESMP

Final Environmental and Social Impact Assessment (ESIA)

Once the ESIA is conducted, the ESIA report will be prepared in line with the structure included

in the ToR as given in the ESMF Appendix 8.



Final Environmental and Social Management Plan (ESMP)

Once the ESIA report is done, the ESMP report will be prepared in line with the structure

included in the ToR as ESMF Appendix 8.

Final ESIA and ESMP

The Final ESIA and the Final ESMP will be disclosed and submitted to the World Bank.

Integrating the ESMPs with the bid / contract documents

The bid / contract documents will necessarily reflect the ESMP as appropriate to the contractor.

It will be cross-checked that all the elements of the ESMP are included.

At time of approving the bid / contract documents, the World Bank will verify that the ESMP is

integrated prior to the approval of the individual bid / contract. This will be done for all post-

review contracts, which will necessarily cover all subprojects with E & S issues.

In the case of the EPC contracting arrangement, all the ESMP requirements will be a part of

the bid / contract documents as the ESMP has been prepared with detailed designs. However,

in the case of the Design-Build contracting arrangement, the ESMP requirements are based

only on preliminary designs. Implementation ESMP will be prepared by the Design-Build

contractor. These will be in line with the ESMP requirements and will be approved prior to

acceptance.

Obtaining the National / State level clearances as required

All national / state level clearances have to be obtained. This will include clearances from the

MoEF&CC, State Environmental Impact Assessment Authority (SEIA), CZMA, Kolkata Port

Trust and other state agencies as required. The ESIA will explicitly include the clearances

required, and all the clearances will be obtained.

Obtaining the World Bank approval

For obtaining the World Bank approval, the following documents will be required:

Final ESIA & ESMP that have incorporated the Bank’s comments

• ESMP integrated with the bid / contract documents

• All the national and state level clearances as required

Public / Stakeholder Consultations, Disclosure

Different stakeholders and their views / perspectives

The following are the different stakeholders and beneficiaries. Their views / perspectives are

also included here. The specific details of the outcome of the meeting are provided for

commuters & Jetty workers Vessel Suppliers. Further input from Vessel Operators, jetty

operators, and passengers

The passengers or the daily commuters are the major stakeholders. They pointed out some

problems that they faced and these problems were of similar types irrespective of the location

of the jetties. Some of the issues that they pointed out are listed as below:



(a) The jetties and vessels needed upgradation

(b) The vessels are too high to climb especially for the senior citizens and women

commuters

(c) Travelling, getting on and off and walking on the gangway is a challenge for the

physically challenged people, insisted for some handrails, and space for

wheelchairs

(d) Washrooms on the vessels are in poor condition

(e) Washrooms in and around the jetty are not in usable condition

(f) There are no proper rest area in and around the jetty

(g) Putting up of shade on the pontoon

(h) Widening of the gangway

(i) Electronic display of vessel timing and route

(j) Announcements of the arrival and departure of the vessel.

Consultation with the local governing bodies

The major governing bodies in this case are Kolkata Municipal Corporation (KMC), Kolkata

Metropolitan Development Authority (KMDA), West Bengal Transport Corporation (WBTC) and

Kolkata Port Trust (KoPT). After consultation with the concerned authorities, the various issues

like waste disposal (solid and liquid wastes) and the contingency plan were discussed. The

KMC collects the solid waste from the vessels daily from designated places along the 35 ghats.

They also mentioned that the liquid waste was disposed directly into the river without any

treatment. Further Input from consultation with the shop owners and other beneficiaries were

also considered.

Stakeholder Consultation Workshop

Further on October 31, 2019 a consultation workshop was carried out with various

stakeholders to get their views on the project. More than 35 people participated. This is

separately documented and provided in the ESMF as Appendix 9. The workshop was held at

the Conference Hall, PMU’s office at Paribahan Bhaban – II (CSTC Complex – Ground Floor),

Kolkata, West Bengal on October 31, 2019. During the workshop, detailed discussion and

suggestion on the ESMF and RPF by the participants were noted and incorporated in the

document. (List of Participants and the Minutes of the Meeting are a part of Appendix 9. The

main findings of the workshop are as follows:

• All stakeholders were supportive for this project

• Important E & S issues were presented and discussed. In some cases definite solutions

were also discussed. For example

• With regards to the fuelling station, oil pollution, availability of toilets and drinking water at

all jetties, gender issues, issues of physically challenged and old age people

• Together with Jetty limits, Jetty terminal building facilities and terminal officer will solve

many problems of the jetties

• Good Practices that can be further improved and the bad practices that need to be changed

for better in the waterways sector were also discussed

Disclosure of Project Information

PMU will ensure that relevant information about E & S safeguard issues is made available in

a timely manner, in an accessible place, and in a form and language(s) understandable to the



public and other stakeholders. The purpose of such disclosure is that the public can provide

meaningful inputs into project / subproject design and implementation.

At the State Level

This ESMF and entire subproject ESIAs / ESMPs will be disclosed at the state level in the

project website. Further, executive summary of this ESMF will be available in English and

translated in Bangla. This will also be available as an easy to download document in the project

website. Website disclosure will be kept up-to-date throughout project implementation.

In addition, it is recommended that the information (in hard copy) shall be made available for

public access at the local body authority offices of each of the jetty locations, and also at the

jetty location itself. Also, the documents will be circulated to all stakeholder departments (like

Irrigation and Waterways, KoPT, PCB, UDMA, Fisheries, IWAI, etc.). The Draft ESMF is

anticipated to be disclosed by February 20th , 2020 and subsequently the Final ESMF by

November 20th, 2020.

On World Bank’s External Website

This ESMF and the entire subproject ESIAs / ESMPs will be disclosed on World Bank’s

external website. ESMF will be disclosed and the resulting management plans shall also be

disclosed as the project progresses.

Environmental Impacts and Mitigation measures

Further to the site visits and understanding of the project and as a part of ESMF, it is necessary

to formulate possible and probable identification of impacts and the proposed mitigation

measures. This has been summarized and provided in ESMF. As in the case of any

development project, potential environmental impacts such as handling / disposal of solid

wastes, impacts to water quality, increased noise levels and air emissions issues have to be

identified and addressed. Further, bad or poor practices such as the means of disposal of bilge

water, commuter-centric facilities at the jetty locations, are important to be identified and

suitably addressed.

It is important to note that at this stage only Year 1 activities are taken up. The Year 1 activities

are largely restricted to waterfront side developments or activities. The ESMF is prepared for

various project activities, its associated potential impacts and suggested mitigation measures.

These are presented in the Chapter 6 of ESMF report.

Implementation Arrangements

A project Management Unit (PMU) will be responsible for the Implementation.

Project Management Unit (PMU)

For this WBIWTLSD project, Environmental, Social and safety cell is located in the Project

Management Unit (PMU). The PMU under the West Bengal Transport Infrastructure

Development Corporation Limited (WBTIDC) will be responsible for ensuring that this ESMF

is adhered during implementation. The Project Director (PD) will have the overall responsibility

whereas a dedicated Environmental Specialist and Social Development Expert will have a day-

to-day implementation responsibility. This should de detailed to meet all Institutional aspects

of the West Bengal Transport Logistics and Spatial Development Project (WBTLSDP).



The two specialists will work coordinate with each other, and also with the technical and

procurement officers of the PMU to ensure that the ESMF requirements are adequately

incorporated in the various activities that have been proposed. The specialists will work closely

with the contractors and consultants for the day-to-day implementation aspects and associated

safeguards compliance.

Institutional strengthening and Business Planning (ISBP) consultants

These consultants will be appointed shortly will have one expert to deal with the environmental

and social issues. He/ she will work and contribute in terms of institutional strengthening

arrangements on E&S issues.

Contractors

The contractors will be responsible for ensuring the effective implementation of the ESMP

requirements at the subproject level. These will be a part of the contract documents to which

they will have to adhere. As required, the contractor will assign one or two staff in each

subproject to ensure that ESHS requirements are met on a day-to-day basis. The assigned

staff will report to the PMU’s Environmental and Social Specialist on a monthly basis and

confirm compliance to the safeguard requirements.

Project Management (PMC) / Supervision Consultants (SC)

If the project will engage project management / supervision consultants to oversee the

contractor on behalf of the PMU, there will be one environmental engineer / officer in the

consultants’ team to oversee the day-to-day implementation of the ESMP measures in the

different subprojects. Lapses in implementation will be brought to the notice of the PMU, which

is to take necessary corrective and preventive action in consultation with the respective

contractor.

Training & Capacity Building

To ensure successful ESMF implementation, a series of orientation, capacity building and

training activities will be undertaken by the PMU with the contractors, consultants and other

stakeholders who are directly implementing or indirectly involved with these subprojects. The

training programmes will be practical and will include work with realistic case studies based on

the type of subprojects supported under the project. The training will cover the following issues:

a) National and World Bank requirements for environmental assessment;

b) Screening and scoping procedures; and

c) Main provisions of ESMPs for proposed subprojects, including mitigation and

monitoring requirements.

Such training will enable these target groups to recognize and assess the potential negative

environmental and social impacts and set of measures to mitigate them.

Monitoring and Supervision

At the construction and operation stages, monitoring and supervision of the environmental and

social management measures will be done. This will be the responsibility of the PMU and

undertaken on an on-going basis.



Grievance Redressal Mechanism (GRM)

Grievance Redressal Mechanism (GRM) is an integral part of the institutional arrangement in

relation to environmental and social safeguard issues. At present, grievances related to

employees and others are dealt on a case to case basis depending upon the nature of

grievances. Safeguards-related grievances are expected from affected persons and other

interested groups during the project implementation.

Under the project, a GRM at PMU level will be established for resolution of such grievances.

Anticipated grievances could be:

• Environmental (e.g. air, noise and water pollution) and social (e.g. labour and

community safety) issues arising from the project activities,

• non-payment of resettlement and rehabilitation assistance,

• name of affected persons missing,

• affected persons missed out/ not enumerated during the survey,

• social category and vulnerability incorrect,

• difference in land area acquired/purchased and measured at site,

• type and use of land acquired/purchased not considered correctly,

• wrong measurement of structure/building affected,

• wrong valuation of structure/building,

• damage to adjoining property,

• Construction activities at the site, quality of works, safety, etc.

In view of the above, a Grievance Redressal Committee (GRC) will be constituted in the PMU

with the aim to resolve as many grievances as possible related to resettlement and

rehabilitation and land acquisition/purchase through consultations and negotiation. The GRC

will comprise Seven (7) members. The GRC will be constituted within a month before the

implementation of activities under subcomponent during the first year of investment starts. A

Final format for monitoring of grievances (received, type of grievances, grievances redressed,

time required for resolving the grievances, etc.) has been provided in ESMF Volume as

Appendix 11.

ESMF Budget

The budget for the ESMF including for subproject preparation – conducting / preparing ESIAs

/ ESMPs, monitoring and reporting, training & capacity building and stakeholder consultations

– is estimated to be US$ 550,000 or Rs. 38.50 million.

RESETTLEMENT POLICY FRAME WORK (RPF)

Social Impact Assessment

As a part of the project preparation, a Social Impact Assessment (SIA) was conducted for

various ferry sites on both sides of the Hooghly River to understand and address the social

development issues due to the proposed project interventions. In particular, the assessment

covered scope for land acquisition, extent of resettlement and rehabilitation, impact on

livelihoods, safety and gender issues and develop measures to avoid or minimize and mitigate

the adverse social impacts and enhance positive impacts.

A Social Development Expert (SDE) has been engaged by the PMU to deal with matters

related to social impacts and resettlement & rehabilitation. Since the adverse impacts of the



proposed project during the first year of investments are likely to be very limited, the service of

an external agency is not envisaged. However, from the second year investment onwards,

development on land side and upgrading of access roads for RO-RO services might cause

substantial involuntary resettlement. In such a case, support of an external agency for the

implementation of RAP will be required.

During the first year investments subcomponent “Enhancing Passenger Movement” will be

undertaken to support the capacity of the existing system. This will cover a total of thirty (30)

identified ferry locations on both sides of the Hooghly River, building of (22) new transport

vessels with improved design and installing 40 turnstile gates in selected jetties. All the

activities under this subcomponent shall be on the waterfront side. During site visit it was

observed that for the first year project investments there would be temporary impact on livelihood of 13

petty vendors doing business on the Pontoons and Gangways within the proposed Corridor of Impact

(COI) in the 30 proposed Jetties for a maximum period of one month. An Abbreviated Resettlement

Action Plan (ARAP) has been prepared to mitigate the temporary loss of livelihood of the 13 petty

vendors for one month. For the works from year two onwards, based on initial assessment, it is

estimated that 2250 families would be affected for works from year two onwards; and the total Project

Affected Families including for Year One works, it is estimated at 2263 families.

Need for Resettlement Policy Framework (RPF)

From the second year onwards, most of the developments are planned on landside on Kolkata

Port Trust land. However, the existence of informal settlers (encroachers and squatters – land

occupied for residential, commercial and other purposes e.g. cattle shed, petty shop, work-

shed, etc.) and common property resources (religious structures, culturally sensitive sites,

burial/cremation place, shrines, hand pumps/wells, public toilets, etc.) cannot be fully ruled out.

In light of the above potential impacts, a Resettlement Policy Framework (RPF) has been

prepared which will guide (i) for conducting Social Screening, (ii) Social Impact Assessment

(SIA) based on the outcome of social screening, and (iii) preparation of Abbreviated

Resettlement Action Plan (ARAP) or Resettlement Action Plan (RAP) depending upon the

magnitude of impacts.

Applicable Legal and Regulatory framework

The major Acts and Rules of the Central and the State Government to be followed are:

1. Right to Fair Compensation and Transparency in Land Acquisition, Rehabilitation and

Resettlement Act, 2013.

2. Memorandum: No. 756-LP/1A-03/14(Pt-II) Date: 25.02.2016 - Direct land purchase from

land owners, Land and Land Reforms Department, Govt. of West Bengal.

3. The Right to Information Act, 2005.

4. Other prevailing Acts and Rules as applicable.

Other than these the World Bank Guidelines which are to be followed are:

1. World Bank OP/BP 4.12 – Involuntary Resettlement

2. Indigenous Peoples OP/BP 4.10

Entitlement Matrix

Based on the legal and regulatory framework an Entitlement Matrix has been prepared. The

entitlements of different categories of eligible persons are presented in a matrix form indicating



the type of loss, category of entitled person, unit of entitlements, etc. Affected families will be

eligible for compensation and R&R assistance or specific R&R assistance depending upon the

status of ownership rights and type of loss.

Land (Title Holder): Compensation for land as per the First Schedule and Second Schedule

of the RFCTLARR Act, 2013 .As per Second Schedule of RFCTLARR Act, 2013:

a) One-time payment of Rs. 5 lakhs per affected family

b) Subsistence grant @ Rs. 3000/-per month for a period of one year

c) Stamp duty and other fees payable for registration of land, if allotted to the affected

families

Or, as per the provisions of Memorandum No. 756-LP/1A-03/14(Pt-IIDate: 25.02.2016 –

Govt. of WB), whichever is higher

Structure (Title holder): Compensation for land as per the First and Second Schedule of the

RFCTLARR Act, 2013 As per Second Schedule of RFCTLARR Act, 2013

a) Provision of housing unit (a constructed house as per PMAY specifications) or the

equivalent cost of the house for the displaced.

b) One-time financial assistance of Rs. 50,000/- as transportation cost to displaced

families.

c) One-time resettlement allowance of Rs. 50,000/- to displaced families.

d) Right to salvage affected materials.

Or, as per the provisions of Memorandum No. 756-LP/1A-03/14(Pt-II Date: 25.02.2016 – Govt.

of WB), whichever is higher.

Workshop, work-shed, cattle shed, petty shop, Kiosk, etc. of Title and Non Holder:

A minimum of Rs. 25,000/- to each displaced family (artisan, small trader or self-employed person or the family.

Tenants (Residential, commercial, Residential cum commercial, storage, office, etc) of

Title and Non-Title Holder:

Rental Assistance for three months @Rs.5,000/- per month.

Structure (Residential, Commercial, and Residential cum commercial) & other

immovable structure or assets attached to the land or building of Non-Title Holder:

a) Value of structure determined (without depreciation and without application of

solatium).

b) Right to salvage affected materials

Livelihood of Title and Non-Title Holder: A minimum wage of Rs.8,177/- per month to each

affected commercial structures for the number of days it loses its livelihood, provided that there

should be loss of livelihood for more than 10 days. However, for losses less than 10 days, the

wage would be calculated on a pro-rata basis.

Vendors: The Vendors should be relocated such that he/she can cater the same number of

passenger/customer or a minimum wage of Rs.8,177/- per month to each affected vendors for

the number of days it loses its livelihood, provided that they should obtain a vending license

and there should be loss of livelihood for more than 10 days. However, for losses less than 10

days, the wage would be calculated on a pro-rata basis.

Vulnerable Title and Non-Title Holder: Additional assistance of Rs. 25,000/- per family.



Religious structure, well, and other facilities on public land: To be reconstructed/

rehabilitated at project cost in consultation with local communities and ULBs/ Gram Panchayat,

as the case may be.

Unforeseen impacts: Unforeseen impacts encountered during implementation will be

addressed in accordance with the principles of RPF.

Grievance Redressal Mechanism (GRM)

Grievance Redressal Mechanism is an integral part of the institutional arrangement in relation

to social safeguard issues. Grievances related to employees and others are dealt on a case to

case basis depending upon the nature of grievances. Social safeguards related grievances

are expected from affected persons and other interested groups during the project

implementation and therefore, it is important to set up a GRM at PMU level for resolution of

such grievances. A seven member Committee for GRM will be formed at PMU.

Disclosure

In order to make the ARAP/RAP preparation and implementation process transparent, salient

features of RPF shall be translated in Bengali and disclosed on the Project Authority’s website.

The documents available in the public domain will include Entitlement Matrix and ARAP/RAP

(summary in Bengali) and the list of affected persons eligible for compensation and R&R

assistance. Copy of all documents will be kept in PMU for ready reference. As per Access to

Information Policy of the World Bank, all safeguard documents will also be disclosed and

available at the World Bank’s Portal.

Consultation Workshop

A consultation workshop was held at the Conference Hall, PMU’s office at Paribahan Bhaban

– II (CSTC Complex – Ground Floor), Kolkata, West Bengal on October 31, 2019. Detailed

presentation on RPF was made which was followed by discussion and suggestion on the

Resettlement Policy Framework and the Environmental and Social Management Framework

by the participants. The suggestions were suitably incorporated in the ESMF/RPF document.

Budget

The Government of West Bengal will provide an adequate budget for land acquisition

compensation and R&R assistance from the counterpart funding. The budget estimates and

its sources will be reflected in ARAP/RAP.


Introduction Page 18

1 Introduction

1.1 Background

The Government of India (GOI) has recently started focusing heavily on waterways (National

as well as State waterways) as an effective mode of transport for all transport needs. Today

as whole in India several waterways projects are either in the project preparation stage or

construction stage or at operational stages. Many of these major waterways are operational at

crude level since time memorial with minimum capacity and infrastructure with regards to

quality of services for the common man. At state level also many waterways projects are being

taken up for optimal performance. In most cases cargo movement along waterways is going

to add lot of value with regards to relieving other modes of transport mainly roadways. This

can also have a positive impact to reduce pollution and accidents.

In this context, in Kolkata, waterways have been operational for centuries and people are using

here as an easy mode of transport between Kolkata and Howrah (East and West side of

Hooghly) for various human needs. This crossing could be to meet various human needs that

also include job or for business education or for tourism purposes. From a casual observation

at micro level itself one can understand that a lot more can be done with regards to quality of

services and overall management that includes solid and liquid waste management, which

otherwise pollute the Hooghly river, ticketing, waiting shelter, jetty functioning, parking,

shopping at jetties safety and crowd management, travelling and cargo movement. There are

many things happening around jetties that are not hygienic or aesthetically acceptable with

regards to waste management, street food, toilets and drinking water. In addition to technology

enhancement and institutional strengthening needs; another major focus can be alternative

mode of energy use (e.g. Solar).

The highly urbanized metropolitan area of Kolkata is facing a rapid increase in freight and

passenger traffic. Infrastructure development necessary to cope with this increase has run up

against important limitations linked to lack of space and environmental constraints. The

resulting congestion in the city is contributing to large inefficiencies in passenger and freight

flow in the Kolkata Metropolitan Area (KMA, which is the regional gateway to freight flow in

Eastern India), restricting market access as well as port access for export-import (EXIM) traffic.

The inefficient flow of freight is adversely affecting economic competitiveness and sustainable

growth in the region. The Hooghly River, a defining feature of KMA, currently acts more as a

barrier to access than an enabler. Due to the strategic location of Kolkata, and the unique

situation of the port in the center of the city, the severity of the mobility issues in KMA call for

a rethink of urban mobility for both cargo and citizens.

These sectoral issues are compounded by institutional and spatial development challenges.

Institutional arrangements for urban transport are highly fragmented and sometimes

overlapping. National, state, and local level-governments are involved in urban transport in

different capacities. KMA lacks an overarching spatial strategy to manage stakeholders’ roles

and responsibilities, transport and infrastructure investments, and land development to

influence the distribution of people and activities. These constraints limit accessibility to various

amenities within the KMA.



1.2 Objective of Environmental and Social Management Framework

(ESMF) Environmental and Social Assessment (ESIA)

1.2.1 Objective of this ESMF and Its Contents

For all balance investments, the ESMF will set out the policies, procedures and guidelines that

will be followed to assess and manage Environmental and Social (E & S) issues. This

framework is a requirement of the World Bank and is necessary to ensure that the

Environmental and Social (E & S) impacts are addressed and properly managed. These will

include the following:

• Project investments with Environmental and Social impacts

• Policy, legal and institutional framework – both the national and state regulations, and

the World Bank E & S policies.

• Screening and scoping procedures.

• Procedures for conducting the ESIA, preparing the ESMP and integrating with the bid

/ contract documents.

• Requirements for public / stakeholder consultations

• Disclosure for both the ESMF & the ESIAs/ESMPs that will be prepared.

1.2.2 Need for ESIA

The project implementation includes analytical studies (preparation of plans, strategies and

assessments), procurement of goods (such as vessels, pontoons and gangways) and

execution of works (waterside and landside investments in selected jetties). Of these, there

will be impacts in the manufacture of goods and in the execution of works. Therefore, during

implementation, these potential environmental and social impacts will need to be managed.

Some of these impacts are likely to be significant and irreversible. Hence it is vital that these

impacts are properly assessed and appropriate management measures are undertaken.

