PUBLIC WORKS DEPARTMENTGOVERNMENT OF KERALAINDIARP74KERALA STATE TRANSPORT PROJECTThe Highways ComponentRESETTLEMENT ACTION PLANOCTOBER 2001Louis Berger International, Inc.In joint venture with:I.Sheladia AssociatesConsulting Engineering Services (I) Ltd.Intercontinental Consultants & Technocrats Pvt. Ltd.FIllE COPY

Kerala State Transport Project Resettlement Action Plan The Highways ComponentTABLE OF CONTENTS0.1 Table of Contents0.2 List of Tables v0.3 - List of Annexes vii0.4 Acronyms x1.0 Project Description1.1 Project Purpose 1-11.2 Project Objective and the RAP 1-11.3 Project Description 1-11.3.1 The Kerala Roadside 1-11.4.2 Proiect Location 1-21.3.3 The Maintenance Component 1-21.3.4 Indigenous People's Development Plan 1-21.3.5 Selection of Project Roads 1-21.4 Definitions 1-41.4.1 Right of Way versus Available Corridor Width (Corridor of Impact) 1-41.4.2 Family 1-41.4.3 Urban versus Rural Areas 1-51.4.4 Cut-off Date An R 1-51.5 Methodology 1-51.6 Impact Minimising Efforts and Bypasses 1-51.7 Vulnerable Groups 1-61.8 Resettlement Policy 1-6 1.9 The Participatory Process 1-61.10 Land Acquisition And Resettlement 1-61.10.1 Land Requirement 1-6|1.10.2 Project Affected Persons (PAP) 1-71.10.3 Project affected Families (PAF) 1-71.10.4 Project Displaced Persons (PDP) 1-7.10.5_ Project Displaced Families (PF) 1-71.10.6 ResetementSites 1-71.11 Income Restoration 1-71.12 Commnon Propertv Resources 1-81.13 The KSTP and HIV/AIDS 1-81.14 Road Safety and Parking of Vehicles 1-81.15 Institutional Arrangements and Project Implementation 1-81.16 Consolidated Budget 1-91.17 Grievance Redress 1-91.18 Monitoring and Evaluation 1-91.19 Public Disclosure of the RAP 1-92.0 METHODOLOGY2.1 Introduction 2-12.2 The Verification Exercise 2-12.3 Surveys 2-12.3.1 Reconnaissance Level Screening 2-12.3.2 Census 2-22.3.3 Socio-Economic Baseline Survey 2-32.3.4 Data Computerisation and Analysis 2-32.3.5 Data Updating 2-32.4 Consultation Methods 2-32.5 Strip Maps and Land Schedules 2-32.6 Limitations 2-4Louis Berger International/Sheladia Associates/CES/ICT

Kerala State Transport Project Resettlement Action Plan The Highways Comnponent3.0 MINIMISING NEGATIVE SOCIAL IMPACTS3.1 Introduction 3-13.2 Options Considered for Minimising Negative Social Impacts 3-13.2.1 Design Considerations 3-13.2.2 Public Consultations 3-33.2.3 Aggrieved People's Representations 3-33.2.4 Analysis of Alternative and Bypass . 3-43.3 Results of Minimising Negative Impacts 3-43.3.1 The Boundary Wall as an Agent of Minimising Impacts 3-53.4 Minimising Resettlement 3-64.0 SOCIO-ECONOMIC PROFILE OF THE PROJECT AREA4.1 Introduction 4-14.2 Geography 4-14.3 Demographic Features: Distribution, Density and Growth 4-14.4 Occupation Paterns 4-34.5 Literacy and Education 4-44.6 Urbanisation Trend 4-44.7 Social Organisation 4-54.8 Socio-Economic Profile 4-54.8.1 Economy 4-54.8.1.1 Agriculture 4-54.8.1.2 Fisheries 4-64.8.1.3 Forestry 4-64.8.1.4 Industry 4-64.8.1.5 Minerals 4-64.8.1.6 Tourism 4-64.8.2 Migration/Emigration as a Dominant Component of the Economy 4-64.8.2.1 The Gulf Emigrants in Kerala's Economy 4-74.8.3 Public Services and Socio-Economic Conditions 4-84.8.3.1 Health Care 4-84.9 Findings of the Census and Socio-Economic Survey Results 4-94.9.1 Demographic Profile: Affected Population 4-94.9.1.1 Population Distribution by Ae and Sex 4-104.9.2 Family Economy / Resource Base 4-104.9.2.1 Occupation Pattern 4-114.9.2.2 Emigration/Migration of Earning Members 4-114.9.3 Literacy and Education Status 4-124.9.4 Socio-Economic Profile of the Project Roads 4-124.9.4.1 Social Group Indicators 4-134.9.4.2 Domestic Water Supply 4-134.9.4.3 Structures with Electricity Connection 4-144.9.4.4 Construction Material of Structures 4-145.0 Poverty Analysis5.1 State Income (Net State Domestic Product) 5-15.2 Economic Development versus Social Development 5-15.3 Poverty Level 5-15.4 Poverty Line 5-25.4 Likely Impact of the Project on Poverty Reduction 5-55.4.1 People's Perception on the Impact on Poverty Reduction 5-66.0 The Highway Improvement and the Impacts of STDIHIVIAIDS6.1 Introduction 6-16.2 HIV/AIDS in India 6-16.3 The Kerala Scene 6-16.4 Action Plan: What Needs to be Done 6-3Louis Berger Tnternational/Sheladia Associates/CES/ICT - ii -

Kerala State Transport Project Resettlement Action Plan The Highways Component7.0 The Vulnerable Groups7.1 Introduction 7-17.2 'Below Poverty Line" (BPL) 7-17.3 Scheduled Castes and Scheduled Tribes 7-17.3.1 The Tribal Peoples 7-17.4 Women Headed Families 7-27.5 Social Characteristics of the Vulnerable Groups On The Project 7-3Roads7.6 Squatters 7-47.6.1 The Status of Encroachers and Squatters within the Public ROW 7-57,6.2 The Laws on Encroachers and Squatters 7-57.6.2.1 Indian Laws 7-57.6.2.2 State Law 7-67.6.3 Mitigating the Squatters and Vulnerable Encroachers 7-77.7 Mitigating Other Vulnerable Groups 7-78.0 Road Safety Issues8.1 Introduction 8-18.2 Analysis of Accident Data 8-28.3 Design Parameters for the Road Safety Improvements 8-38.4 Behaviour Pattern Associated with Driving 8-48.5 Action Plan to Address the Problems of Road Safety 8-58.5.1 The Government of Kerala 8-58.5.2 The PWD 8-58.5.3 Driver Education 8-78.5.4 The Police 8-78.5.5 The Transport Department 8-88.5.6 Traffic Courts 8-88.5.7 Highway Code Publication and Publicity 8-88.6 The Project Action Plan 8-99.0 RESETTLEMENT POLICIES AND LEGAL FRAMEWORK9.1 Introduction 9-19.2 Policies and Legal Framework 9-19.2.1 The World Bank Policy 9-19.2.2 The Indian Legal Framework 9-19.3 The Resettlement Policy 9-29.3.1 Definitions 9-29.3.2 Entitlement Policies for Each Category of Impact 9-39.3.3 Method of Valuation of Losses 9-39.4 Measures to Avoid Litigation 9-39.5 Summary of the Entitlement Matrix 9-410.0 CONSULTATION AND PARTICIPATION10.1 Introduction 10-110.2 Levels of Consultation 10-110.2.1 Scoping Workshops 10-110.2.2 Methodology for Selection of Locations for Scoping Workshops 10-110.2.3 Other Consultations 10-310.3 Key Findings of Local Level Consultations 10-310.4 Focus Group Discussion 10-310.5 Suggested Future Consultations 10-911.0 LAND ACQUISITION AND ASSETS AFFECTED11.1 Introduction 11-111.2 Assets Affected 11-1Louis Berger International/Sheladia Associates/CES/ICT

