chapter 11 evaluation of the environmental and … · 2012. 9. 18. · the feasibility study on the...

The Feasibility Study on The Development of Dedicated Multimodal High Axle Load Freight Corridor with Computerized Control for Delhi-Mumbai and Delhi-Howrah in India Progress Report 2 (Task 0&1)

Chapter 11

11-1

CHAPTER 11 EVALUATION OF THE ENVIRONMENTAL AND SOCIAL IMPACTS

11.1 ESTABLISHING EWG

11.1.1 Initiatives Taken by EWG

According to the Indian government’s environmental impact assessment guidelines issued by the Ministry of Environment and Forests, Notification, New Delhi, the 14th September, 2006, environmental clearance is exempted for railway development. Thus RITES, the Indian consulting firm undertaking feasibility study of DFC Project is not in the position of carrying out environmental study and it will not in the future. It is this reason that JICA Study Team carries out environmental study at the planning state of the Project if there would be or not be any significant environmental impacts caused by the Project. In order to carry out environmental study for the Project, JICA Guidelines for the Environment and Social consideration of 2004 is adapted to use as a guideline.

While it is one of the important tasks of JICA Study Team in terms of the review of feasibility report carried out by RITES, MOR does not have appropriate counterpart section specifically undertaking environmental study. Thus, as per Scope of Work signed by the Government of India and Japan on 3rd February 2006, EWG has been established.

During the initial year of study of the Project from June 2006 to March 2007, Environment and Social Consideration Study (ESCS), which is an initial environmental examination level of study in general term, is carried out in conjunction with engineering study, as per Scope of Work signed by the Government of India and Japan on 3rd February 2006.

Local consulting firm of MANTEC has been selected in the middle of December 2006 and it has mobilized its personnel including local NGOs active in each state directly affected by the Project for stakeholder/public consultation meeting.

EWG has been playing an active role in terms of which examination for the terms of reference and various presentation materials intended to make use of them at each stakeholder/public consultation meeting.

11.1.2 Role of EWG

EWG inaugural meeting was held on 30th October, 2006 followed by the second meeting held on 6th December 2007. The following is a major topic of discussions:

1) EWG is consisting of the members of Ministry of Environment and Forestry and Ministry

Rural Development. Further, as deemed necessary members of resettlement commission of each state could be invited to EWG meetings in the future;

2) JICA Study Team’s environmental study report, especially its Resettlement and Rehabilitation Plan (RRP), should be duly recognized as a part of the final report of the Project. However, recognition of its contents and organization for doing it is subject to further discussion;

3) Information regarding terms of reference for environmental study subletting to Indian consulting firm and the materials subject to use during the stakeholder/public consultation meeting should be examined by EWG;


Chapter 11

11-2

11.1.3 Members of EWG

On 17th January 2007, the chairman of EWG has been changed to Mr.P.D.Sharma from Mr. A Gupta. There was also Mr. A Gupta’s commitment to business trip that took place during 18-19th January 2007, the 3rd EWG meeting has been put off to 28the February, 2007. Thus JICA Study Team undertook to provide briefing materials for which the past activities of the project study is explained. Members of EWG are shown in Table 11-1.

Table 11-1 Members of EWG

Chaiman： Mr. P.D.Sharma, Executive Director (Land & Amenities), MORMembers: Mr. Rahul Agarwal, Director-Planning (Special), MOR

Mr. Rajesh Agarwal, Director-Works, MORMr. Pankaj Asthana-Assit Inspector General of Forests, Min. of Env. And ForestMr. A.Senthilvel, Additional Director-Impact Assessment, Min. of Eng. AndDr. A.K.Singh, Director-Dept.of Land Resources, Min. of Rural Dev.Mr. G.B. Upadhaya, Undersecretary, Dept. of Land Resources, Min. of Rural

11.1.4 Participation of Academic Advisor

JICA Study Team has selected the following academic advisors. They are expected to interact with JICA Study Team and its local consulting firm undertaking ESCS study in terms of improving contents of the study. They are also expected to examine final draft so as it becomes as an acceptable environmental study report.

Table 11-2 Academic Advisors Professor & Head of DepartmentDept. of BiologyIndian Institute of Technology RoorkeeProfessorDept. of HumanitiesIndian Institute of Technology RoorkeeProfessorDept. of Civil EngineeringIndian Institute of Technology Roorkee

3) Environmentalist Dr. A. A. Kazmi

1) Biologist Dr. Gursharn S. Randhawa

2) Sociologist Dinesh K. Nuriyal

11.2 EXAMINATION AND COMPARISON OF FOUR OPTIONS

11.2.1 Improvement of the Existing Railway Lines

There are two cases of improvement of the existing railway lines and environmental impacts of each option are summarized as follows:

a. Improvement of Signal and Track System

- Installation of signal and track system takes place within the area of railway’s right of way. Thus there is no significant direct impacts caused by the Project;

- Since there is no level crossing improved by the Project while a number of trains are increased, railway accidents might become on the increase to some extent; and

- Since there are a number of trains increased, waiting time at the railway crossing might increase causing further traffic congestions, particularly in urban areas.


Chapter 11

11-3

b. Construction of Double-tracks and Improvement of Signal and Track System

- As double-track railway is constructed alongside the existing railway lines, additional land acquisition in the agricultural areas;

- Those roads constructed apparel to the railways may have to be significantly affected;

- Since there is no by-pass routes are considered to construct, land acquisition in the urban areas should cause a large number of involuntary resettlement;

- Land acquisition between stations may bisect a patch of agricultural field owned by a person, or lesson to the size which it does not make the owner sustainable to carry on farming. If it was the case, each farmer should be properly compensated based on the prevailing national laws and regulations;

- Railway accidents are considered reduced if Road-over Bridges (ROBs) or Road-under Bridges (RUBs) were constructed while non-motorized transportation owners would have to climb slopes of ROB or RUB; and

- In Western Corridor, Vadodara-Kota-Agra-Delhi is the route subject to improvement under this option. At the location approximately 176 km to south of Delhi is Kaoladeo Ghana Lake Bird Sanctuary and the existing railway line is passing through the sanctuary. Thus, very specific environmental study has to be carried out in this area.

Table 11-3 shows impact matrix of the option of Improvement of the Existing Railway Lines: Signal and Track System Improvement and (2) Improvement of the Existing Railway Lines: Signal and Track System Improvement and Double-track Construction Works.

.


Chapter 11

11-4

Tabl

e 11

-3

Impa

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Overall Evaluation on the Project

Survey/Study on the Project

Information on the Project

Participation to the SH Meeting

Land Acquisition and Resettlement

Clearing Vegetation/Top Soil forPreparation of the Construction Works

Earth Moving: Cutting andFilling of the Construction Works

Preparation of the ConstructionAreas, Work Camp and Mobilizationof Construction Plants and Materials

Construction of Railway, Bridges,Access Road and Haul Road

Construction Works for Stations,Installation of Signals and Related

Facilities

Emanation of Dust, Noise,Vibration and Traffic Congestions

Localized Employment Opportunitiesof the Construction Works

Localized Business OpportunitiesRelated to the Construction Works

Improvement of Freight/PassengerTrains

Improved Structures of Stations andOther Facilities

Improvement of Railway Safety

Improvement of EmploymentOpportunities

Improvement of Passenger-orientedBusiness

Improvement of Freight-orientedBusiness

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Chapter 11

11-5

Tabl

e 11

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Impa

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Chapter 11

11-6

Tabl

e 11

-3

Impa

ct m

atrix

of M

odifi

catio

n of

Exi

stin

g Li

ne A

ltern

ativ

e（3/

4）

b - 1

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m I

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+C

+C

+-

C+/

C-

C+

C+

C+

A-

C-/

+C

-/+

C-/

+A

--

--

--

--

--

--

--

-A

-C

-/+

C-/

+C

-/+

A-

--

--

--

--

--

--

--

A-

C-/

+C

-/+

C-/

+A

--

--

--

--

--

--

--

-2

A-

C-/

+C

-/+

C-/

+A

--

--

--

--

--

-C

+-

C+

-3

--

--

--

--

--

--

--

--

--

C+

4C

+-

--

--

--

--

--

--

-C

+-

-C

+5

--

--

--

--

--

--

--

--

--

-6 7

B-/

C+

--

-B

--

--

--

--

C+

--

--

-C

+8

B-/

C+

--

-B

--

--

--

--

C+

--

--

-C

+9

--

--

--

--

--

--

--

--

--

-10

--

--

-C

-C

-C

-C

--

C-

--

--

--

--

11-

--

--

--

--

--

--

--

--

--

12B

+-

--

--

--

--

--

--

-B

+-

--

13C

--

--

C-

C-

C-

C-

C-

--

--

--

--

--

14C

--

--

--

--

C-

--

--

--

--

--

15C

--

--

--

C-

-C

--

--

--

--

--

-16

--

--

--

--

--

--

--

--

--

-17

C-

--

--

C-

C-

C-

C-

--

--

--

--

--

18B

--

--

-B

-B

-B

-B

--

--

--

--

--

-19

--

--

--

--

--

--

--

--

--

-20

B-

--

--

--

-B

--

--

--

--

--

-21

--

--

--

--

--

--

--

--

--

-22

--

--

--

--

--

--

--

--

--

-23

--

--

--

--

--

--

--

--

--

-24

--

--

--

--

--

--

--

--

--

-25

--

--

--

--

--

--

--

--

--

-26

C-

--

--

C-

C-

C-

C-

-C

--

--

--

--

-27

--

--

--

--

--

--

--

--

--

-28

--

--

--

--

--

--

--

--

--

-29

C-

--

--

C-

C-

C-

C-

-C

--

--

--

--

-30

C-

--

--

C-

C-

C-

C-

-C

--

-C

--

--

--

31-

--

--

--

--

--

--

--

--

--

32-

--

--

--

--

--

--

--

--

--

33-

--

--

--

--

--

--

--

--

--

Leg

end:

A -

Sign

ific

ant c

hang

es e

xpec

ted;

B -

Rel

ativ

ely

sign

ific

ant c

hang

es e

xpec

ted;

C -

Not

sig

nifi

cant

but

sub

ject

to f

urth

er s

tudy

; - -

Neg

lect

able

impa

ct;

A

+, B

+, C

+ in

dica

tes

rela

tivel

y po

sitiv

e ch

ange

s; A

-, B

-, C

- ind

icat

es re

lativ

ely

nega

tive

chan

ges;

A+/

A-,

B+/

B-,

C+/

C- i

ndic

ates

that

ther

e w

ould

be

posi

tive

impa

ct w

hile

neg

ativ

e im

pact

cou

ld a

lso

occu

r.

Eff

ect o

n th

e N

atur

al/E

colo

gica

l Res

erve

s an

d Sa

nctu

arie

sL

ocal

ised

Clim

atic

Cha

nges

Eff

ect o

n th

e G

loba

l War

min

g Is

sues

Pollution

Air

Pol

lutio

nW

ater

Pol

lutio

nSo

il Po

llutio

nSo

lid W

aste

and

/or

Indu

stri

al D

isch

arge

Man

agem

ent

Noi

se a

nd V

ibra

tion

Lar

ge S

cale

Gro

und

Settl

emen

tE

man

atin

g O

dour

Pollu

tion

on th

e W

ater

Bot

tom

/Slu

dge

and

Its

Eff

ect o

n th

e A

quat

ic L

ife

Natural Environment

Geo

grap

hica

l Con

ditio

nsG

eolo

gica

l Con

ditio

nsSo

il E

rosi

onFa

unal

Eco

logy

Flor

a E

colo

gyE

ffec

ts o

n th

e G

roun

d W

ater

Eff

ect o

n th

e Su

rfac

e W

ater

Bod

y (R

iver

, Lak

es, e

tc)

Oce

anog

raph

ic C

hang

es

Publ

ic H

ygie

ne a

nd H

ealth

Car

e of

the

Loc

al C

omm

uniti

esV

ulne

rabi

lity/

Res

ilien

ce o

f the

Soc

iety

to N

atur

al D

isas

ter

Tra

ffic

Saf

ety

Cha

nges

on

the

Lan

d U

se a

nd th

e L

ands

cape

a.

Am

ong

the

Sect

ors

of C

omm

erce

and

Indu

stry

b.