The implementation of the project will be initiated with 30% of the investments being ready for

award. For these, ESIAs have been conducted and prepared. As a part of these ESIAs, ESMPs

have been prepared. These ESIAs were carried out alongside the preparation of the Detailed

Project Report (DPR). It is also necessary that those aspects of the ESMPs relevant to the

Contractor have been integrated with the bid / contract documents as well.

1.3 Project Development Objectives & Components

1.3.1 Project Development Objectives (PDO)

The project development objectives (PDO) are to:

a) strengthen cross sectoral institutional capacity for strategic spatial planning, logistics

and urban mobility; and

b) Improve efficiency and safety of passenger and freight movement along the Hooghly

River by targeted upgrades of the ferry system.

Project Description: In the above context, the West Bengal Transport Infrastructure

Development Corporation Limited (Undertaking of the GoWB) with loan assistance from World

Bank is planning to improve the waterways system for optimized usage for the overall



development of the Kolkata Metropolitan Area in particular and the state in general. The project

comprises four components.

1.3.2 Component A: Strengthening Institutional Capacity (USD20 million)

This component will support institutional capacity enhancements for the GoWB’s Departments

of Transport and Urban Development. This component is intended to provide West Bengal

Transport Department with the required assistance to:

i. Assess, identify and develop the scope for sector planning, regulatory and institutional

reforms review of governance structures, business and financial planning, safety

management and capacity enhancement for key agencies operating within the West

Bengal IWT sector; and

ii. Provide implementation support to the PMU. This will include, inter alia:

a. A Five year IWT Institutional Strengthening and Business Plan (ISBP) for West

Bengal Transport Department, including organizational, planning, fiscal

strengthening, regulatory reform and IT modernization, and implementation

support;

b. A Program Management Support and Secretariat Support services to aid in

implementation of the ISBP and Training Needs Assessment (TNA) study;

c. Support to the Transport Department in Information Dissemination;

d. Support to the key agencies in the West Bengal IWT sector on engaging with the

private sector; and

e. Safety management study to assess the existing River Information System (RIS),

identify gaps and design a system to complement it.

The proposed Project will finance a comprehensive capacity building program to strengthen

the regulatory and operational frameworks for IWT.

Subcomponent A.1

(USD 8 million)

Support for institutional capacity enhancement to regulate, manage, and maintain river

transport systems

This subcomponent will include a TA to prepare Institutional Strengthening and Business Plan

(ISBP) which ISBP will map comprehensively the institutional structure, business processes,

and human resource management and identify opportunities for improvement and

consolidation. As part of preparing the ISBP, a Training Needs Assessment (TNA) of Transport

Department and its key subsidiaries will be conducted to support a full capacity building

program implemented under the project. The proposed Project will also support

implementation of the capacity building programs.

Subcomponent A.2

(USD 12 million)

Safety management: river navigation aids, night navigation technology on

some routes, and emergency response system

The subcomponent will draw on national and international experience in assessing appropriate

aids to navigation, their procurement and deployment to allow 24-hour services / night

navigation on most vulnerable / trafficked routes / crossing points. Beginning with pilots at 2-3

crucial locations, deployment of navigation aids will be scaled up based on the investment

strategy for the sector. The subcomponent will begin with a TA assess of the existing River

Information System (RIS) followed by implementing an updating to the system. Identify gaps

and design a system to complement it.



1.3.3 Component B: Technical Assistance for Investment Prioritization (USD 8

million)

With a large project area and multiple institutions, technical analysis and plans including an

IWT strategy, spatial development strategy and comprehensive mobility plan are essential to

ensure improved accessibility and to leverage wider economic development opportunities

around the Project’s investments. This will complement the institutional capacity strengthening

efforts highlighted in Component A and tackles the “structural elements” that form the bases

for the main challenge this project is set to face; constrained accessibility. Accordingly, this

component is set to investigate and drive the medium- and long-term planning that defines the

relationship between the port (including its externalities) and the city (with its livelihood and

mobility). This will cover spatial, mobility and logistics planning. The component will be

implemented through two subcomponents.

Subcomponent B.1

(USD5 million) Spatial and Logistics Master Planning

The subcomponent includes two TAs to prepare

i. Spatial Development Strategy (SDS) and

ii. Logistics Master Plan (LMP).

Both these TAs will focus on strengthening the planning capacity which will support sound

investments as well form an effective linkage between planning, fiscal policy and the budget

process for the KMA. The TA on LMP will include technical support to be provided a high-level

council on logistics (Logistics Council) the GoWB has just created. Additional studies focusing

on preparing local plans for subprojects that are identified by the SDS and the LMP are also

included in this component (i.e. multi-modal station area plans to ensure improved accessibility

and time savings for commuters).

Subcomponent B.2:

(USD3 million)

Prioritizing investments in IWT and linkages to transport network

This subcomponent involves preparing strategic plans to prioritize investments in the IWT in

the short and medium terms and provide a long-term vision for mobility within the KMA. Two

strategic plans will be prepared under this subcomponent;

• Integrated Strategic Development Plan (ISDP) and

• A Comprehensive Mobility Plan (CMP)

The subcomponent will also support capacity building at the local level to plan and design the

immediate surroundings around terminals, which will encourage multi-modal coordination,

urban regeneration, and private sector engagement.

1.3.4 Component C: Infrastructure Investments (USD 115 million)

This Component provides for investments infrastructure to improve passenger and freight

urban mobility. It will be implemented in two phases addressing short and longer-term solutions

to the critical condition of the current IWT system. The first phase provides investments that

are urgently needed to support the IWT system as recent bridge collapses are endangering

the KMA population, and the resulting restrictions on truck flow have further hampered freight

traffic. The second phase deals with longer term improvements to the efficiency and safety of

IWT through investments in infrastructure. For the second phase, this Component adopts a

framework approach for investments. Specific subprojects under the framework will be



selected and designed upon completion of the ISDP, which will identify the nature and locations

of all subprojects. The Bank will appraise, in turn, each subproject prepared and brought

forward for financing until all project funds allocated to the subcomponents have been

committed. The framework also integrates a systematic stakeholder engagement process

during subprojects preparation.

Subcomponent C.1

USD 25 Million Improve infrastructure capacity of the existing network

Activities under this subcomponent are intended to support the capacity of the existing system

including, inter alia:

a. Pontoons, gangways and tensile gates to enhance the capacity existing jetties. 25 sites

are selected, and the expected value of this investment is USD 13 million; and

b. 30 new ferries will be built based on the design with improved safety standards and

fuel efficiency at an expected cost of USD 12 million.

A feasibility study for these investments is currently being prepared.

Subcomponent C.2: Enhancing Passenger Movement

This subcomponent includes long term investments to be identified in the ISDP including inter

alia:

i. terminals jetties, road access and ancillary infrastructure in addition to other

investments required to ensure navigable fairways;

ii. improved design of inland water transport vessels and solutions to modernize the fleet;

and

iii. System management (e.g. river information systems integrated with the national river

information system and the port information system).The exact number of jetties and

their locations will be determined after analysis of economic benefits, access,

intermodal connectivity, and social and environmental impacts.

Subcomponent C.3 Improving Infrastructure Capacity for Freight Movement

These investments will provide an alternative for truck movement, focusing on decongesting

movement on land by facilitating access through the Hooghly River. Investments will include:

i. roll on-roll off (ro-ro) jetties, terminals, and road access;

ii. Design and financing solutions for private participation in ro-ro vessels, and system

management.

The exact number of jetties and their locations will be determined after analysis of economic

benefits, access, intermodal connectivity, and social and environmental impacts. Private sector

involvement will be encouraged in investment in infrastructure, operation of terminals,

financing and operation of vessels.

1.3.5 Component D: Support to Implementation (estimated cost USD 7 million)

This component will finance technical assistance and advisory services to the PMU and the

Steering Committee (SC), including project management and coordination costs associated

with project implementation, consultancy services for feasibility, conceptual, and detailed

designs, safeguards instruments for subprojects, and the preparation of follow-on operations.

It will provide for mobilization of expertise, exchange of international experience, and advisory

services to support the SC (Once established in preparing and adopting a shared vision



focused on improving logistics and developing a coordinated roadmap of future investments

and key policy reforms needed to realize that vision.

1.4 Project Beneficiaries

The four main beneficiary groups of the proposed Project are:

i. the users of passenger ferry services;

ii. private vessel owners and operators through fleet modernization and upgrading of

facilities;

iii. government employees in the institutions of the sector who will be trained to fulfil more

effective and focused roles in the new institutions in industry;

iv. Shippers of goods to/from West Bengal to its adjacent states (Jharkhand, Bihar, and

Uttar Pradesh) and countries (Bangladesh, Nepal, Bhutan).

The proposed Project will create job opportunities for communities living around the terminals,

jetties, ro-ro, and logistics hubs. Both the direct and the much greater job creation will benefit

women.

1.5 Project Cost and Financing

The Table 1-1 provides the breakdown of the project cost and the financing plan.

Table 1-1: Break down of Project cost and Financing plan

S.

No Project Components

Project

cost

IBRD/ IDA

Financing

Counterpart

Funding

(All figures in US$ million)

1 Strengthening Institutional Capacity 20 14 6

2 Technical Assistance for Investment

Prioritization 8 5.6 2.4

3 Infrastructure investments to improve

water transport 115 80.5 34.5

4 Support to Implementation and

Technical Assistance 7 4.9 2.1

Total Costs 150 105 45

Total Financing Required 150 105 45


Policy, Legal and Institutional framework Page 24

2 Policy, Legal and Institutional framework

2.1 Introduction

The project will be planned, designed, implemented and operated in line with the policy, legal

and institutional framework provided by the applicable national environmental legislation,

applicable national social legislation and the World Bank Operational Policies pertaining to

environmental and social safeguards. The clearances / approvals / no objection certificates to

adhere to these legislations and requirements will be obtained, and any conditions stipulated

will be adhered with. This chapter outlines briefly the policy, legal and institutional framework

for this project.

It is to be noted that the social legislations pertaining to resettlement and rehabilitation are

covered in the Resettlement Policy Framework (RPF) and not in this ESMF.

2.2 Applicable National Environmental Legislation

2.2.1 Environmental (Protection) Act 1986 and associated Rules

About: The Environment (Protection) Act of 1986 - the Act is an umbrella legislation that

provides a framework for Central and State Authorities established under previous laws. It

provides a single focus for the protection of the environment and sought to plug several

loopholes. Both EIA gazette notification and CRZ Notification has been framed based on the

various provision of the Act.

Relevance: All environmental standards Physical environment, Biological environment and

Socio economic environment. Water and air components are regulated by both Environmental

protection Act and Air and Water acts. Recently In 2014 one National committee

(Subramanyam committee) constituted at National level has recommended removing Water

Act and Air Act to avoid repetitions/complications. Over all standards are specifically applicable

to Air, Water, Noise and soil and components (Appendix 1). According to this it is necessary

to physically measure the ambient level all these parameters and compare with standards to

understand the Pollution levels.

Applicability: Yes, all civil works to be done.

Authority: MoEF&CC and State Department of Environment

2.2.2 EIA Notification 2006 & amendments thereafter

About: In accordance to the Environment Protection Act and the associated Rules, the EIA

Notification 2006 was published to streamline the environmental clearance procedure at the

Central and State levels. As per this notification, projects are classified as either Category A

or B. For Category A, the central clearance by the MoEF&CC is required, whereas in Category

B, the state clearance by the State Environmental Impact Assessment Authority (SEIAA) is

required. This notification is being revised with all amendments put together as a new

notification and is now published in the year 2020. Draft 2019 EIA notification has been in

circulation for some time for comments and observations.

Relevance: Under the Schedule 7(e) of this Notification, the investment activities pertaining to

ports, harbours, breakwaters and dredging are covered. For any ≥ 5 million TPA of cargo

handling capacity (excluding fishing harbours), it is regarded as Category A. And, for < 5 million



TPA of cargo handling capacity and/or ports/ harbours and ≥10,000 TPA of fish handling

capacity, it is regarded as Category B.

Applicability: Yes. For the Ro-Ro terminals the category will be determined later after proper

investigations mostly require an environmental clearance. There will be no clearances required

for the other proposed investments.

Authority: State Environmental Impact Assessment Authority (SEIAA)

2.2.3 Air (Prevention and Control of Pollution) Act 1981

About: This Act provides for the prevention, control and abatement of air pollution. It is to

control emissions of any air pollutant into the atmosphere when it exceeds the standards set

by the Central and State Boards.

Relevance: CPCB/ SPCB to establish air quality and emission standard; monitor air quality;

prosecute offenders; Issuance of Consent to establish (CTE) and Consent to Operate (CTO)

Applicability: Yes, CTE and CTO will be required for manufacturer of vessels, gangways and

pontoons. Further, for all civil works, onsite contractor will have to obtain these two consents.

Authority: West Bengal SPCB

2.2.4 Water Prevention and Control of Pollution) Act 1974

About: Water (Prevention and Control of Pollution) Act and Cess Act of 1977. This is to control

water pollution by controlling emission & Water pollutants as per prescribed standards.

Relevance: CPCB/ SPCB to establish water quality and effluent standard; monitor water

quality; prosecute offenders; Issuance of CTE and CTO

Applicability: Yes; CTE and CTO are required of the vessels, gangways and pontoons. Further,

for all civil works, the onsite contractor will have to obtain these two consents.

Authority: West Bengal SPCB

2.2.5 Noise Pollution (Regulation and Control Act) 2000

About: According to the provisions of the rules notified under this act, a person might make a

complaint to the designated ‘Authority’ in the event that the actual noise levels exceed the

ambient noise standards by 10dB(A) or more as compared to the prescribed standards. The

designated authority will take action against the violator in accordance with the provisions of

these rules or other law in force.

Relevance: Standard for noise is available (Appendix 1)

Applicability: Yes, Jetty/Vessel operation, construction machinery and DG sets to conform to

noise standards

Authority: State Pollution Control Board

2.2.6 Various Waste Management Rules 2016

About: There are four Waste Management Rules that are pertinent: (i) Hazardous and Other

Wastes (Management and Trans-boundary Movement) Rules, 2016; (ii) Construction and

Demolition Waste Management Rules 2016, (iii) Solid Waste Management Rules 2016 and

(iv) Plastic Waste Management Rules 2016.



Relevance: Guidelines for generation, storage, transport and disposal of C&D waste,

Hazardous waste, plastic waste and municipal solid waste

Applicability: Yes. Obtaining authorizations for all the different types of wastes

Authority: West Bengal SPCB.

2.2.7 Indian Forest Act 1927/Forest Conservation Act 1980/Forest Rights Act 2006

About: Forest (Conservation) Act 1980. Under this law, agency must obtain administrative

approval from the Forest Department to clear designated forestland and in 1986 when MOEF

enacted the Environmental Protection Act, the entire linear stretches of plantations along the

Canals, Irrigation canals highways etc. were declared as protected forests. According to this

although the land is under the control of State Government, due to its protected Status,

approval Government for using the land for widening and rehabilitation may be required.

Relevance: Conservation of Forests, Judicious use of forestland for non-forestry purposes;

and to replenish the loss of forest cover by Compensatory Afforestation on degraded forestland

and non-forest land; Permission for tree felling

Applicability: Not applicable as no forest land is involved.

Authority: State Forest Department

2.2.8 Wildlife (Protection) Act 1972

About: This is for protection of Wild Life. The Act details the various kinds of endangered and

other important faunal groups that need to be protected.

Relevance: To protect wildlife in general and National Parks and Sanctuaries in particular

permission for working inside or diversion of sanctuary land

Applicability: No. There are no protected areas in the vicinity of the proposed projects.

Authority: Chief Conservator of Wildlife, State Forest Department

2.2.9 Coastal Regulation Zone Notification 2011

About: The Ministry of Environment and Forests (“MOEF”) issued a notification under Section

3 of the Environment Protection Act of 1986, seeking to regulate development activity on

India’s coastline. The approach adopted by the notification was to define the ‘High Tide Line’

(“HTL”) and ‘Coastal Regulation Zone’ (“CRZ”) and thereafter specify the activities permitted

and restricted in the vicinity of the CRZ. This regulated zone was further divided into four

categories (CRZ I-IV) as per permitted land use.

Relevance: CRZ clearance is not required for a water front activity.

Applicability: No. As the locations fall outside of the CRZ, there is no need of obtaining the

CRZ clearance. Although the waterfront is under heavy tidal influence (One factor) the salinity

factor (Second factor to declare applicability) is not applicable as the water largely remains as

fresh water. The isolated mangrove trees/plants here there indicate occasionally high salinity

levels in the Hooghly river water. The area therefore not falls under CRZ zone as per the

Notification.

Authority: State CRZ Committee, Department of Environment



2.2.10 Public Liability and Insurance Act 1991

About: This Act has been enacted for the purpose of providing immediate relief to the persons

affected by accidents while handling hazardous substances and other incidents. The Act

stipulates every owner to take one or more “Liability Insurance Policies” to provide relief against

liability claims due to accidents within the preview of the owner.

Relevance: Protection to general public from the accidents due to hazardous material

Applicability: Yes. Any hazardous material used as raw material or waste for activities,

particularly with the vessel or pontoon or gangway manufacturer.

Authority: District Collector

2.2.11 National Green Tribunal (NGT) Orders

About: The National Green Tribunal has been established under the National Green Tribunal

Act 2010 for effective and expeditious disposal of cases relating to environmental protection

and conservation of forests and other natural resources including enforcement of any legal

right relating to environment and giving relief and compensation for damages to persons and

property and for matters connected therewith or incidental thereto.

Relevance: The NGT's orders in environmental matters provide the directions to various

Government agencies and these have to necessarily be adhered to. In the case of this project,

the NGT has ordered Kolkata Port Trust (KoPT) to ensure that the environmental and Social

Impact Assessments are done for all investments in the KoPT jurisdiction of the Hooghly River.

Applicability: Yes. As the investments under the project are in the KoPT jurisdiction, the NGT

requirements will have to be met. As per the NGT directive it is necessary to get approvals

from the KoPT. This is applicable to all terminals included in this project as they all fall in the

Port Limits. Accordingly, the project proponent needs to get approvals from KoPT authorities.

Authority: KoPT

2.3 Applicable social legislation

2.3.1 Child Labor (Prohibition and Regulation) Act, 1986, Bonded Labor (Abolition)

Act, 1976

About: After several years of negligence, Government of India decided to strictly apply the

Child labour Act to all sectors who are exploiting the children’s at their younger age for

personal, economic and other benefits. According to this law, children’s are for primary

education till the age of 14. After 14 up to 18 years, children if employed should not be engaged

in the Hazardous working conditions.

Relevance: Precautionary level only

Applicability: Precautionary especially at building yards of vessels, pontoons and gangway.

Authority: Social Welfare department.



2.3.2 Minimum Wages Act, 1948, The Payment of Wages Act, 1936, amended in

2005

About: Minimum Wages Act 1948 is most important as far as the poverty ridden local people

are concerned. For role of Social welfare department and labor department, a more effective

mechanism needs to be developed.

Relevance: Precautionary level only. The system should ensure that minimum wages are

ensured as per all applicable rules and deregulations of the country. Currently daily wages

staffs are working without any leave or holidays.

Applicability: Precautionary level only. Currently this is not strictly adhered to. It is necessary

that all applicable regulations are implemented to benefit the workers welfare. Any such

incidence could lead to legal actions.

Authority: Labor Welfare Department

2.3.3 The Building & Other Construction Workers (Regulation of Employment &

Conditions of Service) Act, 1996

About: The BOCW Act is an umbrella act on welfare and OHS issues as relevant to

construction workers.

Relevance: Employing labor/ workers both in the manufacture of the vessels, pontoons and

gangways; as well as in the civil works in the selected jetties.

Applicability: The BOCW Act is applicable for establishments that employ 50 or more workers

in any building or construction work. As construction workers will be appointed, this will be

applicable.

Authority: District Labor Commissioner

2.3.4 Workmen’s Compensation Act, 1923 (as amended in 2000)

About: The Workmen's Compensation Act is a central legislation which provides for the

payment of compensation to workmen (including organized and unorganized sectors, but

excludes casual Labor) and/or their dependents some relief in case of accidents arising out of

and in the course of employment and causing either death or disablement of workmen.

Relevance: Only to employees at manufacturing facilities or onsite construction activities

during all phases. Currently the staff does not have life insurance and health cover insurance

hence there is lot of suffering for the workers.

Applicability: Universally applicable across all sectors. This law needs to be implemented with

high priority and importance as a part of this project.

Authority: Social Welfare Department

2.3.5 The Right to Information Act, 2005,

About: This is an umbrella act that covers the entire constitutional laws and policies and

procedures pertaining to the country and its governance. One of the most important Acts, which

is supposed strengthen the right to freedom of speech and expression Act.

Relevance: For getting written right information as per the provisions of the Act.



Applicability: This law is universally applicable across all sectors as amended from time to time.

Authority: West Bengal Transport Infrastructure Development Corporation Limited

2.3.6 Labor Act 1988

About: The health and safety of workers employed in construction work etc.

Relevance: Applicable mainly for the Vessel building yards and also during construction phase

of the project

Applicability: Universally applicable to all sectors

Authority: Labor Department

2.3.7 The Factories Act 1948

About: The health and safety of workers employed in construction work etc. Health and Safety

considerations for workers (Need to extend the provisions to vessel building industry and

Waterways/highways.

Relevance: Applicable mainly for the Vessel building yards and also during construction phase

of the project

Applicability: Universally applicable to all sectors

Authority: Labor Department

2.3.8 Biological Diversity Act 1972

About: Disclosure of species survey or collection activities to the National Biodiversity

Authority. This Act prevents persons undertaking biodiversity related activities without approval

from the National Biodiversity Authority. It extends to the whole of India, and approval is

required from the National Biodiversity Authority. There are particular restrictions if the Project

involves the participation of non-Indian persons.

Relevance: Aquatic life in the Hooghly waters.

Applicability: Biodiversity conservation is not an issue in the project. This also relates to WB

Operational Policy, Natural Habitats (OP 4.04)

Authority: National Biodiversity Authority

2.4 World Bank Policies and Requirements

2.4.1 Introduction

The following World Bank’s Operational Policies and Requirements on environmental and

social safeguards were reviewed to determine its applicability to this project:

• OP/BP 4.01, Environmental Assessment

• OP/BP 4.04, Natural Habitats

• OP 4.09 Pest Management

• OP/BP 4.11 Physical Cultural Resources

• OP/BP 4.10 Indigenous Peoples

• OP/BP 4.12 Involuntary Resettlement

• OP/BP 4.37 Safety of Dams



• OP/BP 7.50 Projects on International Waterways

• OP/BP 7.60 Projects in Disputed Areas

Of these, the policies that are applicable to this project are briefly described here.