Kerala State Transport Project Resettlement Action Plan The Highways Component11.3 The Extent of Land Take 11_-211.3.1 PAFs Due to Land Take 11-211.3.2 PDFs Due to Land Take 11-311.3.3 Government Land 11411.3.4 Borrow Areas 11-411.4 Loss of 'Other' Affected Private Assets 11-411.5 Loss of Common Property Resources 11-511.6 The Land Acquisition Process 11-611.6.1 Case Studies on Land Acquisition by the Kerala PWD 11-612.0 RESETTLEMENT SITES12.1 Introduction 12-112.2 Lost Area of Displaced Families12-112.3 Eligible Families for Resettlement 12-213.0 INCOME RESTORATION13.1 Introduction 13-113.2 Livelihood of the Affected Families 13-113.3 Activities Proposed by the PAPs 13-213.4 Families Eligible for Income Restoration 13-213.5 Available Government Schemes 13-313.6 Income Restoration Plan 13-314.0 ORGANISATIONAL STRUCTURE14.1 Introduction 14-114.2 Staffing Requirement 14-114.2.1 Central Level Arrangement 14-114.2.2 District Level Arrangement 14-214.2.3 Project Level Arrangement 14-214.3 Training of PWD Officials and NGOs 14-314.4 Roles and Responsibilities of the R&R Cell Down the Line 14-515.0 IMPLEMENTATION SCHEDULE 15-115.1 Introduction 15-115.2 The Implementation Procedure 15-115.3 The Basis of Implementation 15-115.4 General Activities 15-215.5 Land Acquisition 15-215.6 Resettlement 15-315.7 Rehabilitation 15-316.0 COSTS AND BUDGET 16-116.1 Introduction - 16-116.2 Methodology for the Valuation of Costs 16-116.2.1 Valuation of Land Cost 16-116.2.2 Valuation of Replacement Cost of Structures 16-216.2.3 Valuation of Replacement Cost of Other Assets 16-216.2.4 Valuation of Costs of Rehabilitation Assistance 16-216.3 Consolidated R & R Budget 16-316.4 Disbursement of Compensation and Assistance 16-417.0 GRIEVANCE REDRESS 17-117.1 Need for Grievance Redress 17-117.2 Grievance Redress Committee 17-117.3 Grievance Redress Mechanism 17-117.4 Response Time 17-217.5 Grievance Redress Monitoring 17-2Louis Berger International/Sheladia Associates/CES/ICT iv -

Kerala State Transport Project Resettlement Action Plan The Highways Component18.0 MONITORING EVALUATION AND REPORTING 18-118.1 Introduction 18-118.2 M&E Mechanisms & Reporting 18-118.3 Monitoring Project Input and Output Indicators 18-218.4 Monitoring Project Outcome /Impact Indicators 18-318.5 Extemal Monitoring and Evaluation 18-419.0 MISCELLANEOUS BENEFITS ENHANCEMENT19.1 Roadside Facilities 19-119.2 Conservation and Enhancement of CPR 19-119.2.1 Cultural Properties Rehabilitation Policy 19-119.2.2 Types of Religious Properties Identified in the Project Location 19-219.2.3 Definitions of Cultural Properties 19-219.2.4 Impacts of the Project on the Cultural Properties 19-319.2.5 The project APPROACH TO mitigating Cultural Properties 19-319.2.6 Cultural Properties Rehabilitation Action Plan 19-419.3 Benefits Enhancement Activities Proposed by the PAPs 19-719.4 Road Safety 19-719.5 Construction Camp 19-719.5.1 Provisions Incorporated in the KSTP 19-819.5.2 Contract Obligations in the KSTP 19-819.6 Control of Child Labour 19-8Louis Berger Intemational/Sheladia Associates/CES/ICT - v -

Kerala State Transport Project Resettlement Action Plan The Highways ComnponentLIST OF TABLESTable Title PageNo.1.1 Phase I Priority Road Links 1-21.2 Phase II Priority Road Links 1-31.3 Names and Number of Towns and Districts in Phase I Roads 1-33.1 Effects of Minimising Negative Social Impacts Through Design Modifications 3-23.2 Project Affected and Displaced Families 3-53.3 Minimising Negative Social Impact 3-53.4 Affected Compound Walls 3-64.1 Kerala: Area, Population, And Density Per Sq Km By District - 1991 4-24.2 Gender and Sex Ration in the Project Affected Districts 4-24.3 Kerala's Favourable Development Indicators 4-34.4 Trend in Literacy - India and Kerala 444.5 Birth, Death And Infant Mortality Rates In Kerala 4-94.6 Project Road Links and Dates of Census Surveys 4-104.7 Affected Project Roads Population 4-104.8 Distribution Of Affected Population By Age And Sex 4-114.9 Monthly Average household Income and Number of Persons Earning an Income 4-124.10 Occupation Pattem on the Project Roads (%) 4-124.11 Migration Pattem 4-134.12 Literacy/ Education Level of the Affected People on the Project Roads 4-134.13 Social Group Particulars of the Project Affected Families 4-154.14 Residential Structures with Water Supply 4-154.15 Structure with Electricity Connection 4-164.16 Baseline Data on Construction Material 4.175.1 District-wise Per Capita Income Index (1980-81 prices) 5-25.2 Average Expenditure and Income of Project Affected Households 5-35.3 Number of Households Below Poverty Line 5-45.4 Poverty Indicators 5-4a5.5 Residential Structures With Water Supply 5-55.6 Structures with Electricity Connection 5-56.1 Plan for Awareness Campaign and Prevention of HIV/AIDS in the KSTP 6-57.0 Affected Vulnerable Families (EPs) 7-2a7.1 Women-headed Households 7-37.2 Disabled Person Headed Households 7-37.3 Properties Occupied by Squafters and Encroachers 7-57.4 Diseases on Project Roads 7-907.5 Women's Participation In household Activities 7-107.6 Women's Role In Domestic Decision-Making 7-108.1 Accident Rates, Kerala, 1995-2000 8-28.2 Motor Vehicle Accidents By Time Of Day During 1997-98 8-28.3 Proportion of Accidents By Vehicle Types 8-38.4 Safety measures in Road Design 8-49.1 Broad Entitlement Framework 9-510.1 Stakeholder Involvement In Social Assessment 10-210.2 Design Response to Stakeholder/ Community Concerns 10-410.3 Future Consultations and Continued Participation Mechanisms 10-911.1 Number of Assets Affected 11-111.2 Phase I Roads: Number of Displaced Families and Properties Final Estimates 11-2a11.3 Phase I Roads: Displaced Families, Properties and Area Final Estimates 11-2b11.4 The extent of Land Take 11-311.5 Land Requirement for Parking Areas 11-311.6 Number of properties Affected for Parking Areas 11-311.7 Link-wise Schedule for Land Acquisition for Parking AREAS 11-3a11.8 Other Properties Affected 11-4Louis Berger Intemational/Sheladia Associates/CES/ICT - vi -

Kerala State Transport Project Resettlement Action Plan The Highways Component11.9 Loss of Common Property Recourses 11-511.10 Action Plan for Land Acquisition in the Kerala State Transport Project (Phase I 11-7Roads)12.1 Project displaced Area (Ha) 12-112.2 Summary OF available Vacant Land 12-212.3 Eligible Families for Resettlement 12-313.1 Displaced Families losing livelihood 13-113.2 Displaced Squatters and Venerable Encroachers 13-la13.3 Families Eligible / Individuals for Income Restoration Measures 13-313.4 Income Restoration Action plan for the Kerala State Transport Project (Phase 1 13-5Roads)14.1 Staffing Requirement 14-114.2 KSTP Training Programme on R& R and Environment 14-414.3 Roles and Responsibilities 14-415.1 RAP Implementation Schedule 15-la16.1 Resettlement Action Plan Budget by Construction Contract Package 16-4a18.1 Input and Output Indicators 18-218.2 Indicators for project outcome/impact Monitoring 18-519.1 Affected Religious Properties 19-2a19.2 Strategy for Restoration, Relocation or Reconstruction of Cultural Properties 19-419.3 Link-wise-Action Plan for impact Mitigation of Cultural Properties 19-519.4 Expectation of Assistance of the PAPs 19-7aLouis Berger IntemationaliSheladia Associates/CES/ICT - vii -