Am

ong

the

Loc

al B

usin

ess

Com

mun

ities

Eff

ect o

n th

e W

ater

Rig

hts/

Com

mon

s fo

r Gra

zing

etc

.

Eff

ect o

n th

e C

oast

al E

nvir

onm

ent

Loc

al R

oad/

Wat

er a

nd/o

r M

otor

ised

/Non

-mot

oris

ed T

rans

port

atio

n Sy

stem

Dis

trib

utio

n of

the

Ben

efit

of th

e Pr

ojec

tE

ffec

t on

the

Soci

al a

nd C

ultu

ral E

vent

s an

d T

radi

tion

Eff

ect o

n th

e L

ocal

Eco

nom

ic A

ctiv

ities

Pre-

cons

truc

tion

Stag

eC

onst

ruct

ion

Stag

ePo

st-c

onst

ruct

ion

Stag

e

Social Environment

Liv

elih

ood

of th

e L

ocal

Com

mun

ities

a.

Gen

eral

b.

Soci

ally

and

Phy

sica

lly D

isad

vant

aged

c.

Wom

en a

nd C

hild

ren

d.

Min

ority

and

Sch

edul

ed C

aste

Soci

al C

ohes

ion

and

Phys

ical

Con

tinui

ty o

f the

Loc

al C

omm

uniti

es

Item

s of

the

Env

iron

men

t Sub

ject

toN

egat

ive/

Posi

tive

Cha

nges

Proj

ect A

ctiv

ities


Chapter 11

11-7

Tabl

e 11

-3

Impa

ct m

atrix

of M

odifi

catio

n of

Exi

stin

g Li

ne A

ltern

ativ

e（4/

4）

b - 2

. Im

prov

emen

t of t

he E

xist

ing

Lin

es: W

este

rn C

orri

dor

- Sig

nal S

yste

m I

mpr

ovem

ent W

ith

Dou

ble-

truc

k C

onst

ruct

ion

Wor

ks

No.











Facilities










1A

-C

-/+

C-/

+C

-/+

A-

C-

C-

C-

C-

-C

-C

+C

+C

+-

C+/

C-

C+

C+

C+

A-

C-/

+C

-/+

C-/

+A

--

--

--

--

--

--

--

-A

-C

-/+

C-/

+C

-/+

A-

--

--

--

--

--

--

--

A-

C-/

+C

-/+

C-/

+A

--

--

--

--

--

--

--

-2

A-

C-/

+C

-/+

C-/

+A

--

--

--

--

--

-C

+-

C+

-3

--

--

--

--

--

--

--

--

--

C+

4C

+-

--

--

--

--

--

--

-C

+-

-C

+5

--

--

--

--

--

--

--

--

--

-6 7

B-/

C+

--

-B

--

--

--

--

C+

--

--

-C

+8

B-/

C+

--

-B

--

--

--

--

C+

--

--

-C

+9

--

--

--

--

--

--

--

--

--

-10

--

--

-C

-C

-C

-C

--

C-

--

--

--

--

11-

--

--

--

--

--

--

--

--

--

12B

+-

--

--

--

--

--

--

-B

+-

--

13C

--

--

C-

C-

C-

C-

C-

--

--

--

--

--

14C

--

--

--

--

C-

--

--

--

--

--

15C

--

--

--

C-

-C

--

--

--

--

--

-16

--

--

--

--

--

--

--

--

--

-17

C-

--

--

C-

C-

C-

C-

--

--

--

--

--

18B

--

--

-B

-B

-B

-B

--

--

--

--

--

-19

--

--

--

--

--

--

--

--

--

-20

B-

--

--

--

-B

--

--

--

--

--

-21

C-

--

--

C-

C-

C-

C-

--

--

--

--

--

22-

--

--

--

--

--

--

--

--

--

23B

--

--

-B

-B

-B

-B

--

--

--

--

--

-24

--

--

--

--

--

--

--

--

--

-25

--

--

--

--

--

--

--

--

--

-26

C-

--

--

C-

C-

C-

C-

-C

--

--

--

--

-27

--

--

--

--

--

--

--

--

--

-28

--

--

--

--

--

--

--

--

--

-29

C-

--

--

C-

C-

C-

C-

-C

--

--

--

--

-30

C-

--

--

C-

C-

C-

C-

-C

--

-C

--

--

--

31-

--

--

--

--

--

--

--

--

--

32-

--

--

--

--

--

--

--

--

--

33-

--

--

--

--

--

--

--

--

--

Lege

nd:

A -

Sign

ific

ant c

hang

es e

xpec

ted;

B -

Rel

ativ

ely

sign

ific

ant c

hang

es e

xpec

ted;

C -

Not

sig

nifi

cant

but

sub

ject

to fu

rther

stu

dy; -

- N

egle

ctab

le im

pact

;

A+,

B+,

C+

indi

cate

s re

lativ

ely

posi

tive

chan

ges;

A-,

B-,

C- i

ndic

ates

rela

tivel

y ne

gativ

e ch

ange

s;

A

+/A

-, B

+/B

-, C

+/C

- ind

icat

es th

at th

ere

wou

ld b

e po

sitiv

e im

pact

whi

le n

egat

ive

impa

ct c

ould

als

o oc

cur.

Eff

ect o

n th

e N

atur

al/E

colo

gica

l Res

erve

s an

d Sa

nctu

arie

sLo

calis

ed C

limat

ic C

hang

esE

ffec

t on

the

Glo

bal W

arm

ing

Issu

es

Pollution

Air

Pol

lutio

nW

ater

Pol

lutio

nSo

il Po

llutio

nSo

lid W

aste

and

/or I

ndus

tria

l Dis

char

ge M

anag

emen

tN

oise

and

Vib

ratio

nLa

rge

Scal

e G

roun

d Se

ttlem

ent

Em

anat

ing

Odo

urPo

llutio

n on

the

Wat

er B

otto

m/S

ludg

e an

d Its

Eff

ect o

n th

e A

quat

ic L

ife

Natural Environment

Geo

grap

hica

l Con

ditio

nsG

eolo

gica

l Con

ditio

nsSo

il E

rosi

onFa

unal

Eco

logy

Flor

a E

colo

gyE

ffec

ts o

n th

e G

roun

d W

ater

Eff

ect o

n th

e Su

rfac

e W

ater

Bod

y (R

iver

, Lak

es, e

tc)

Oce

anog

raph

ic C

hang

es

Publ

ic H

ygie

ne a

nd H

ealth

Car

e of

the

Loca

l Com

mun

ities

Vul

nera

bilit

y/R

esili

ence

of t

he S

ocie

ty to

Nat

ural

Dis

aste

r T

raff

ic S

afet

yC

hang

es o

n th

e La

nd U

se a

nd th

e La

ndsc

ape

a.

Am

ong

the

Sect

ors

of C

omm

erce

and

Indu

stry

b.

Am

ong

the

Loca

l Bus

ines

s C

omm

uniti

esE

ffec

t on

the

Wat

er R

ight

s/C

omm

ons

for G

razi

ng e

tc.

Eff

ect o

n th

e C

oast

al E

nvir

onm

ent

Loca

l Roa

d/W

ater

and

/or M

otor

ised

/Non

-mot

oris

ed T

rans

port

atio

n Sy

stem

Dis

trib

utio

n of

the

Ben

efit

of th

e Pr

ojec

tE

ffec

t on

the

Soci

al a

nd C

ultu

ral E

vent

s an

d T

radi

tion

Eff

ect o

n th

e Lo

cal E

cono

mic

Act

iviti

es

Pre-

cons

truc

tion

Stag

eC

onst

ruct

ion

Stag

ePo

st-c

onst

ruct

ion

Stag

e

Social Environment

Live

lihoo

d of

the

Loca

l Com

mun

ities

a.

Gen

eral

b.

Soci

ally

and

Phy

sica

lly D

isad

vant

aged

c.

Wom

en a

nd C

hild

ren

d.

Min

ority

and

Sch

edul

ed C

aste

Soci

al C

ohes

ion

and

Phys

ical

Con

tinui

ty o

f the

Loc

al C

omm

uniti

es

Item

s of

the

Env

iron

men

t Sub

ject

toN

egat

ive/

Posi

tive

Cha

nges

Proj

ect A

ctiv

ities


Chapter 11

11-8

11.2.2 Dedicated Freight Corridors

Scope of the construction of dedicated freight corridors is briefly shown in Section 15.3. Because of various railway facilities are constructed, impacts on the natural and social environment would not be insignificant. Environmental impacts of DFC Project are summarized as follows;

- There are 26 locations by-passing large to medium size urban centres in order to minimize a number of households involved in resettlement. However, there are more than 2,100 households subject to resettlement. Thus appropriate resettlement and rehabilitation plan has to be elaborated based on National Rehabilitation Policy of 2006;

- A large area of land acquisition for construction of junction station or crossing station is involved. In areas, land acquisition between stations may bisect a patch of agricultural field owned by a person, or lesson to the size which it does not make the owner sustainable to carry on farming. If it was the case, each farmer should be properly compensated based on the prevailing national laws and regulations;

- Railway accidents are considered reduced if Road-over Bridges (ROBs) or Road-under Bridges (RUBs) were constructed while non-motorized transportation owners would have to climb slopes of ROB or RUB;

- Planned 26 locations of by-pass routes may by-sect local farming communities and social cohesions might be lost or implementation of appropriate resettlement and rehabilitation plan has to be considered; and

- Planned tunnel section is in the middle of agricultural field on the plateaux around Sahna in Gurgaon, Hryana State. It may drain ground water of the area causing significant impacts on the agricultural activities of the area.

Table 11-4 shows summarized impact matrix of Dedicated Freight Corridor (DFC).


Chapter 11

11-9

Tabl

e 11

-4

Impa

ct m

atrix

of D

edic

ated

Fre

ight

Cor

ridor

(DFC

) Alte

rnat

ive（

1/2）

a. C

onst

ruct

ion

of D

edic

ated

Fre

ight

Cor

rido

r: E

aste

rn C

orri

dor

- Dou

ble-

truc

k C

onst

ruct

ion

Wor

ks In

clud

ing

Div

sers

ions

No.











Facilities










1A

-C

-/+C

-/+C

-/+A

-C

-C

-C

-C

--

C-

C+

C+

C+

-C

+/C

-C

+C

+C

+A

-C

-/+C

-/+C

-/+A

--

--

--

--

--

--

--

-A

-C

-/+C

-/+C

-/+A

--

--

--

--

--

--

--

-A

-C

-/+C

-/+C

-/+A

--

--

--

--

--

--

--

-2

A-

C-/+

C-/+

C-/+

A-

--

--

--

--

--

C+

-C

+-

3-

--

--

--

--

--

--

--

--

-C

+4

C+

--

--

--

--

--

--

--

C+

--

C+

5-

--

--

--

--

--

--

--

--

--

6 7B

-/C+

--

-B

--

--

--

--

C+

--

--

-C

+8

B-/C

+-

--

B-

--

--

--

-C

+-

--

--

C+

9-

--

--

--

--

--

--

--

--

--

10C

--

--

-C

-C

-C

-C

--

C-

--

--

--

--

11-

--

--

--

--

--

--

--

--

--

12C

+-

--

--

--

--

--

--

-C

+-

--

13C

--

--

C-

C-

C-

C-

C-

--

--

--

--

--

14C

--

--

--

--

C-

--

--

--

--

--

15C

--

--

--

C-

-C

--

--

--

--

--

-16

--

--

--

--

--

--

--

--

--

-17

C-

--

--

C-

C-

C-

C-

--

--

--

--

--

18B

--

--

-B

-B

-B

-B

--

--

--

--

--

-19

--

--

--

--

--

--

--

--

--

-20

B-

--

--

--

-B

--

--

--

--

--

-21

--

--

--

--

--

--

--

--

--

-22

--

--

--

--

--

--

--

--

--

-23

--

--

--

--

--

--

--

--

--

-24

--

--

--

--

--

--

--

--

--

-25

--

--

--

--

--

--

--

--

--

-26

C-

--

--

C-

C-

C-

C-

-C

--

--

--

--

-27

--

--

--

--

--

--

--

--

--

-28

--

--

--

--

--

--

--

--

--

-29

C-

--

--

C-

C-

C-

C-

-C

--

--

--

--

-30

C-

--

--

C-

C-

C-

C-

-C

--

-C

--

--

--

31-

--

--

--

--

--

--

--

--

--

32-

--

--

--

--

--

--

--

--

--

33-

--

--

--

--

--

--

--

--

--

Lege

nd:

A -

Sign

ifica

nt c

hang

es e

xpec

ted;

B -

Rel

ativ

ely

sign

ifica

nt c

hang

es e

xpec

ted;

C -

Not

sig

nific

ant b

ut s

ubje

ct to

furth

er st

udy;

- -

Neg

lect

able

impa

ct;

A

+, B

+, C

+ in

dica

tes r

elat

ivel

y po

sitiv

e ch

ange

s; A

-, B

-, C

- ind

icat

es re

lativ

ely

nega

tive

chan

ges;

A+/

A-,

B+/

B-,

C+/

C- i

ndic

ates

that

ther

e w

ould

be

posi

tive

impa

ct w

hile

neg

ativ

e im

pact

cou

ld a

lso

occu

r.