2.4.2 Environmental Assessment (OP/BP 4.01)

The environmental and social issues arise both during construction and operation stages.

The risks include:

i. Impacts due to location and planning of new/ up gradation of jetties, terminals & their

ancillary infrastructure;

ii. Environment and safety impacts during the construction of these facilities, including

dredging as needed;

iii. Contamination of the river water, including from bilge water, potential oil spills during

operation phase,

iv. Potentially inadequate collection, management and final disposal of solid wastes both

during construction and operation;

v. Potentially inadequate provision for sanitation, and lack of appropriate management

and final treatment of sewage;

vi. Potential accidents involving passengers, crew and workers, and including collision

among vessels that may result in accidental spills;

vii. Inadequate crowd management (both during construction and operation), especially as

the exits are very narrow and long in many places;

viii. Safety and security of passengers specially women and children using the services and

ix. Disposal of vessels themselves; some vessels are expected to retire early in the

operation stage. All of these will be addressed through the conduct of the ESIAs and

preparing the ESMPs of the various subprojects.

One of the key social impacts anticipated due to up gradation and other construction activities

is physical and economic displacement of people and assets. The Project affected shall include

both formal and informal occupants in the subproject areas including squatters and encroacher

of permanent and temporary nature. These social aspects will be addressed separately

through the Resettlement Policy Framework (RPF).

2.4.3 Natural Habitats (OP 4.04)

There are no known natural habitats (protected or otherwise) in close proximity to the river.

Only protected area is the Alipore Zoo and the Botanical garden (located in the middle of

Kolkata City and Howrah city respectively). The protected areas of Sundarbans are located

about 100 kms from the southern- most point of Noorpur. However, the river Hooghly/Ganga

is in itself a natural habitat, and has deep cultural and religious significance. The impacts on

the river will be studied as a part of the ESIAs. And the ESMPs of the various subprojects will

address these impacts, if any.

Presence of isolated Mangrove trees indicates relatively higher salinity than normal river water.

Although there is strong tidal influence visible, the salinity concentration is so low that it cannot

be classified as natural habitat areas.



2.4.4 Cultural Properties (OP 4.11)

There are hundreds of properties of cultural and archaeological significance in the project area.

The ESIAs for the relevant subprojects will assess the impacts on the PCRs and appropriate

management / conservation / enhancement plans will be prepared, as needed, and be

integrated with the subproject level, ESMPs.

Major cultural properties identified include the following,

• Only two temples are there adjacent to our proposed jetty.

• One at Panihati and the other Sreerampore.

• Others (most of them) are not within 200 m of the jetty.

Exhibit 2-1: Temple at Ahiritala view from Pontoon Exhibit 2-2: ISCON temple at Panihati Jetty

The Exhibit 2.1 and 2.2 shows two examples of cultural properties

A check list for chance finds/Cultural properties is part of the Appendices.

There is no need to have a cultural property rehabilitation plan as there will not be any

proposals for Relocation or demolition of Cultural properties.

2.4.5 Involuntary Resettlement OP 4.12

As indicated in Section 2.4.2, the project is likely to involve land acquisition and resettlement

due to the infrastructure to be developed. The project will require an initial impact assessment

and detailed impact assessment in parallel to the feasibility studies and detailed design stages.

These assessments should include three key aspects

a) Potential adverse impacts of the infrastructure to be built/ rehabilitated,

b) Passenger needs assessment,

c) Employee and livelihood dependency survey and assessment.

These social aspects will be addressed separately through the Resettlement Policy Framework

(RPF).

2.4.6 Projects on International Waterways OP/BP 7.50

The project and its influence area are located within the Ganga basin - a basin shared by

riparian countries of China, Nepal and Bangladesh. As per the requirements of OP7.50, the

riparian’s have been notified on August 22, 2019.and the due process will be followed.



2.4.7 World Bank’s EHS Guidelines

The World Bank’s Environment, Health & Safety guidelines are relevant to the manufacture of

the vessels, pontoons and gangways; and all the civil works to be done. During the subproject

assessments, these guidelines will be used to ensure effective EHS management under the

project. The EHS guidelines are provided in ESMF Appendix 2.

The World Bank Groups EHS Guidelines are technical reference documents with general and

industry specific examples of Good International Industry Practice. World Bank has a General

EHS Guidelines1 document as well as Industry specific EHS guidelines. The General EHS

guidelines provide guidance to users on common EHS issues potentially applicable to all

industry sectors. The industry specific EHS guidelines are designed to be used together with

the General EHS Guidelines.

2.4.7.1 Industry Specific EHS Guidelines

The proposed project will involve construction/rehabilitation of jetties. As such, the EHS

Guidelines for Ports, Harbors, and Terminals2 are applicable to this project.

1 General:https://www.ifc.org/wps/wcm/connect/29f5137d-6e17-4660-b1f9-02bf561935e5/Final%2B-%2BGeneral%2BEHS%2BGuidelines.pdf?MOD=AJPERES&CVID=jOWim3p 2 Ports, Harbors and Terminals: https://www.ifc.org/wps/wcm/connect/ddfac751-6220-48e1-9f1b-465654445c18/20170201-FINAL_EHS+Guidelines+for+Ports+Harbors+and+Terminals.pdf?MOD=AJPERES&CVID=lD.CzO9

https://www.ifc.org/wps/wcm/connect/29f5137d-6e17-4660-b1f9-02bf561935e5/Final%2B-%2BGeneral%2BEHS%2BGuidelines.pdf?MOD=AJPERES&CVID=jOWim3p


https://www.ifc.org/wps/wcm/connect/ddfac751-6220-48e1-9f1b-465654445c18/20170201-FINAL_EHS+Guidelines+for+Ports+Harbors+and+Terminals.pdf?MOD=AJPERES&CVID=lD.CzO9




Baseline scenario, project investments and their E & S impacts Page 33

3 Baseline scenario, project investments and their E & S impacts

3.1 Introduction

The project baseline extends along the Hooghly River from Tribeni in the north to Noorpur in

the south (Figure 3-1). Adjoining the river, these are primarily in the KMA and KMDA areas,

and it is managed by the Kolkata Port Trust (KoPT). The project implementation includes the

procurement of goods and execution of works. The goods include vessels, pontoons and

gangways made at specific designated areas. The execution of work includes waterside and

landside investments in project selected jetties. These will have direct, physical environmental

and social (E & S) impacts that have to be assessed and managed through appropriate

measures during planning, designing, constructing and operating. There are various analytical

studies that will be undertaken. Once these studies are identified, the E & S requirements will

be embedded as required. This chapter outlines the project investments that have

environmental and social (E & S) impacts.

3.2 Baseline scenario

The Hooghly River is flowing between Kolkata on the west and Howrah on the western side.

Apart from few bridges across the river (Figure 3-1) connecting both sides the ferry services

that this project is planning to improve at it is the life line of this twin urban conglomerate.

The project interventions will be located across or on either banks along and across the Ganga

-Bhagirathi-Hooghly river system in the stretch between Noorpur (southern limit) or Tribeni (the

northern limit). In the rest of this report for the purpose of description of environmental and

social features here in after the Western side is referred to as “Hooghly side” and the Eastern

side is referred to as “Kolkata side”. The Figure 3-1 is the existing Gangway pontoon type ferry

Ghats along the river Hooghly (NW-1) between Tribeni and Falta.

The following general baselines aspects are described in detail in the following sections.

• Ribbon development,

• Drainage along both banks ,

• Biodiversity and related aspects along both sides as well as water environment

• Heritage areas



Figure 3-1: Jetty Locations along the River Hooghly (NW-1) between Tribeni and Falta

3.2.1 Ribbon Development

This entire stretch is within the KMDA area, is heavily built-up and densely populated. Over

the last two hundred years, both banks of the river in the entire stretch was formed of the share



of ribbon development, with an acute mix of industrial, commercial and residential land uses.

Today the area has a density of built-up areas which is one of the highest in the world. There

are a few short stretches of relatively low density built-up at either end of the stretch,

The Figure 3-2 is Google image of the Howrah Jetty showing intense developments

Figure 3-2: Image of Howrah jetty with built-up area on Kolkata side also

3.2.2 Drainage

The terrain is flat, and the gradient towards the river is also shallow. Consequently, drainage

to the river from both banks is challenging, but the urban-industrial land use close to the river

is constructed over high plinths making these safe from rise in water levels in the river (although

low-lying areas away from the river sometimes get flooded and inundated).

3.2.3 Biodiversity and related aspects

3.2.3.1 Dolphin Sightings,

Being on the Hooghly River, the presence of the Gangetic dolphin - an endangered species

according to the International Union for Conservation of Nature (IUCN) - in the project stretches

was examined. While there have been rare sightings, the project’s river stretches are not a

part of their habitat. Vessel collisions are a likely cause of impacts on dolphins that stray

outside the habitats and into project’s river stretches. Therefore, the project ESIA/ESMP will

necessarily have to address possible impacts on dolphins and include necessary mitigation

measures. Appendix 3 provides further general, reported information on reports of dolphin

sightings / deaths in the Hooghly River.



3.2.3.2 Protected Biodiversity conservation areas

Consequent to the dense urban development, there is no protected biodiversity conservation

areas close to the project locations where project interventions are likely, except the Alipore

Zoo, which is located in the middle of Kolkata city, and is surrounded by buildings all around.

3.2.4 Heritage areas

There are also numerous heritage sites including prominent built heritage all along the river.

Entry and exits from the terminal sites are very narrow, sometimes 500m long (or more) and

challenging. All along the river, there are social sensitivities in the project area.

The most important Heritage sites are the following

• Further south of the broader project area is the Sunder bans, which is an UNESCO

World Heritage Sites and also a protected area of the Government of India (GOI).This

is far south of the project region and hence absolutely not relevant to mention for

identifying impacts

• The Howrah Bridge is also the most important land mark of Kolkata is also a world

heritage structure.

Figure 3-3: Howrah Bridge (World Heritage classified structure)

The Figure 3-3 is Howrah Bridge, a world heritage site in the project area.

3.3 Project investments - First Year Subprojects and E & S impacts

These are the subprojects that will be supported as a part of the first year (30% of project

budget):

• Improving the capacity of selected jetties by adding pontoons and gangways;

o Will involve manufacturing of the pontoons and gangways at yards

o Activities involved include: welding, painting, surface preparation, greasing, etc.



o Dismantling and removal of existing pontoons and gangways

• Implementing minor waterside construction works to install gangways and pontoons;

o Will involve minor construction works

o Assembly of the gangways and pontoons

o Repair works of existing link platforms

o Demolition of existing structures, if found needed

o Construction of new platforms, if found needed

▪ Piling may be involved in such cases

• Adding new vessels with enhanced designs to existing fleet;

o Will involve manufacturing of the vessels at yards

o Activities involved include: welding, painting, surface preparation, greasing, etc.

• Installing turnstile gates in selected jetties.

o These will be a bough-out item manufactured at the selected suppliers facility

3.3.1 Gangways and Pontoons

Pontoons and gangways are being planned to improve the capacity of selected jetties. The

suppliers of these will be causing E & S impacts in their respective production facilities. These

are minor, reversible impacts that can be addressed through appropriate management

measures. During the operation phase, these gangways and pontoons – made of steel – will

not cause any E & S impacts on the river Hooghly or on the landslide / river banks. Together

these Gangways and pontoons occupy larger surface area. The list of jetties selected in the

first year is included as in Appendix 4.

3.3.2 Minor Waterside Construction Works at Jetties

To fix the gangways and pontoons in the selected jetties, minor waterside construction works

will be required. The minor work include erection of another RCC link to the Gangway for

example and this will happen mostly without disturbing the existing RCC link structure unless

otherwise it is badly damaged. This will require cordoning off a small portion of the banks to

complete the foundation works. The potential E & S impacts will be minor and temporary in

nature. Also, the jetty will be closed for passenger use during this period. Therefore, there will

be no construction-related potential E & S impacts (also see Table 3-1). The list of jetties

selected in Year 1 is also provided in Appendix 4

3.3.3 New Vessels with Enhanced Designs

The project investments will be modernizing the fleet through new 30 vessels (In addition 2

longitudinal vessels) 16 vessels with enhanced designs. In the production of these vessels,

there are minor, reversible Environmental and Social (E & S) impacts. Further, during the

operation of these vessels, there are environmental issues such as air pollution from the

engines using diesel as fuel, noise pollution due to operating these engines, sewage / sullage

generation and disposal due to the in-vessel toilets. The social issues include passenger safety

and providing accessibility to disabled persons for entering these vessels both during high and

low tide.



Exhibit 3-1: 80 % Completed vessel Exhibit 3-2: Solid Waste is an Issue

3.3.4 Turnstile Gates

These are standard turnstile gates that are in use in a range of transport terminals, particularly

seen in city metro stations. The investments are to install four turnstile gates in selected Year

1jetties at each ferry for 50 ferry Ghats.

Exhibit 3-3: Turnstile Gates at Howrah Jetty

As these are standard items that are bought out, the minor environmental impacts caused by

metal cutting and painting in the supplier’s production unit are additional.

Table 3-1: Investments in the first year projects and E & S issues

Sl. No.

Description of Project

investments Location /E&S issues Environmental and Social (E & S) impacts

1 Gangways and Pontoons


2 Minor waterside construction works

Jetty site Construction waste, debris, waste water, worker safety, community safety and temporary community disturbances

3 New vessels with enhanced designs


4 Turnstile gates Minor environmental/ social issues at the manufacturing site;

Being a bought-out item, it is beyond the purview of the project.



3.4 Project investments - Subprojects during remaining project period

and E & S impacts

Details of the project investments in typology with anticipated timelines is presented in Table

3-2.

Table 3-2 Project Investments Typology and Timelines

S. No. Project Investments Anticipated Timelines

1. Construction of New jetties & Renovation of existing jetties Commence: 2020 Completion: 2024

2. Construction of LCT jetties with RO RO vessel Commence: 2021 Completion: 2025

3. Addition of Steel Vessels Commence: 2020 Completion: 2024

4. Construction of Ferry Terminals at selected ferry points Commence: 2020 Completion: 2024

5. Addition of Cruise vessels Commence: 2020 Completion: 2024

6. Addition of electric ferries/vessels Commence: 2020 Completion: 2024

7. Water Taxi Commence: 2021 Completion: 2024

8. Electronic Smart Ticketing Gates at 40 Nos. Ferry Points Commence: 2020 Completion: 2024

9. Riverfront development (without riverbank protection) Commence: 2020 Completion: 2024

10. Development of a training institute for Vessel Operators Commence: 2023 Completion: 2025

11. Development of parking facility for vessels and yachts Commence: 2022 Completion: 2024

12. Ancillary infrastructure Commence: 2021 Completion: 2024

Table 3-1 includes a summary of the Environmental and social issues (E & S} issues that will

have to be considered.

3.4.1 Design and construction of priority terminals associated with selected jetties

In the planning and design of these priority terminals, there is a potential for land use change

that could have environmental impacts. For instance, the construction of building may require

tree-felling and other construction-related E & S impacts that have to be managed. These may

have been planned in busy crossings, urban, and rural areas. All of these will be located in the

KMA.

3.4.2 Design and construction of new jetties, ancillary facilities (passengers and

freight)

Like in the first year investments, there will be more jetties for both passengers and freight.



3.4.3 Upgrading / rebuilding existing passenger jetties

Like in the first year investments there will be more jetties for both passengers and freight.



3.4.4 Ancillary infrastructure

Ancillary infrastructure such as road access, pedestrian access to passenger jetties and

terminals, infrastructure within the area of selected Ghats and jetties, terminal buildings, and



other amenities for the physically challenged, women, children, old, and infirm. These will have


3.4.5 Enhancing the WBSTC’s maintenance workshops

Enhancing the maintenance workshops operated by WBSTC which might include investments

in the physical structure of workshops and strengthening the operational capacity. Here again,

there will be environmental and social issues to be considered. These include:

a) Managing waste water / solid waste treatment and disposal,

b) Managing the facilities for oil & lubricant management, and

c) For used oil / lubricant storage and disposal, which are inevitable in a maintenance

workshop

3.4.6 Roll On– Roll Off Terminals in the Kolkata Metropolitan Area

The two RO-RO Terminals in the Kolkata Metropolitan Area needed infrastructure within the

selected areas. Infrastructure may include berthing and mooring structures and equipment,

vehicle marshalling areas, on-off loading areas, link spans and passenger boarding bridges,

storage sites, and terminal buildings, including customs and border control facilities. These will

necessarily include E & S impacts that need to be considered during the planning, designing,

constructing and operating these terminal facilities.

Table 3-3: Project Investments during project period and E & S issues

Sl. No. Description of Project investments E & S issues

1 Priority terminals associated with selected jetties Tree-cutting, construction and demolition

debris, solid waste, waste water, oil waste, air

pollution, noise pollution, worker & community

safety.

2 New jetties and ancillary facilities for both

passengers and freight

3 Upgrading / rebuilding existing passenger jetties

4 Ancillary infrastructure

5 Enhancing the WBSTC’s maintenance workshops

Construction debris, soil / land contamination,

used oil waste, air pollution, noise pollution,

worker safety.

6 Roll-on, roll-off terminals in the Kolkata

Metropolitan Area

Tree-cutting, construction and demolition

debris, solid waste, waste water, oil waste, air

pollution, noise pollution, worker & community

safety.

3.5 Description of baseline information of Jetties investigated

A brief report of the places of visit and the finding is documented below.

3.5.1 Howrah Station Jetty: (Howrah side)

All three Howrah jetties are included in First year investments. This is one of the busiest and

most used jetties. Howrah jetty is located opposite to Howrah Railway Station, which has trains

connected to the suburbs. This terminal has a high volume passengers linked to the Howrah

central railway station..



Exhibit 3-4: Babughat to Howrah Station Exhibit 3-5: Protected Tree with Platform at

Howrah Jetty

During site visits the informal consultations have been carried out with the stakeholders, viz.

passengers, jetty contractors and vessel operators. Some of the concerns that came up after

consultation with the passengers are documented here. (See Chapter 5 Consultations

also)The ferry service from Howrah caters to different routes viz. Babughat, Chandpal,

Shipping, Fairley, Armenian Ghat, Ahiritola, Shovabazar. Most of the commuters wanted a

wider gangway, proper rest area, proper display of the timings of the plying vessels, cleaner

washrooms etc.

Exhibit 3-6: View of Howrah Bridge from Howrah

Jetty

Exhibit 3-7: Beautifully Developed Landscape at

Howrah Jetty

3.5.2 Dakshineswar Jetty

This is a site of religious importance. The famous Dakshineswar temple is adjacent to this jetty.

It is connected to Belur Math terminal on the other side, which is also of religious importance.

This jetty gets mostly pilgrims throughout the year and is busiest during certain festival times

and religious and auspicious occasions. There are a couple of bridges just about a mile away

from the jetty. There is siltation near the banks of the river and so, the gangway here is quite

long, and the pontoon is well into the river. There is a sewage system from the nearby locality,

that falls into the river directly, which is polluting the river. There are a couple of bathing ghats

nearby the jetty, where hundreds of people take a dip into Holy River. Some of the

stakeholder’s viz. site workers, commuters, jetty operators and nearby shops also. All of them



welcomed idea of expansion and the betterment of the service. They also had no objection in

temporarily relocation to other designated areas during course of work.

3.5.3 Chandpal Jetty - Kolkata side

There are two jetties at this location namely Chandpal I and II. See Figure 3-1 for locations.

The site is located in the heart of the city and is quite busy during the peak hours. The location

is well just beside the main road and is well connected to rest of the city by various other modes

of public transport. The jetty is operational and is accessed by thousands of people daily. The

rush during the peak hours calls for an upgradation and increase the frequency of ferry

services. Pollutions are caused due to immersions of some idols and other religious goods

around the ghat area. Some dustbins should be placed around the gangway, jetty, pontoons

etc. so that people do not drop the wastes in the river. This practice is being done now by some

people, who claim there is no designated place for waste disposal. This is causing unnecessary

environmental hazards and needs to be immediately eradicated. One of the major concerns

here is the unmanned level crossing just beside the jetty area. People have to cross this place

to access the ferry service. In peak hours this sometimes creates unnecessary chaos if the

ferry and the train timings coincide.

Exhibit 3-8:ChandpalGangway with Waste Tickets

on the floor Exhibit 3-9: View of Chandpal II from Chandpal I

3.5.4 Rashmoni Jetty-Kolkata side – North Rural

The site is located away from the city, in the outskirts, under the scope of KMDA. The jetty is

non-operational at present. This is a bamboo structure gangway, and most part of it is under

water during the high tide. This place has a proper rest area, and seems aesthetically good.

There is a temple nearby the ghat which attracts some pilgrims during some religious

occasions. People used this ferry service to cross to the other side. This site is classified as a

low volume site, catering to the local people staying there. It is just quite away from the main

road, which can be reached by other modes of conveyance like toto, rickshaw and cycle. The

team talked to some of the beneficiaries and the neighbourhood, who welcomed the idea of

the ghat being operational again.



Exhibit 3-10: Ticketing counter at Rashmoni Jetty Exhibit 3-11:Link platform approaching directly to

water

Exhibit 3-12:Rashmoni Jetty view from waterside

3.5.5 Podrah Jetty –Howrah side

Podrah is located on the other side of Hooghly River, i.e. on the Howrah side. There is no jetty,

gangway or pontoon in this site. Small vessels, called ‘bhutbhuti’ operate here. The frequency

of the ‘bhutbhuti’ is good, but is quite unsafe for the commuters. Many people travel by the

vessels to the opposite side of the river to a place called Metiabruz that is on the Kolkata side.

There are both male and female commuters from this place. People also load their bikes to

take them to the other side of the river. This overloading makes the vessels more unsafe and

the site seeks immediate attention. There is a proper approach way to the ghat, which is quite

wide.

3.5.6 Shibpur vessel building yard & Jetty

Shibpur jetty is also located on the Howrah side of the River Hooghly. This jetty can be

classified as a low volume site catering to a few thousand people yearly. People do not access

the ferry service in this region as the frequency of the service is not very good. There is no

security officials posted here, so female commuters feel unsafe to travel especially during the

late evenings. There is a good and wide approach way to the jetty. The Appendix 5 provides

the list of operating vessels as on date along the Hooghly River.