Kerala State Transport Project Resettlemnent Action Plan The Highways ComponentANNEXESAnnex 1.1 Names and Number of Villages and towns in Phase I RoadsAnnex 2 Survey InstrumentsAnnex 2.1 Schedule for Census SurveyAnnex 2.2 Schedule for Baseline Sample SurveyAnnex 3 Minimising ImpactsAnnex 3.1 Engineering Design Guidelines for Minimising Social and EnvironmentalImpactsAnnex 3.2 Procedures Adopted for the Engineering DesignAnnex 3.3 Minimising Negative Social ImpactsAnnex 3.3.1 Efforts Made to Minimise the Negative Social Impacts with Regard tb Land,Buildings andPeople- Linke3Adur- ChengannurAnnex 3.3.2 Efforts Made to Minimise the Negative Social Impacts with Regard to Land,Buildings and People - Link 6 Muvattupuzha - AngamaiAnnex 3.3.3 Efforts Made to Minimise the Negative Social Impacts with Regard to Land,Buildings and People - Link 40 Thrissur - KuttipuramAnnex 3.3.4 Efforts Made to Minimise the Negative Social Impacts with Regard to Land,Buildings and People - Link 70 Muvattupuzha - ThodupuzhaAnnex 9.1 Rehabilitation & Resettlement: Principles and Policy FrameworkAnnex 10 Public ConsultationsAnnex 10.1 Minutes of the Scoping WorkshopsAnnex 10.1.1 Scoping Workshop -1 Thiruvananthapuram, 18'h January, 2000Annex 10.1.2 Scoping Workshop - 2 Ernakulam, 25 January, 2000Annex 10.1.3 Scoping Workshop - 3 Kozhikode, 2' February, 2000Annex 10.2 Summary of Consultations with Local Informed People and Issues Raised byThemAnnex 10.3 Focus Group Discussions with Local ResidentsAnnex 10.3.1 Link 1, SH-1, Taikkod - KottarakkaraAnnex 10.3.2 Link 26 Idukki- PuliyanmalaAnnex 10.3.3 Link 6 Muvattupuzha - AngamaliAnnex 10.3.4 Link 84.5-7 Ponkunnam - ThodupuzhaAnnex 11.1 Contract Package-wise Width of the Corridor of Impact and Land AcquisitionRequirementAnnex 11.1(1.1) Width of the Corridor of Impact, Contract 1 - Link 1 - Taikkod- KottarakkaraAnnex 11 .1(1.2) Width of the Corridor of Impact, Contract 1 - Link 2 - Kottarakkara- AdurAnnex 11.1(1.3) Width of the Corridor of Impact, Contract I - Link 3 - Adur - ChengannurAnnex 11.1(1.4) Width of the Corridor of Impact, Contract 1 - Link 72 - Taikkod - KazhakuttamAnnex 11 .1(1.5) Width of the Corridor of Impact, Contract 1 - Link 73 - Changanaserry -AlappuzhaAnnex 11.1 (2.1) Width of the Corridor of Impact, Contract 2 - Link 6 - Muvattupuzha - AngamaliAnnex 11.1(2.4) Width of the Corridor of Impact, Contract 2 - Link 70 - Muvattupuzha -ThodupuzhaAnnex 11 .1(3.1) Width of the Corridor of Impact, Contract 3 - Link 40 - Thrissur - KuttipuramAnnex 11.1(3.2) Width of the Corridor of Impact, Contract 3-Link 50.1- Palakkad-ShornurAnnex 11.2 Schedules of Project Affected FamiliesAnnex 11.2.1 Project Affected Families - Residential PropertiesLink 1 Taikod - KottarakkaraLink 2 Kottarakkara - AdurLink 3 Adur - ChengannurLink 6 Muvattupuzha - AngamaliLink 40 - Thrissur - KuttipuramLink 50.1 Palakkad - ShomurLink 70: Muvattupuzha - ThodupuzhaLink 72: Taikkod - KazhakuttamLink 73: Changanaserry-AlappuzhaLouis Berger InternationaUSheladia Associates/CES/ICT - viii -

Kerala State Transport Project Resettlement Action Plan The Highways ComponentAnnex 11.2.2 Project Affected Families - Commercial PropertiesLink 1 Taikod - KottarakkaraLink 2 Kottarakkara - AdurLink 3 Adur - ChengannurLink 6 Muva.tupuzha - AngamaliLink 40 - Thrissur - KuttipuramLink 50.1 Palakkad - ShornurLink 70: Muvattupuzha - ThodupuzhaLink 72: Taikkod - KazhakuttamLink 73: Changanaserry-AlappuzhaAnnex 11.2.3 Project Affected Families - Residential-Commercial Mixed PropertiesLink 1 Taikod - KottarakkaraLink 2 Kottarakkara - Adur ,Link 3 Adur - ChengannurLink 6 Muvattupuzha - AngamaliLink 40 - Thrissur - KuttipuramLink 50.1 Palakkad - ShomurLink 70: Muvattupuzha - ThodupuzhaLink 72: Taikkod - KazhakuttamLink 73: Changanaserry-AJappuzhaAnnex 11.2.4 Project Affected Families - Agricultural PropertiesLink 1 Taikod - KottarakkaraLink 2 Kottarakkara - AdurLink 3 Adur - ChengannurLink 6 Muvattupuzha - AngamaliLink 40 - Thrissur - KuttipuramLink 50.1 Palakkad - ShornurLink 70: Muvattupuzha - ThodupuzhaLink 72: Taikkod - KazhakuttamLink 73: Changanaserry-AlappuzhaAnnex 11.2.5 Project Affected families -"Other" PropertiesLink 1 Taikod - KottarakkaraLink 2 Kottarakkara - AdurLink 3 Adur - ChengannurLink 6 Muvattupuzha - AngamaliLink 40 - Thrissur - KuftipuramLink 50.1 Palakkad - ShornurLink 70: Muvattupuzha - ThodupuzhaLink 72: Taikkod - KazhakuttamLink 73: Changanassery-AlappuzhaAnnex 11.2.6 Project Affected Government Used PropertiesLink 1 Taikod - Kottarakkara--Link 2-Kottarakkara--Adur --Link 3 Adur - ChengannurLink 6 Muvattupuzha - AngamaiiLink 40 - Thrissur - KuttipuramLinka50.1 Palakkad -sShornurLink 70: Muvattupuzha - ThodupuzhaLink 72: Taikkod - KazhakuttamLink 73:, Changanaserry-AlappuzhaAnnex 11.3 Schedules of Project Displaced FamiliesAnnex 11.3 (1) Project Displaced Families - Residential Properties.. Link 1 Taikod - KottarakkaraLink 2 Koftarakkara - AdurLink 3 Adur - ChengannurLink 6 Muvattupuzha - AngamaliLink 40 - Thrissur - KuttipuramLouis Berger International/Sheladia Associates/CES/ICT -ix -

Kerala State Transport Project Resettlement Action Plan The Highways CormponentLink 50.1 Palakkad - ShomurLink 70: Muvattupuzha - ThodupuzhaLink 72: Taikkod - KazhakuttamAnnex 11.3 (2) Project Displaced Families - Commercial PropertiesLink 1 Taikod - KottarakkaraLink 2 Kottarakkara - AdurLink 3 Adur - ChengannurLink 6 Muvattupuzha - AngamaliiLink 40 - Thrissur - KuttipuramLink 50.1 Palakkad - ShornurLink 70: Muvattupuzha - ThodupuzhaLink 72: Taikkod - KazhakuttamA Link 73: Changanaserry-AlappuzhaoeAnnex 11.3 (3) Project Displaced Families - Agricultural PropersiesLink 1 Taikod - KottarakkaraLink 2 Kottarakkara - AdurLink 3 Adur - ChengannurLink 70: Muvattupuzha - ThodupuzhaLink 72: Taikkod - KazhakuttamAnnex 11.4 The Land Acquisition ProcessAnnex 11.5 Requisition to Competent Authority for Land AcquisitionAnex 12.1 identified Vacant Private Land Along the Project RoadsAnnex 12.2 Eligible Families for Residential PlotsLink 1 Taikod - KottarakkaraLink 2 Kottarakkara - AdurLink 3 Adur - ChengannurLink 6 Muvattupuzha - AngamaliLink 40 - Thrissur - KuttipuramLink 50.1 Palakkad - ShomurLink 70: Muvattupuzha - Thodupuzha| A Link 72: Taikkod - KazhakuttamrAnnex 12.3 Eligible Families for Commercial Plots[ 0 t ~~Link 1 Taikod - Kottarakkara[ T ~~~Link 2 Kottarakkara - AdurLink 3 Adur - ChengannurLink 6 Muvamtupuzha - aoS amaciLink 40 - Thrissur- KuttipuramLink 50.1 Palakkad - ShomurLink 70: Muvattupuzha - ThodupuzhaLink 72: Taikkod - KazhakuttamLink 73: Changanaserry-AlappuzhaAnnex 14 Implementation ScheduleAnnex 14.t Suggested List of NGOsAnnex 14.2 NGO ProfileAnnex 14.3 Terms of Reference - NGO Consultancy to Assist with the Implementation ofResettlement Action PlanAnnex 14.4 Identity Card for the Project Affected PersonsAnnex 14.5 (1) Letter on Invitation for NGO ConsultancyAnnex 14.5 (2) Press Release Inviting NGO Expression of InterestAnnex 18 Formats Monitoring and Evaluation Reporting (seven formats)Louis Berger Intemational/Sheladia Associates/CES/ICT

Kerala State Transport Project Resettlement Action Plan The Highways ComponentAcronymsAIDS Acquired Immuno Deficiency SyndromeBOQ Bill of QuantityBPL Below Poverty LineCOI Corridor of ImpactCPR Common Property ResourcesCSW Commercial Sex WorkerEIA Environmental Impact AssessmentEMP Environmental Management PlanEP Entitled PersonESC Environmental and Social CellESMP Environmental and Social Management PlanHIV Human Immuno-deficiency VirusIAS Indian Administration ServiceIPDP Indigenous People's Development PlanIRC Indian Road CongressIRDP Integrated Rural Development ProgrammeKSACS Kerala State AIDS Constrol SocietyKSTP Kerala State Transport ProjectLin.M. Linear MetreNGO Non-Government OrganisationNTH Non-title holderOD Operational DirectiveOP Operational PolicyPIU Project Implementation UnitPSH Partnership in Sexual HealthPWD Public Works DepartmentR&R Resettlement and RehabilitationRAP Resettlement Action PlanROW Right of WaySC Scheduled CasteSqm. Square metreST Scheduled TribeSTD Sexually Transmitted DiseasesTH Title holderUNDB United Nations Development BusinessWB World BankLouis Berger InternationalVSheladia Associates/CES/ICT - xi -