Eman

atin

g O

dour

Pollu

tion

on th

e W

ater

Bot

tom

/Slu

dge

and

Its E

ffec

t on

the

Aqu

atic

Life

Social Environment Natural Environment Pollution

Vul

nera

bilit

y/R

esili

ence

of t

he S

ocie

ty to

Nat

ural

Dis

aste

r

Effe

cts o

n th

e G

roun

d W

ater

Effe

ct o

n th

e G

loba

l War

min

g Is

sues

Air

Pollu

tion

Wat

er P

ollu

tion

Soil

Pollu

tion

Solid

Was

te a

nd/o

r Ind

ustri

al D

isch

arge

Man

agem

ent

Noi

se a

nd V

ibra

tion

Larg

e Sc

ale

Gro

und

Settl

emen

t

Cha

nges

on

the

Land

Use

and

the

Land

scap

eG

eogr

aphi

cal C

ondi

tions

Geo

logi

cal C

ondi

tions

Soil

Eros

ion

Faun

al E

colo

gyFl

ora

Ecol

ogy

Effe

ct o

n th

e N

atur

al/E

colo

gica

l Res

erve

s and

San

ctua

ries

Loca

lised

Clim

atic

Cha

nges

Effe

ct o

n th

e Su

rfac

e W

ater

Bod

y (R

iver

, Lak

es, e

tc)

b.

Soci

ally

and

Phy

sica

lly D

isad

vant

aged

c.

Wom

en a

nd C

hild

ren

Effe

ct o

n th

e C

oast

al E

nviro

nmen

tO

cean

ogra

phic

Cha

nges

Effe

ct o

n th

e W

ater

Rig

hts/

Com

mon

s for

Gra

zing

etc

.Pu

blic

Hyg

iene

and

Hea

lth C

are

of th

e Lo

cal C

omm

uniti

es

Effe

ct o

n th

e So

cial

and

Cul

tura

l Eve

nts a

nd T

radi

tion

Effe

ct o

n th

e Lo

cal E

cono

mic

Act

iviti

es a

. A

mon

g th

e Se

ctor

s of C

omm

erce

and

Indu

stry

b.

Am

ong

the

Loca

l Bus

ines

s Com

mun

ities

Pre-

cons

truct

ion

Stag

eC

onst

ruct

ion

Stag

ePo

st-c

onst

ruct

ion

Stag

e

Traf

fic S

afet

y

d.

Min

ority

and

Sch

edul

ed C

aste

Soci

al C

ohes

ion

and

Phys

ical

Con

tinui

ty o

f the

Loc

al C

omm

uniti

esLo

cal R

oad/

Wat

er a

nd/o

r Mot

oris

ed/N

on-m

otor

ised

Tra

nspo

rtatio

n Sy

stem

Dis

tribu

tion

of th

e B

enef

it of

the

Proj

ect

Live

lihoo

d of

the

Loca

l Com

mun

ities

a.

Gen

eral

Item

s of t

he E

nviro

nmen

t Sub

ject

toN

egat

ive/

Posi

tive

Cha

nges

Proj

ect A

ctiv

ities


Chapter 11

11-10

Tabl

e 11

-4

Impa

ct m

atrix

of D

edic

ated

Fre

ight

Cor

ridor

(DFC

) Alte

rnat

ive（

2/2）

b. C

onst

ruct

ion

of D

edic

ated

Fre

ight

Cor

rido

r: W

este

rn C

orri

dor

- Dou

ble-

truc

k C

onst

ruct

ion

Wor

ks I

nclu

ding

Div

sers

ions

No.











Facilities










1A

-C

-/+C

-/+C

-/+A

-C

-C

-C

-C

--

C-

C+

C+

C+

-C

+/C

-C

+C

+C

+A

-C

-/+C

-/+C

-/+A

--

--

--

--

--

--

--

-A

-C

-/+C

-/+C

-/+A

--

--

--

--

--

--

--

-A

-C

-/+C

-/+C

-/+A

--

--

--

--

--

--

--

-2

A-

C-/+

C-/+

C-/+

A-

--

--

--

--

--

C+

-C

+-

3-

--

--

--

--

--

--

--

--

-C

+4

C+

--

--

--

--

--

--

--

C+

--

C+

5-

--

--

--

--

--

--

--

--

--

6 7B

-/C+

--

-B

--

--

--

--

C+

--

--

-C

+8

B-/C

+-

--

B-

--

--

--

-C

+-

--

--

C+

9-

--

--

--

--

--

--

--

--

--

10-

--

--

C-

C-

C-

C-

-C

--

--

--

--

-11

--

--

--

--

--

--

--

--

--

-12

C+

--

--

--

--

--

--

--

C+

--

-13

C-

--

-C

-C

-C

-C

-C

--

--

--

--

--

-14

C-

--

--

--

-C

--

--

--

--

--

-15

C-

--

--

-C

--

C-

--

--

--

--

--

16-

--

--

--

--

--

--

--

--

--

17C

--

--

-C

-C

-C

-C

--

--

--

--

--

-18

B-

--

--

B-

B-

B-

B-

--

--

--

--

--

19-

--

--

--

--

--

--

--

--

--

20B

--

--

--

--

B-

--

--

--

--

--

21C

--

--

-C

-C

-C

-C

--

--

--

--

--

-22

--

--

--

--

--

--

--

--

--

-23

--

--

-C

-C

--

--

--

--

--

--

-24

--

--

--

--

--

--

--

--

--

-25

--

--

--

--

--

--

--

--

--

-26

C-

--

--

C-

C-

C-

C-

-C

--

--

--

--

-27

--

--

--

--

--

--

--

--

--

-28

--

--

--

--

--

--

--

--

--

-29

C-

--

--

C-

C-

C-

C-

-C

--

--

--

--

-30

C-

--

--

C-

C-

C-

C-

-C

--

-C

--

--

--

31-

--

--

--

--

--

--

--

--

--

32-

--

--

--

--

--

--

--

--

--

33-

--

--

--

--

--

--

--

--

--

Lege

nd:

A -

Sign

ifica

nt c

hang

es e

xpec

ted;

B -

Rel

ativ

ely

sign

ifica

nt c

hang

es e

xpec

ted;

C -

Not

sig

nific

ant b

ut s

ubje

ct to

furth

er st

udy;

- -

Neg

lect

able

impa

ct;

A

+, B

+, C

+ in

dica

tes r

elat

ivel

y po

sitiv

e ch

ange

s; A

-, B

-, C

- ind

icat

es re

lativ

ely

nega

tive

chan

ges;

A+/

A-,

B+/

B-,

C+/

C- i

ndic

ates

that

ther

e w

ould

be

posi

tive

impa

ct w

hile

neg

ativ

e im

pact

cou

ld a

lso

occu

r.

Pre-

cons

truct

ion

Stag

eC

onst

ruct

ion

Stag

ePo

st-c

onst

ruct

ion

Stag

e

Social Environment

Live

lihoo

d of

the

Loca

l Com

mun

ities

a.

Gen

eral

b.

Soci

ally

and

Phy

sica

lly D

isad

vant

aged

c.

Wom

en a

nd C

hild

ren

d.

Min

ority

and

Sch

edul

ed C

aste

Soci

al C

ohes

ion

and

Phys

ical

Con

tinui

ty o

f the

Loc

al C

omm

uniti

esLo

cal R

oad/

Wat

er a

nd/o

r Mot

oris

ed/N

on-m

otor

ised

Tra

nspo

rtatio

n Sy

stem

Dis

tribu

tion

of th

e B

enef

it of

the

Proj

ect

Effe

ct o

n th

e So

cial

and

Cul

tura

l Eve

nts a

nd T

radi

tion

Effe

ct o

n th

e Lo

cal E

cono

mic

Act

iviti

es a

. A

mon

g th

e Se

ctor

s of C

omm

erce

and

Indu

stry

b.

Am

ong

the

Loca

l Bus

ines

s Com

mun

ities

Effe

ct o

n th

e W

ater

Rig

hts/

Com

mon

s for

Gra

zing

etc

.Pu

blic

Hyg

iene

and

Hea

lth C

are

of th

e Lo

cal C

omm

uniti

esV

ulne

rabi

lity/

Res

ilien

ce o

f the

Soc

iety

to N

atur

al D

isas

ter

Traf

fic S

afet

yC

hang

es o

n th

e La

nd U

se a

nd th

e La

ndsc

ape

Natural Environment

Geo

grap

hica

l Con

ditio

nsG

eolo

gica

l Con

ditio

nsSo

il Er

osio

nFa

unal

Eco

logy

Flor

a Ec

olog

yEf

fect

s on

the

Gro

und

Wat

er

Eman

atin

g O

dour

Effe

ct o

n th

e Su

rfac

e W

ater

Bod

y (R

iver

, Lak

es, e

tc)

Effe

ct o

n th

e C

oast

al E

nviro

nmen

tO

cean

ogra

phic

Cha

nges

Effe

ct o

n th

e N

atur

al/E

colo

gica

l Res

erve

s and

San

ctua

ries

Pollu

tion

on th

e W

ater

Bot

tom

/Slu

dge

and

Its E

ffec

t on

the

Aqu

atic

Life

Loca

lised

Clim

atic

Cha

nges

Effe

ct o

n th

e G

loba

l War

min

g Is

sues

Pollution

Air

Pollu

tion

Wat

er P

ollu

tion

Soil

Pollu

tion

Solid

Was

te a

nd/o

r Ind

ustri

al D

isch

arge

Man

agem

ent

Noi

se a

nd V

ibra

tion

Larg

e Sc

ale

Gro

und

Settl

emen

t

Item

s of t

he E

nviro

nmen

t Sub

ject

toN

egat

ive/

Posi

tive

Cha

nges

Proj

ect A

ctiv

ities


Chapter 11

11-11

11.2.3 Dedicated Passenger Corridor (DPC)

Environmental impacts of dedicated passenger corridor are summarized as follows:

- There are 58 urban centres where 4 km long elevated railway line and passenger stations subject to construction. Thus impacts on socio-economic environment should be relatively large;

- Railway passenger services would be greatly improved; - Railway accidents are considered reduced if Road-over Bridges (ROBs) or Road-under

Bridges (RUBs) were constructed while non-motorized transportation owners would have to climb slopes of ROB or RUB; and

- Number of level crossing of railway is reduced i.e. traffic congestion is greatly reduced at urban centres.

Table 11-5 shows summarized impact matrix of DPC Alternative.


Chapter 11

11-12

Tabl

e 11

-5

Impa

ct m

atrix

of D

edic

ated

Pas

seng

er C

orrid

or (D

PC) A

ltern

ativ

e（1/

2）

a. N

ew P

asse

nger

Lin

es: E

aste

rn C

orri

dor

- Dou

ble-

truc

k C

onst

ruct

ion

Wor

ks a

nd E

leva

ted

Stat

ion

Con

stru

ctio

n W

orks

No.