Exhibit 3-13:Shibpur Jetty area from Vessel

building Yard Exhibit 3-14:Shibpur Jetty area ( another view)

3.5.7 Panchpra Jetty – Howrah side

This jetty located south of Podra jetty. This jetty is not working for about a decade. Local people

informed that government land is available but encroached. There are many buffalo sheds in

this area but people are taking bath at the location.

Exhibit 3-15: Abandoned Jetty at Panchpra Exhibit 3-16: Consultation at Panchpra

3.5.8 Fulleswar Jetty – Howrah side –Far south

This jetty is located far outside the city limits in the East Midnapur. The consultation with

MrArijthKamra working as Jalsathy in this ghat has revealed that recently during Tidal

movement’s the jetty was damaged and the Gangway was broken and detached. Although

repair work started it will take at least a month time to repair and fully re-establish the operation.

He has also indicated that the fishing activities here is more and it is unlike in the Kolkata urban

area formal activity here.

3.5.9 Outram Jetty –Kolkata side

This Jetty is located south of Chandpal II and north of second Hooghly Bridge on the Kolkata

side of Hooghly River. This jetty is the core safety and security area for the entire Hooghly

River where in both State police and Coast Guard operates.



Exhibit 3-17: Police Patrol Vessels Exhibit 3-18: Consultation- Chief Security Officer


ESMF Procedures and Management measures Page 46

4 ESMF Procedures and Management measures

4.1 Introduction & applicability

This chapter outlines the ESMF procedures, which are applicable to all subprojects after the

first year’s investment, i.e. in the remaining project period. These subprojects will have to be

screened and scoped. If the screening and scoping reveals that there is a need for conducting

the ESIA, then this will be conducted. The ESIAs and ESMPs will be prepared. The ESMPs

will be integrated with the bid / contract documents. The national / state / local level approvals

will be obtained as required. Further, the World Bank clearance for the subprojects will also be

obtained and as required. The rest of this chapter provides the detailed steps that each of the

subprojects will adhere with.

4.2 Screening and Scoping

4.2.1 Screening

At the initial subproject stage, the basic environmental and social information will be collected,

collated and reviewed. In specific, the key information will be two-fold:

i. whether the project will have:

a. significant impacts,

b. limited impacts,

c. or no impacts; and

ii. Whether the project is in an eco-sensitive area or not.

Once the information is collected and the extent of significance is determined, the

categorization of the subproject will be done. The categorization of the subproject will be

determined using the criteria presented in the following Table 4-1.

Table 4-1: Criteria for Subproject Categorization

Sl. No Environmental & Social Scenario Subproject Categorization

1 Significant impacts or in eco-sensitive area A

2 Limited impacts B

3 No impacts C

The definition of the different scenarios is as follows:

4.2.1.1 Significant impacts or in eco-sensitive areas:

If the project has significant adverse environmental impacts that are irreversible, diverse, or

unprecedented, then it is regarded to be significant. These impacts may affect an area larger

than the sites or facilities subject to physical works. In addition, all projects located in eco-

sensitive areas will be considered significant. In the KMDA areas, eco-sensitive areas include

reserved/protected forests, forests other than reserved and protected forests, monuments

(National, State, Local), heritage/cultural sites, scenic areas, national parks, sanctuaries, areas

with endangered species—flora and fauna, biosphere reserves, wetlands, resorts/areas of

tourist interest, water bodies, springs/water recharge areas, and other environmental resource

areas.



4.2.1.2 Limited environmental impacts:

If the project has impacts that are site-specific, few if any of them are irreversible, and in most

cases mitigation measures can be designed.

4.2.1.3 No environmental impacts:

If the project is likely to have minimal or no adverse environmental impacts, then it is regarded

to have this environmental scenario.

In determining significance, the EIA Notification 2006 (as amended) will also be used. If the

subproject is regarded as significant under the Notification, then this will necessarily be treated

as significant.

It is to be noted that the subproject categorization is in line with the World Bank’s

categorization, which is based on both environmental and social impacts. Further, social

impacts include possible resettlement impacts, which are governed by the Project’s

Resettlement Project Framework (RPF) and the Resettlement action Plan (RAP) that is

required at the subproject level. Though this is outside the purview of this ESMF, it will be a

part of the overall requirements at the subproject level. A screening format and check list is

provided in Appendix 6.

4.2.2 Scoping

If the subproject categorization is Category A or B, then scoping and preparation of ESIA will

be required. Whereas all subprojects classified as Category C will not need to be scoped or

an assessment carried. All Category C subprojects will be outside the purview of the ESMF

procedures after screening.

Scoping is done to focus the attention of key environmental and social issues arising from the

subproject. The purpose of scoping is to enable depth of assessment instead of a

comprehensive coverage of all environmental and social issues. Criteria should be established

and explained in the ESIA report. These should be subproject-specific and in line with the

subproject plans.

If the subproject requires national / state level clearance, the ToR given by the State’s Expert

Appraisal Committee should necessarily be considered in scoping out the key issues as a part

of the detailed assessment.

4.3 Conducting the ESIA

4.3.1 General

All subprojects classified as either Category A or B will have to conduct an ESIA as per a

generic ToR for conducting the ESIA. This ToR will be tailor-made to suit the specific

subproject. An integral part of the ESIA will be to collect secondary information particularly on

the baseline scenario, to identify impacts and to determine management measures (avoiding,

mitigating and compensating) as required. At the planning and design stage, an analysis of

alternatives will be carried out in order to determine possible design and construction

alternatives as applicable. Public and stakeholder consultations are an integral part of the

ESIA, and the inputs / feedback from these consultations should necessarily be incorporated

in the planning and design stage. The Social Screening format is provided in Appendix 7.



Under the project, the subproject activities will include procurement of goods, e.g. vessels or

pontoons or gangways, and/or execution of onsite civil works. There will slight variations in the

way that ESIA will be conducted for different types of subproject activities. Further, the nature

of the contracting arrangements also changes the manner in which the ESIAs are conducted.

All these are briefly outlined here.

4.3.2 Specific to type of subprojects / contracting arrangements

4.3.2.1 Procurement of goods e.g. vessels, pontoons and gangways

The goods procured are manufactured in facilities that also create environmental and social

impacts. These will also have to be assessed and managed.

Example of Categorization of subprojects

The Outram Jetty for example is already in more or less in satisfactory working condition. This

belongs to Kolkata Police River Traffic Coast Guard operations (River Safety Operations). This

needs to be improved with good practices, better technologies and aesthetics and landscape.

This can be classified as just an improvement requiring no ESIA study. Therefore this can be

a Category C as per World Bank OPs and categorization.

4.3.2.2 Using EPC contracting arrangements for goods & civil works

In EPC contracting arrangements, while the ESIA/ESMP can be initiated with only the

preliminary plans and designs (referred as preliminary DPRs) are available, it will be completed

along with the preparation of the detailed plans and designs (referred as detailed DPRs).

4.3.2.3 Design build contracting arrangements for goods & civil works

In the case of the Design-Build contracting arrangements, the ESIA/ESMP will be based on

the preliminary plans and designs. And, the responsibility of updating the ESIA/ESMP will be

the Design-Build contractor during the design phase of the contract. Updating the ESIA and

the ESMPs will be a part of the bid / contract requirements.

4.4 Preparing the ESIA and ESMPs

4.4.1 Final Environmental and Social Impact Assessment (ESIA)

Once the ESIA is conducted, the report will be prepared in line with the structure included in

the ToR Appendix 8.

• Executive Summary

• Introduction

• Project Description

• Policy, legal and institutional framework

• Baseline scenario

• Environmental and social impacts

• Analysis of alternatives

• Public consultations

• Management measures (avoidance, mitigation, compensation)



4.4.2 Final Environmental and Social management Plan (ESMP)

Once the ESIA report is done, the ESMP report will be prepared in line with the structure

included in the ToR. The structure of the ESMP will be as follows:

• Introduction

• Project Description

• Policy, legal and institutional framework

• Management Measures – Plan, design, construction and operational phases

• Monitoring, supervision and reporting

• Training & capacity building

• Implementation arrangements

• Budget

It is important to ensure that all the mitigation measures in the ESIA are duly reflected in the

table of management measures in the ESMP. This should be suitable included in the planning,

design, construction and operational stages.

4.4.3 Final ESIA and ESMP

The Final ESIA and the Final ESMP is Published and shared with the World Bank.

4.5 Integrating the ESMPs with the bid / contract documents

The bid / contract documents will necessarily reflect the ESMP as appropriate to the contractor.

It will be cross-checked that all the elements of the ESMP are included.

At the time of approving the bid / contract documents, the World Bank will verify that the ESMP

is integrated prior to the approval of the individual bid / contract. This will be done for all prior

review contracts.

In the case of the EPC contracting arrangement, all the ESMP requirements will be a part of

the bid / contract documents as the ESMP has been prepared with detailed designs. However,

in the case of the Design-Build contracting arrangement, the ESMP requirements are based

only on preliminary designs. There will be an explicit requirement in the bid / contract

documents for the Design-Build contractor to prepare and obtain approval for implementable

ESMP. This will be to address additional management measures that arise due to the detailed

designs.

Obtaining the national / state level clearances as required.

All national / state level clearances have to be obtained. This will include clearances from the

MoEF&CC, State Environmental Impact Assessment Authority (SEIA), CZMA, Kolkata Port

Trust and other state agencies as required. The ESIA will explicitly include the clearances

required, and all the clearances will be obtained.

4.6 Obtaining the World Bank approval

For obtaining the World Bank approval, the following documents will be required for each of

the subprojects.

• Final ESIA& ESMP that have incorporated the Bank’s comments

• ESMP integrated with the bid / contract documents

• All the national and state level clearances as required



4.7 Subproject cycle and ESMF procedures

The Figure 4-1 chart includes the various stages in the project cycle and the ESMF

requirements.

Figure 4-1: Subproject Cycle & ESMF procedures


Public / Stakeholder Consultations, Disclosure and GRM Page 51

5 Public / Stakeholder Consultations, Disclosure and GRM

5.1 Introduction

As a part of international best practices (World Bank Operational policies in this case), it is

required to identify and list of the various stakeholders to this project. Further it is required

engage each one of them to get their inputs in the form of Ideas, suggestions, grievances,

Improvement measures, Bad practices, Passenger amenities, Vessel facilities Safety

requirements and so on.

5.2 Methodology adopted for consultation

The various stakeholder consultations are of three types

• Informal consultations- Informal consultations will be part of all site visits. This could

gather maximum information from public.

• Formal consultations-This part will be taken up in the subsequent stages of the

project

• Stakeholder workshop – This is a major stakeholder workshop inviting all important

stakeholder’s. This activity is completed for the project.

5.2.1 Stakeholder Identification

After understanding the full scope of the project and the actual needs of the projects the

following have been listed as important stakeholders of this project.

• Vessel operators

• Jetty operators

• Vessel suppliers

• Vessel building yard workers

• Workers in the jetties

• Workers in the Vessels

• Small scale unorganized illegal

fishermen

• Kolkata Municipal corporation (KMC)

• Kolkata Port trust (KoPT)

• WB Transport Infrastructure

Development corporation

• State pollution control board

• State environmental department

• Passengers (commuters)

• Tourists

• Shop keepers

• Encroachers

• Squatters

There could be more stakeholders during detailed investigation.

In this current ESMF study, stakeholder consultations were held with variety of stakeholders

(elaborated in Section 5.3). The stakeholders included vessel operators, vendors/squatters

operating at the jetty locations and most importantly the passengers who use the jetty services.

Consultations were carried out with various groups of passengers cutting across all cultural

barriers (men, women, students, elderly persons, people with disabilities, people of different

faiths, etc.). During the consultations there was no inhibition to participate from anyone who

was approached for consultations. In addition, it is to be noted that the current development is

being carried out in a Metropolitan area where typically people are more open to participate in

community related activities. This mode of informal consultation has been very effective to

gather information at all the jetty locations.



5.3 Stakeholder Consultations for their views / perspectives

As a part of the project several consultative meetings were held at site. Details of this are

provided inTable 5-1 to

Table 5-3.This section also provides the different stakeholders and beneficiaries. Their views

/ perspectives are included here. The specific details of the outcome of the meeting are

tabulated and provided.

5.3.1 The Vessel Operator

The vessel operator is responsible for the vessel operation, vessel maintenance, managing

the ticketing system and managing the daily commuters. They pointed out some difficulties

that they faced while operating. The vessels get overcrowded during the peak hours, some

commuters try and get on and off board while the vessel is in motion, which causes some

accidents and becomes unsafe for the commuters. Also they pointed out during peak hours it

becomes almost impossible to check whether all commuters have paid for tickets or not.

5.3.2 The Jetty Operators

Jetty operators are responsible for operation of the jetty as a whole. This includes cleanliness

of the area around the jetty, managing the crowd, handling the crisis situations, and also

looking after the safety and security of the travelers. In most of the cases the vessel operator

and the jetty operator are the same organization. Sometimes, more than one operator is

operating in a jetty, in which case, the jetty operator may be any one of the vessel operator.

Exhibit 5-1:Consultation with Jalsathy (Safety man)

at Howrah Jetty

There are specially appointed Jalsathy (Safety Man) personal in most of the crowded Jetties

both in Kolkata and Hooghly sides.

5.3.3 The Passengers

The passengers or the daily commuters are the major stakeholders. They pointed out some

problems that they faced and these problems were of similar types irrespective of the location

of the jetties. Some of the issues that they pointed out are listed as below:

a. The jetties and vessels needs up gradation

b. The vessels are too high to climb for especially for the old and women commuters



c. Travelling, getting on and off and walking on the gangway is a challenge for the

physically challenged people, insisted for some handrails, and space for wheelchairs

d. Washrooms on the vessels are in poor condition

e. Washrooms in and around the jetty are not in usable condition

f. There are no proper rest area in and around the jetty

g. Putting up of shade on the pontoon

h. Widening of the gangway

i. Electronic display of vessel timing and route

j. Announcements of the arrival and departure of the vessel.

The details of Consultation meetings at the jetties (commuters & Jetty workers) are provided

in Table 5.3.

5.3.4 Stakeholder Consultation Workshop

A workshop was held at the Conference Hall, PMU’s office at Paribahan Bhaban – II (CSTC

Complex – Ground Floor), Kolkata, West Bengal on October 31, 2019. During the workshop

detailed discussion and suggestion on the Environmental and Social Management Framework

and Resettlement Policy Framework by the participants were noted and incorporated in the

ESMF/RPF document. (List of Participants is part of Appendix 9 and Minutes of the Meeting

as Appendix 9. The main finding of the workshop is as follows,

• All stakeholders were supportive for this project

• Important Environmental and Social issues were presented and discussed. In some

cases definite solutions were also discussed. For example

o With regards to Fueling station, Oil pollution, availability of Toilets and drinking

water at all jetties, gender issues, issues of physically challenged and old age

people

o Together with Jetty limits, Jetty terminal building facilities and terminal officer

will solve many problems of the jetties

o Good Practices that can be further improved and the bad practices that need to

be changed for better in the waterways sector were also discussed



Table 5-1: Consultation meetings with stakeholders (Vessel Suppliers)

Name of the Organization

Location Types of Business Environmental Concerns Mitigation measures required

A.C. Roy &Co (Total 2 Units)

Shibpur & Ghusuri(Howrah)

Building & Repair of Ship, Vessel, Vessel, Pontoons, Gangway etc.

Located on the banks of the river Hooghly No proper sign boards at the site workers are not very much aware of the safety & precautions required to be taken while working No proper storage area for storing of paints, spirit, oil

Site needs some monitoring and rearrangements. There should be proper markings on the areas where the people are working. Markings like ‘hazardous materials’, ‘store’, ‘waste disposal’ etc. should be clearly indicated. Scraps are regularly auctioned and sold away after a particular order is complete Paints, spirit, oil and other liquids are bought as much required and so there are no leftovers and wastes

Patra & Sons Shibpur (Howrah)

Building & Repair of Ship, Boat, Vessel, Pontoons, Gangway etc.

Located on the banks of the river Hooghly No proper sign boards at the site Workers are not very much aware of the safety & precautions required to be taken while working

Site needs some monitoring and rearrangements. There should be proper markings on the areas where the people are working. Markings like ‘hazardous materials’, ‘store’, Waste disposal’ etc. should be clearly indicated.

Table 5-2: Consultation meetings for stakeholders (Vessel Operators)

Sl. No.

Name and Designation Department Concerns Raised Mitigation measures required

1 Rajat Bose Joint Managing Director

WBTC

• Safety norms

• Oil Spill

• Vessel Operation

• Vessel emission

• Waste management

• Vessel Design & capacity

• Passenger safety

• No of vessel operation

• Regular survey

Relevant Documents delivered by the respective officer

2 Arup Dutta, Chief Engineer (Marine)

WBTC

• No of vessel Operation

• Fuel efficiency

• Disposal of abandoned vessel

• Passenger safety

• Disposal of emission in water

Relevant Documents delivered by the respective officer



Sl. No.


• Design of vessel

3 Capt. Srivastava Deputy Director-1

KoPT

• Construction on river side it has to be approved by Board of Trustee of KoPT

• KoPT looks after conservation of river Hooghly and keep it navigable

• Regular Hydrological survey is carried out on the entire river

• Whether CRZ clearance is required for this project

CRZ clearance is not required for the stretch of river Hooghly under the scope of the project. The area is not CRZ zone that can be classified as CRZ 1 ,II , III or IV as it does not satisfy the requirement of CRZ.

4

Dr. Subhashis Chatterjee Director General (Solid Waste Management)

KMC

• Separate three bins for waste disposal

• Dry waste - Blue, Wet - Green, Hazardous - Black

• Green bin waste is composted, Blue bin is waste recycle

• Waste collected from vessels at some ghats is manually collected

• Taking up public awareness programme

• Design of various placard for awareness

• Putting coloured bins at various sites.

5 Md. Salim Ansari, Chief MunicipalLaw Officer

KMC • Mechanism of land acquisition

• Legal Framework of Land acquisition

• Formation of committee for taking the decision

• According to court it is done by direct purchase by the client

• Value of purchase land is decided according to rate of market.

6

Biswajit Dutta Commissioner

WBTC

• Grievances received from CM's office is addressed within Seven (7) days

• Whether any specific time- frame to address the issues

• Grievance redressal mechanism

• Nature of grievance for water transport

• No separate wings of grievance cell

• Only 2 people are there to look after the issues

• No such mechanism developed by the authority

• Whatever grievances are received, it only from ferry passengers

7

Sidaharta Roy Senior Environment Officer

WBPCB

• Requirement CRZ clearance

• PCB clearance

• Oil spill mitigation Plan

• Project area is beyond of requirement of CRZ Clearance. This is not under CRZ category

• Checking whether clearance of Pollution Control Board is required or not from PCB office

• Oil spill mitigation plan need to be submitted at the time of starting of the project

8 Ujjal Kumar Mukhopadhay

WBPCB

PCB clearance for construction on river front & operating vessels.

Kolkata Port Trust is the final authority for any clearance of construction on river front &operating vessels.



Sl. No.


Chief Scientist

Table 5-3: Consultation meetings at the Jetties (Commuters & Jetty workers)

Sl. No.

Stakeholder Type

Concerns Raised Response and Mitigation measures suggested

1 Regular Commuters

• Gangway needs to be widened

• To provide shade on the gangway

• The height difference of the ferry and the pontoon to be reduced

• Separate corridor for elderly and physically challenged travelers

• Proper signboards regarding the route of the ferry

• Proper announcement system

• Electronic display system at the terminals

• Proper washroom facility on the jetty

• New structures/ are proposed to have wider gangway

• Construction of new and proper washrooms and drinking water facility are also proposed

• Special design of the gangway to cater to the elderly and the physically challenged people

• Electronic display system is also being proposed at the sites

2 Occasional Commuters




• Proper washroom facility on the jetty

• Washroom facility on the vessels

• New structures/ are proposed to have wider gangway


• Special design of the gangway to cater to the elderly and the physically challenged people


3 Shopkeepers • Proper space for the shops and washroom to be properly maintained

• If the jetty services are upgraded, it will be a better place for them to run business as the jetties will attract more commuters


• Temporary relocation plans to be discussed and disclosed

4 Site Workers

• Proper sitting arrangements for the on-site workers

• Proper washrooms

• Automatic ticketing system





• Proper sitting arrangements will be taken care of






5.3.5 The local Governing bodies

The major governing bodies in this case are Kolkata Municipal Corporation (KMC), Kolkata

Metropolitan Development Authority (KMDA), West Bengal Transport Corporation (WBTC)

and Kolkata Port Trust (KoPT). After consultation with the concerned authorities, the various

issues like waste disposal (solid and liquid wastes) and the contingency plan was discussed.

• KMC collects the solid waste from the vessels daily from designated places along the

35 ghats located along the Hooghly River.

• The liquid waste was disposed directly into the river without any treatment.

• Festive seasons; they also mentioned that they have taken initiative to clean up the

river after the idol immersion during the festive season. This is a routine religious

happening every year not related to project (Prevailing issue to resolve). Since larger

community issues (beyond the size and scope of the project) are involved this is not in

the purview of the project.

5.3.6 The shop owners

There were a few shops around the jetty area.

• The shop owners earn their livelihood by selling goods there.

• They also complained of the rush hour pressure at the entrance of the jetties.

• They wanted the sites to be more developed so that more commuters could be

accommodated which will mean higher income for them as well.

5.3.7 Other beneficiaries

Other beneficiaries include the local people, who will be benefitted due to the development.

The local transport system include in to auto rickshaw, cycle rickshaw, etc., who will carry

passengers from the jetty terminals to the main road in many of the cases. Overall by this

development everyone in the locality will be benefitted.

Jetty Beggars: As the government and various agencies are working for the welfare of people,

it is necessary to rehabilitate the permanently occupied Land side beggars by giving suitable

livelihood opportunities in the waterways sector for a descent earning.

5.4 Disclosure of Project Information

PMU will ensure that relevant information about environmental and social safeguard issues is

made available in a timely manner, in an accessible place, and in a form and language(s)

understandable to the public and other stakeholders. The purpose of such disclosure is that

the public can provide meaningful inputs into project / subproject design and implementation.

5.4.1 At the State Level

This ESMF and the entire subproject ESIAs / ESMPs will be disclosed at the state level in the

project website. Further, the executive summary of this ESMF will be available in English and

translated in Bangla. This will also be available as an easy to download document in the project

website. The website disclosure will be kept up-to-date throughout the project implementation.