75 0 7680 N INDIm2010 0 20 40 60 80 100km_-2 PILAI1 BENGALWA~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~- id I TSR011' * 1vP VADANAP ALiXR 10* N'OCH RNAA/ 10rALAP LEGEND9 State boundary - 9.0 Dlstrtct boundary 0Project Priorty Road KwState CapitolDistrict Headquarters *Link Number m(Source:-WATER ATLAS OF KERALA, 1995) TRV HAPROJECT ROADS IN RELATION TO ADMINISTRATIVE OMSIONS OF KERALA75 761 771 0

Kerala State Transport Project Resettlement Action Plan Chapter 1The Highways Conponent Project DescriptionChapter 1Project Description1.1 Project PurposeThe purpose of the Kerala State Transport Project is to improve the performance of the State'sroad transport network by upgrading the road conditions and capacity, together with developmentof the in-house capabilities of the Kerala State Public Works Department (PWD) to plan, developand maintain the road networl1.2 Project Objective and the RAPThe objective of the project is to maximise the benefits to the road users arising from the roadrehabilitation programme while minimising the negative social impacts by incorporating the socialsafety measures. More specifically, the social impact objective of the project is to ensure theimprovement of the former living standards, income earning capacities and production levels ofthe project affected persons, or at least to help maintain their previous standards of living, as wellas to reduce the high road accident rates in the State. The Resettlement Action Plan (RAP) is areport to address these issues.The RAP complies with the World Bank (Operational Directive 4.30: Involuntary Resettlementand Operational Directive 4.20: Indigenous Peoples) and the Government of Kerala R&RPrinciples and Policy Framework.1.3 Project DescriptionThe Government of Kerala has requested loan assistance from the World Bank (WB or the Bank)for the Kerala State Transport Project. Along with the highways component, the project has a pilotwaterways component. The Kerala State PWD is the executing agency for the project. The socialimpact issues of the waterways component has been separately dealt with. This infrastructuredevelopment is expected to encourage investment in the State's industrial development.A strategic option study (SOS) was conducted by Consultants in 1997; this SOS identified 2810km of high priority roads for possible upgrading, covering all the districts of the State. While thepreliminary social impact screening survey for the current project was in progress, approximately333 km of State highways were re-classified as national highways and were deleted from thenetwork, leaving approximately 2459 kIa for this-project. Subsequently, an additional 480 km ofroads were included for the screening survey, raising the total length to approximately 3000 km.The Bank is considering the loan funding of improvement activities on approximately 575 kmroads, which are divided into Phase I and Phase II. Phase I comprises approximately 257 km roadsand Phase II 318 km. In addition, there is a road maintenance component for roads that are notpart of the road upgrading programme. The total length of the maintenance roads is 1,010 km, tobe implemented over a period of three years. The RAP addresses the Phase I roads and will beupdated for the Phase II roads.1.3.1 The Kerala RoadsideAn important characteristic of Kerala is that most of the roads are surrounded by heavily built upareas. The project affected population in Kerala is educated and generally of middle class base.Rapid urbanization through ribbon development has been a common feature here. The built upLouis Berger International/Sheladia Associates/CES/ICT Page Chapter 1-I

KERALA STATE TRAM1PORT OROJECT MDUPROJECT ROADSM. ~~~~~~~~Nx~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~A 01 1E G&_A-t0~~~~~~~~~~~~~~~3 LEGEND:-PHASE I ROADSPHASE 2 ROADSYEAR ONE MAINTENANCEYEAR TWO MAINTENANCEYEAR THREE MAINTENANCE ------DELETED ROADS umE ENATIONAL HIGHWAYSOTHER ROADSDISTRICT BOUNDARY ~ -----STATE BOUNDARYINTERNATIONAL AIRPORTTOURIST CENTRE tREUGIOUS CENTREPhase One Phase Two Year One Year Two Year ThreP-1 -1127.1160 km, P-5- 98.780 kam Maintenance Maintenanice MaintenanceuP-3 - 51.500 km P-6 - 87.900 km 339.1 00 kmn 384.800 kmn 306.900kP-4 - 78.280 kM P-7 -131.300 kmTotald-256.9401kn Total -317.960 km Total -339.1001km Total-364.8001km Total-306800 kmLOUIS BERGER INTERNATIONAL Inc.IN ASSOCIATION WITHSHELADIA ASSOCIATESINTERCONTINENTAL CONSULTANTS & TECHNOCRATS Pvt. Ltd.CONSULTING ENGINEERING SERVICES li) Ltd.

Kerala State Transport Project Resettlement Action Plan Chapter 1The Highways Component Project Descriptionareas along the road links consist of expensive pucca, that is, permanent structures. This scenariopresents a particular difficulty in upgrading and widening the roads and simultaneouslyminimizing the negative social impacts.In addition, the State itself being a narrow strip of land does not provide land beyond the existingnarrow corridor of roads. In such a scenario, the road upgrading activities will cause people tolose productive land, house plots, buildings, wells, trees or other assets, or lose their income, thusgiving rise to negative social impacts. The RAP addresses these issues to resettle and rehabilitatethe affected families.1.3.2 Project LocationThe project will be upgrading roads in 12 of the 14 districts of the State (Map 1.1). The Phase Iroads of approximately 257 km length, are spread over the following 10 districts:I . Trivandrum 6. Idukki The remaining two districts are:2. Kollam 7. Kottayam 1. Kasaragod3. Pathanamthitta 8. Thrissur4. Alappuzha 9. Palakkad 2. Kannur5. Ernakulam 10. Malappuram which will be taken up in Phase II.The remaining districts of Kozhikode and Wayanad will have the benefit of maintenance workswithin the existing ROW under the same project, along with all other districts.1.3.3 The Maintenance ComponentRoad maintenance is the name given to that group of activities which are required to ensure thatthe roads provide the service to the road users in as near to their "as constructed" condition aspossible and to preserve the fabric of the road as a major public asset. The social andenvironmental issues of the maintenance roads have been dealt with in the Environmental andSocial Management Plan (ESMP). The ESMP is based on the September 2001 revised versions ofthe maintenance studies. It has been prepared to address all associated impacts and the consequenteconomic, environmental and social losses.1.3.4 Indigenous People's Development PlanThe KSTP road improvement and maintenance activities are limited to the existing roads. As noincursion is made into any new area, no area with defined indigenous populations has beenaffected. Therefore, a separate Indigenous People's Development Plan (IPDP), as mandated in theBank's OD 4.20 has not been attempted. However, the social surveys identified one tribal familyon Link 2 as a project affected family, conducting its livelihood in the road's ribbon developmentarea along with other non-tribal families and it has been dealt with according to the project's R&RPolicy.1.3.5 Selection of Project RoadsNine road Links, 257 km in length, passing through 10 districts, make up the three ContractPackages in Phase I. These are presented in Table 1.1 and shown in Map 1.2. The individual roadlinks are marked in square boxes in the map.The Package 2 roads links, as published in the UNDB (United Nations Development Business, aperiodical) in November 2000, were subsequently deleted from the priority listing due to costs andless priorities. Therefore, the Phase I roads are comprised of the Packages 1, 3 and 4.Louis Berger InternationalUSheladia Associates/CESllCT Page Chapter 1-2

Kerala State Transport Project Resettlement Action Plan Chapter IThe Highways Component Project DescriptionTable 1.1: Phase I Priority Road LinksSr. ILink Route Lengt ProposedNo. No. Road Code _ L ength Carriageway________I __________ IFrom To _________J W idth (in)Package_1:1 1 SH-1 Taikkad - Kottarakara 46.000 10.02 2 SH-1 Kottarakaara- Adoor 20.850 7.03 3 SH-1I Adoor- Chenganoor 23.590 7.04 72 SH-1 -NH 47 Taikkod - Kazhakuttom 12.580 10.05 73 SH-11 Alappuzha - Chenganassery 24.140 7.0Package 3:6 6 SH-I Muvattupuzha-Angamali 33.800 J 10.07 70 SH-8 Muvattupuzha - Thodupuzha 17.700 | 7.0Package 4:8 40 SH-30 Thrissur - Kuttipuram 32.980 10.09 50.1 NP-301 Palakkad - Shomur 45.300 7.0Total Length: 256.940Based on the proposed carriageway width as shown in the table, the proposed corridor width variesfrom 12 to 15 metres and more depending on the topography of the land and the needs of the roaddesign. The proposed corridor widths of the roads are shown at every 250 metres in the tables inAnnex 11. 1.Link 26, Idukki-Puliyanmala, 33 km length, presently dropped from Package 3 of Phase I roads,has been retained as a buffer link for Phase II roads. The proposal for the buffer is that if the totalproject costs permit, only then this link would be included in the project scope. It has beenpostponed due to the statutory environmental clearance requirements, which take a long time toobtain, as the proposed bypass in this link (Kattapana Bypass) passes through ecologicallysensitive areas.The proposed Phase II priority roads links in three contract packages are listed in the followingtable. Both the Phase I and Phase II roads have been finalised based on the Feasibility StudyReport Recommendations and Conclusions of April 2000. The recommendations considered roadinventory data, traffic surveys, the EIRR (Economic Internal Rate of Return), relative importanceof the roads, environmental considerations and otherwise the social significance of the roads (suchas, the Sabarimala Road, Link 84 in Phase II).Table 1.2: Phase II Priority Road Linkst { ~~~~~~~~~Route ProposedSr. Link No. Road Code Length CarriagewayNo. j_l _ l_ From To (km) Width (m)Package 5:_ 68 NK-3 Pilathara - Pasppinssery 21.000 7.02 69 NSH-18 Kasargode - Kanhangad 24.000 7.03 74 SH-31 Thalassery - Valuvapara 53.780 7.0Package 6:4 4.1 SH- I Chenagannur - Kottayam 36.000 7.05 4.2 SH-1 Kottayam - Ettumanoor 11.000 7.06 5 SH-1 Ettumianoor - Muvattupuzha 40.900 7.0Louis Berger IntemationallSheladia Associates/CES/ICT Page Chapter 1-3