Clearing Vegetation/Top Soil forPreparation of the Construction

Works





Facilities










1A

-C

-/+C-

/+C

-/+A

-C

-C

-C-

C-

A-

C-

C+

C+

C+

-C

+/C-

C+

C+

C+A

-C

-/+C

-/+C

-/+A

--

--

-A

--

--

--

--

--

A-

C-/+

C-/+

C-/+

A-

--

--

A-

--

--

--

--

-A

-C

-/+C

-/+C

-/+A

--

--

-A

--

--

--

--

--

2A

-C

-/+C

-/+C

-/+A

--

--

-A

--

--

--

C+

-C

+-

3B+

--

--

--

--

--

--

B+B+

--

-C+

4B+

--

--

--

--

-B-

B+B+

--

C+

-B-

/+C+

5-

--

--

--

--

--

--

--

--

--

6 7B-

/+-

--

B--

--

--

--

C+

--

--

B-/+

C+8

B-/+

--

-B-

--

--

--

-C

+-

--

-B-

/+C+

9-

--

--

--

--

--

--

--

--

--

10-

--

--

C-

C-

C-C

--

C-

--

--

--

--

11-

--

--

--

--

--

--

--

--

--

12B+

--

--

--

--

--

--

--

B+-

--

13C

--

--

C-

C-

C-

C-C

--

--

--

--

--

-14

C-

--

--

--

-C

--

--

--

--

--

-15

C-

--

--

-C

--

C-

--

--

--

--

--

16-

--

--

--

--

--

--

--

--

--

17C

--

--

-C

-C

-C-

C-

--

--

--

--

--

18B-

--

--

B-B-

B-B-

--

--

--

--

--

19-

--

--

--

--

--

--

--

--

--

20B-

--

--

--

-B-

--

--

--

--

--

21-

--

--

--

--

--

--

--

--

--

22-

--

--

--

--

--

--

--

--

--

23-

--

--

--

--

--

--

--

--

--

24-

--

--

--

--

--

--

--

--

--

25-

--

--

--

--

--

--

--

--

--

26C

--

--

-C

-C

-C-

C-

-C

--

--

--

--

-27

--

--

--

--

--

--

--

--

--

-28

--

--

--

--

--

--

--

--

--

-29

C-

--

--

C-

C-

C-C

--

C-

--

--

--

--

30C

--

--

-C

-C

-C-

C-

-C

--

-C-

--

--

-31

--

--

--

--

--

--

--

--

--

-32

--

--

--

--

--

--

--

--

--

-33

--

--

--

--

--

--

--

--

--

-Le

gend

: A

- Si

gnifi

cant

cha

nges

exp

ecte

d; B

- R

elat

ivel

y si

gnifi

cant

cha

nges

exp

ecte

d; C

- N

ot si

gnifi

cant

but

subj

ect t

o fu

rther

stud

y; -

- N

egle

ctab

le im

pact

;

A+,

B+,

C+

indi

cate

s rel

ativ

ely

posi

tive

chan

ges;

A-,

B-,

C- i

ndic

ates

rela

tivel

y ne

gativ

e ch

ange

s;

A

+/A

-, B

+/B

-, C

+/C

- ind

icat

es th

at th

ere

wou

ld b

e po

sitiv

e im

pact

whi

le n

egat

ive

impa

ct c

ould

als

o oc

cur.

Pre-

cons

truct

ion

Stag

eC

onst

ruct

ion

Stag

ePo

st-c

onst

ruct

ion

Stag

e

Social Environment

Live

lihoo

d of

the

Loca

l Com

mun

ities

a.

Gen

eral

b.

Soci

ally

and

Phy

sica

lly D

isad

vant

aged

c.

Wom

en a

nd C

hild

ren

d.

Min

ority

and

Sch

edul

ed C

aste

Soci

al C

ohes

ion

and

Phys

ical

Con

tinui

ty o

f the

Loc

al C

omm

uniti

esLo

cal R

oad/

Wat

er a

nd/o

r Mot

oris

ed/N

on-m

otor

ised

Tra

nspo

rtatio

n Sy

stem

Dis

tribu

tion

of th

e Be

nefit

of t

he P

roje

ctEf

fect

on

the

Soci

al a

nd C

ultu

ral E

vent

s and

Tra

ditio

nEf

fect

on

the

Loca

l Eco

nom

ic A

ctiv

ities

a.

Am

ong

the

Sect

ors o

f Com

mer

ce a

nd In

dust

ry b

. A

mon

g th

e Lo

cal B

usin

ess C

omm

uniti

esEf

fect

on

the

Wat

er R

ight

s/Com

mon

s for

Gra

zing

etc

.Pu

blic

Hyg

iene

and

Hea

lth C

are

of th

e Lo

cal C

omm

uniti

esV

ulne

rabi

lity/

Res

ilien

ce o

f the

Soc

iety

to N

atur

al D

isas

ter

Traf

fic S

afet

yC

hang

es o

n th

e La

nd U

se a

nd th

e La

ndsc

ape

Natural Environment

Geo

grap

hica

l Con

ditio

nsG

eolo

gica

l Con

ditio

nsSo

il Er

osio

nFa

unal

Eco

logy

Flor

a Ec

olog

yEf

fect

s on

the

Gro

und

Wat

erEf

fect

on

the

Surfa

ce W

ater

Bod

y (R

iver

, Lak

es, e

tc)

Effe

ct o

n th

e C

oast

al E

nviro

nmen

tO

cean

ogra

phic

Cha

nges

Effe

ct o

n th

e N

atur

al/E

colo

gica

l Res

erve

s and

San

ctua

ries

Loca

lised

Clim

atic

Cha

nges

Effe

ct o

n th

e G

loba

l War

min

g Is

sues

Pollution

Air

Pollu

tion

Wat

er P

ollu

tion

Soil

Pollu

tion

Solid

Was

te a

nd/o

r Ind

ustri

al D

ischa

rge

Man

agem

ent

Noi

se a

nd V

ibra

tion

Larg

e Sc

ale

Gro

und

Settl

emen

tEm

anat

ing

Odo

urPo

llutio

n on

the

Wat

er B

otto

m/S

ludg

e an

d Its

Effe

ct o

n th

e A

quat

ic L

ife

Item

s of t

he E

nviro

nmen

t Sub

ject

toN

egat

ive/

Posi

tive

Chan

ges

Proj

ect A

ctiv

ities


Chapter 11

11-13

Tabl

e 11

-5

Impa

ct m

atrix

of D

edic

ated

Pas

seng

er C

orrid

or (D

PC) A

ltern

atve

（2/

2）

b. N

ew P

asse

nger

Lin

es: W

este

rn C

orri

dor

- Dou

ble-

truc

k C

onst

ruct

ion

Wor

ks a

nd E

leva

ted

Stat

ion

Con

stru

ctio

n W

orks

No.







Works





Facilities










1A

-C

-/+C

-/+C

-/+A

-C

-C

-C

-C

-A

-C

-C

+C

+C

+-

C+/

C-

C+

C+

C+

A-

C-/+

C-/+

C-/+

A-

--

--

A-

--

--

--

--

-A

-C

-/+C

-/+C

-/+A

--

--

-A

--

--

--

--

--

A-

C-/+

C-/+

C-/+

A-

--

--

A-

--

--

--

--

-2

A-

C-/+

C-/+

C-/+

A-

--

--

A-

--

--

-C

+-

C+

-3

B+

--

--

--

--

--

--

B+

B+

--

-C

+4

B+

--

--

--

--

-B

-B

+B

+-

-C

+-

B-/+

C+

5-

--

--

--

--

--

--

--

--

--

6 7B-

/+-

--

B-

--

--

--

-C

+-

--

-B

-/+C

+8

B-/+

--

-B

--

--

--

--

C+

--

--

B-/+

C+

9-

--

--

--

--

--

--

--

--

--

10-

--

--

C-

C-

C-

C-

-C

--

--

--

--

-11

--

--

--

--

--

--

--

--

--

-12

B+

--

--

--

--

--

--

--

B+

--

-13

C-

--

-C

-C

-C

-C

-C

--

--

--

--

--

-14

C-

--

--

--

-C

--

--

--

--

--

-15

C-

--

--

-C

--

C-

--

--

--

--

--

16-

--

--

--

--

--

--

--

--

--

17C

--

--

-C

-C

-C

-C

--

--

--

--

--

-18

B-

--

--

B-

B-

B-

B-

--

--

--

--

--

19-

--

--

--

--

--

--

--

--

--

20B

--

--

--

--

B-

--

--

--

--

--

21C

--

--

-C

-C

-C

-C

--

--

--

--

--

-22

--

--

--

--

--

--

--

--

--

-23

A-

--

--

A-

A-

A-

A-

--

--

--

--

--

24-

--

--

--

--

--

--

--

--

--

25-

--

--

--

--

--

--

--

--

--

26C

--

--

-C

-C

-C

-C

--

C-

--

--

--

--

27-

--

--

--

--

--

--

--

--

--

28-

--

--

--

--

--

--

--

--

--

29C

--

--

-C

-C

-C

-C

--

C-

--

--

--

--

30C

--

--

-C

-C

-C

-C

--

C-

--

C-

--

--

-31

--

--

--

--

--

--

--

--

--

-32

--

--

--

--

--

--

--

--

--

-33

--

--

--

--

--

--

--

--

--

-Le

gend

: A

- Si

gnifi

cant

cha

nges

exp

ecte

d; B

- R

elat

ivel

y si

gnifi

cant

cha

nges

exp

ecte

d; C

- N

ot si

gnifi

cant

but

subj

ect t

o fu

rther

stud

y; -

- N

egle

ctab

le im

pact

;

A+,

B+,

C+

indi

cate

s rel

ativ

ely

posi

tive

chan

ges;

A-,

B-,

C- i

ndic

ates

rela

tivel

y ne

gativ

e ch

ange

s;

A

+/A

-, B

+/B

-, C

+/C

- ind

icat

es th

at th

ere

wou

ld b

e po

sitiv

e im

pact

whi

le n

egat

ive

impa

ct c

ould

als

o oc

cur.

Pre-

cons

truct

ion

Stag

eC

onst

ruct

ion

Stag

ePo

st-c

onst

ruct

ion

Stag

e

Social Environment

Live

lihoo

d of

the

Loca

l Com

mun

ities

a.

Gen

eral

b.

Soci

ally

and

Phy

sica

lly D

isad

vant

aged

c.

Wom

en a

nd C

hild

ren

d.

Min

ority

and

Sch

edul

ed C

aste

Soci

al C

ohes

ion

and

Phys

ical

Con

tinui

ty o

f the

Loc

al C

omm

uniti

esLo

cal R

oad/

Wat

er a

nd/o

r Mot

oris

ed/N

on-m

otor

ised

Tra

nspo

rtatio

n Sy

stem

Dis

tribu

tion

of th

e B

enef

it of

the

Proj

ect

Effe

ct o

n th

e So

cial

and

Cul

tura

l Eve

nts a

nd T

radi

tion

Effe

ct o

n th

e Lo

cal E

cono

mic

Act

iviti

es a

. A

mon

g th

e Se

ctor

s of C

omm

erce

and

Indu

stry

b.

Am

ong

the

Loca

l Bus

ines

s Com

mun

ities

Effe

ct o

n th

e W

ater

Rig

hts/

Com

mon

s for

Gra

zing

etc

.Pu

blic

Hyg

iene

and

Hea

lth C

are

of th

e Lo

cal C

omm

uniti

esV

ulne

rabi

lity/

Res

ilien

ce o

f the

Soc

iety

to N

atur

al D

isas

ter

Traf

fic S

afet

yC

hang

es o

n th

e La

nd U

se a

nd th

e La

ndsc

ape

Natural Environment

Geo

grap

hica

l Con

ditio

nsG

eolo

gica

l Con

ditio

nsSo

il Er

osio

nFa

unal

Eco

logy

Flor

a Ec

olog

yEf

fect

s on

the

Gro

und

Wat

erEf

fect

on

the

Surf

ace

Wat

er B

ody

(Riv

er, L

akes

, etc

)Ef

fect

on

the

Coa

stal

Env

ironm

ent

Oce

anog

raph

ic C

hang

es

Pollution

Air

Pollu

tion

Wat

er P

ollu

tion

Soil

Pollu

tion

Solid

Was

te a

nd/o

r Ind

ustri

al D

isch

arge

Man

agem

ent

Noi

se a

nd V

ibra

tion

Larg

e Sc

ale

Gro

und

Settl

emen

tEm

anat

ing

Odo

urPo

llutio

n on

the

Wat

er B

otto

m/S

ludg

e an

d Its

Eff

ect o

n th

e A

quat

ic L

ife

Effe

ct o

n th

e N

atur

al/E

colo

gica

l Res

erve

s and

San

ctua

ries

Loca

lised

Clim

atic

Cha

nges

Effe

ct o

n th

e G

loba

l War

min

g Is

sues

Item

s of t

he E

nviro

nmen

t Sub

ject

toN

egat

ive/

Posi

tive

Cha

nges

Proj

ect A

ctiv

ities


Chapter 11

11-14

11.2.4 Zero Option

- There will be no direct environmental impacts caused by the Project; - Because of no improvement on level crossings, number of railway accidents may increase

as a number of trains gradually increase; and - Because of a number of trains gradually increases, waiting time at level crossing may

increase contributing traffic congestions especially in the urban areas.