In addition, the ESMF and ESIAs / ESMPs (in hard copy) will be made available for public

access at the local body authority offices of each of the jetty locations, and also at the jetty

location itself. Also, the documents will be circulated to all stakeholder departments (like



Irrigation and Waterways, KoPT, PCB, UDMA, Fisheries and IWAI.). The Draft ESMF is

anticipated to be disclosed by February 20th, 2020 and subsequently the Final ESMF by

November 20th, 2020.

5.4.2 On World Bank’s External Website

This ESMF and the entire subproject ESIAs / ESMPs will be disclosed on World Bank’s

external website. ESMF will be disclosed and the resulting management plans shall also be

disclosed as the project progresses.


Environmental Impacts and Mitigation measures Page 60

6 Environmental Impacts and Mitigation measures

6.1 Environmental and Social Management Plan

Further to the site visits and understanding of the project activities and as a part of the ESMF,

it is necessary to formulate possible and probable identification of impacts and the proposed

mitigation measures. This has been summarized and provided in the Environmental and Social

Management Plan (ESMP) Table 6-1. The major potential environmental impacts identified

include handling/disposal of solid and liquid wastes, impacts to water quality because of oil

leakages, increased noise levels, impact on air quality, social and livelihood impacts on

commuter-centric facilities at the jetty locations, and impacts on cultural heritage. The

Environmental and Social Management Plan, Table 6-1, provides mitigation measures. The

Appendix 10 provides more detailed procedures for chance findings to mitigate impacts on

cultural heritages.

Detailed ESIA and ESMP preparation: In addition of this ESMF, which will be used to screen

all sub-projects, an ESIA/ESMP will be prepared for activities that will be implemented in the

first year of the project. Further, for sub-projects that require ESIAs, a cumulative impact

assessment should be included as part of the ESIA. As described above, there were rare

occurrences of Dolphins in the project areas. As a precaution, all ESIAs to be prepared should

include detail and scientific information on the availability of dolphins and other aquatic fauna

and suggest mitigation measures to avoid any adverse impacts.



Table 6-1: Environmental and Social Management Plan

Type of Activity Impacts Mitigation Measures Monitoring

Measures

Responsible Agency

for Implementation

and Monitoring

Construction Stage

Vessel / Ferries

Pontoon /

Gangway

manufacturing

Enhancing the

WBSTC’s

maintenance

workshops

Air pollution

• Welding, Surface

Preparation, Painting,

etc. causing air

emissions

• Yard works causing

dust emissions

• Diesel Generator (DG)

sets causing

emissions

− Store and handle the welding gas, paints and other chemicals

according to applicable guidelines

− Check gas cylinders regularly to avoid leakages

− Use vacuum floor cleaners for abrasive material recovery

− Dispose waste paint in the designated waste disposal facility

− Use airless or high volume low pressure spray guns to reduce

overspray

− Use only Volatile Organic Compounds (VOC) free paints

− Use airless high pressure equipment for drying metal plates to

control fugitive emissions from surfaces

− Use water soluble fluids instead of oil-based fluids

− Ensure that surface preparation works are controlled; indoors or

cordon the work area with steel/plastic/fabric to help minimize

dispersion of dust and grit during surface preparation works

− Provide basic training/awareness on air pollution management

to the work force

− Provide workers exposed to emissions with proper Personal

Protective Equipment (PPE).

− Ensure that Diesel Generator (DG) set, if to be used, has

adequate stack height and acoustic enclosures

Parameters to monitor

include regular

monitoring of air quality

for all 12 air quality

parameters as specified

in the ESMF Appendix

1 to gauge air pollution

from regular sources

(DG), fugitive sources

and occupational health

arising from air

pollutants (VOCs).

Manufacturing

Contractor

PMU – monitoring of the

activities

Noise levels

− Noise emissions from

manufacturing related

activities

− Noise due to activities

like loading/unloading

− Maintain occupational noise exposure to the workers in the form

of 8 hourly time weighted average within the prescribed OSHA

standard limits

−

− Provide workers exposed to excessive noise with appropriate

PPE including ear plugs, muffs, etc


include noise levels

within the premises and

occupational health

arising from exposure to

noise (regular and

Manufacturing

Contractor


activities




Measures

Responsible Agency

for Implementation

and Monitoring

of steel plates and other

materials at the building

yards

− Noise emissions from

DG sets, if to be used

− Ensure Diesel Generator (DG) set, if used, have adequate stack

height and acoustic enclosures to minimise noise levels

impact noise) for all four

categories of noise

zones as specified in

Appendix 1 for Noise

pollution.

Water Quality

− Water pollution

resulting from

manufacturing related

activities (mainly in

case of any runoff from

the yards, oil spills into

the water body, etc.)

− Increase in turbidity

− Change in water quality

due to aqueous

discharges

− Avoid spillage of pollutants like oils, fuels and grease etc. into

the water body

− Ensure that oil spill control/collection equipment is available at

vessel yards

− Clean up any spills in the yard area immediately to avoid runoff

into the water body

− Store contaminated soils, if any, properly in a covered area at

the site before disposing it off-site through authorised vendors

− Avoid any indiscriminate dumping of wastes

− Do not dump manufacturing wastes/debris into the water body,

or in areas which can affect the flow of water or even cause

reduction in width of the river

− Do not store oils / fuels near the water body

− Ensure that sites for disposal of manufacturing wastes/debris

are identified and approved by authorized representatives prior

to commencement of the manufacturing activities

All water quality

parameters provided in

Appendix 1 to be

monitored. This

includes river water

quality in the immediate

precincts and effluent

discharge quality into

the drains or river for all

class of water.

Manufacturing

Contractor


activities

Impacts Due to Solid Waste

− Waste generation due

to manufacturing

activities

− Solid waste not

handled properly at the

yards will be a concern

and lead to pollution

− Ensure proper disposal of solid wastes so that it does not pose

hazards to water, soil as well as health & safety issues

− Store all hazardous materials (including paints & solvents),

chemicals, etc. appropriately in designated areas

− Handle with care all vessel insulation materials like glass wool

as these are potentially hazardous substances

− Ensure that solid waste generated shall be collected and stored

in an organised manner at the site


include handling,

storage and disposal of

hazardous waste and

ensuring no waste is

disposed in to the drains

or river.

Manufacturing

Contractor


activities




Measures

Responsible Agency

for Implementation

and Monitoring

issues (water pollution,

soil contamination,

health & safety issues,

etc.)

− Make necessary arrangements to dispose the accumulated solid

waste from the site in an appropriate manner through authorized

vendors

− Ensure that the collection, storage and disposal of

solid/hazardous waste shall be carried out as per Rules.3

− Separate the storage of hazardous and non-hazardous solid

waste storage area shall be provided at the facility for storage of

hazardous/solid wastes

Soil Quality

− Likely soil

contamination resulting

from manufacturing

related activities

(mainly in case of oil

spills onto the soil, river

banks, etc.)

− Impacts due to disposal

of solid waste

− Make available oil spill control/collection equipment at vessel

yards; any spills at yard area shall be cleaned up immediately to

avoid likely contamination of the soil

− Store contaminated soils, if any, shall properly at the site before

disposing it off-site through authorised vendors

− Ensure no Indiscriminate dumping of wastes at all costs

− Do not dump or leave manufacturing wastes/debris unattended

in the open yard areas

− Store and place oils/fuels in designated areas to avoid spills onto

the soil

− Store hazardous wastes like used oil in tight containers and on

paved surfaces in isolated location to prevent its spillage and

contamination of soil.

− Ensure no deviations from the hazardous waste management

rules shall be enforced

− Provide Waste collection facilities at the work areas

All six parameters to

monitor evidence of soil/

land contamination (e.g.

oil/waste spillages) in

the premises as per

standard soil quality

standards provided in

Appendix 1.

Manufacturing

Contractor


activities

− 3 Hazardous Waste Management & Handling Rules, 2016




Measures

Responsible Agency

for Implementation

and Monitoring

Minor works for

installation of the

pontoons and

gangways

Repairs at the jetty

locations

Civil works at the

concrete link

platforms

Dismantling of

existing structures,

if any

Construction of

new jetties &

Renovation of

existing jetties

Construction of

LCT jetties with RO

RO vessel

Construction of

Ferry Terminals at

selected ferry

points

Debris waste − Minimise (or dispose off), debris arising out of construction

activities involving alterations in the local physiographic and

drainage patterns, especially when activities are near water

bodies.


include evidence of

debris waste in the river.

Construction Contractor

PMU

Soil Quality

− Soil contamination due

to construction works

− Oil leaks from vehicles,

construction

equipment’s, concrete

mixers, etc.

− Should not dispose construction waste debris, if any, at the river

banks and should not be left unmanaged at the project site

− Enforce Hazardous waste management rules

− Clean up Oil spills, if any, onto the river banks during

construction immediately; Dispose off contaminated soils

appropriately

− Make sure that good practices for solid waste management shall

be in place

− Give general awareness to workforce not to dispose any waste

materials onto river banks

− Provide waste collection facilities at jetty locations


include evidence of

soil/land contamination

(e.g. oil/waste spillages)

in the premises.


PMU

Air Quality

− Emissions / dust due to

site clearance works,

vehicular movements,

transport of materials,

use of concrete mixers,

etc.

− Regulate or control movement of construction materials and

workers to the project site by using water transport mode

(ferries/boats)

− Regulate movement of materials during non-peak hours and

during peak hours

− Provide dust covers (tarpaulins, etc.) for Trucks/vehicles, as

well as boats/vessels, used for transporting materials to

minimize dust emissions

− Periodically wash to remove all accumulated dirt/waste from

construction equipment and transport vehicles

− Regularly clear all construction debris from the site

− Ensure that (Contractor)that concrete mixer plants, if operating

at the sites, are away from residential areas

All 12 Parameters to be

monitored (see

Appendix 1) include air

pollution from regular

sources - Diesel

Generator (DG), fugitive

sources and

occupational health

arising from air

pollutants such as

Volatile Organic

Compounds (VOCs).


PMU




Measures

Responsible Agency

for Implementation

and Monitoring

Ancillary

infrastructure

Construction of

parking facility for

vessels and yachts

Construction of a

training institute for

vessel operators

− Provide Pollution Under Control (PUC) certificate for Contractors

equipment’s and machinery as per prevalent norms during

construction.

− Do not permit Idling of construction vehicles/equipment when

they are being loaded/unloaded or not in active use

− Use oow emission construction vehicles/equipment’s for all

operations

− Grow native species of plantation at the river banks as a

longterm approach

−

Noise Levels/Quality

− Increased noise levels

due to movement of

vehicles, pile driving

activities (at locations

where concrete piling is

needed), other

construction and

installation works

− Use well-maintained construction equipment, which meets

regulatory standards for source noise levels

− Orient equipment emitting high noise, wherever possible, so that

the noise is directed away from sensitive receptors and provide

noise shields (like a physical barrier, etc.)

− Do not allow use Machineries during night time

− Restrict all construction activities that will generate disturbing

sounds to normal working hours

− Provide noise shields around them to the main stationary noise

producing sources such as generator sets

− Provide noise protection personal protection equipment

(earplugs, ear muffs etc.) to those working very close to the

noise generating machinery


include noise levels for

all four category/or

zones provided in

Appendix 1 within the

premises and

occupational health

arising from exposure to

noise (regular and

impact noise).


PMU

Water Quality/Resources

− Change in water quality

due to aqueous

discharges

− Increase in turbidity

− No vehicle entry to water body will be permitted

− Use PUC certified vehicles only

− Restrict total number of vehicles to minimum

− Ensure good practices and take precautions to minimize the

risks of spillage of pollutants like oils, fuels, grease, etc. into the

water body


include river water

quality (as per

Appendix 1) in the

immediate precincts

and ensure no


PMU




Measures

Responsible Agency

for Implementation

and Monitoring

− Spill of Bentonite Clay

during pile driving

− Ensure Oil spill control/collection equipment’s are available at

the project sites

− Operate all activities on an impermeable Cement Concrete (CC)

platform and collection and disposal of POL waste thus

precipitated to the local PCB approved vendors

− Indiscriminate dumping of wastes will not be permitted under any

circumstance’s

− Do not dump Construction debris into the water body, or dumped

in areas which can affect the flow of water or even cause

reduction in width of the river

− No clearing of vegetation will be permitted

− Do not establish/locate Construction mixers or other heavy

machinery near water bodies

− Identify and approve Sites for disposal of construction and

demolition wastes by authorized representatives prior to

commencement of construction activities

− Construction works of piers, where applicable, shall be taken up

during lean flow periods to minimize impacts

− Recirculate/Reuse bentonite clay and adopt better construction

techniques to minimise spillage into water bodies

− Conduct necessary training(s) to provide instruction for workers

working in water areas to prevent/minimise issues of

contamination

additional effluent

discharges into the river

due to construction

activities.

Land Acquisition,

Displacement and other

social impacts

− Proposed development

may involve land

acquisition

− No land acquisition is involved; hence no compensations for land

is involved

− In case of any unavoidable land acquisition issues LA Act will be

applicable and the compensation will be provided as per the

Entitlement Matrix prepared for the project as per the provisions

As discussed in the RPF PMU




Measures

Responsible Agency

for Implementation

and Monitoring

− Temporary impacts to

vendors/squatters

during construction

activities at the jetty

locations

− Cultural property

impacts and other

social impacts

in RPF. Compensate Temporary impacts of about 13 petty

vendors (total in all jetties)

− Provide appropriate compensation to the impacted persons as

per provisions mentioned in the RPF

− Rehabilitate or compensate for all impacted cultural properties

as per the provisions of RPF

Felling of trees − Do not permit tree-cutting other than those required by design

by better planning and designing

− Carry out Tree-transplanting wherever feasible

− Plant Compensatory trees on land in the vicinity

− Ensure survival of trees by proper maintenance.

Parameters to include

evidence of tree-felling

that is not permitted


PMU

Turnstile Gates

Electronic Smart

Ticketing Gates at

40 Nos. Ferry

Points

No onsite impacts; Waste

and debris generation

impacts in the supplier’s

manufacturing facility.

− Ensure proper E&SH management at their manufacturing facility

by necessary provisions built into the goods procurement

contract.

Nil Supplier

PMU

All activities Health & Safety –

Construction worker and

community

− Create awareness on OHS during. Site meetings

− Provide safety gadgets for all workers engaged in places of work

hazards with appropriate PPE (protective foot wear, helmets,

gloves, earplugs, safety belt when working at higher platforms,

face masks, etc.)

− Ensure Facility management to the PPE used at all times as per

the work situation

− Make available facilities like first aid it shall be well stocked and

easily accessible to all

− Comply with all site rules and regulations.

Parameters include H &

S records of site

meetings, near miss

and accident reports

Construction

Contractors

PMU




Measures

Responsible Agency

for Implementation

and Monitoring

− Ensure suitable transport facility to take any injured/sick worker

to nearest hospital immediately

− Ensure facilities for safe potable water supply to the workers on

site, adequate sanitation facilities shall be made available at the

workplace/yards

− Ensure all transportation, handling and storage of hazardous

materials handled by safely by experienced/trained personnel

− Post Safety signs at facility as per the need

− Provide adequate Facility and adequate provisions of fire safety

equipment’s/measures spread throughout the facility

− Make sure that Always kept clear of

materials/equipment’s/debris, etc. at entry and exit points

− Maintain all work areas clean and provided with optimum lighting

− Conduct regular training sessions at the workplace to ensure all

workers are aware of general safety measures, awareness on

safe working practices, explaining clear procedures, etc.

− shall be Provide Workforce all facilities such as health check-ups

− Strictly follow the provisions of statutory Child Labor Act by the

yard management .

− Conform to the relevant Indian Standard Code for All

machines/equipment’s to be used at the manufacturing facilities

shall; be kept in good working condition, be regularly inspected

and properly maintained as per IS provision; Ensure safety

features of equipment and machines are functional with belts

adequately guarded

− Demarcate all construction work zones and maintain strict

adherence so that no community members are exposed to

construction hazards and risks




Measures

Responsible Agency

for Implementation

and Monitoring

− Report and investigate any near misses, accidents and injuries

and record remediation actions to avoid future occurrences

− Apply sanctions where safety procedures are not adhered to.

− Monitor all parameters that include the conduct safety

awareness sessions, the upkeep / condition of the on board

safety provisions, the occurrence of near miss and safety

incidents, and preventive and corrective actions taken

Public Safety and security − Complete works on exposed trenches and earth materials

before new earth dug and trenches are created.

− Avoid inquisitive trespassers especially children by adequately

hoarded off work areas

− Post Warning signs around work areas to discourage

trespassers and inform the public of the hazard

− Maintain adequate security at construction sites to avoid pilfering

or vandalising of property by contractors

− Ensure Visibility in the night time by providing adequate lighting

− Equip vehicles with reflectors and adequate signalling during

works

− Ensure safety features of equipment and vehicles are functional

− Discuss works procedures to be designed with workers before

works commence each day to minimize accidents with

communities.

Parameters include

community H & S

records of site

meetings, near miss

and accident reports

Contractors

PMU

− Ensure collaboration with the KMA / KMDA so that the highest

standards are implemented for the road cutting and

reinstatement.

− Prevent blind encroachment by consultation with utility providers

to confirm location of their respective assets (pipelines, cables)

within the project corridor

NA NA




Measures

Responsible Agency

for Implementation

and Monitoring

− Collaborate with the engineers of the utility providers to ensure

the most appropriate measures are taken to safeguard the

integrity of the pipelines/cables. Measures to be implemented

include:

− Avoiding the encroachment on the pipelines or cables

− Inform the utility providers and the KMA / KMDA of any damaged

pipeline or cable

− Repair Promptly any damaged pipelines or cables

− Relocate pipelines or cables to safe places

Limited dredging impacts

when works are carried out

alongside the river

− Test any river sediment material generated at all the dredging

sites to ensure there is no contamination;

− If the dredged material is not contaminated, it will be used for

rising of the terminal sites. Fill sediments in bunded areas to

avoid sediment laden runoff.

− If suitable and there is a demand, the excess dredged material

will be used for other beneficial purposes such as rising of public

lands and selling to the willing buyers after an end user

agreement/declaration.

− If the dredged material is contaminated, then it will be collected,

stored and disposed in accordance with hazardous waste

management requirements with the advice/knowledge of the

Local PCB.

− Suspended sediment concentrations due to dredging activities

should not exceed 4,000 mg/l

− Dispose all excess material in the river through submerged and

diffused discharge (to minimize the extent of sedimentation

areas) away from the navigation channels if that is the only

feasible option

Parameters include

instances of dredging,

quantity of dredged

material and quality of

dredged material. The

quality of dredged

material will be

ascertained by chemical

tests for heavy metals

and pesticide content.

Contractors

PMU




Measures

Responsible Agency

for Implementation

and Monitoring

Managing Labour Influx − Main contractor will maintain separate registers for migrant

labour as per the Migrant Labour Act on all aspects.

− Compile information on place of origin, contact details, next of

kin details and other information to the nearest police station to

the place of work.

− Ensure that a labour code of conduct to be signed by the main

contractor and all the sub-contractors.

− Ensure that all migrant labour have individual contracts as per

the Labour code 2016, e.g. working hours, wages and conditions

− Treat all migrant labour in line / consistent with the other labour

including access to the GRM established for labour

− Address threats either to the migrant labour or from migrant

labour due to cultural differences in an amicable manner.

− Ensure no gender based violence in relation to all dealings with

the migrant labour.


include Labour influx

− Local labourer

− Migrant labour

− Code of conduct

− Grievance

redressal

Cultural Heritage impacts − Apply chance find procedures in consultation with relevant

authorities (as described in Appendix 10).

− Consult with local community and provide for any cultural use as

per the community practices in the river

NA Contractors

PMU

Impacts in the contractor

camps

− Provide adequate sanitation facilities in line with Government

regulations

− Ensure Proper housekeeping

− Provide first aid boxes with required items

NA Contractors

PMU

Land acquisition and

compensation issues

− Ensure that the LA is done in line with the RPF

− Ensure fair and adequate compensation is paid to all affected

persons prior to commencement of construction activities as per

the provisions of the RPF

− Use RPF and GRM already prepared to address the relevant

issues

NA PMU (Social

Development

Specialist)




Measures

Responsible Agency

for Implementation

and Monitoring

Maintaining Livelihoods − Ensure appropriate compensations are paid to PAPs as defined

in the RPF;

− Provide employment and other opportunities to local

communities as much as possible

NA PMU (Social

Development

Specialist)

−

Operational Stage

Vessel Operation Potential impacts on air,

noise, water, soil

environment, aquatic life

(rarely envisaged), safety

aspects, etc.

− Excessive noise from

vessel engine

operations

− Emissions from vessel

engine operations

− Oil/fuel spills including

during fueling, fire

accidents, vessel

grounding

− Bilge water from the

vessels if not handled

appropriately

− Sewage disposal into

water body from

vessels

− Make sure that the vessels have facilities for Bilge Water Holding

and are supported with necessary pump system to pump it to the

receiving facility at the terminals

− Ensure that the terminals have adequate provisions for receipt of

the bilge water from the vessels which shall then be disposed off-

site appropriately. Vessels shall be fitted with Bio Toilet facilities.

− Provide Sewage/waste collection facilities at the terminals which

can collect sewage/waste from the vessels and dispose it

appropriately

− Carry out periodic maintenance works for the engines and overall

vessels as per the requirements to ensure efficient operations

and control/minimise of any pollution from engine emissions

− Provide appropriate sound proofing for Vessel engine room so

that the engine noise is curbed

− Appropriate facilities shall be provided on board the vessels for

safe storage/handling of fuels, oils, any other hazardous

materials

− Provide all safety provisions in the Vessels for necessary safety

provisions as per navigational requirements (life buoys, safety

vests, etc.)

− Vessel operators shall be well trained and have necessary

certifications/licenses to operate the vessels

Air/noise/water quality

monitoring shall be

carried out periodically


include fuel use &

efficiency levels, air

emissions from the

vessels, noise level of

the engines, solid waste

storage & disposal,

toilet gray and black

water storage &

disposal, bilge disposal

Ferry / Vessel

Operators

PMU




Measures

Responsible Agency

for Implementation

and Monitoring

− Sewage disposal from

toilet facilities at jetty

locations

− Impacts to aquatic life

(rarely envisaged)

− Waste dumping into the

water body by

commuters/ferry

operators

− Safety issues if there is

uncontrolled movement

of commuters/locals at

Jetties, Pontoons,

Gangways

− Over loading of the

vessels

−

− Vessels are suggested to have mechanisms like sound emitting

devices in waters which will alert fishes of approaching vessels

− Fuel for vessels shall be done with proper care to avoid spills

− Vessels shall have necessary oil spill control/collection systems;

spill kits shall also be made available at fuelling locations.