Kerala State Transport Project Resettlement Action Plan Chapter IThe Highways Component Project DescriptionRoute ProposedSr. Length CargeyLink No. Road Code CarnagedNo. From To (kin) Width (m)Package 7:7 84.1-84.4 SH-8 Punalur- Ponkunnam 81.000 7.08 84.5-84.7 SH-8 Ponkunnam - Thodupuzha 50.300 7.0____ :0 ;0:: ; 0: 0 t;: ;54 0f: :;Total Length: 317.980The Phase I project roads pass through 74 villages and 12 towns of the 10 project districts. Thefollowing table shows the names of the towns and districts against the respective road links. Thelink-wise detAils of all the villages, with information of to and from chainage of the road linkpassing through a given village, has been presented in Annexe 1.1Table 1.3: Names and Number of Towns and Districts in Phase I RoadsLinks Villages Number and Names of Towns Number and Names of Districts1 12 0 2 Trivandrum, Kollam2 6 1 Adoor 2 Kollarn, Pathanamthitta3 6 2 Adoor, Chengannur 2 Pathanamthitta, Alappuzha6 9 2 Muvattapuzha, Angamali I Ernakulam40 13 1 Kunnamkulam 2 Thrissur, Kuttipuram50.1 13 2 Palakkad, Shomur I Palakkad70 5 2 Muvattupuzha, Thodupuzha 2 Ernakulam, Idukki72 4 0 1 Trvandrum73 6 2 Changanassery, Alappuzha 2 Kottayam, AlappuzhaTotal 74 121.4 Definitions1.4.1 Right of Way versus Corridor of ImpactThe right of way (ROW) is public land under the control of the PWD and is usually defined as thatarea over which the public has unhindered access. The corridor of impact is a part of the right ofway and sometimes is synonymous with the right of way.The corridor of impact (COI) is the width required for the actual construction of the road,including the new pavements, footpaths, shoulders, support slopes, embankments, drainage, andnecessary safety zones. Within this corridor, there should be no structuTe or hindrance. The COIis, thus, the area that will be impacted by the proposed project.1.4.2 FamilyThe KSTP has adopted "famnily" as the unit for compensation entitlement purpose. In this sense,every "family" is an entitled person (EP). The R&R Principles and Policy document of the project(Annex 9) defines family in three ways for this purpose:a) A "Family" shall mean husband/wife and minor children.b) Every son or unmarried daughter who has attained the age of 18 years on or before the cut-off-date will be treated as separate family.c) Every divorced or widowed daughter living separately or with the family on or prior to cutoff date will be treated as separate family.Louis Berger International/Sheladia Associates/CES/ICT Page Chapter 1-4

Kerala State Transport Project Resettlement Action Plan Chapter 1The Highways Component Project Description1.4.3 Urban versus Rural AreasFollowing the Indian Government tradition of identifying an area as urban or rural, the socialimpact surveys also identified places as rural or urban. By "rural population" is generally meantthe population living in villages. A village follows the limits of a revenue village, which isrecognized by the district administration.In the context of Kerala a village has little resemblance to the characteristics of a village asgenerally understood. The villages here are very urbanized and they are not isolated patches ofhabitation. This situation has developed especially in the past twenty years, as a result ofremittances from people from the State who emigrated to West Asia (also known as the MiddleEast) for livelihoods. As a result, the dividing line between urban and rural areas in Kerala, as it isunderstood in anthropological literature, is very thin. What is officially noted as an urban area (atown or a city) in the census is based on whether it has a municipality or corporation, and a ruralarea is always under a Panchayath' administration.1.4.4 Cut-off DateThe date of the social survey on a given road link is the cut off date for that link to determine theR&R assistance entitlement of the non-titleholders of property, who include tenants and squatters.1.5 MethodologyThis Report is based on the reconnaissance level social impact surveys, detailed social impactsurveys including the census of the project affected persons (PAP) and the sample socio-economicbaseline surveys, the Social Impact Assessment Report, the Feasibility Study Report, and publicconsultations.All of the surveys referred to above relate to primary data. The primary data were collected withthe help of structured questionnaires and complemented by consultations, both individual andgroup, with the PAPs and other stakeholders. These consultations have influenced the engineeringdesign parameters to a large extent and have helped to minimise the negative social impacts.The social impact surveyors interviewed the members of all the properties (residential, commercialand agricultural) that were shown as affected in the preliminary engineering design. While everyperson in the commercial buildings were enlisted as a "family" as indicated in 1.4.2, the number offamilies in the residential buildings was derived based on their age and marital status for thepurpose of entitlement.1.6 Impact of Minimising Efforts and BypassesAlthough private land acquisition has been unavoidable, a number of measures have been taken inthe KSTP to minimise land take and the displacement of people. While preparing the project,emphasis was put on minimising the impacts within the limitations of technical feasibility and costeffectiveness. The options considered for minimising negative social impacts included designconsiderations, public consultations, aggrieved people's representations, and analysis of alternativeand bypasses. Design considerations included footpaths over drains that helped minimise thenegative social impact with regard to both land take and road safety.Two bypasses were proposed for the Phase I roads: one to bypass Perumbavoor town on the Link 6and the other to bypass Kattapana town on the Link 26, and four bypasses in the Phase II roads tobypass the major towns on SH-1: Chengannur, Thiruvalla, Changanassery and Kottayam.Apanchayath is the lowest level of administration in India. It is an elected local self-goveming body,which actually means an association of five persons, usually village elders.Louis Berger Intemational/Sheladia Associates/CES/ICT Page Chapter 1-5

Kerala State Transport Project Resettlement Action Plan Chapter IThe Highways Cornponent Project DescriptionHowever, both the bypass proposals for the Phase I roads have been dropped. PerumbavoorBypass due to pressure from the affected people, and Kattapana Bypass due to the statutoryenvironmental clearance requirements as the proposed bypass passes through ecologicallysensitive areas.1.7 Vulnerable GroupsThe KSTP defines people as vulnerable if they are identified as eaming up to 25% above theofficially recognised "below poverty line" (BPL). The BPL is determined by a survey conductedby the Rural Development Department of the respective State Governments, popularly known asthe IRDP (Integrated Rural Development Programme) Survey. The BPL in Kerala currentlystands at Rs. 19,000 per annum for a family of five members. Usually, the vulnerable groups mayinclude but are not limited to the following categories of persons:(a) Poor or landless people falling under the "below poverty line" category;(b) Members of the Scheduled Castes (SC) and Scheduled Tribes (ST);(c) Women headed households (WH);(d) Orphans or destitute persons (socially handicapped); and(e) Disabled persons (physically or mentally handicapped).1.8 Resettlement PolicyAnticipating adverse impacts of the project on the people living and earning livelihoods along theproject roads, the KSTP prepared a project specific R&R Principles and Policy Framework whichwas approved by the State Cabinet in August 2000. The Policy recognises three broad types ofentitlement: entitlement for project affected families, entitlement for project affected persons, andentitlement for project affected groups.This document listed all the entitlement criteria for the potential project affected persons indifferent categories, such as agricultural, residential, commercial, encroachers and squatters,vulnerable groups such as SC, ST, below poverty line and women headed households.1.9 The Participatory ProcessThe KSTP has carried out consultations at all levels of the RAP preparation and all keystakeholders have been ensured to participate in the deliberations and fornulation of the R&Rplans. The consultations started with the reconnaissance level surveys at an early stage of projectpreparation, followed by scoping workshops, organised focus group meetings, State levelworkshops, and follow on consultations. The views expressed by the people were recorded forincorporation into the R&R planning and developing socially responsible road design.1.10 Land Acquisition And ResettlementThe improvement proposed in this project is mainly along the existing roads and most of the workswill be confined to the available corridor width. However, there are several areas where additionalland will be required for widening and/or realigning a road. If the available corridor width doesnot accommodate the proposed corridor, land from private owners would be acquired. Thisinformation has been mapped in the link-wise detailed Strip Maps/Land Plans and recorded in theland schedules attached to the land maps.1.10.1 Land RequirementThe total land required for widening and upgrading the project roads, including providing parkingareas, is 42.23 ha for the Phase I roads, of which private ownership is 41.01 ha. The remaining1.22 ha is the Revenue Department land. No forestland has been identified. The estimated landtake for the Phase II roads is 57.08 ha. The land schedules have been presented in this Report intheir land use category-wise (residential, commercial, agricultural, etc.), in Annex 11.2, Schedulesof Project Affected Families.Louis Berger International/Sheladia Associates/CES/ICT Page Chapter 1-6