Further, if there was no project carried out at this time but the Project would be implemented in the future as passengers or freight increase, project cost would become much higher comparing to that of the present estimation. At the same time, demand on the increased passengers or freight may not be met in the future if there was no project implemented. Details are discussing in Chapter 3 of this report. Table 11-6 shows environmental impacts of DPC Project.


Chapter 11

11-15

Tabl

e 11

-6

Impa

ct m

atrix

of Z

ero

Opt

ion

Alte

rnat

ive（

1/2）

a. Z

ero

Opt

ion:

Eas

tern

Cor

rido

r

No.










Construction Works for Stations,Installation of Signals and Related Facilities




Improvement of Freight/Passenger Trains

Improved Structures of Stations and OtherFacilities


Improvement of Employment Opportunities

Improvement of Passenger-oriented Business

Improvement of Freight-oriented Business

1-

--

--

--

--

--

--

--

--

--

--

--

--

--

--

--

--

--

--

--

--

--

--

--

--

--

--

--

--

--

--

--

--

--

--

--

--

--

-2

--

--

--

--

--

--

--

--

--

-3

C-

--

--

--

--

--

--

--

C-

--

-4

--

--

--

--

--

--

--

--

--

-5

--

--

--

--

--

--

--

--

--

-6

--

--

--

--

--

--

--

--

--

--

--

--

--

--

--

--

--

--

--

7-

--

--

--

--

--

--

--

--

-8

--

--

--

--

--

--

--

--

--

9-

--

--

--

--

--

--

--

--

-10

B-

--

--

--

--

--

--

--

B-

--

-11

--

--

--

--

--

--

--

--

--

-12

--

--

--

--

--

--

--

--

--

-13

--

--

--

--

--

--

--

--

--

-14

--

--

--

--

--

--

--

--

--

-15

--

--

--

--

--

--

--

--

--

-16

--

--

--

--

--

--

--

--

--

-17

--

--

--

--

--

--

--

--

--

-18

--

--

--

--

--

--

--

--

--

-19

--

--

--

--

--

--

--

--

--

-20

--

--

--

--

--

--

--

--

--

-21

--

--

--

--

--

--

--

--

--

-22

--

--

--

--

--

--

--

--

--

-23

C-

--

--

--

--

--

--

C-

--

--

-24

--

--

--

--

--

--

--

--

--

-25

--

--

--

--

--

--

--

--

--

-26

--

--

--

--

--

--

--

--

--

-27

--

--

--

--

--

--

--

--

--

-28

C-

--

--

--

--

--

--

--

--

--

29-

--

--

--

--

--

--

-C

--

--

-30

--

--

--

--

--

--

--

--

--

-31

--

--

--

--

--

--

--

--

--

-Le

gend

: A

- Si

gnifi

cant

cha

nges

exp

ecte

d; B

- R

elat

ivel

y si

gnif

ican

t cha

nges

exp

ecte

d; C

- N

ot s

igni

fican

t but

sub

ject

to fu

rther

stu

dy; -

- N

egle

ctab

le im

pact

;

A+,

B+,

C+

indi

cate

s re

lativ

ely

posi

tive

chan

ges;

A-,

B-,

C- i

ndic

ates

rela

tivel

y ne

gativ

e ch

ange

s;

A

+/A

-, B

+/B

-, C

+/C

- ind

icat

es th

at th

ere

wou

ld b

e po

sitiv

e im

pact

whi

le n

egat

ive

impa

ct c

ould

als

o oc

cur.

Pre-

cons

truc

tion

Stag

e

Live

lihoo

d of

the

Loca

l Com

mun

ities

Tra

ffic

Saf

ety

Dis

trib

utio

n of

the

Ben

efit

of th

e Pr

ojec

tEf

fect

on

the

Soci

al a

nd C

ultu

ral E

vent

s an

d Tr

aditi

onEf

fect

on

the

Loca

l Eco

nom

ic A

ctiv

ities

Soci

al C

ohes

ion

and

Phys

ical

Con

tinui

ty o

f the

Loc

al C

omm

uniti

esLo

cal R

oad/

Wat

er a

nd/o

r Mot

oris

ed/N

on-m

otor

ised

Tra

nspo

rtat

ion

Syst

em

b.

Soci

ally

and

Phy

sica

lly D

isad

vant

aged

c.

Wom

en a

nd C

hild

ren

a.

Am

ong

the

Sect

ors

of C

omm

erce

and

Indu

stry

b.

Am

ong

the

Loca

l Bus

ines

s C

omm

uniti

esE

ffec

t on

the

Wat

er R

ight

s/C

omm

ons

for G

razi

ng e

tc.

Publ

ic H

ygie

ne a

nd H

ealth

Car

e of

the

Loca

l Com

mun

ities

Geo

grap

hica

l Con

ditio

ns

Noi

se a

nd V

ibra

tion

Larg

e Sc

ale

Gro

und

Settl

emen

t

Oce

anog

raph

ic C

hang

esE

ffec

t on

the

Nat

ural

/Eco

logi

cal R

eser

ves

and

Sanc

tuar

ies

Loca

lised

Clim

atic

Cha

nges

Eff

ect o

n th

e G

loba

l War

min

g Is

sues

Solid

Was

te a

nd/o

r Ind

ustr

ial D

isch

arge

Man

agem

ent

Geo

logi

cal C

ondi

tions

a.

Gen

eral

Social Environment Natural Environment

Air

Pol

lutio

n

Soil

Eros

ion

Eff

ects

on

the

Gro

und

Wat

erE

ffec

t on

the

Surf

ace

Wat

er B

ody

(Riv

er, L

akes

, etc

)E

ffec

t on

the

Coa

stal

Env

iron

men

t

Vul

nera

bilit

y/R

esili

ence

of t

he S

ocie

ty to

Nat

ural

Dis

aste

r

Cha

nges

on

the

Land

Use

and

the

Land

scap

e

d.

Min

ority

and

Sch

edul

ed C

aste

Post

-con

stru

ctio

n St

age

Pollution

Faun

al E

colo

gyFl

ora

Eco

logy

Con

stru

ctio

n St

age

Em

anat

ing

Odo

urPo

llutio

n on

the

Wat

er B

otto

m/S

ludg

e an

d Its

Eff

ect o

n th

e A

quat

ic L

ife

Wat

er P

ollu

tion

Soil

Pollu

tion

Item

s of

the

Envi

ronm

ent S

ubje

ct to

Neg

ativ

e/Po

sitiv

e C

hang

es

Proj

ect A

ctiv

ities


Chapter 11

11-16

Tabl

e 11

-6

Impa

ct m

atrix

of Z

ero

Opt

ion

Alte

rnat

ive（

2/2）

b. Z

ero

Opt

ion:

Wes

tern

Cor

rido

r

No.







Works





Facilities










1-

--

--

--

--

--

--

--

--

--

--

--

--

--

--

--

--

--

--

--

--

--

--

--

--

--

--

--

--

--

--

--

--

--

--

--

--

--

-2

--

--

--

--

--

--

--

--

--

-3

C-

--

--

--

--

--

--

--

C-

--

-4

--

--

--

--

--

--

--

--

--

-5

--

--

--

--

--

--

--

--

--

-6

--

--

--

--

--

--

--

--

--

--

--

--

--

--

--

--

--

--

--

7-

--

--

--

--

--

--

--

--

-8

--

--

--

--

--

--

--

--

--

9-

--

--

--

--

--

--

--

--

-10

B--

--

--

--

--

--

--

-B-

--

-11

--

--

--

--

--

--

--

--

--

-12

--

--

--

--

--

--

--

--

--

-13

--

--

--

--

--

--

--

--

--

-14

--

--

--

--

--

--

--

--

--

-15

--

--

--

--

--

--

--

--

--

-16

--

--

--

--

--

--

--

--

--

-17

--

--

--

--

--

--

--

--

--

-18

--

--

--

--

--

--

--

--

--

-19

--

--

--

--

--

--

--

--

--

-20

--

--

--

--

--

--

--

--

--

-21

--

--

--

--

--

--

--

--

--

-22

--

--

--

--

--

--

--

--

--

-23

C-

--

--

--

--

--

--

C--

--

--

24-

--

--

--

--

--

--

--

--

--

25-

--

--

--

--

--

--

--

--

--

26-

--

--

--

--

--

--

--

--

--

27-

--

--

--

--

--

--

--

--

--

28C

--

--

--

--

--

--

--

--

--

-29

--

--

--

--

--

--

--

C-

--

--

30-

--

--

--

--

--

--

--

--

--

31-

--

--

--

--

--

--

--

--

--

Lege

nd:

A -

Sign

ifica

nt c

hang

es e

xpec

ted;

B -

Rel

ativ

ely

sign

ifica

nt c

hang

es e

xpec

ted;

C -

Not

sign

ifica

nt b

ut su

bjec

t to

furth

er st

udy;

- -

Neg

lect

able

impa

ct;

A

+, B

+, C

+ in

dica

tes r

elat

ivel

y po

sitiv

e ch

ange

s; A

-, B

-, C

- ind

icat

es re

lativ

ely

nega

tive

chan

ges;

A+/

A-,

B+/

B-,

C+/

C- i

ndic

ates

that

ther

e w

ould

be

posi

tive

impa

ct w

hile

neg

ativ

e im

pact

cou

ld a

lso

occu

r.

Pollu

tion

on th

e W

ater

Bot

tom

/Slu

dge

and

Its E

ffect

on

the

Aqu

atic

Life

Loca

lised

Clim

atic

Cha

nges

Effe

ct o

n th

e G

loba

l War

min

g Is

sues

Pollution

Air

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11.3 FACILITY CONSTRUCTION PLAN FOR DFC PROJECT

11.3.1 Environmental Study Related to DFC Project

Because of a number of factors studied during the past study period in terms of economics, demand forecast, engineering possibility and environmental consideration, DFC Project is considered as the most feasible among other options. On the other hand, as stated before, according to the Indian government’s environmental impact assessment guidelines issued by the Ministry of Environment and Forests, Notification, New Delhi, the 14th September, 2006, environmental clearance is exempted for railway development. Thus the feasibility study report of PETS-2 put out by RITES does not accompany environmental study report. It contains, however, a number of railway facilities that may cause significant impact on the natural and social environment although details of these facilities are subject to further study and designing which would be ready in May – June 2007. On the other hand, MOR would carry out resettlement and rehabilitation plan as required by other Indian laws and regulations than the above Notification for Environmental Clearance. From JICA’s view points, such study on resettlement and rehabilitation plan is required to carry out during the design stage.

It is JICA Study Team’s task that environmental study is duly carried out during the design stage of the Project in order to undertake appropriate review works on PETS-2 Report put out by RITES. Thereby it can present how the natural and social environment is affected by the Project and how wide the impacts are spread over geographical areas as well as over time. However, the descriptions below may not represent near-truth assessment of the environmental impact of the facilities subject to construction for the Project because of the fact that details of these facilities in terms of locations and configurations are subject to further study.

JICA Study Team has thus carried out to assess approximate impact assessment that these facilities may cause to the natural and social environment using satellite images, including those of publicly available Google Earth on internet. Thereby preliminary and approximate environmental impacts are assessed at this stage of the Project.