− Provide appropriate oil spill control/collection equipment’s at

Jetty locations

− Ensure controlled /disciplined entry/exit from/to the vessels

− Waiting on pontoons/gangways shall not be permitted

− Once vessel leaves, commuters for next vessel shall stand

behind a gate at jetty; gate shall be opened only after a vessel

arrives and commuters from it have alighted and left the jetty

− Over loading of the vessels shall not be allowed

−

Potential impacts on

dolphins, which can be

disturbance, injury and

death because of

vessel movements

- Make aware all vessels operators and all employee

and staff that no dolphin should be harmed as a result

of vessel operations

- Create further awareness among the fishing

community to reduce and minimize impacts

- Install warning signs, posters and other displays

wherever potential for dolphin movement exists.

- Install propeller guards, if required, to prevent injury

and death of dolphins and other aquatic fauna when

Awareness training

sessions and material

Accident reports

Vessel operators

PMU




Measures

Responsible Agency

for Implementation

and Monitoring

transporting, passengers, construction material and

workers

- Reduce vessel speed, avoid using high beam light

and minimize sounds when dolphins are sighted

- Report immediately in case any accidents (causing

injury or death) pertaining to dolphin

6.2 Prevailing Conditions/Issues and Scope for Improvement

Although there are lot of good practices seen at many of the jetty locations, there are also too many bad/poor practices prevailing. Some of them

are not necessarily directly related to the proposed development activities/existing jetty operations. However, this can be considered as scope for

improvements in future where this can help as a base for subsequent planning purposes by relevant authorities. Some such practices with scope

of improvement are listed in Table 6-2.

Table 6-2 Prevailing Conditions/Concerns and Scope for Improvement

S. No. Prevailing Practices/(Poor Practices/Concerns) Suggestions/Scope for Improvement

1. No proper toilet facilities, no facility for lost &

found/cloak room, no proper waiting areas

• Suggested to have two toilets each for men and women; always one can be operated and other kept

on stand-by to be used when the operational one is closed for any reason(s)

• Well-designed jetty area with facilities like lost &found, cloak room, proper waiting areas, etc. shall be

provided at all locations

2. Difficulties faced by physically challenged

passengers to use the jetty and ferry services

• Provide passenger amenities for such physically challenged persons (e.g. wheel chair assistance,

special assistance at jetties by the operators, for these passengers) and address design stage issues

for physically challenged persons.

3. Improving aesthetics at the jetty locations • Landscaping can be provided at the jetty locations/along the banks

4. Safety concerns at the pontoons/gangways

Lack of proper facilities for operators at

pontoons/vessels

• Introduce pontoon railing that can be lifted “up and down” as and when required

• Rain/Heat shelters from sunlight may be provided

• Floor sealing mats (e.g. coir mats) may be provided along the gangway



S. No. Prevailing Practices/(Poor Practices/Concerns) Suggestions/Scope for Improvement

• Seating/shade facilities may be provided on the pontoon (only) to be used by the operators stationed

on the pontoons

5. Adequate training to operators/Jalsathies; staff

need adequate benefits

• Provide adequate training to operators/Jalsathies, need skill improvement

• Adequate benefits shall be provided to the staff (insurance, days-off, etc.)

6. Wastewater discharge into the river from the banks

(not vessel operation related)

• Sewerage treatment facilities need to be introduced to treat to effluent discharge before discharge into

the water bodies

7. Fuelling operations for the vessels (inadequate

facilities)

• More fuelling stations shall be provided; floating fuelling stations may be looked into

• Stations shall be equipped to handle fuel spills

8. Small scale/unorganized fishing activities being

carried out at jetty locations

• These activities shall be regularised by providing licences

• Vending activities on the pontoons/gangways shall not be entertained

9. Some jetty locations have better facilities as

compared to others

• A model jetty with concept of integrated facilities (waiting area, ticket counter, toilets, etc.) can be

introduced and replicated at all locations

10. Poorly operated commercial activities

(vendors/squatters) at the jetty areas; mostly

unhygienic eateries, poor quality of products

• Need to organize such activities to make it passenger/user friendly

• With more number of passengers expected after up gradation of the existing facilities through this

proposed development, the vendors/squatters are expected to have more incomes and by which it

could be expected that they improve the quality of services they are providing with aim to further

improve their business

• Local governing bodies shall monitor these activities

11. Lack of ownership at the operations and entire

spectrum of the activities involved

• Complete ownership need to be taken up; a sense of pride need to be created (my country/my state/my

jetty/my health/my safety feelings required to improve the situation)

• Initiatives like launch of a program “Kolkata Jetties our pride” may be thought of

• Each jetty facility need to have a Terminal Incharge/Officer

12. Terms and conditions for lease operations • Leasing conditions must include safety, health and environment

6.3 Cumulative Impact Assessment (CIA)

Cumulative impact assessment (CIA) assesses the environmental and social impacts that result from the incremental impacts of one action/activity when added to past, present, and reasonably foreseeable future actions/activities. Given the extensive nature of the

assessment, CIA will focus on Valued Ecosystem Components (VECs). Thus, CIA that would have to be considered in the context of the Hooghly

river are cultural aspects of the ecosystem services, the physical environment and the immediate socio-economic surroundings. No standalone



CIA is required for the proposed project. However, as part of sub-project ESIAs, a CIA will have to be conducted. It will be explicitly reported as

a chapter in the ESIAs, and additional mitigation measures, if any, will be included in the mitigation measures and the ESMP. CIA preparation in

this project should build-up on CIAs prepared for similar projects in the project areas.


Implementation Arrangements Page 77

7 Implementation Arrangements

A High-level Project Steering Committee headed by Chief Secretary will be the apex Body.

The West Bengal Transport Infrastructure Development Corporation (WBTIDC) will be the

Project Management Unit (PMU). The Department of Industries, Commerce & Enterprises will

lead the development of Logistics Master Plan and other related developments. The Urban

Development Department shall lead for planning initiatives, including the spatial development

strategy and the comprehensive mobility plan.

7.1 Institutional set-up for the project

The proposed permanent overall institutional Framework for the WB Transport Infrastructure

Development Corporation is provided in Figure 7-1 wherein in addition to Road safety cell a

waterways cell is also proposed. This can be same as that of PMU.

Figure 7-1: Overall institutional Framework for WBTIDCL

7.2 Institutional Strengthening and Business Planning for Inland Water

Sector (ISBP)

This will include strengthening the planning process, improving inter-agency decision-making

and supporting the modernization of the IWT system. The nodal agency for this activity will be

the Transport Department. Shortly an agency will be entrusted to look after this work for a

period of three years. The ISBP agency will have a dedicated Environmental and Social expert

to look after the Institutional strengthening part of the waterways sector.



The ISBP Environmental and Social expert will report to environmental and social experts of

PMU for Institutional strengthening, training and capacity building.

7.2.1 Project Management Unit (PMU)

The proposed Environment, Social and Safety Cell (as shown in Figure 7-1:) in sync with the

Environmental and Social Specialists of WBTIDCL will be the PMU initially for the

implementation of this (WBIWTLSD) Waterways project. The Project Management Unit (PMU)

under the West Bengal Transport Infrastructure Development Corporation Limited (WBTIDCL)

will be responsible for ensuring that this ESMF is adhered during this project implementation.

Figure 7-2 presents the PMU’s institutional set-up which will be linked to the overall institutional

framework of WBTIDCL to the proposed Environment, Social and Safety Cell (Figure 7-1:).

Figure 7-2: PMU's Institutional Set Up

The two specialists will coordinate with the proposed Environment, Social and Safety Cell, and

also with the technical and procurement officers of the PMU to ensure that the ESMF

requirements are adequately incorporated in the various activities that have been proposed.

The Project Director (PD) will have the overall responsibility whereas a dedicated

Environmental Specialist and Social Development Expert will have a day-to-day

implementation responsibility. Moreover they will coordinate with various agencies responsible

for the implementation of the project as indicated in Table 7-1.

Table 7-1: Project Implementation arrangements

Project Management Unit (PMU) Agencies for implementation of the

WBTLSD project

Project Director

(PD)

Environment Specialist 1. ISBP consultants

2. ESIA/.ESMF consultants

3. Contractors

4. Supervision consultants

5. PMC consultants

Social Development Expert

On environmental and social aspects, the five agencies will report to the Environmental and

social experts for implementation of all ESMP measures who in turn will report to the Project

Director. With environmental and social staff in all agencies, the planned implementation and

reporting will be an effective working arrangement.

The specialists will work closely with the contractors and consultants for the day-to-day

implementation aspects and associated safeguards compliance. They will monitor the portfolio

of subprojects financed under the projects on safeguards. They will ensure compliance to both

the national and state clearances, as well as the World Bank requirements. They will prepare

a quarterly progress report wherein they will document the progress with regard to safeguards

implementation.



On an annual basis, the specialists will engage in conducting an ESMF audit with the support

of an external agency or individual. Whereas the entire Category A subprojects will be covered,

a sample of Category B subprojects will also be covered as a part of the audit. Through these

third party audits, the adherence to World Bank’s safeguard requirements will be ensured.

The specialists will also arrange to conduct training and capacity-building initiatives to build

awareness, knowledge and skills of PMU, consultants and contractors on an ongoing basis.

Here again, the specialists will engage external environmental and social consultants on a

need basis to support the capacity building efforts.

It is also necessary to have a permanent organizational set up charged with the task of

ensuring its effective implementation of mitigation measures and to conduct environmental

monitoring. The major duties and responsibilities of Environment Management Unit (EMU) are:

• To implement the environmental management plan

• To assure regulatory compliance with all relevant rules and regulations

• To ensure regular operation and maintenance of pollution control devices

• To minimize environmental impacts of operations as by strict adherence to the ESMP

• To initiate environmental monitoring as per approved schedule

• Review and interpretation of monitoring as per approved schedule

• Review and interpretation of monitoring results and corrective measures in case

monitored results are above the specified limit

• Maintain documentation of good environmental practices and applicable environmental

laws as ready reference

• Maintain environmental related records

• Coordination with regulatory agencies, external consultant, monitoring laboratories

• Maintain log of public complain and the action taken

Record keeping: The proposed environmental management Unit (EMU) should have all basic

record keeping facilities such as:

• Hard ware/software facilities,

• Adequate space,

• Vehicle (transport) and

• Basic furniture and

• All simple instruments such as Good mobile Phone (GPS, camera, Noise metre etc.)

The EMU should have all basic environmental management data of the project that includes

but not limited to the following

• Environmental Impact Assessment Reports (both well preserved soft and hard copy)

• All valid and up to date environmental clearance and consent papers

• All latest Environmental legislations, policies, codes and manuals for ready references

• A list of consultants on environmental management need to be kept with yearly revision

of the list. This will help to receive proper advice in case of an emergency or a

requirement and also to implement day to day environmental management activities.

Over a period of time a system to understand and absorb the new revisions and changes in

the environmental requirements and practices are to be established. This can only be achieved

by regular training and genuine capacity building initiatives. The organizational set up for

Environmental Management Unit (EMU) is given as Audits and Inspections.

In addition, the Department shall be responsible for implementing Compliance Assurance

activities, namely environmental and social audits. Internal audits and reviews of

environmental and social procedures shall be conducted annually. During these audits any



change to the environment wholly or partially is identified, evaluated and equally corrective

actions are taken to better the environmental performance.

A vital part of EHS practice is to learn from experience, using it as basis to improve the system.

To this effect, periodic inspections and record keeping provides a measure of how effective

programs are and facilitates identification of areas where improvement will be necessary.

Environmental inspections consist of examining all activities and documenting those actions

that are carried out in compliance with environmental clearances, specifications relating to

environmental protection, and mitigation plans approved.

7.2.2 Contractors

The contractors will be responsible for ensuring the effective implementation of the ESMP

requirements at the subproject level. These will be a part of the contract documents to which

they will have to adhere. As required, the contractor will assign one or two staff in each

subproject to ensure that ESHS requirements are met on a day-to-day basis. The assigned

staff will report to the PMU’s Environmental and Social Specialists on a monthly basis and

confirm compliance to the safeguard requirements.

7.2.3 Project Management / Supervision Consultants

If the project will engage project management / supervision consultants to oversee the

contractor on behalf of the PMU, there will be one engineer / officer in the consultants’ team to

oversee the day-to-day implementation of the ESMP measures in the different subprojects.

Lapses in implementation will be brought to the notice of the Environmental and Social experts

at PMU, which is to take necessary corrective and preventive action in consultation with the

respective contractor.

7.3 Training &Capacity Building

To ensure successful ESMF implementation, a series of orientation, capacity building and

training activities will be undertaken by the PMU with the contractors, consultants and other

stakeholders who are directly implementing or indirectly involved with these subprojects. The

following table provides the different types of training and capacity-building that will be carried

out:

Table 7-2: Training type, target groups, purpose and frequency

Sl.

No.

Training Required and Target

Group Purpose Frequency

1.

Environmental and social general

awareness and appreciation

workshop for senior management

To inform the senior management about

the importance and know how to

recognize the impacts that various funded

activities may have

½ day workshop

every 6 months

2.

ESMF implementation workshop

for subproject contractors and

subproject consultants

To ensure that all the stakeholders are

informed about the requirements of the

ESMF and know how to minimize the

environmental & social impacts that

various funded activities during

implementation.

½ day workshop

every 6 months

3. Subproject specific environmental

and social management training

To ensure that all the stakeholders are

informed about the particular

Immediately after the

award of the contract



Sl.

No.

Training Required and Target

Group Purpose Frequency

for subproject beneficiaries,

contractors and consultants based

on the ESIAs & ESMPs

environmental and social impacts of their

subprojects and how these should be

mitigated.

and prior to initiating

construction

The training programmers will be practical and will include work with realistic case studies

based on the type of subprojects supported under the project. The training will cover the

following issues:

a. (GOI) National and World Bank requirements for environmental assessment;

b. Screening and scoping procedures; and

c. Main provisions of ESMPs for proposed subprojects, including mitigation and

monitoring requirements.

Such training will enable these target groups to recognize and assess the potential negative

environmental and social impacts and set of measures to mitigate them.

7.4 Monitoring and Supervision

At the construction and operation stages, monitoring and supervision of the environmental and

social management measures will be done. The monitoring and supervision will focus on

implementation of the ESMF/ESMP (Table 6-1) covering all activities (manufacturing yards,

waterside construction works as well as vessel operations). The monitoring and supervision

will also look into the facilities compliances with necessary local regulatory

permissions/conditions (e.g. conditions of Consent To Operate from the West Bengal Pollution

Control Board).This will be the responsibility of the PMU and undertaken on an ongoing basis.

The following will be done:

• PMU will monitor all subprojects that it finances to ensure conformity to safeguard

requirements during construction, operation and maintenance.

• PMU’s Environment and Social Development Experts will periodically visit the

subproject sites – particularly during construction - to confirm safeguard compliance.

• PMU’s Specialist will alert the Project Director if there are any deviations from

safeguard compliance. Necessary corrective and preventive action will be implemented

and confirmed. In extreme cases, due to contractor’s attitude and / or negligence, the

Project Director may delay disbursements until the safeguard compliance is ensured.

• On a quarterly basis, the PMU will provide a progress report to the World Bank

highlighting the positive aspects pertaining to ESMF implementation as well as the

areas that have to be improved.

• Further, during the Bank’s periodic safeguards supervision, the PMU will follow-up to

address any non-compliances observed.

7.5 Grievance Redressal Mechanism (GRM)

Grievance Redressal Mechanism is an integral part of the institutional arrangement in relation

to social safeguard issues. At present, there is no established grievance redressal mechanism

in PMU. Grievances related to employees and others are dealt on a case to case basis

depending upon the nature of grievances. Social safeguards related grievances are expected

from affected persons and other interested groups during the project implementation and

therefore, it is important to set up a GRM at PMU and site level for resolution of such

grievances. Anticipated grievances could be:



• Environmental (e.g. air, noise and water pollution) and social (e.g. labor and community

safety) issues arising from the project activities,

• non-payment of resettlement and rehabilitation assistance,

• name of affected persons missing,

• affected persons missed out/ not enumerated during the survey,

• social category and vulnerability incorrect,

• difference in land area acquired/purchased and measured at site,

• type and use of land acquired/purchased not considered correctly,

• wrong measurement of structure/building affected,

• wrong valuation of structure/building,

• damage to adjoining property,

• Construction activities at the site, quality of works, safety, etc.

In view of the above, a Grievance Redressal Committee (GRC) will be constituted in the PMU

with the aim to resolve as many grievances as possible related to resettlement and

rehabilitation and land acquisition/purchase through consultations and negotiation. The GRC

will comprise of Seven (07) members. The details of Grievance Redressal Committee

members are provided in Table 7-3.

Table 7-3: Details of Grievance Redressal Committee Members

Sl.

No Designation Office Role

1 Project Director, PMU, WBTIDCL Chairperson

2 Representative of MD, WBTC Member

3 Representative of Chairman, KoPT Member

4 Representative of UD & MA Department UD &MA Dept. Member

5 Social Development Expert SDE, PMU, WBTIDCL Member

6 DG/Executive Engineer or his/her

representative Department -

PWD/Municipal Engineering Directorate/

District Engineer/ Zilla Parishad) Member

7 Municipal Corporator/councilor Representative of Gram Panchayat of the

concerned area Member

8 Representative of PAPs PAPs representative from sub projects Member

Complaint boxes will be placed at every jetty, which would be collected once a week by PMU.

Grievances received through other modes (postal, email, or over the phone) will be compiled.

A dedicated email and toll free phone number will be provided for receiving

grievances/complaints through these methods. Toll free phone number, email, and address of

PMU shall also be suitably displayed at entry and exit gates of ferry locations. Additionally,

PMU will provide support to illiterate, physically challenged and other vulnerable PAPs to

record their grievances. Any illiterate or other vulnerable persons over the toll free phone or

physically can record the complaints which will be registered and a complain registration

number will be given to the complainant. The physically challenged person can use the email,

toll free phone or physically come to the Jetty or PMU to lodge any complain. He/she will be

helped to make understand the complaint and registration of the same. Any physically

challenged person can authorize any other person to register complain on his/her behalf.

At the PMU level the Social Development Expert will act as the Convener of the GRC as well

as will be responsible for the daily management of the GRM. He would also take the major

responsibility to register complaints of the illiterate, physically challenged and other vulnerable

PAPs. Grievances received by the PMU would be acknowledged by the PMU within seven

days from the date of receipt of grievances. The GRC meeting will be convened once in a



month or as per the requirements. Aggrieved persons will be duly intimated about the

scheduled GRC meeting in sufficient advance time. On the day of GRC meeting, aggrieved

persons will be given an opportunity to present his/her case before the committee in a free and

fair manner. The decision of GRC will be intimated to the aggrieved person within 21 days from

the date of the GRC meeting. In case the decision of the GRC is not acceptable to the

aggrieved person in such case he/she may approach the court of law, if he/she so desires.

Broad functions of GRC are as under:

• document all grievances received through different modes,

• undertake site visit (if required), ask for further information from aggrieved persons,

• co-ordinate and collect relevant information/data from concerned department/agencies

(e.g. District Magistrate, DL& LRO, KPT, KMC, PWD, Zilla Parishad, etc.) area,

• fix a time frame for next hearing in case additional information is required from

aggrieved persons and other agencies,

• Inform the complainant about the status of their case and the decision of GRC if

resolved.

The GRC will be constituted within a month before the implementation of activities under

subcomponent during the first year of investment starts. A Final format for monitoring of

grievances (received, type of grievances, grievances redressed, time required for resolving the

grievances, etc.) has been provided in Appendix 11.

Besides, a field level grievance redressal mechanism will be established to resolve

grievances/complaints received mainly during the implementation of project activities. It is

expected that majority of grievances will be related to the following:

• indirect impact of project activities on adjoining structure/building,

• project execution area not suitably barricaded, inadequate safety arrangements and

signage in the project area,

• closure to access/street roads,

• loss of business,

• non-availability of project information board,

• un-certainty regarding timeline for resuming the ferry operation, etc.

Majority of the site-specific grievances/complaints can be resolved by the site engineer through

the contractor as per the provisions of the contract. In case the damage to the structure/building

is caused due to the negligence of the contractor, then the contractor will be responsible for

reinstating/ repairing the damaged structure/building otherwise, it will be resolved as per the

provisions of the RPF.

A field-level GRC comprising SDE/JE (designated as Site Engineer), Social Development

Expert, PMU and representative of Contractor shall be constituted for redressal of

grievances/complaints at the site itself. One employee of the Jetty will be assigned to register

the grievances and he/she will be responsible for the daily work of the GRC at the field level.

This person at field level will provide support to illiterate, physically challenged and other

vulnerable PAPs to record their grievances. At the field level GRC will comprise at least one

women member from the local area or among the PAP and also one women member from the

crew members or the jetty workers, if available. The Committee will meet twice a week at the

project site office at a fixed time so that aggrieved persons from surrounding areas can

approach and lodge their complaints. A compliant box shall be placed at the project site for the

collection of complaints/grievances. Wide publicity of GRM (at field level and PMU level) shall

be made in the surrounding areas by adopting suitable publicity methods.



Grievances/complaints not resolved at the site shall be escalated to the PMU level for

redressal.

7.6 ESMF Budget

The estimated budget for subproject preparation, proposed capacity building activities and

training is presented in the Table 7-4.The cost of implementing of the environmental and social

management measures in the subprojects will be integrated with the subproject costs, and is

not reflected in the Table 7-4.

In addition, the ESMF Budget will also include provision for GRM management and

Stakeholder consultations. This will comprise of the costs for the communication systems

(email, phone, etc.), holding grievance meetings, etc. An estimated cost of about INR 350,000

(US$ 5,000) per month is envisaged (i.e. for project cycle period of 60 months would be US$

300,000). This will be inclusive of costs needed for the implementation of the RPF. Government

of West Bengal will provide the necessary funding for these activities with assistance from the

counterpart funding.

Table 7-4: Estimated Budget

Sl.