Kerala State Transport Project Resettlement Action Plan Chapter IThe Highways Cornponent Project Description1.10.2 Project Affected Persons (PAP)The Phase I roads are estimated to affect 13.487 persons and the Phase II roads extrapolated fromthe Phase I roads, 14,301 persons.1.10.3 Project Affected Families (PAF)The project affected families along the Phase I roads number 7,454, while that for the Phase IIroads is estimated to be 7,865 as extrapolated from the Phase I roads.1.10.4 Project Displaced Persons (PDP)The Phase I roads displace 1038 persons and the Phase II roads are estimated to displaceapproximately 1100 persons, as extrapolated from Phase I roads.1.10.5 Project Displaced Families (PDF)The Phase I roads displace 859 families out of 7454 affected families, and the total area thusaffected is 6.88 ha. The Phase II roads also are estimated to displace 859 families, as extrapolatedfrom the Phase I roads.The following table summarises the estimated land take and affected/displaced persons andfamilies according to the two phases:Table 1.4: Estimated Land Take and Affected PersonsLength (km) Land Take (ha) PAP PAF PDP PDFPhase I Roads 257 42.23 13,487 7,454 1,038 859Phase II Roads 318 57.08 14,301 7,865 1,100 859Total 575 99.31 27,788 15,319 2,138 1,7181.10.6 Resettlement SitesDuring the course of the social survey the project identified private plots of land in six of the ninePhase I roads, totalling approximately 6 ha, which appeared to be vacant land and the project willmake efforts to procure these presently unused plots to resettle many of the residentially andcommercially displaced families.1.11 Income RestorationCommercial activity and employment in commercial enterprises are the main occupations in theCOI of the project roads. People losing their commercial units as well as people losing their jobswho work therein are economically displaced persons and on par with persons or familiesdisplaced from their land. It is estimated that the KSTP will affect the livelihoods of 41agricultural families, 609 commercial families (382 owners and 227 employees), 19 squatters andone vulnerable encroacher, in addition to displacing 189 residential PAF (181 titleholder and 8tenants)Following the R&R Principles and Policy Framework, the KSTP provides for transitionalassistance to commercial units for six months as income restoration measures. The employees willreceive assistance equal to three month's lost income, the agricultural families will receivetransitional assistance for six months and the squatters will receive transitional allowance for sixmonths. In addition, the wage employees, agricultural families and the squatters are entitled totraining for upgrading of skills. Other displaced families, such as the vulnerable groups, willreceive additional support in the form of economic rehabilitation grant (currently decided to be Rs.24,000) to enable them to stabilise their eaming capacity. The residential PDFs will also receivethe transitional assistance for up to six months.Louis Berger IntemationallSheladia Associates/CES/ICT Page Chapter 1-7

Kerala State Transport Project Resettlement Action Plan Chapter IThe Highways Component Project Description1.12 Common Property ResourcesThe project has identified commnon property resources, such as schools, hospitals, roadside publicwells, taps, trees and cultural properties such as temples, churches, mosques and shrines whichhave been affected by the project. The schools, hospitals and cultural properties are not strictlycommon properties as they are owned by their respective registered "Society" or "Trust", but areopen to the public. The project will compensate their loss and has planned the benefit enhancementof the cultural properties.1.12.1 Tree PlantationThe project Environmental Management Plan has provision for tree planting and the project willrehabilitate the roadside public wells and taps in cooperation with the local, panchayaths andmunicipalities and the Kerala Water Authority. No additional land will be required for the treeplantation.1.12.2 Cultural PropertiesThe Project has identified 36 cultural properties which will be affected. In most cases theircompound wall or land is affected. The only cultural properties which have to be relocated are theroadside hyundi or money collection boxes, which are encroachers on the public right of way. TheProject has planned mitigating measures for these cultural properties and their costs have beenincluded in the project's environmental costs.1.13 The KSTP and HIV/AIDSHighways are inadvertently associated with HIV/AIDS due to the behaviour of long distancetruckers and related reasons. The KSTP has addressed this issue in terms of awareness campaignsagainst this problem.1.14 Road Safety and Parking of VehiclesKerala occupies the dubious distinction of leading in the road related accidents in India, with37,072 accidents and 2,711 deaths in 1999-2000. The mixture of buses, trucks, cars, motorizedrickshaws, motorcycles and pedestrians travelling at vastly different speeds create extremelyunsafe driving conditions. The project has a separate action plan and budget for addressing theroad safety issues.Parking of vehicles, especially motorised rickshaws, jeeps, etc. in market places has been a bigproblem on the Kerala roads. By definition their operators have a right to be on the public right ofway, but they only increase confusion in the already congested roads. While the design for roadimprovement has built in design for bus bays and taxi ands motorised rickshaw stands, the projecthas specifically earmarked 0.39 ha (part of the total land requirement of 42.23 ha) of land for theadditional parking of the taxis and motorised rickshaws. -1.15 Institutional Arrangements and Project ImplementationThe R&R and environmental personnel in the PIU of the PWD together constitute theEnvironmental and Social Cell (ESC). Presently all required personnel in the ESC of the PWD arein place. The process of selection of the NGOs is in progress. The implementation of the RAPconsists of five major stages:A. Deployment and training of identified PWD staff and NGOs;B. Issuing of legal notification for land acquisition and the cut-off date;C. Verification of entitled persons (EP) and estimating their type and level of losses;D. Preparing a list of EPs for relocation;E. Relocation and rehabilitation of EPs.In addition, monitoring and evaluation will also form a part of the R&R implementation strategy.The PWD officials (including a senior level Land Acquisition Officer) at the PIU and districtLouis Berger International/Sheladia Associates/CES/ICT Page Chapter 1-8

Kerala State Transport Project Resettlement Action Plan Chapter 1The Highways Component Project Descriptionlevels will function in supervisory roles for the R&R activities. At the project roads level NGOsselected and recruited for the purpose will carry out the actual implementation. The need fortraining of the PWD officials responsible for R&R activities and the NGOs and the trainingcontents have been addressed in Chapter 14 of the RAP.1.16 Consolidated BudgetThe estimated budget for R&R, including land acquisition for both Phases I and II is INR 1,430.0million. The Bank component in the R&R of the project is estimated to cost INR 660.0 million(approximately INR 330.0 million for each phase). More specifically, the estimated cost of R&Rfor the Phase I roads is INR 694.60 million, of which the PWD component is INR 381.0 millionand the Bank component is INR 313.60. The following tables show the component-wise outlinebudget for the Phase I and Phase II roads in million Indian Rupees, Phase II extrapolated fromPhase I data.Table 1.5: Costs and Budget of the KSTP R&R in Million INR, Phase IItems Package 1 Package 3 Package 4 TotalPWD |_WB PWD_| WB PWD WB PWD WBCompensation 248.78 0 89.63 0 36.73 0 375.14 0Assistance 3.56 189.61 1.37 68.14 0.43 44.24 5.36 301.99Support 0 4.93 0 2.78 0 1.78 0 9.49Other Activities 0.25 0.99 L 0.15 0.69 0.10 0.44 0.50 2.12Total - 252.59 195.53 | 91.15 71.61 37.26 46.46 381.0 313.6Table 1.6: Estimated Costs and Budget of the KSTP R&R in Million INR, Phase IIItems Package 5 Package 6 Package 7 Totall____________ _ _PWDI WB PWD WB PWD WB PWD WB| Compensation 263.70 0 95.0 0 38.93 0 397.63 0Assistance 3.77 200.98 1.45 72.22 0.45 46.89 5.67 320.09Support 0 5.22 0 2.94 0 1.88 0 10.04Other Activities 0.26 1.04 0.16 0.73 0.11 0.46 0.53 2.23| Total 267.73 207.24 96.61 75.89 39.49 J 49.23 403.83 332.361.17 Grievance RedressThe KSTP has provisions for redress of grievance of disputes arising out of land acquisition,compensation and assistance to the project affected and displaced persons, families and groups.The Grievance Redress Conmmittees are being formed at the District level in the 10 Phase I roaddistricts, which are expected to resolve the grievances of the entitled persons within a stipulatedtime.1.18 Monitoring And EvaluationMonitoring of the R&R activities will be done by the PIU of the PWD on regular basis. TheProject has proposed to engage an extemal agency for annual, mid-term and end-term evaluationof the activities. The range of activities that will need to be monitored include* Land acquisition and transfer procedures;* Disbursement of compensation and assistance;* Construction of replacement buildings by the displaced families;* Rehabilitation of displaced families and business enterprises;* Rehabilitation of income levels.The monitoring indicators include both input/output indicators and outcome/impact indicators.The input/output indicators relate to the physical progress and the outcome/impact indicators relateLouis Berger Intemational/Sheladia Associates/CES/ICT Page Chapter 1-9