11.3.2 Facility Construction Plan

(1) By-passing Urban Centres

DFC Project has been designed to construct its double-track line along with the existing railway lines. However, because of a large number of urban populations may be involved in involuntary resettlement if DFC Project’s railway alignment followed the existing railway lines leading to a number of urban centres, there are 26 locations where urban centres are by-passed. As is shown in Table 11-7, there are 14 locations of by-pass on the Eastern Corridor and 12 locations on the Western Corridor.


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Table 11-7 By-pass Routes of DFC Project and their Preliminary Number of PAFs

Length ofDiversion (m)

No. of PAFsLength of

Diversion (m)No. of PAFs

1)　Eastern Corridor 2)　Western Corridora. Son Nagar - Mughal Sarai a. Mumbai - Vasai Rd.

Mughal Sarai 11,500 15 Mumbai-CST 4,000 Nilb. Mughal Sarai - Dadri (via Kurja) b. Vasai Rd. - Vadodara

Allahabad 26,500 90 Surat 23,000 NilKanpur - 30 Bharuchi 25,000 100Etawah 14,500 15 Vadodara 25,000 135Tundla 7,179 150 c. Vadodara - AhmedabadHathras 9,612 - Vadodara-Ahmedabad 145,000 320Aligarh 27,267 150 d. Ahmedabad - Palanpur

c. Kurja - Kalnaur Palampur 15,000 NilHapur 18,500 100 e. Palampur - RewariMeerut 21,000 300 Ajmer 7,000 NilSaharanpur 21,000 25 Ladpura 7,000 50

d. Kalanaur - Ludhiana Kishangarh 13,250 NilAmbala 24,500 35 Phulera 7,000 15Rajpura 17,500 300 Ringus 5,000 NilSirhind 17,500 15 f. Rewari - DadriDoraha 15,000 75 New 145,000 190Total 231,558 1,300 Total 421,250 810

Grand Total 652,808 2,110

Section Section

At present, RITES’s feasibility study is considered to complete in May to June 2007. Designing of the alignment of Eastern Corridor appears to be completed. However, the final location survey of Eastern Corridor’s alignment might be in need to alter as designing works of it could take place on satellite images instead of trial-and-error basis of final location survey using out-dated 120,000 scale maps.

Final location survey for Western Corridor is also in progress. It appears that approximately 50 % of the alignment design has been completed to date. At the same time, roughly 60% of topographical data are considered as classified information and JICA Study Team is not allowed to make use of such data for reviewing RITES’s PETS-2 Report. Thus JICA Study Team has been making use of publicly available maps and satellite images such as Google Earth appears to be 810 households on Eastern Corridor, and 1,300 households on Western Corridor are subject to resettlement. For the propose of assessing the number of households subject to resettlement on the satellite images that are not available in high resolution for all of the alignment of the Project, the following method has been devised to come up with the estimate:

1) Using high resolution satellite images, number of houses are counted that fall into a grid

provided on the satellite images of Google Earth as well as 1/4 of the grid; 2) Without changing the visual altitude of the satellite image, move to agricultural area of

the satellite images of Google Earth and count the number of households in rural areas; 3) Counting should be made to a grid and 1/4 grid over several areas and obtain average

number of households in rural areas over 12-30m wide area simulating railway line; 4) Draw lines over the satellite images of Google Earth imagining railway line and count a

number of households on the line or 1/4 grid area; 5) Compare the number with those of households counted over urban areas and find the

relationships; 6) Repeat the calculations a few times and determine the number of households that might

fall into 1/4 grid through which the railway alignment passing; and 7) Repeat the process over the Western and Eastern Corridors of the Project.


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11-19

The number of households subject to involuntary resettlement based on the above method might be subject to further detailed study as high resolution satellite images are made available to JICA Study Team. At present, it appears that the margin of error could be from 12% to 25% depending on the resolution of satellite images made use of to date. Further, there might be a large umber of families living together in a building or a structure on the low resolution satellite image could be 3-5 story building. Thus, it is necessary to carry out further works in determining the number of households subject to resettlement.

(2) Construction of Junction Station (JS) and Terminal Station (TS)

There are a number of junction stations are planned to connect to the existing lines from DFC line. Depending on the location it has a large loop of about 1200-2000m long loop and some them fly over the other side of railway line. Each junction station is equipped with loop track, siding, signal station, sub-station, shading and office building and operation and maintenance tools and equipment. As is shown in Table 11.8, there are 16 junction and terminal stations on Eastern Corridor and 11on Western Corridor.

Table 11-8 Planned Junction Station/Terminal Station ApproximateConfiguration

(m)No. of PAFs

ApproximateConfiguration

(m)No. of PAFs


Son Nagar 60 x 2130 - JNPT 100 x 2350 -b. Mughal Sarai - Dadri (via Kurja) Vasai Road 100 x 2130 -

Ganjkhwaja 60 x 2130 - b. Vasai Rd. - VadodaraMughal Sarai 60 x 2130 - Gothangam 60 x 2130 -Jeonathpur 60 x 2130 - c. Vadodara - AhmedabadChheoki 60 x 2130 - Makarpura 430 x 13864 -Prempur 60 x 2130 - d. Ahmedabad - PalanpurBhaupur 60 x 2130 - Sabarmati 30 x 4500 -Tundla 60 x 2130 - ditto 30 x 4500 -Daud Khan 60 x 2130 - ditto 15 x 3500 -

c. Kurja - Kalnaur Palanpur 60 x 2130 -Khurja 60 x 2130 - e. Palampur - RewariDadri 60 x 2130 - Marwar 60 x 2130 -Kalanaur 60 x 2130 - Phulera 60 x 2130 -

d. Kalanaur - Ludhiana ditto 45 x 2130 -Rajpura 60 x 2130 - f. Rewari - DadriSirhind 60 x 2130 - Rewari 60 x 2130 -Dhandarikalan 60 x 2130 - ditto 45 x 2130 -

ditto 15 x 5500 -Pirthala 60 x 2500 -ditto 15 x 6500 -Tughlakabad 60 x 2130 -Dadri 120 x 2500 -ditto 15 x 2500 -ditto 15 x 2500 -

Section Section

Terminal station does not mean DFC line is terminated at the terminal station but it is still connected to the existing line. Its function is exactly the same as junction station. Of the stations shown in Table 11.8, Son Nagar and Dandrikhalan on Eastern Corridor and JNPT, Tuglakabad and Dadri are named as terminal station.

As of February 2007, exact locations and configuration of each junction or terminal station is not known. They all are subject to further study and designing works being carried out by RITES. Thus despite the size of the area in need of land acquisition, assessment of land


Chapter 11

11-20

acquisition of each junction station and terminal station is not possible to carry out. At present, however, it appears to be hundreds of rural households in total number would be subject to resettlement based on a very rough trial check of each junction station and terminal station on the satellite images of Google Earth.

(3) Crossing Station

Function of crossing station is similar to that of junction station except where there is no railway line connecting to the existing railway line. Thus each junction station is equipped with loop track, siding, signal station, sub-station, shading and office building and operation and maintenance tools and equipment. As is shown in Table 11-9, there are 51 crossing stations on Eastern Corridor and 33 stations on Western Corridor.

Table 11-9 Crossing Stations (CS)


(m)No. of PAFs


(m)No. of PAFs

1)　東回廊 2)　西回廊a. Son Nagar - Mughal Sarai a. Mumbai - Vasai Rd.

Shiuasgar-Khurmabad 60 x 1600 - Nilje 60 x 1600 -Bhabua-Durgauti 60 x 1600 - b. Vasai Rd. - Vadodara

b. Mughal Sarai - Dadri (via Kurja) Palghar 60 x 1600 -Kalilahat-Chunar 60 x 1600 - Gholbad 60 x 1600 -V/chal-Dagmagpur 60 x 1600 - Vapi 60 x 1600 -Unchdih-Meja Rd 60 x 1600 - Joravasan 60 x 1600 -Malwan-Gugauli 60 x 1600 - Navsari 60 x 1600 -S/Naraini-Rasulabad 60 x 1600 - Sanjali 60 x 1600 -Shujatpur-Sirathu 60 x 1600 - Varediya 60 x 1600 -To be named 60 x 1600 - Vasad 60 x 1600 -Pata-G.H.Achhalda 60 x 1600 - c. Vadodara - AhmedabadEtawah-Edkil 60 x 1600 - Changa 60 x 1600 -Balrai-Bhadan 60 x 1600 - Nyka 60 x 1600 -M/pur-F/bad 60 x 1600 - d. Ahmedabad - PalanpurBarhan-Chamrola 60 x 1600 - Ambaliyasan 60 x 1600 -Hathras-Sasni 60 x 1600 - Bhandumotidav 60 x 1600 -

c. Kurja - Kalnaur Sidhpur 60 x 1600 -Kurja-Maman 60 x 1600 - e. Palampur - RewariMaman-Buland Shahr 60 x 1600 - Shri Amirgadh 60 x 1600 -Buland Shahr-Baral 60 x 1600 - Bhimana 60 x 1600 -C/what - Gulaothi 60 x 1600 - Keshavganj 60 x 1600 -C/Kurana Halt-H/pur 60 x 1600 - Biroliya 60 x 1600 -H/pur- Hapur Jn. 60 x 1600 - Jawali 60 x 1600 -Hapur Jn. - Kaili 60 x 1600 - Chandawal 60 x 1600 -Kharkhauda-Chandsra 60 x 1600 - New Bar 60 x 1600 -Nurnagar - Meerut 60 x 1600 - Pipla 60 x 1600 -Meerut-Pabli Khas 60 x 1600 - Saradhna 60 x 1600 -Daurala-S/Tanda 60 x 1600 - Kishangarh 60 x 1600 -S/Tanda-Khatauli 60 x 1600 - Phulera 60 x 1600 -Khatauli-Mansurpur 60 x 1600 - Malikapura 60 x 1600 -Mansurpur-J/Nara 60 x 1600 - Shrimadhopur 60 x 1600 -M/Nagar-Baman Heri 60 x 1600 - Bhageoa 60 x 1600 -Baman Heri-R/Kalan 60 x 1600 - Dabla 60 x 1600 -R/Kalan-Deoband 60 x 1600 - Ateli 60 x 1600 -Deoband-T/Buzurg 60 x 1600 - f. Rewari - DadriNangal - Tapri Jn. 60 x 1600 - Dharuhera 60 x 1600 -Tapri Jn.-Saharanpur 60 x 1600 - Tigaon 60 x 1600 -Saharanpur-Pilkhani 60 x 1600 - To be named 60 x 1600 -Sarsawa-Kalanaur 60 x 1600 -

d. Kalanaur - LudhianaJagadhri-J/Workshop 60 x 1600 -Darazpur-Mustafabad 60 x 1600 -Mustafabad-Barara 60 x 1600 -Barara-Tandwal 60 x 1600 -Kesri-Dukheri 60 x 1600 -Dukheri-Ambala Cnt. 60 x 1600 -Ambala City-Sambhu 60 x 1600 -Sambhu-Rajpura 60 x 1600 -Rajpura-S/Banjara 60 x 1600 -S/Banjara-S/garh 60 x 1600 -M/Gobindgarh-Khanna 60 x 1600 -Khanna-Chawapail 60 x 1600 -Chawapail-Doraha 60 x 1600 -Doraha-Snehwal 60 x 1600 -

SectionSection


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11-21

Each station is in need of land acquisition of 60 m wide and 1,600m long in the agricultural area. As of February 2007, exact locations and configuration of each crossing station is not known. They all are subject to further study and designing works being carried out by RITES. Thus assessment of land acquisition of each crossing station is not possible to carry out. At present, however, it appears to be hundreds of rural households in total number would be subject to resettlement based on a very rough trial check of each junction station and terminal station on the satellite images of Google Earth.

(4) Bridges

According to the Indian government’s environmental impact assessment guidelines issued by the Ministry of Environment and Forests, Notification, New Delhi, the 14th September, 2006, environmental clearance is exempted for bridge development. However, the bridges crossing over large rivers should be examined from the environmental view points applying JICA’s Guidelines for Environment and Social Considerations since their piers might disrupt smooth flow of rivers, causing sedimentation and flooding in the upstream area.