No. Description Amount (US$)

Amount

(INR Million)

1 Subproject preparation – Conducting / Preparing ESIAs / ESMPs 100,000 7.00

2 Monitoring and reporting 50,000 3.50

3 Training & Capacity building 100,000 7.00

4. GRM Management and stakeholder consultations (for project cycle

period of 5 years) 300,000 21.00

Total 550,000 38.50

7.7 Conclusions

The implementation of the much needed West Bengal Inland Water Transport, Logistics and

Spatial Development (WBIWTLSD) project will be a major breakthrough:

1. The operating waterways transport network will be improved for better performance at all

levels through the significant investments made.

2. As per the country regulations, no specific clearances are required as per EIA and CRZ

regulations.

3. Under the Water Act and Air Act, the Consent to establish (CTE) and Consent To Operate

(CTO) will be required for individual activities.

4. As per NGT directive, KoPT will have to review the project and approve the same.

5. All E & S impacts are manageable with appropriate mitigation and monitoring measures

6. No major irreversible potential impacts are seen during any stages (Design, Construction

and operational) of the project

7. The respective subproject ESIAs / ESMPs will identify the specific impacts for detailed

analysis and will lead to formulating required mitigation purpose.

8. Institutional strengthening are being planned and will be implemented different

components of the project. These will include E & S considerations as required.


APPENDIXES (List below) Page 85

APPENDIXES (List below)

Appendix 1: MOEF & CC Standards (Air, Noise, Water and Soil Standards)

AIR QUALITY STANDARDS, GoI





NOISE QUALITY STANDARDS



INLAND WATER - SURFACE WATER QUALITY STANDARDS

Tolerance and Classification

As per ISI-IS: 2296-1982, the tolerance limits of parameters are specified as per classified use

of water (Table: 1,2,3,4,5 below) depending on various uses of water. The following

classifications have been adopted in India.

Class of Water

Classification Type of use

Class A Drinking water source without conventional treatment but after disinfection

Class B Outdoor bathing

Class C Drinking water source with conventional treatment followed by disinfection.

Class D Fish culture and wild life propagation

Class E Irrigation, industrial cooling or controlled waste disposal

TOLERANCE LIMITS

TABLE-1: TOLERANCE LIMITS FOR INLAND SURFACE WATERS, CLASS – A

S. No. Characteristic Tolerance

(1) (2) (3)

(i) pH 6.5 to 8.5

(ii) Dissolved Oxygen, mg/l, 6.0

(iii) Bio-chemical Oxygen Demand 2.0

(iv) Total Coliform Organisms, MPN/100 ml, Max 50

(v) Colour, Hazen units, Max 10

(vi) Odour unobjectionable

(vii) Taste Agreeable taste

(viii) Total Dissolved Solids, mg/l, Max 500

(ix) Total Hardness (as CaCO3), mg/l ,Max 300

(x) Calcium Hardness (as CaCO3), mg/l, Max 200

(xi) Magnesium (as CaCO3), mg/1,Max 100

(xii) Copper (as Cu), mg/l, Max 1.5

(xiii) Iron (as Fe), mg/l,Max 0.3

(xiv) Manganese (as Mn), mg/1,Max 0.5

(xv) Chlorides (as Cl), mg/l,Max 250

(xvi) Sulphate (as SO4), mg/l ,Max 400

(xvii) Nitrates (as NO2), mg/1,Max 20

(xviii) Fluorides (as F,) mg/l,Max 1.5

(xix) Phenolic compounds(as C6H5OH), mg/l,Max 0.002

(xx) Mercury (as Hg), mg/l ,Max 0.001

(xxi) Cadmium (as Cd), mg/1,Max 0.01

(xxii) Selenium (as Se), mg/l ,Max 0.01

(xxiii) Arsenic (as As), mg/1,Max 0.05

(xxiv) Cyanides (as CN), mg/l, Max 0.05

(xxv) Lead (as Pb), mg/l, Max 0.1

(xxvi) Zinc (as Zn), mg/l, Max 15

(xxvii) Chromium (asCr6+ ), mg/l,Max 0.05

(xxviii) Anionic detergents, (as MBAS), mg/l ,Max . 0.2

(xxix) Poly-nuclear aromatic hydrocarbons (PAH), 0.2

(xxx) Mineral oil, mg/l ,Max 0.01

(xxxi) Barium (as Ba), mg/l ,Max 1.0

(xxxii) Silver (as Ag), mg/l Max 0.05

(xxxiii) Pesticides Absent

(xxxiv) Alpha emitters, μc/ml, Max 10-9

(xxxv) Beta emitters, μc/ml, Max 10-8



TABLE- 2: TOLERANCE LIMITS FOR INLAND SURFACE WATERS, CLASS – B

S. No Characteristic Tolerance Limit

(1) (2) (3)

(i) pH Value 6.5 to 8.5

(ii) Dissolved Oxygen, mg/1,Max 5.0

(iii) Biochemical Oxygen Demand (5 days at 20 °C), Max 3.0

(iv) Total Coliform Organisms, MPN/100 ml, Max 500

(v) Fluorides (as F)<mg/l, Max 1.5

(vi) Colour, Hazen units, Max 300

(vii) Cyanides (as CN), mg/l, Max 0.05

(viii) Arsenic (as As), mg/l, Max 0.2

(ix) Phenolic Compounds (as C6H5OH) mg/l, Max 0.005

(x) Chromium (as Cr6+), mg/l, Max 1.0

(xi) Anionic detergents (as MBAS), mg/l, Max 1.0

(xii) Alpha emitters, μc/ml, Max 10-8

TABLE - 3: TOLERANCE LIMITS FOR INLAND SURFACE WATERS, CLASS – C

S.No. Characteristic Tolerance Limit

(1) (2) (3)

(i) pH Value 6.5 to 8.5

(ii) Dissolved Oxygen, mg/l Minimum 4.0

(iii) Biochemical Oxygen Demand 3.0

(iv) Total coliform organisms, MPN/100 ml, Max 5000

(v) Colour, Hazen units, Max 300

(vi) Fluorides (as F), mg/l ,Max 1.5

(vii) Cadmium (as Cd), mg/l, Max 0.01

(viii) Chlorides (as Cl), mg/l, Max 600

(ix) Chromium (as Cr6+), mg/l, Max 0.05

(x) Cyanides (as CN), mg/l, Max 0.05

(xi) Total Dissolved Solids, mg/l, Max 1500

(xii) Selenium (as Se), mg/l, Max 0.05

(xiii) Sulphates (as SO4), mg/l, Max 400

(xiv) Lead (as Pb), mg/l, Max 0.1

(xv) Copper (as Cu),mg/l,Max 1.5

(xvi) Arsenic (as As), mg/l, Max 0.2

(xvii) Iron (as Fe), mg/l, Max 50

(xviii) Phenolic compounds (as C6H5OH), mg/l, Max 0.005

(xix) Zinc (as Zn), mg/l, Max 15

(xx) Insecticides, mg/l, Max Absent

(xxi) Anionic detergents (as MBAS), mg/l, Max 1.0

(xxii) Oils and grease, mg/l, Max 0.1

(xxiii) Nitrates (as NO3), mg/1,Max 50

(xxiv) Alpha emititers, μc/mg, Max 10-9

(xxv) Beta emitters, μc/ml, Max 10-8

TABLE- 4: TEOLERANCE LIMITS FOR INLAND SURFACE WATERS, CALSS – D


(1) (2) (3)

(i) pH value 6.5 to 8.5

(ii) Dissolved Oxygen, mg/l, Min. 4.0

(iii) Free Ammonia (as N), mg/l, Max. 1.2

(iv) Electrical Conductance at 25 °C, μS, Max 1000

(v) Free Carbon Dioxide (as C02),mg/1, Max 6.0

(vi) Oils and Grease, mg/l, Max 0.1

(vii) Alpha emitters, μc/ml, Max 10-9

(viii) Beta emitters, μc/ml, Max 10-8



TABLE- 5: TOLERANCE LIMITS FOR INLAND SURFACE WATERS, CLASS – E


(1) (2) (3)

(i) pH value 6.0 to 8.5

(ii) Electrical Conductance at 25°C, μS, Max 2250

(iii) Sodium Adsorption Ratio, Max 26

(iv) Boron (as B), mg/l, Max 2.0

(v) Total Dissolved Solids, (inorganic), mg/l, Max 2100

(vi) Sulphates (as SO4), mg/l, Max 1000

(vii) Chlorides (as Cl), Mg/l, Max 600

(viii) Sodium Percentage, Max 60

(ix) Alpha emitters, μc/ml, Max 10-9

(x) Beta emitters, μc/ml, Max 10-8

SOIL QUALITY STANDARDS, GOI

STANDARD SOIL CLASSIFCATION

Sl.No Soil Tests Classification

1 pH

<4.50 extremely acidic 4.51 -5.00 very strongly acidic 5.01 – 5.50 Strongly acidic 5.51 – 6.00 moderately acidic 6.01 – 6.50 Slightly acidic 6.51 – 7.30 neutral 7.31 – 7.80 Slightly alkaline 7.81 – 8.50 moderately alkaline 8.51 – 9.00 Strongly alkaline 9.01 Very strongly alkaline

2 Salinity Electrical Conductivity

(mmhos/cm) (1 mmho/cm = 640 ppm)

Upto 100 average 101 – 200 harmful to germination 201 – 300 harmful to crops (Sensitive to salts)

3 Organic Carbon

Upto 0.2 : Very less 0.21 – 0.4 : less 0.41 – 0.5 : medium 0.51 – 0.8 : On an average sufficient 0.81 – 1.0 : Sufficient > 1.0 : More than sufficient

4 Nitrogen (kg/ha)

Upto 59 very less 51 – 100 less 101 – 150 good 151 – 300 better Above 300 sufficient

5 Phosphorus (kg/ha)

Upto 15 very less 16 – 30 less 31 – 50 medium 51 – 65 on an average sufficient 66 – 80 Sufficient Above 80 more than sufficient

6 Potassium (kg/ha)

0 – 120 very less 120 – 180 less 181 – 240 medium 241 – 300 average 301 – 360 better Above 360 more than sufficient

Source: Indian Council of Agricultural Research, New Delhi



Appendix 2: World Bank EHS Guidelines

The World Bank Groups Environmental, Health, and Safety (EHS) Guidelines are technical

reference documents with general and industry specific examples of Good International

Industry Practice. World Bank has a General EHS Guidelines document as well as Industry

specific EHS guidelines. The General EHS guidelines provide guidance to users on common

EHS issues potentially applicable to all industry sectors. The industry specific EHS guidelines

are designed to be used together with the General EHS Guidelines.

The EHS Guidelines contain the performance levels and measures that are generally

considered to be achievable in new facilities by existing technology at reasonable costs. The

applicability of the EHS Guidelines should be tailored to the hazards and risks established for

each project on the basis of the results of an environmental assessment. When host country

regulations differ from the levels and measures presented in the EHS Guidelines, projects are

expected to achieve whichever is more stringent.

General EHS Guidelines4

The General EHS Guidelines contain the following information:

1. Environmental

1.1 Air Emissions and Ambient Air Quality

1.2 Energy Conservation

1.3 Wastewater and Ambient Water Quality

1.4 Water Conservation

1.5 Hazardous Materials Management

1.6 Waste Management

1.7 Noise

1.8 Contaminated Land

2. Occupational Health and Safety

2.1 General Facility Design and Operation

2.2 Communication and Training

2.3 Physical Hazards

2.4 Chemical Hazards

2.5 Biological Hazards

2.6 Radiological Hazards

2.7 Personal Protective Equipment (PPE)

2.8 Special Hazard Environments

2.9 Monitoring

3. Community Health and Safety

3.1 Water Quality and Availability

3.2 Structural Safety of Project Infrastructure

3.3 Life and Fire Safety (L&FS)

3.4 Traffic Safety

3.5 Transport of Hazardous Materials

3.6 Disease Prevention

3.7 Emergency Preparedness and Response

4. Construction and Decommissioning

4.1 Environment

4.2 Occupational Health and Safety

4.3 Community Health and Safety

Industry Specific EHS Guidelines

The proposed development project is construction/redevelopment of jetties. As such, the EHS

Guidelines for Ports, Harbors, and Terminals5 are applicable to this project.

4 General: https://www.ifc.org/wps/wcm/connect/29f5137d-6e17-4660-b1f9-02bf561935e5/Final%2B-%2BGeneral%2BEHS%2BGuidelines.pdf?MOD=AJPERES&CVID=jOWim3p 5 Ports, Harbors and Terminals: https://www.ifc.org/wps/wcm/connect/ddfac751-6220-48e1-9f1b-465654445c18/20170201-FINAL_EHS+Guidelines+for+Ports+Harbors+and+Terminals.pdf?MOD=AJPERES&CVID=lD.CzO9








Appendix 3: Dolphins along Hooghly Waters

Gangetic dolphin (Platanista gangetica gangetica) and its population is confined to India

(Ganga-Brahmaputra basin), Nepal (Kernali) and Bangladesh (Meghna, Karafulu and Sangu

rivers). Recognizing the ecological role of the species in river ecosystems and its need for

protection, the Gangetic dolphin was listed in the Schedule 1 of the Wild Life Protection Act,

1972 and designated as the National Aquatic Animal 2009. The project being on the Hooghly

River, the presence of the Gangetic dolphin in the project stretch was examined. While there

have been rare sightings, the project’s river stretches are not a part of their habitat. The team

reviewed several studies on the dolphins and also took into consideration feedback from local

fishermen in their investigation of the occurrences of dolphins in the project area. Rare

sightings of the dolphins in the Hooghly river due to their stray movement have been recorded

in the project stretch.

In 20196, the WWF India conducted a study on the dolphins in the Ganga river and its

distributaries including the Hooghly river. The study was conducted by observing and counting

dolphins from the riverbank at specific locations along the Hooghly river before the monsoon

season. The locations were chosen based on three factors - the depth of the water, whether

it is a relatively quiet spot, and the character of the river at that point, preference being given

to confluences or meandering waters. The study showed that the high dolphin occurrences

occur in areas like Gazipur-Sitabdiara with 440 sightings which is not in West Bengal. The

occurrences along the 130 km stretch of the WBILSD project, is about 21 with sighting per km

of 0.19.

These incidents typically happen as result of Dolphins getting trapped in fishing nets, getting

stranded in canals with vegetation as well as very rare or occasional deaths due to vessel

collisions (Times of India, Nov.16,2019 ; Mitra, S. & M.R. Chowdhury (2018) . According to

Ravindra Kumar Sinha, Patna University and recipient of a Padma Shri for his work on the

conservation of Gangetic dolphins, dolphins prefer deep water with adjoining shallow water.

They live in a zone where there is little or no current that helps them save energy. If they sense

danger, they can go into the deep waters," The dolphins swim from the no-current zone to the

edges to hunt for fish and return.

Freshwater dolphins and their natural habitats are under threat mainly because of the large-

scale discharge of municipal wastes, siltation and the countless brick kilns that have sprung

up along the riverbanks. Brick kilns discharge hot water while civic waste pollutes the water

and alters its character. The unfavorable conditions are mainly due to increase in salinity levels

and sedimentation due to reduced discharges from upstream barrages siltation reduces the

depth of the river. Too much vessel movement - mechanized boats or trawlers - drive away

aquatic animals. Given that the project sites are characterized by shallow highly disturbed, and

polluted water, occurrences of dolphin are rare as supported by rare sighting. Further experts

in the field indicated that the proximity of the river to saline environment could be one of the

factors for the rare occurrence of dolphins.

6 WII-GACMC-2019 Conserving Gangetic Dolphin SMART Strategy Implementation and

Adaptation Management for the Ganga River. Ganga Aquatic Conservation Monitoring Center

(GACMC), Wildlife Institute of India , Dehra Den, Ultrakhand, India, Pp 62



Further, it must be noted that the vessel / jetty operations (Waterways) in the project area have

been an ongoing activity for several decades and are not known to have been a cause for

adverse impacts to the dolphins (Ref Stakeholder consultations). Proposed development will

also not involve activities that are likely to threaten the Dolphins. There is no research or

evidence to suggest that vessel / jetty operation per se are the cause of impacts on Dolphins.

However, it could contribute to the overall pressure on the river ecosystems. Though unlikely,

the potential direct impacts due to vessel / jetty operation include disturbance, injury and death.

Relevant mitigation measures suggested to avoid/minimize unanticipated impacts on the

dolphins in Table 6.1. It is also underscored that more information should be gathered and

analyzed on availability of dolphins in project areas in future preparation of ESIAs and

appropriate ESMP is prepared to protect damages on Gigantic dolphins from project activities.



Appendix 4: List of Jetties under First Year Investment

A total of 30 Ghat/Jetty locations have been identified for proposed development activities

under the First Year of Investments. The Ghats are spread along the Hooghly River on either

sides of the river (i.e. the Kolkata side and Howrah side of the river). The list of Ghats/Jetties

under the First Year investment is as provided below:

List of Jetties under First Year of Investment

Kolkata Side

1. RashmoniGhat

2. Halisahar

3. Naihati

4. Debitala

5. Manirampur

6. Barrackpore/ Dhobighat

7. Titagarh

8. Khardah

9. Panihati

10. Kashipur

11. RatanBabu

12. Barahnagar

13. Shovabazar

14. Ahiritala

15. Armenian Ghat

16. Chandpal –I

17. Chandpal – II

18. Outram Jetty

19. Noorpur

Howrah Side

1. Bansberia

2. Chinsura

3. Gourhati

4. Sheoraphuli

5. Shrirampur

6. Konnagar

7. Howrah – I

8. Howrah – II

9. Howrah – III

10. Fulleswar

11. Gadiara



Appendix 5: Existing List of Vessels in Project Area

S. No. Vessel Name Year

Built Operated By

Fuel

Type

Capacity of

Vessel Avg. Consumption/Hr Yr. of Commissioning

1. M.V.Sindhusaras 1990 W.B.S.T.C. HSD 384 Pax 11-12 ltr. 1990

2. M.V.Sagori 1990 W.B.S.T.C. HSD 384 Pax 11-12 ltr. 1990

3. M.V.Bidisha 1991 W.B.S.T.C. HSD 384 Pax 11-12 ltr. 1991

4. M.V.Madri 1991 W.B.S.T.C. HSD 384 Pax 11-12 ltr. 1991

5. M.V.Kajoli 1991 W.B.S.T.C. HSD 384 Pax 11-12 ltr. 1991

6. M.V.Tatini 1990 W.B.S.T.C. HSD 384 Pax 11-12 ltr. 1990

7. M.V.Kasturi 1991 W.B.S.T.C. HSD 384 Pax 11-12 ltr. 1991

8. M.V.Kinnori 1991 W.B.S.T.C. HSD 384 Pax 11-12 ltr. 1991

9. M.V.Batasi 1996 W.B.S.T.C. HSD 400 Pax 12-13 ltr. 1996

10. M.V.Ahalya 1996 Vivada Inland

Waterways HSD 400 Pax 12-13 ltr. 1996

11. M.V.Sarojini 1996 W.B.S.T.C. HSD 400 Pax 12-13 ltr. 1996

12. M.V.Uttami 1996 W.B.S.T.C. HSD 400 Pax 12-13 ltr. 1996

13. M.V.Gitanjali 2013 W.B.S.T.C. HSD 250 Pax 11-12 ltr. 2013

14. M.V.Hemlata 2013 W.B.S.T.C. HSD 250 Pax 12-13 ltr. 2013

15. M.V.Nataraj 2013 W.B.S.T.C. HSD 250 Pax 11-12 ltr. 2013

16. M.V.Meghbristi 2017 W.B.S.T.C. HSD 250 Pax 10-11 ltr. 2017

17. M.V.Motijheel 2017 W.B.S.T.C. HSD 250 Pax 10-11 ltr. 2017

18. M.V.Sabujsree-II 2018 W.B.S.T.C. HSD 100 Pax 8-9 ltr. 2018

19. M.V.Sukanya-II 2018 W.B.S.T.C. HSD 100 Pax 8-9 ltr. 2018

20. M.V.Mahes 2018 W.B.S.T.C. HSD 100 Pax 8-9 ltr. 2018

21. M.V.Chandeswari 2018 W.B.S.T.C. HSD 100 Pax 10-11 ltr. 2018

22. M.V.Sasthasathi 2019 W.B.S.T.C. HSD 200 Pax 9-10 ltr. 2019

23. M.V.Ichchasakti 2019 W.B.S.T.C. HSD 200 Pax 9-10 ltr. 2019

24. M.V.Ichamati-I 2019 W.B.S.T.C. HSD 200 Pax 9-10 ltr. 2019

25. M.V.Mati 2019 W.B.S.T.C. HSD 200 Pax 9-10 ltr. 2019

26. M.V.Sikshasree 2018 W.B.S.T.C. HSD 400 Pax 15-16 ltr. 2018



S. No. Vessel Name Year

Built Operated By

Fuel

Type

Capacity of

Vessel Avg. Consumption/Hr Yr. of Commissioning

27. M.V.Sristi 2016 H.D.A. HSD 150 Pax 5-6 ltr. 2016

28. M.V.Kristi 2016 H.D.A. HSD 150 Pax 5-6 ltr. 2016

29. M.V.Bristi 2016 Haroa Municipality HSD 150 Pax 5-6 ltr. 2016

30. M.V.Nibedita 2018 H.D.A. HSD 100 Pax 8-9 ltr. 2018

31. M.V.Kalyanswari 2018 A.D.M. ZP

PurbaMedinipur HSD 100 Pax 10-11 ltr. 2018

Vessel Features

S. No. Items Specific Details Quantities

1 Life Saving Accessories (LSA) i) Life Buoy

ii) Life Jacket

iii) Life Line

All above LSA is provided for Each Vessel

i) One Buoy for every eight persons

ii) 10 % number of passengers

iii) 50 metre. 16mm Poly Propline Rope for each

vessel

2 Fire Fighting Accessories (FFA) i) Fire Extinguisher’s

ii) Mechanical Foam.

iii) 5 kg D.C.P

i) Nine numbers

ii) Two numbers

iii) 2 numbers

3 Waste Disposal 1) Burnt Engine Oil

2) Night Soil- Directly to the river

Burnt engine oil collected at the time of Engine oil

change in barrels and disposed off through Auction

4 Engine Exhaust 1) Old vessels have exhaust open to sky

2) New vessels have wetted exhaust system

The engine exhaust here disposed of after mixing

with the engine cooling water



Appendix 6: Environmental & Social Screening Form for Jetty Locations

Jetty Location: (District Name, Kolkata/Howrah side)

Responsible Organization:

Type of Activity:

Regulatory Clearances:

MoEF&CC/SEIAA Environmental Clearance

Forest and Wild Life Clearance

Existing Site Features

Technical Features

Jetty Timings

No. of Pontoons

Length of Gangway

Length of Link

Estimated Passengers/day

Presence of Concrete Structures

Environmental Features

Air quality (any pollution issues)

Water quality (any pollution issues)

Sewage discharge, if any

Noise level (any anticipated issues)

Solid Waste

Land Contamination, Oil Spillages/Leakages at Jetty, if any

Presence of Natural Vegetation/ trees

Increased soil erosion and/or sedimentation?