Kerala State Transport Project Resettlement Action Plan Chapter IThe Highways Component Project Descriptionto the qualitative progress of the project objectives as stated in the R&R policy. Formats formonitoring have been appended to the RAP as Annex 18.1.19 Public Disclosure of the RAPThe Kerala State has a very advanced public infornation system. With 90% people of the Stateliterate, almost everybody reads a newspaper daily and therefore, information dissemination isrelatively easy. A copy of the RAP will be kept at the District Information Office of each projectaffected district, where people have free access. Advertisements will be published in newspapersindicating its existence and asking interested people to refer to it.The Malayalam version of the Executive Summary of the RAP1 will be kept at affected villageoffices, in addition to the respective District Information Office.The RAP will also be available at the World Bank Infoshop at Washington, DC and New Delhi.Louis Berger International/Sheladia Associates/CES/ICT Page Chapter 1-10

Kerala State Transport Project Resettlement Action Plan Chapter 2The Highways Component MethodologyChapter 2Methodology2.1 IntroductionThis chapter describes the methodology adopted for the collection and analysis of data on socialimpacts and the plotting of strip maps. It also discusses the method involved for screening andidentification of areas of concern and the reconmmended methodology for the preparation of theRAP. The basic objective of this exercise is to assess the socio-economic and cultural status of theproject affected persons.The action plan is based on primary and secondary data and extensive consultation with the stakeholders.Two sets of questionnaires1 were prepared to collect the primary data: one for collecting informnation on theresource base of the affected population (a census of population and their assets inventory) and the other todevelop the socio-economic database for monitoring and evaluation. These are appended to this Report asAnnex 2. The consultations were organised to ensure participation of the stakeholders in the projectpreparation and to address the needs of different social groups. In surmmary, a social impact assessment wasundertaken, followed by a census and socio-economic surveys of potentially affected persons.2.2 The Verification ExerciseThe Kerala PWD undertook a joint verification with the State Revenue Department of the roadlinks selected for the Project, to establish the legal boundaries of the right of way (ROW), identifycurrent usage of the land in terms of squatters, land encroachments, fixed and moveable structures,trees and wells, etc.The information on the revenue survey numbers of the proposed affected farnilies was obtainedfrom the affected persons, if available, and from the respective revenue local level offices. As therevenue litho maps available in the village offices are very big in size, they were conceptuallydrawn for the project to facilitate the verification exercise.2.3 Surveys2.3.1 Reconnaissance Level ScreeningThe purpose of this survey was to assess the possible impact of the project on the people livingand/or working along the study roads in terms of loss of shelter and livelihood. The survey alsoaimed at finding out the potential project affected persons' perception about the project and theinitial reaction to the idea of relocation and resettlement. To facilitate the screening process, datawere analysed both manually and through a computer model. The computer model generated anoverview of the number of persons that would be affected, the extent of land take, and the cost ofrelocation and rebuilding of structures.The results of the surveys were incorporated into a series of computer models especially developedfor the project. For each link the distance to the edge of the corridor, the distance to buildings andthe distance between buildings parallel to the road were entered into a spreadsheet and thefollowing were calculated:'Annex 2. 1, Schedule for Census Survey of 100% Potential PAPs; and Annex 2.2, Schedule for BaselineSocio-Economic Survey.Louis Berger Intemational/Sheladia Associates/CES/ICT Page Chapter 2-1

Kerala State Transport Project Resettlement Action Plan Chapter 2The Highways Comrponent Methodology! Width of corridor! Distance between buildings across the corridor! The proportion of road (percent) in four width categories: over 20 m, 12-20 m, 10-12 m, andunder 10 m! For each of four corridor widths selected by the user (currently set at 9.2, 12, 15 and 30 mrepresenting a 30 foot corridor, a minimum corridor, a 15 m corridor to IRC standards and adual carriageway respectively) the following were calculated:* Land required to be purchased in order to establish the corridor width* Cost of land required to be purchased* Number of buildings to be demolished* The value of the buildings to be acquired* The number of project affected persons (PAPs)* The number of PAPs per kilometreThe reconnaissance level screening survey was supplemented by photographs and informaldiscussions with the potentially affected persons to provide an overview of the likely impact. Ateam of 12 surveyors collected this information, supervised by a senior professional.2.3.2 CensusThe purpose of the household census survey was to gather quantitative information on the loss ofland and other productive resources, loss of structures, loss of access to public services, loss oflivelihood, loss of access to common property resources, etc. due to the project, for facilitatingcompensation, resettlement and rehabilitation.The data for the 100% detailed census survey were collected through the interview method withthe help of a structured questionnaire. Based on the preliminary engineering design, propertyowners and otherwise users likely to be affected by the proposed corridor of impact (COD wereincluded in the interviews to record who they were and to assess their likely loss.Each and every property (structure and land) coming within the COI was measured from thecentreline of the road and along the road. A photograph was taken for every affected or a group ofcontiguous affected structures and all the project roads for improvement were videographed. Theland parcels were identified by the name of the owners and the Revenue Department surveynumbers, if available from the respective Village Offices, which maintain the local land records.The structures were identified by the names and addresses of the owners andlor users, and thepeople living therein as household members or working there for livelihoods were included in thecensus. Their social group information was recorded to facilitate privileged dispensation ofcompensation to the vulnerable groups, as outlined in the R&R policy document. Otherdemographic features included literacy level, occupation, income of the household members andskills possessed by them, if any. Tenants, encroachers and squatters within the COI were identifiedbased on their statements.The assets inventory included, in addition to structures, agricultural/plantation land, trees(coconuts are the primary cash crop of the State), and private water source. The construction type,viz., pucca (concrete built) and kutcha (mud wall/thatched roof), wall construction material,roofing material and flooring material were also recorded.The structures were link-wise and left/right side-wise (in progressive chainage direction) seriallynumbered and within a given structure its multiple units were identified. The structures are furtheridentifiable according to chainage. These numerical orders corresponded with those in the stripmapping exercise that was conducted at the same time.Louis Berger Intemational/Sheladia Associates/CES/ICT Page Chapter 2-2

Kerala State Transport Project Resettlement Action Plan Chapter 2The Highways Component MethodologyThis Report deals with the Phase I roads only. The census for the Phase II roads have beencompleted and the Report will be updated to incorporate the Phase II roads.2.3.3 Socio-Economic Baseline SurveyThe purpose of the baseline socio-economic survey was to gather qualitative information on thelife style of the PAPs and various categories of losses and other adverse impacts likely to besuffered by them because of the project, such as disruption of social, cultural, religious, oreconomic activities. A sample of 25% of the households was surveyed for this purpose tofacilitate monitoring, evaluation and implementation of the RAP. The households selected werefrom the socially and economnically poorer sections.The information generated through the socio-economic surveys related to the economic activitiesof the PAPs, household consumption/expenditure patterns, migration patterns, perception about theproject, women's participation in domestic chores, women's role in household decision making,indebtedness, health status, utility connections at home, etc.2.3.4 Data Computerisation and AnalysisThe interview schedules, completed every day of the surveys, were verified in the evenings. Oncedata collection was complete for a given link, they were entered into the computers in the projectoffice using Microsoft Access data programming and processing software.2.3.5 Data UpdatingThe lists of affected persons and assets will be updated during the consultancy period as well asduring the project implementation phase, if necessary, to fully reflect the persons and assetsactually affected by road upgrading.2.4 Consultation MethodsThe objective of the public consultations was to disseminate information about the project to thepotentially affected population and to incorporate their views and suggestions in the preparation ofthe final engineering design and the RAP. While three State level workshops were held at threecentres, each representing a geographical group of districts, to generate the people's and the civilsociety's ideas and opinions about the project, extensive consultations were also held at the projectroad level.In general, the social impact survey team members facilitated the public participation, whichincluded members of the local community and the village/panchayath level officials. Publicmeetings were held with individuals or groups of individuals at a number of places on the projectlinks. Generally, the meetings were held in an area where a high level of impacts was to beexpected, such as a narrow section of corridor where a number of structures and/or livelihoods arelikely to be affected. In addition, these consultations held at any given location were veryimportant for focusing on public amenities like bus stops, access roads, etc.Different social and interest groups, such as people engaged in commercial activities, members ofthe Scheduled Castes and Other Backward Communities, selected on the basis of the socio-economic survey, were invited to focus group discussions. This exercise enabled the Consultantsto prepare the RAP cogniscant of their needs.2.5 Strip Maps and Land SchedulesThe strip maps represent the land plans as well as the details of the project roads. The strip mapswere prepared by walking along the project roads at the same time as the census surveys. TheLouis Berger Intemational/Sheladia Associates/CES/ICT Page Chapter 2-3