There have been a few cases where the riverside embankment is filled instead of constructing piers in order to reduce the spun of bridges crossing over the rivers. This could cause flooding in time of torrential and lengthy rain in the upstream areas as the rising water level is blocked by the bridge’s embankment. It should further cause sedimentation to the river. This would become significant impact to river morphology, especially if the river was of navigational use. On the other hand, there will be no resettlement of the local households involved.

Within the framework of DFC Project, there are a large number of bridges crossing over rivers and agricultural irrigation channel of various sizes, local road, etc. Altogether, 274 bridges have been identified on Eastern Corridor, and 509 locations on Western Corridor. Table 11-10 shows a list of important bridges crossing over major rivers and that they are subject to environmental study according to JICA Guidelines for Environment and Social Considerations.

Table 11-10 Major Bridges of DFC Project Width of River (m) Width of River (m)


Son 2,836 Ullhas 457b. Mughal Sarai - Dadri (via Kurja) b. Vasai Rd. - Vadodara

Tone 365 South Vaitarna 352Yamuna 908 North Vaitarna 396Chaudah Dhara 840 Daman Ganga 274

c. Kurja - Kalnaur Par 243Yamuna 427 Auranga 274

d. Kalanaur - Ludhiana South Kaveri 283Chaudah Dhara 84 North Kaveri 201

Markanda 276 Ambika 274Tangri 138 N.Poorna 313

Mindhola 238Tapi 572Narmada 1,409

c. Vadodara - Ahmedabad

Mahi 536

d. Ahmedabad - Palanpur

Sabarmati 385

e. Palampur - RewariSaraswati 312

f. Rewari - DadriYamuna 548

Section Section


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11-22

(5) Road-over Bridge (ROB) and Road-under Bridge (RUB)

There are a large number of road-over bridges, which road flies over railway line with bridge planned to construct for DFC Project. Road-under bridge is on the other hand road goes under the railway line. Both of them are designed to reduce the number of level crossing where most of the railway accidents take place.

ROB is designed to construct with 2.5 % of slope climbing to approximately 10 m over the railway according to PETS-2 Report put out by RITES. The length of each ROB should therefore become 800-1,000 m long with steel or concrete girder over the railway. It is not known if this slope gradient is appropriate to the local non-motorized transportation and that it is subject to further debate and discussions at stakeholder/public consultation meeting. If it was constructed in the built-up areas, 100-200 households are subject to resettlement.

RUB is constructed under the railway as it is raised with 2-5m of filling. Thereby road could go across under the railway. Small scale irrigation channels may go across under the railway with concrete or steel culvert. In the case a patch of agricultural field is bi-sected by the railway, a foot- path is constructed under the railway. Thereby the owner can go across the railway safely for farming from one side to the other.

As stated before, ROB or RUB is exempted from environmental clearance according to the Indian laws and regulations on the environmental impact assessment. Thus no environmental study is carried out within the framework of RITES’s feasibility study. Depending on the location and the scale of ROB or RUB, environmental study is mandatory according to JICA Guidelines for the Environment and Social Considerations.

It is therefore necessary to hold stakeholder meeting at least each district and identify the number of ROBs and RUBs planned to construct and that how they would negatively and positively affect local communities. Table 11-11 shows numbers of ROB and RUB in each section of DFC Project.

Table 11-11 Number of ROB and RUB Eastern Corridor No. Western Corridor No.1)　ROB 1)　ROB

a. Son Nagar - Mughal Sarai 38 a. Mumbai - Vasai Rd. 29b. Mughal Sarai - Dadri (via Kurj 232 b. Vasai Rd. - Vadodara 133c. Kurja - Kalnaur 64 c. Vadodara - Ahmedabad 8d. Kalanaur - Ludhiana 43 d. Ahmedabad - Palanpur 57

Total 377 e. Palampur - Rewari 299f. Rewari - Dadri 9

Total 5352)　RUB 2)　RUB

a. Son Nagar - Mughal Sarai 49 a. Mumbai - Vasai Rd. 40b. Mughal Sarai - Dadri (via Kurj 295 b. Vasai Rd. - Vadodara 167c. Kurja - Kalnaur 131 c. Vadodara - Ahmedabad 82d. Kalanaur - Ludhiana 91 d. Ahmedabad - Palanpur 72

Total 566 e. Palampur - Rewari 318f. Rewari - Dadri 72

Total 751

At present, there is no detailed design of ROB and RUB completed. Thus exact locations of them involving resettlement of the local households are not known.


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(6) Freight Logistic Park (FLP)

1). Eastern Corridor

There are two freight logistic parks are planned to construct on Eastern Corridor as follows:

- Kanpur, Utter Pradesh - Radwal, Dandhrikalan in Punjab

Dimension of each FLP is as follows:

Overall Land Area： 500m x 1200m Structure of Warehouse： 30m x 500m Administrative Building： 30m x 120m

2). Western Corridor

There are six freight logistic parks are planned to construct on Eastern Corridor as follows: - Mumbai, Maharashtra - Vapi, Gujarat - Ahmedabad, Gujarat - Ghandidum, Gujarat - Jaipur, Rajasthan - Delhi, Delhi NCR

Dimension of each FLP is the same as above.

Each FLP is the point of modal change from freight train to cargo truck and its function is the same as that of ICD (Inland Container Depot). Since it is relatively wide area development for commercial purposes, detailed EIA study including land acquisition and resettlement of local households should be carried out.

(7) Tunnel

There is a large scale tunnel planned to construct near Sohna in the District of Gurgaon, Haryana. It is excavated on a flat agricultural area of mustard and wheat grown in November to March and legumes and corns in April to October.

160170180190200210220230240250260270280290300

1 3 5 7 9 11 13 15 17 19 21 23 25 27 29 31 33 35 37 39 41 43 45 47 49 51 53 55 57

EL=220

2km

EL=250

Bank

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GL270

G=1/200

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Section

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GL200

G=1/200

地下水面

Figure 11-1 Profile of Tunnel Planned to Construct near Sohna, Gurgaon, Haryana


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11-24

As is shown in Figure 11-1, flat agricultural area is open- cut to some 30 m deep in order to avoid shallow over-burden of the tunnel to the west of tunnel section. Length of the tunnel is 4 km long going through 100 m high cliff. Elevated track is constructed connected by embankment before it passes to Asaoti.

The tunnel construction involves relatively large area of land acquisition in the agricultural area. It may cause significant effect to the ground water table. Further blasting that may need to excavate the tunnel should take place in the area of geo-physical and eco-sensitive area. Thus detailed environmental study has to be carried out as per JICA Guidelines for the Environment and Social Considerations.

11.4 ENVIRONMENTAL IMPACTS OF DFC PROJECT

11.4.1 ESCS Study

JICA Study Team has selected a local consulting firm, MANTEC CONSULTANTS CO. LTD., in the middle of December 2006. Since then the works on ESCS and stakeholder/public consultation meeting have been carried out. The following sections describe preliminary findings as a result of ESCS and stakeholder/public consultation meeting.

11.4.2 Stakeholder/Public Consultation Meeting

(1) First Stage of Stakeholder/Public Consultation Meeting

The first stage of stakeholder/public consultation meeting for DFC Project is designed to disseminate information on the Project at early stage of planning of the alignment of railway and designing of related facilities. Thereby the policy of developing DFC Project and its concept for facility construction works and their arrangement and locations are informed well in advance of the construction works. Thus participants are encouraged psychological preparation of accepting the project implementation.

As has been stated above, there are 26 urban by-pass routes planned to avoid massive scale of involuntary resettlement. However, relatively large scale of resettlement would still be inevitable as DFC Project is implemented. Further, although detailed locations and configuration are not exactly know, junction and terminal stations, crossing stations, and some of the road-over bridges could involve a number of resettlement of the local households. All of the detailed information is subject to gradual disclosure in order to build up consensus among stakeholders.

Each state is informed that DFC Project takes place in the near future through the first stakeholder/ public consultation meeting. In the Table as above, two meetings have been planned to hold in Haryana, one for the Eastern Corridor with a number of urban by-pass routes, and the other for Western Corridor which involves a large scale construction works of tunnel, elevated railway and embankment. However, there was a request from the state government that it could be dealt with one meeting. During the second stage and third stage, stakeholder meeting would have to be held separately at district level for more detailed information dissemination and discussions with participation of the gram panchayat and local residents.

The first stage of stakeholder/public consultation meeting for DFC Project has been scheduled as follows:


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Table 11-12 First Stage of Stakeholder Meeting

Invited Attended1 Delhi Feb.03 Delhi 150 1002 Bihar Feb.09 Gaya 150 1203 Haryana Feb.19 Ambala (Shah) 150 1124 Rajasthan Feb.19 Jaipur 100 655 Jharkahand Feb.16 Dhanbad 150 1006 Punjab Feb.21 Fatehgarhsahib 150 557 Gujarat Feb.24 Vadodara 150 458 Uttar Pradesh Feb.25 Ghazibad 150 859 West Bengal Feb.28 Hawarah 150 75

10 Maharashtura Mar.07 Mumbai 150 -

Participants (No.)No. Date LocationState

(2) Opinions of the Participants of First Stakeholder/Public Consultation Meeting

Interaction of the participants of the first stakeholder meeting with presentation was very active. The following is summarized the questions made by the participants:

- What is the benefit DFC Project provides to the society as a whole? - When does the Project implementation commence? - How does the Project contribute to prevent global warming? - Will there be any negative effect to trucking industry? - Will there be any negative effects on the protected animals and plants along the railways? - Will there be negative effect on women, children and those of rural area? - Because of the international funding project, won’t there be any negative effect to the

companies in India? - Is there any measures considered to take in order to reduce noise of the railway? - What is the major difference of DFC Project from other railway development project? - Will there be any close and good relationship built up between India and Japan by

implementing this project? - What would be the major role of the general public for the project? - What is the process of which the alignment of DFC Project has been determined as is

presented?

11.4.3 Environmental Impact on the Eastern Corridor

(1) Natural Environment

1) Son Nagar – Mughal Sarai - DFC Project’s railway line runs alongside the existing railway line near the right bank

of the River Ganga. Therefore there would be no direct impact to the river. - There will be more than 3 km of railway bridge crossing over Son River. Thus river

morphology, increasing turbidity of the river water quality and sedimentation to a slight extent may take place during the construction period.

- There is a patch of reserved forest near the railway line and double-track construction works of DFC Project could cause direct impact to the forested area.

- There are no other protection areas for endangered species and/or fragile ecosystem directly affected by the Project.


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2) Mughal Sarai - Dadri (via Kurja) - DFC Project’s railway line runs alongside the existing railway line near the right bank

of the River Ganga. Therefore there would be no direct impact to the river. - There will be two bridges crossing over Tonse and Yamuna River. Thus river


- There is a patch of reserved forest near the railway line at Parpund in Utter Pradesh and double-track construction works of DFC Project could cause direct impact to the forested area.


3) Kurja - Kalanaur - DFC Project’s railway line runs alongside the existing railway line near the right bank

of the River Ganga. Therefore there would be no direct impact to the river. - There will be another bridge crossing over Yamuna River in this section. Thus river


- There is a patch of reserved forest near the railway line at Kalanaur and double-track construction works of DFC Project over the length of 500 m could cause direct impact to the forested area.


4) Kalanaur - Ludhiana - There will be three bridges crossing over Chaudah, Markanda, and Tangri River in this

section. Thus morphology of these rivers, increasing turbidity of the river water quality and sedimentation to a slight extent may take place during the construction period.

- There are no other protection areas for endangered species and/orfragile ecosystem directly affected by the Project.

(2) Social Environment

1) Son Nagar – Mughal Sarai

- There is 1 by-pass route avoiding densely populate urban centre planned to construct in this section and 15 households would be subject to resettlement. A junction station planned to construct in this section is on the by-pass route. Details are subject to further design for layout of the station as well as the area of land acquisition as well as the area of land acquisition.

- There are 3 crossing stations planned to construct in this section and a number of agricultural households would become subject to resettlement. Details are subject to further design for layout of the station as well as the area of land acquisition.

- There are 38 ROBs planned to construction in this section. They are aimed to reduce level crossing which further reduces railway accidents. On the other hand, if constructed, non-motorized local transportation is required to climb slope of ROBs which causes further inconvenience to the local business activities.