Social Features:

Temples/Mosques/Places of Worship, if any

Fishing Activities, if any

Record of Past Community Accidents, if any

Toilet Facilities (Operational?)

Drinking Water Facility

Specific community issues, if any

Screening Done By

Name:

Designation:

Signature:

Date:

Name:

Designation:

Signature:

Date:



Appendix 7: Social Screening Format

West Bengal Inland Water Transport, Logistics and Spatial Development

General Information:

• Name of: location: ………………………………………; Urban/Rural

Area:………..…………....…….; Ward No: …………………………………………………;

District………………….….…….

1. Does the project activity require additional land area? Yes – 1; No – 2

2. If response in above question is yes, then fill information against sl. no. 3, 4 & 5 (as applicable),

otherwise skip to sl. no. 6..

Details Unit Quantity Classification/

Category of land Present Usage

of land

3. Private land required

Acres

a. No. of land owners affected Number

b. Persons whose livelihood is primarily dependent on land likely to be acquired/required

Number

c. BPL Families (among a+b) Number

d. Total Vulnerable Families (including BPL) (among a+b)

Number

4. Government Land Acres

a. Non-Titleholders – Encroachers Families Number

b. Non-Titleholders – Squatters Families Number

c. Various other users of this Govt. Land; Families Number

d. People losing livelihoods/ access due to loss of Govt. Lands project; Families

Number

5. Tribal Families affected Number

6. Residential structures/buildings affected due to project activities:

Details Unit Quantity

a. Total Affected Families Number

b. Title Holders Number

c. Non-Titleholders – Encroachers Number

d. Non-Titleholders – Squatters Number

e. BPL Families losing Dwellings Number

f. Total vulnerable families (including BPL) Number

g. Total Tribal Families Number

7. Commercial units affected due to project activities:

Details Unit Quantity

a. Total Affected Families Number

b. Title Holders Number

c. Non-Titleholders – Encroachers Number

d. Non-Titleholders – Squatters Number

f. BPL Families losing Commercial Properties Number

g. Total vulnerable families (including BPL) Number

h. Total Tribal Families Number

i. Vendors affected Number

j. Petty shop keepers & Kiosk affected Number

8. Common Property Resources Affected: (Please give each type by number)



Description Unit Quantity

Religious structure (specify) Number

Well Number

Hand pump Number

Number

Number

9. Summary:

S No Items Results

1 Total no of Families affected due to proposed project activity (Single or multiple impacts)

2 Total no of BPL Families affected due to proposed project activity (Single or multiple impacts)

3 Total no of vulnerable Families affected (including BPL) due to proposed project activity (Single or multiple impacts)

4 Total no of Tribal Families affected (including BPL) due to proposed project activity (Single or multiple impacts)

5 Total number of Community Property Resources affected

10. Result/ Outcome of Social Screening Exercise

Output Outcome

If the number of affected due to scheme/ subproject implementation is less than equal to 200 persons (all impacts combined together – land, structure, other assets, livelihood, etc.)

Abbreviated Resettlement Action Plan (ARAP) required

If the number of affected due to scheme/ subproject implementation is more than 200 persons (all impacts combined together – land, structure, other assets, livelihood, etc.)

Resettlement Action Plan (RAP) required

If only govt. land, forest land, other department land is impacted and the number of affected persons is nil (all impacts combined together – land, structure, other assets, livelihood, etc.)

ARAP/RAP not required

11. Additional information to be collected about the site:

Sl. No. Previous usage of site Response

1 Whether the present site or part of present site ever used for any of the following purposes? Tick in response column whichever is applicable

Worshipping sacred trees/ sacred grooves

Burial place

Grazing cattle/ goats

Other small shrines

Other prayers, rituals, annual or seasonal festivals/ rituals

Habitation place of community Gods/ ancestors/ or any other good or bad supernatural forces

Place of offering (animal sacrifice)

Other purposes (e.g. sports, cattle racing, etc)

Sensitive social/ cultural/ historical folk tales or oral history of the site (which may later on influence the project)

Open defecation

2 No specific usage/ plain ground/ agricultural



Appendix 8: Generic ToR for Conducting the ESIA

The project will require comprehensive Environmental and Social Impact assessment with a

team of qualified experts. All World Bank projects require WB clearance based on detailed

Environmental and Social Impact Assessment of Category A and B projects. This study should

typically include the following

Sl

No

Studies or activities to be

carried out for the project Contents and project specific details

1 Environmental screening and

scoping

• GOI Categorisation of Project in to A, B or C.

• Categorisation of the project based on World Bank requirement’s

• This study will the foundation for the Extend of Detailed follow up studies

2 Social screening and Scoping • This will ensure the estimate of level of Social impacts and land acquisition

• This study will the foundation for the Extend of Detailed follow up studies

3 Preparation of Environmental

and Social management

Frame work (ESMF)

Environmental Management Framework sets out the principles, policies,

guidelines and procedures to address the environmental issues that arise from

overall project activities. It also contains measures and strategies to integrate

environmental and social issues during the planning, design and implementation

of the project. The consultant shall prepare the EMF for all the project activities

and investment subprojects, which are not sufficiently defined during project

preparation period. The framework shall clearly define the policies and

procedures to address the environmental regulations of GoI, GoWB and

safeguard policies of The World Bank.

4 Preparation of Resettlement

Policy Frame work (RPF)

This will capture all potential social Impacts and the required Land for the project.

The framework shall clearly define the policies and procedures to address the

SIA and Land acquisition based on the law of the country and polices of the

World Bank

5 Stakeholder mapping and

engagement

Extensive stakeholder consultation is necessary at all levels. A formal

Stakeholder work shop needs to be arranged inviting all stakeholder

representatives.

6 Environmental and Social

Impact Assessment (ESIA)

WB and GOI requirement. This will ensure all impact identification and

formulation of mitigation measures , Analysis of alternatives

7 Environmental and Social

Management plan (ESMP)

A very detailed ESMP will address all impacts to manage to acceptable levels.

8 Resettlement Action Plan

(RAP)

A resettlement Action plan will be required to mitigate and compensate all the

Impacts. As a part of this an Entitlement frame work is also prepared prior to

disclosure to the public.

9 Technical base studies This project will require all Engineering studies like Feasibility and Detailed

Project Report

Public Consultations and Disclosure

Consultations and discussions with stakeholders will begin during the scoping stage, will

continue during the baseline data assessment, as well as when flow of each required

instrument are available as provided above.

Consultations should include a mixture of formal workshop events targeting local and state-

level stakeholders, smaller community meetings and focus group discussions, and individual

interviews/meetings as deemed necessary to ensure all stakeholders are given the opportunity

for meaningful consultations on the Project and its environmental and social impacts and

aspects.



Support Obtaining Mandatory Statutory Clearances for the Project

The consultant shall obtain all mandatory statutory clearances, prior to completion of their

assignment. The lists of some among them are as follows;

• To obtain consent to establish: CTE for establishment of terminals from SPCBA (State

Pollution Control Board, West Bengal).

• Removal of undesirable trees from the pre-identified ghats/landing points.

• Diversion of forest land if required for any subprojects.

• Wildlife clearance; if any subproject location exists in close proximity of the notified

protected areas (national parks, wildlife sanctuary etc.) under the Wildlife protection Act,

1972.

In addition of above, the consultant will also provide a list of other non-mandatory clearances

or issues related to project implementation.

Executive Summary of ESMF, RPF, ESIA & ESMP and SIA & RAP

The consultant shall develop an Executive Summary to provide an overview of the entire

Project, typologies of investments and summary descriptions of all known/fully identified

investment subprojects and summary of all safeguard instruments of the project including

ESIA-ESMP, ESMF along with social safeguard instruments (SIA, SMP, RAP, labor influx etc.)

including a summary of stakeholder consultation and disclosure carried out in preparation of

each subproject location. The goal of the Executive Summary is to provide an overview of the

environmental and social studies carried out in preparation of the Project, in a non-technical

style and format which is accessible and understandable to the general public and project

stakeholders. The Summary document shall also be translated into relevant local language(s),

and both English and local language versions shall be consulted upon and publicly disclosed.

Which shall be separately prepared based on environment and Social Impact Assessment of

the project.



Appendix 9: Stakeholder Consultation Workshop

A Report on Stakeholder Consultative Work Shop for West Bengal Transport and

Logistics Improvement Project

Project: West Bengal Transport and Logistics Improvement Project with World Bank Loan

assistance.

Date of workshop – October 31, 2019

Time: 10.30 to 1.30pm

Venue of Workshop- Conference Hall, PMU’s office at Paribahan Bhaban – II (CSTC Complex – Ground Floor), Kolkata, West Bengal

As per the guidelines of the World Bank a Stakeholder’s consultation and disclosure meeting

was held at the Conference Hall, PMU’s office at Paribahan Bhaban – II (CSTC Complex –

Ground Floor), Kolkata, West Bengal on October 31, 2019. Before the meeting the PMU has

invited all the primary and secondary stakeholders’ at least seven days before the meeting.

The invitation Letter is enclosed.

Introduction and Welcome Speech by Project Director (PD)

The workshop was chaired by the Project Director (PD) Mr Amitabh Sengupta. Meeting started

with an opening welcome note by the Project Director, Mr. Amitabha Sengupta.

The Chairman welcomed all the attendees including representative of different Government

and quasi government departments, members of the civil society, vessels and ferry operators,

vessels, pontoons and gangway manufacture and representatives from various Jetties. In

addition from World Bank side the Environmental safe guard specialist Mr. Vaideeswaran and

Social safe guard specialist Mr. Neeraj Singh also attended the meeting as observers.

Presentation on the proposed Project by Project Director

Following which the PD has given a power point presentation on overall

background/introduction to the proposed development project. Subsequently the ESMF/ESIA

consultant has preceded with a presentation on the study findings up to this point and overall

assessment of the project development was discussed.

The Project Director narrated the necessity of the proposed project in context of the present

transport crisis and environment. The PD also presented the brief outline of the Multi-modular

Transport System for the near future. The presentation depicts a brief roadmap of the future

transport in the state of West Bengal. The PD in his presentation conclude that the proposed

First year project will improve cross-river passenger ferry infrastructure and services and

freight movement along the Hooghly River between Triveni to Nurpur. The project has been

proposed for financing by the World Bank as “West Bengal Transport and Logistics

Improvement Project”.

Environmental and Social management Framework

The Team Leader of the ESMF/ESIA consultant L&TIEL, Mr. CV Sundara Rajan, introduced

the team and initiated the Power point presentations.

The presentations were divided into following components:

• Overall Main Environmental/Social Impact Assessment – presented by Mr. Reji

Varghese, Environmental Engineer , L&TIEL

• Details of the Resettlement Policy Framework – presented by Mr. Suman Sarkar,

Social Expert L&TIEL



• Generic Environmental & Social Impact Management Mitigation Plan – presented by

Mr. CV Sundara Rajan, Team Leader , L&T IEL project team

• Presentations on Good and Bad/Poor Practices seen at the jetties – Mr. C V Sundara

Rajan, Team leader, Social and environmental Assessment

Introduction of Environmental and Social Management Framework (ESMF)

The Team Leader of the ESMF team had a brief description of the basis and requirements of

the Environmental and Social Management Framework and make path for the subsequent

presentation of the Environment and Social presentation. He has giver an abstract of who is

going to present what in the subsequent session of the workshop

Environment presentation

The Environmental Expert of the ESMF Team presented the Environmental Requirements of

the State, National and the safeguard policy of the World Bank.

Social and Resettlement Policy Framework (RFP)

The Social Expert made the presentation of the Social Impact Assessment and RPF. Social

Impact Assessment comprised: (i) Consultations with ferry users, (ii) Stakeholder Analysis, (iii)

Institutional Analysis; and (iv) Impact Assessment. A Resettlement Policy Framework (RPF)

has been prepared which will guide (i) for conducting Social Screening, (ii) Social Impact

Assessment (SIA) based on the outcome of social screening, and (iii) preparation of

Abbreviated Resettlement Action Plan (ARAP) or Resettlement Action Plan (RAP) depending

upon the magnitude of impacts. The participants were interested about the Entitlements of the

affected persons due to the project impact. As the First year project does not propose any

impacts on the land side thus there might be negligible resettlement and rehabilitation impact

explained by the Social Expert and supported by the PD.

Environmental impacts and mitigation

The most interactive session was the Environmental impacts and mitigation plan presented by

the ESMF Team Leader. The participants were more interested regarding the Oil spill

management, requirements of toilets, fitting of AODD device for river dolphin, etc.

Good practices

The Team Leader also presented the Good Practice followed by the jetties which include the

presence of Jaal Sathi, latest Gate system at some jetties, availability of Safety Jacket, etc.

Bad practices

The working hours of the Jaal Sathi and other contract staff, Safety issue of the Pontoon, oil

spillage, pressure on the pontoons during rush hours, spillage of the used tickets etc were

discussed.

Important Points discussed

1. Bally Ghat: will not be taken up under this proposed development. During the site

consultations locals mentioned that the Bally Bridge provides convenient access across

the river, as such having a jetty here would not provide added value. In addition, PD has

mentioned that from the environmental point of view, there is a banyan tree at the access

to the jetty location which is understood to be more than 100 years old. Also there is a

Temple at the location. Further, there is a Water Treatment Plant located just adjacent to

the ghat location. It would not be technically possible to construct the jetty at the present

ghat location. To construct the jetty here would need Land Acquisition as jetty would need



to be constructed at a new location. Considering the above factors, development of a jetty

at Bally Ghat is decided not to be taken up under this present scope.

2. CRZ Clearance:

An official from the Dept. of Environment, asked for clarity on the project location as the

presentation mentioned that proposed development falls beyond CRZ limits and CRZ

Clearance will not be applicable. It was mentioned that CRZ limits are up to the Diamond

Harbour area and as the proposed development is to be taken up beyond that point

(Noorpur onwards), the CRZ Notification would not apply.

3. Vessel Operation:

Concerns of grounding of vessels, oil spills were raised. Need for having an Oil Spill

Contingency Plan was suggested

In regards with disturbance to aquatic life in the waterways, it was suggested to have the

vessels fitted with a sound emitting device called “AODD”. This will help provide a warning

to the fishes as the boat/vessel approaches

4. Sewage issues: direct disposal into the water body

STP is too costly and not practical

Official from IWAI suggested use of a sewage storage tank on the vessel and a collection

tank at each terminal location; this is being practiced in Andaman & Nicobar Islands

5. Fuel Filling Station:

Has a diesel filling station near Chandpal Ghat

Suggestion for having floating filling stations

Filling stations should ensure to have provisions for oil spill recovery

6. Fresh Water Source at Jetties:

• Lack of fresh water source at most of the jetties was highlighted

Provisions need to be made for supply of fresh water to all jetty locations

Suggested that fresh water could be supplied through barges carrying the water

7. Pontoon Operations:

a. Need for barricading on the pontoon and gangway was discussed in detail

b. Few were not in favour of this as amongst one of the major adverse impacts could

be that small boats could use this as place to tie their boats

c. Also, need for having roof top over the gangway and link structure was discussed

d. The technical feasibility of this was discussed

e. It was mentioned that in most foreign countries roof top covering is provided on the

gangway and link structures

f. Also, an IWAI official mentioned that all such structures in Andaman & Nicobar

Islands have been provided with the roof top covering

8. Need for Bigger Vessels:

• An official from WBTC, enquired about feasibility of having bigger vessels with

capacity of 300-400 PAX. PD mentioned that this enquiry will be looked into.

9. Vessel Building:

• An official from a Ship Building Manufacturer mentioned that GoI is providing

incentives for building vessels over 24 m length.



• PD has requested that circular/guidelines in this regard be shared with the PMU

and this will be looked into.

10. Jetty limits and Terminal building

• In order to manage most of the issues a terminal building and Jetty limits were

discussed.

Closing remarks by Project director PD

After the presentation there was an open session of for discussion and information from the

participants pop up. It was learnt that the there is an incentive from the Central Government

for ships beyond 24 m in length, there is specification requirement of sun shade or rain shade

in the link way, there is a requirement of waiting hall, there should be more fuelling centres,

the Jaal Sathi working hours may be considered etc. The meeting ended with a vote of thanks

to all from the PD.

The Photographic record of the meeting



LIST OF ATTENDEES







List of other consultations

Consultations with Stakeholders

Sl.

No

Name of the

Office

Name of the

Official Designation

Date of

Visit Contract No Issues discussed

Response

on

proposed

project

1

West Bengal

Transport

Corporation

Mr. Rajat Bose Jt. Managing

Director

19-09-

19 8697733273

Safety norms, Oil Spill, Vessel Operation, Vessel

Emission, Waste Management, Vessel Design & capacity,

Passenger safety, No of vessel in operation, etc.

High Support

2

West Bengal

Transport

Corporation

Mr. Arup Dutta Chief Engineer

(Marine)

24-09-

19 9051617695

No of vessel Operation, Fuel efficiency, Disposal of

abandoned vessel, Passenger safety, Disposal of

emission in water, Design of vessel

-do-

3

Transport

Department,

West Bengal

Transport

Corporation

Mr. Biswajit

Dutta Commissioner

19-09-

19

9647657740/

9831035329

Existing grievances redressal mechanism. No established

grievance mechanism exists at present. It is dealt on a

case to case basis. Grievances received from CM's office

are attended on priority basis. Broadly,

complaints/grievances received from CM's office are

resolved in seven days. Occasionally complaints are

received from ferry users.

-do-

4 Kolkata Port

Trust

Capt.

Srivastava

Deputy Director -

1 (Marine)

25-09-

19

Construction on river side requires approval from Board of

Trustee of KoPT, KoPT looks after conservation of river

Hooghly and keeps it navigable, Regular Hydrological

survey is carried out on the entire river, and CRZ

clearance is not required for the stretch of river Hooghly

under the scope of the project.

-do-

5

Kolkata

Municipal

Corporation

Dr. Subhashis

Chatterjee

Director General,

Solid Waste

Management

20-09-

19 9836536419

Waste from vessel are collected at some ghats, Three

bins for waste disposal has been started, Green bin waste

is composted, Blue bin is waste recycle, public awareness

program is being organized

-do-



Consultations with Stakeholders

Sl.

No

Name of the

Office

Name of the

Official Designation

Date of

Visit Contract No Issues discussed

Response

on

proposed

project

6

Kolkata

Municipal

Corporation

Md. Salim

Ansari, Law

Department

Chief Municipal

Law Officer

20-09-

19

Land acquisition and resettlement and rehabilitation,

Rules not framed for land acquisition under RFCTLARR

Act 2013, Land required for projects purchased as per

Direct land purchase from land owners through mutual

consent, no provision of resettlement and rehabilitation in

direct land purchase system.

-do-

7

West Bengal

Pollution Control

Board

Mr. Sidaharta

Roy

Senior

Environment

Officer

24-09-

19 9432136744

Requirement CRZ clearance - Project area is beyond of

requirement of CRZ Clearance. This is not under CRZ

category. Requirement of clearance from Pollution Control

Board for the proposed project needs further verification,

Oil spill mitigation plan needs to be submitted at the time

of starting of the project activities.

-do-

8

West Bengal

Pollution Control

Board

Mr. Ujjal Kumar

Mukhopadhay Chief Scientist

25-09-

19

9830063508/ 033-

2335-2813, email:

[email protected]

Kolkata Port Trust is the final authority for any clearance

of construction on river front &operating vessels,

Permission is not required from PCB in this regard.

-do-



LETTER OF INVITATION





Appendix 10: Chance Find Procedure

Contracts for civil works shall incorporate procedures for dealing with situations in which buried

Cultural Property Resources (CPRs) are unexpectedly exposed.

Recognition of unknown CPRs– This is the most difficult aspect to cover, especially if the

contractor is not full-time accompanied by a specialist. Upon discovery of such material during

project implementation work, the following should be carried out:

• Immediately stop construction activities

• With the approval of the Resident Engineer delineate the discovered site area

• Secure the site to prevent any damage or loss of removable objects. In case of removable

antiquities or sensitive remains, a night guard should be present until the responsible

authority takes over

• Through the Resident Engineer, notify the responsible authorities, the Department of

Archaeology and local authorities within 24 hours

• Submit a brief Chance Find Report, within a specified time period, with date and time of

discovery, location of discovery, description of finding, estimated weight and dimension of

CPR and temporary protection implemented

• Responsible authorities would be in charge of protecting and preserving the site before

deciding on the proper procedures to be carried out

• An evaluation of finding will be performed by Department of Archaeology who may decide

to remove the CPR deemed to be of significance, further excavate within a specified

distance of the discovery point and conserve on-site, and/or extend/reduce the areas

demarcated by the contractor etc. This should ideally take place within about 7 days

• Construction work could resume only when permission is given from the Department of

Archaeology after the decision concerning the safeguard of the heritage is fully executed



Appendix 11: Final Format for Monitoring of Grievances

CONSOLIDATED STATEMENT ON GREIVANCE MANAGEMENT

Name of Activities

1 2 3 4 5 5 6 7 8 9 10 11

Sl.

No

.

Nam

e o

f

com

pla

inan

t

Ad

dre

ss

Ph

on

e/ M

ob

. &

emai

l

Dat

e o

f re

ceip

t

of

com

pla

int

(dd

/mm

/yyy

y)

Mo

de

of

com

pla

int

(exa

mp

le:

Co

mp

lain

t B

ox/

Ph

on

e/E

mai

l/

etc)

A

ckn

ow

led

gem

e

nt

of

com

pla

int(

dd

/m

m/y

yyy)

Cla

ssif

icat

ion

(Qu

ery,

Su

gg

esti

on

,

Co

mp

lain

t)

Su

mm

ary

of

com

pla

int

GR

C M

eeti

ng

con

ven

ed o

n

(dd

/mm

/yyy

y)

Fu

rth

er

info

rmat

ion

/

dat

a re

qu

ired

fo

r

reso

lvin

g

com

pla

ints

(Y

es/

No

) S

tatu

s

(Res

olv

ed/P

end

i

ng

)

Rem

arks

,

Co

nst

rain

ts in

reso

lvin

g

Res

olv

ed w

ith

in

stip

ula

ted

tim

e

(Yes

/No

)



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