Kerala State Transport Project Resettlement Action Plan Chapter 2The Highways Comnponent Methodologybasis of these maps is the preliminary engineering designs. The professional responsible for thestrip maps marked every metre of land use on both sides of the road in the maps, which includedthe details of buildings, bus stops, water sources, water bodies, trees, place names and theadministrative unit names. The details of buildings included such information as the use of thebuilding - residential, conunercial, govemrnmental, religious, school, health care facility, etc.;number of floors; identification of properties other than buildings, etc.The maps were subsequently computerised in the project office and the data on land take based onthe census, were entered into the maps and the affected areas to be acquired were measured andmarked on the maps, to facilitate the setting out of land areas in the field. The ownership of thearea between two properties parallel to the road is not clear. It is presumed that this patch of land isGovernment property.The strip maps/land plans are accompanied with the land schedules of the respective road links.The schedules contained the computer identification number of each property arranged accordingto progressive chainage and serial number according to the left and right sides, the use of theproperty, name of the owner/user, revenue survey number, name of the village and address of theproperty, the number of affected farmilies (entitled persons) in that property, the total property areaand the affected property area, the total building area and the affected building area (if at all), andthe vulnerability categories of the affected families. The total property area is inclusive of thebuilding area.It is necessary to mention that the revenue maps were rarely available with the revenue offices andwhen they were, they were not of much help because they were all old and in one case (Link 70)last updated in 1920. Moreover, while the PCC design maps are of 1:2000 scale, the mapsavailable with the revenue offices are of disproportionate scales. Therefore, conceptual replica ofthose maps was prepared.It should also be noted that the revenue offices have not, in many cases, updated the sub-dividedrevenue numbers (thandapar number) of a plot. The Consultants have recorded whatever littleinformation has been available from the revenue offices and the proposed affected persons withregard to the collection of revenue numbers.2.6 LimitationsThe limitation in this project has been defined by the fact that the project roadsides are heavilybuilt up with large and permanent structures. Most buildings on the project roads were identifiedin congested market areas. With the highest population density in the country, social impact datacollection along the project roads in the State proved to be a most time consuming exercise.Moreover, with a twenty-year old history of people migrating or emigrating from the State insearch of livelihoods, many affected structures were found locked or otherwise inaccessible andneighbours could not provide any useful information regarding ownership. Locating the owners ofthe rubber plantations and other agricultural areas along the project roads proved to be a difficultproposition and sometimes an impossible exercise. In such cases, the land schedules marked theproperty owners as "not known". The NGOs, who would be recruited for the projectimplementation, will fill those data gaps.Last but not least, the affected people often gave apparently wrong information on their incomeand expenditure. In many cases people even refused to talk about their incomes. People were,otherwise, cooperative with the survey process, but the local small businesses, especially the eatingplaces, believed the surveyors to be sales tax agents, sent by the State Revenue Department. Inalmost all cases the owners of the commercial establishments did not allow the recording of thenames and other details of their employees, beyond mentioning their numbers.Louis Berger Intemational/Sheladia Associates/CES/icr Page Chapter 2-4

Kerala State Transport Project Resettlement Action Plan Chapter 3The Highways Component Mininiising Negative Social ImpactChapter 3Minimising Negative Social Impact3.1 IntroductionThe R&R component of the Project has been prepared according to the R&R Principles and PolicyFramework (approved by the Kerala State Government in August 2000), adopted by the KeralaState Transport Project and the World Bank guidelines.' The Bank policy emphasises the need toavoid or minimise involuntary resettlement on development projects. The KSTP policy, also,acknowledges the importance of avoiding adverse socio-economic impacts in road design andconstruction.The success of a project depends to a large extent on the improvement that it brings about in theliving standards of the people, both in the short and the long termn. While preparing the engineeringdesign, the prime consideration has been to minimise the social negative inpacts within thelimitations of technical requirements and cost effectiveness and to enhance the benefits. Despitethe best efforts to minimise the negative social impact, however, land take and resettlement hasbeen unavoidable.The project area on each Link was divided into three broad categories for the assessment of landtake, which has implications upon costs and budgeting:* Congested market areas with dense placement of structures, including legal title holders ofland plots and structures, and legal2 or illegal squatters;* Built up residential areas along the road where there is a requirement for acquisition ofland from existing walls and parts of the compound and/or structures;* Roadside agricultural/plantation land.3.2 Options Considered For Minimising Negative Social Impacts3.2.1 Design ConsiderationsAccording to the three broad categories mentioned above, a joint decision among the engineering,environmental and social impact teams was taken to avoid land take from religious structures, suchas,-churches, mosques, temples, graves, sacred groves, etc., congested market areas (which wouldsave both displacement and livelihoods as well as excessive costs), and avoid splitting agriculturalfields as far as possible. A set of guidelines with social concern was prepared for the reference ofthe design engineers and is appended to this Report as Annex 3.1.Realignments have been proposed at a number of places on the majority of the road links, eachlength varying from 100 metres to 400 metres.3 The Environmental Impact Assessment has madea detailed analysis of each one of these realignments. It is mentioned here, however, that theseproposed realignment sections pass through virgin agricultural or plantation lands, which the PWDOD 4.30/OP 4.12: Involuntary Resettlement. The World Bank, Washington, DC, 1990/1999.2 Squatting is by definition illegal, but "legal" squanters are those who are authorized by the civic authorities, such as themunicipality or the panchayath, to set up small businesses on small structures, usually measuring 4 squarc metres andraised on a platform, on public lands for a license fee. Locally calied bunk, these are usually wooden structures withtin roof.3 Annex 1 identifies the realignrment sections in each project link, which are shaded.Louis Berger International/Sheladia Associates/CES/ICT Page Chapter 3-1

Kerala State Transport Project Resettlement Action Plan Chapter 3The Highways Component Miniuising Negative Social Impactneeds to purchase from the owners. Depending on the topography of a given area, even for a roadblack top width of 7 metres, the average total required width for every 100 metres length couldvary from a minimum of 15 metres to a maximum of 30 metres.4 In such cases, the effortsmentioned in Annex 3.1 do not apply.Realignment apart, the widening exercise has been strictly limited to the existing COI and wherethis has not been possible and compound walls and/or buildings have been affected, considerationswere made on the number of affected compound walls andlor buildings on either side of the roadin a given area. The side having the less number of affected properties was chosen for thewidening side as a measure of minirnising impacts. This information is evident in the strip mapsand the road design maps. The engineering design parameters for minimising the social impacts,re contained in Annex 3.2.Kerala being a land-scarce State and the roads here being typically narrow, to upgrade the projectroads to IRC (Indian Road Congress) recommended standards of 30m for four-laning would haveaffected a very large number of people and properties. Even a compromise corridor width of 23mwould have affected a large number of people and properties. Although efforts have been made toconfine the road improvements to the existing right of way, this has not always been possiblebecause of the topography and curves. The project has generally considered a 12-15m COI for a7-metre carriageway.The extent to which negative impacts have been minimised in project design is illustrated in thefollowing table. The figures for the outcomes of a given link according to its finally considereddesign width are italicised in this table. A sample of the link-wise details indicating the number ofaffected people, buildings and the magnitude of land take at every km. interval for four differentcorridor widths that were considered as options is presented in Annex 3.3.Table 3.1: Effects of Minimising Negative Social ImpactsThrough Design ModificationsRoad Links 30m COI 15m COI 12m COI 1om COILink 1: Taikkod - KottarakaraNumberofaffectedPAPs r 6571 3408 j 1405 ] 0Number of structures affected 896 825 333 0Magnitudeoflandtake(ha) 78.94 16.21 6.36 1 1.10Link 2: Kottarakara - AdurNumber of affected PAPs 1354 646 587 0Number of structures affected 767 353 261 0Magntude of land take (ha) 32.38 6.00 4.44 0Link 3: Adur - ChengannurNunber of affected PAPs 1502 709 455 0Number of structures affected [ 1190 357 291 0Magnitude of land take (ha) 35.73 4.24 1.49 0Link 6: Muvattupuzha - AngamaliNumber of affected PAPs 5865 3703 351 0Number of structures affected 1608 828 83 0Magnitude of land take (ha) 52.49 2.06 1.35 0Link 40: Thrissur - KuttipuramNumber of affected PAPs { 2105 1408 219 0Number of structures affected 499 345 52 0Magnitude of land take (ha) 51.62 2.17 0.75 04 Annex I describes the required area for the corridor of impact.Louis Berger IntemationallSheladia Associates/CES/ICT Page Chapter 3-2

Kerala State Transport Project Resettlement Action Plan Chapter 3The Highways Component Minimis