- There are 49 RUBs planned to construction in this section. They are aimed to reduce level crossing which further reduces railway accidents. On the other hand, if constructed, non-motorized local transportation is required to climb slope of RUBs which causes further inconvenience to the local business activities.


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2) Mughal Sarai - Dadri (via Kurja)

- There are 6 by-pass routes avoiding densely populate urban centre planned to construct in this section and 435 households would be subject to resettlement.

- There is 10 junction stations planned to construct in this section and a number of agricultural households would become subject to resettlement. Details are subject to further design for layout of the station as well as the area of land acquisition.




- There is 1 FLP suggested to construct near Kampur station on the existing railway line. Since it is an expansion of the existing ICD, there will be no significant adverse environmental impacts. However, noise, vibration and dust during the construction period may cause adverse impact to the surrounding areas.

3) Kurja - Kalanaur

- There is 3 by-pass route avoiding densely populate urban centre planned to construct in this section and 425 households would be subject to resettlement.





4) Kalanaur - Ludhiana

- There is 4 by-pass route avoiding densely populate urban centre planned to construct in this section and 425 households would be subject to resettlement.



- There are 43 ROBs planned to construction in this section. They are aimed to reduce


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level crossing which further reduces railway accidents. On the other hand, if constructed, non-motorized local transportation is required to climb slope of ROBs which causes further inconvenience to the local business activities.


- There is 1 FLP is suggested to construct near Ludhiana station. However, it is an expansion of the existing ICD. Thus there would be no significant socio-economic impacts caused by the FLP. However, during the construction period, noise, vibration and dust may cause adverse impacts to the surrounding areas for a limited period.

11.4.4 Environmental Impacts on the Western Corridor

(1) Natural Environment

1) JNPT - Vasai Rd.

- DFC Project’s railway line runs generally alongside the existing railway line on the western coast of India and there is no direct and significant impacts caused by the Project to the geography and geology of the section.

- There will be 1 bridge crossing over Ulhas River in this section. Thus morphology of the river, increasing turbidity of the river water quality and sedimentation to a slight extent may take place during the construction period.

- There are 3 patches of reserved forest near the railway line in Tane District and double-track construction works of DFC Project could cause direct impact to the forested area.


2) Vasai Rd. - Vadodara

- DFC Project’s railway line runs generally alongside the existing railway line on the western coast of India and there is no direct and significant impacts caused by the Project to the geography and geology of the section. However, several patches of mangrove areas would be directly affected by the DFC Project’s double-track construction works. Thus detailed environmental study should be carried out in this area.

- There will be 12 bridges crossing over South Vaitarana, North Vaitarana, Daman Ganga, Par, Auranga, South Kaveri, North Kaveri, Ambika, North Poorna, Mindhola, Tapi, and Narmada River in this section. Thus morphology of the river, increasing turbidity of the river water quality and sedimentation to a slight extent may take place during the construction period.


3) Vadodara - Ahmedabad

- DFC Project’s railway line runs generally alongside the existing railway line on the western coast of India. At a place near Vadodara, by-pass route over 145 km is planned to construct in the middle of agricultural area. Thus there would be no direct and significant impacts caused by the Project to the geography and geology of natural


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environment in this section. - There will be 1 bridge crossing over Ulhas River in this section. Thus morphology of the

river, increasing turbidity of the river water quality and sedimentation to a slight extent may take place during the construction period.


4) Ahmedabad - Palanpur

- DFC Project’s railway line generally follows the existing railway line in this section. At Palanpur, however, a section of 15 km of by-pass avoiding Palanpur is planned to construct. The route generally follows agricultural area and therefore there would be no direct and significant impacts caused by the Project to the geography and geology of natural environment in this section.


5) Palanpur - Rewari

- This section passes through south-western portion of Aravalli Mountain Range. In places, there would be a relatively small section of rock cutting area as well as natural vegetation cutting area.

- The existing railway line goes through Balam Ambaji Wildlife Sanctuary at the northern end of Gujarat where the railway line is entering Rajasthan. As double-track construction works of DFC Project is carried out, there would be direct impacts to the wildlife sanctuary. Thus detailed study on the natural environment is necessary.

- The existing railway line goes through the area near-by Mt. Abu Wildlife Sanctuary. Thus it is necessary to carry out a survey if detailed study on the natural environment should be carried out.

- There are a number of reserved forest areas alongside the railway line including the length approximately 2 km of forested areas near Kishangar in Rajasthan. Thus it is necessary to carry out a survey if detailed study on the natural environment should be carried out in these areas.

6) Rewari - Dadri

- DFC Project’s railway line passes through the area to the south of Sohna in Gurgaon District of Haryana State. There is a possibility that the area appears to be in the close proximity of “Geo-physical Eco-sensitive Area”, according to the NOTIFICATION, New Delhi, 7th May 1992, issued by the Ministry of Environment and Forests. In this area, extraction of mineral resources, blasting, laying electric line, etc. are prohibited. These activities are subject to application for permission. Thus, detailed study on the natural environment would be necessary for EIA study.

- As an open-cut section and a tunnel are constructed for DFC Project, there will be significant impact on the changes of ground water table. Thus a detailed study on the groundwater conditions as well as the impact of the loss of groundwater to the agricultural activity, if any, should be carried out.

- DFC Project’s railway line goes through a patch of reserved forest near Gulistanpur village for a length of about 1.5km in Gautam Budhnagar District in Utter Pradesh. Thus detailed study on the forest would be necessary.


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(2) Social Environment

1) JNPT - Vasai Rd.

- There is 1 by-pass route avoiding densely populate urban centre planned to construct in this section. However, there appears to be no household subject to resettlement.


- There is 1 crossing stations planned to construct in this section and a number of agricultural households would become subject to resettlement. Details are subject to further design for layout of the station as well as the area of land acquisition.



2) Vasai Rd. - Vadodara

- There are 3 by-pass routes planned to construct in this section in order to avoid densely populate urban centres. There are two by-pass routes that 235 households would be subject to resettlement.





- There are 2 FLP suggested to construct, one in Ahmedabad the other in Ghandidham. Depending on the location, noise, vibration and dust during the construction period may cause adverse impact to the surrounding areas.

- There is 1 FLP suggested to construct near Vapi station on the existing railway line. Depending on the location, noise, vibration and dust during the construction period may cause adverse impact to the surrounding areas.

3) Vadodara - Ahmedabad

- There is 1 by-pass route planned to construct in this section in order to avoid densely populate urban centre and 320 households would be subject to resettlement.



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- There are 2 FLP suggested to construct, one in Ahmedabad the other in Ghandidham. Depending on the location, noise, vibration and dust during the construction period may cause adverse impact to the surrounding areas.

4) Ahmedabad - Palanpur

- There is 1 by-pass route planned to construct in this section in order to avoid densely populate urban centre. However, there would be no household subject to resettlement.

- There are 2 junction stations planned to construct in this section and a number of agricultural households would become subject to resettlement. Details are subject to further design for layout of the station as well as the area of land acquisition.

- There are57 ROBs planned to construction in this section. They are aimed to reduce level crossing which further reduces railway accidents. On the other hand, if constructed, non-motorized local transportation is required to climb slope of ROBs which causes further inconvenience to the local business activities.


5) Palanpur - Rewari

There are 5 by-pass routes planned to construct in this section in order to avoid densely populate urban centres and two of the by-pass routes would cause 65 households subject to resettlement.





- There is one FLP is suggested to construct on the outskirt of Jaipur, Rajasthan. Depending on the location, noise, vibration and dust during the construction period may cause adverse impact to the surrounding areas.


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6) Rewari - Dadri

- PETS-2 Report carried out by RITES shows that the route passes the area to the south of Sohna in Gurgaon, Haryana generally from west to east. In the middle of agricultural filed, where mustard and wheat are grown between October – March, and legumes and corns are grown between April to September, the section is constructed with open-cut method. It requires land acquisition of 16-56m wide of land and 6 km long. The section is then linked to 4 km long of tunnel, which is very likely to drain ground water being used for sprinkler irrigation. Further, the section goes to the area below Delhi Range’s cliff and 2 km of elevated railway is constructed before 10 km section of embankment. Thus approximately 60 m wide and 12 km long agricultural field is further affected.

- Entire section is a by-pass route planned to construct in order to avoid densely populate urban centre of Delhi and there are 190 households appears to be subject to resettlement.




- There are 72 RUB planned to construct in this section. They are aimed to reduce level crossing which further reduces railway accidents. On the other hand, if constructed without raising DFC Project’s railway level for 2 -5 m above the present ground level, non-motorized local transportation is required to climb slope of RUBs which causes further inconvenience to the local business activities.

- There is one FLP is suggested to construct on the outskirt of Delhi. Depending on the location, noise, vibration and dust during the construction period may cause adverse impact to the surrounding areas.

- At Tuglakabad’s railway colony, approximately 700 households of squatters would become subject to resettlement.

11.4.5 Noise and Vibration (1) Noise Standard in India

There is a regulation and control of noise pollution in India as is shown in Table 11-13. However, it is a regulation for ambient noise generally applied to residential, commercial and industrial areas. There is no specific noise pollution control rules emanated from railways in India. There are also no vibration pollution control rules in India.

Table 11-13 Noise Regulation of India

Daytime(6:00 - 22:00)

Night(22:00 - 6:00)

(A) Industrial Area 75 70

(B) Commercial Area 65 55

(C) Residental Area 55 45

(D) Silence Zone 50 40Source: The Noise Pollution (regulation and Control) Rules, 2000

AreaCode

Category ofArea/Zone

Limits in dB(A) Leq


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(2) Categorization of Noise and Vibration Survey

Since there is no specific noise and vibration pollution control rules in India specifically emanated from trains, categorization of trains for the purpose of measuring noise and vibration has been made as is shown in Table 11-14. Based on these categories, therefore noise and vibration survey was carried out in the field. Detailed method of survey is shown in the following section.

Table 11-14 Categorizations of Trains for Noise and Vibration Survey

No. Code Train Traction Load Route

1 FD1A Freight Train Diesel Traction Container Plain route

2 FD1B Freight Train Diesel Traction Container Bridge

3 FD2A Freight Train Diesel Traction Covered Wagon Plain route

4 FD2B Freight Train Diesel Traction Covered Wagon Bridge

5 FD3A Freight Train Diesel Traction Open wagon for bulktransportation Plain route

6 FD3B Freight Train Diesel Traction Open wagon for bulktransportation Bridge

7 FE1A Freight Train Electrified Traction Container Plain route

8 FE1B Freight Train Electrified Traction Container Bridge

9 FE2A Freight Train Electrified Traction Covered Wagon Plain route

10 FE2B Freight Train Electrified Traction Covered Wagon Bridge

11 FE3A Freight Train Electrified Traction Open wagon for bulktransportation Plain route

12 FE3B Freight Train Electrified Traction Open wagon for bulktransportation Bridge

13 PDA Passenger Train Diesel Traction _ Plain route

14 PDB Passenger Train Diesel Traction _ Bridge

15 PEA Passenger Train Electrified Traction _ Plin route

16 PEB Passenger Train Electrified Traction _ Bridge

SpecificationCategory

(3) Method of Noise and Vibration Survey

In order to predict noise and vibration emanated by the trains upon completion of DFC Project, and that these are causing adverse environmental impacts on the life of residents and business along side the railway, noise and vibration measurement has been carried out during ESCS study period as follows:

a. Measure the present noise and vibration along side the railway; b. Disclose the data during the stakeholder/public consultation meeting as required; c. Measure noise and vibration level during the construction period in order to monitor

these levels of noise and vibration during the construction period; and d. Measure the level of noise and vibration of the trains of DFC Project and compare the

result in order to make use of them during the monitoring period.


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Figure 11.2 shows Surveying Areas of Noise and Vibration and Figure 11.3 shows method of selection of measuring point.

Figure 11-2 Surveying Areas of Noise and Vibration


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11.5 LAWS, REGULATIONS AND GUIDELINES FOR ENVIRONMENTAL STUDY

11.5.1 Indian Laws and Regulations on Environmental Clearance

(1) Ministry of Environment and Forests, Notification, New Delhi, the 14th September, 2006

This is the Indian government’s guidelines for environmental impact assessment governing all of the development intervention that takes place within the boundaries of India. Railway development project and bridge construction project are exempted from the environmental clearance.

(2) National Rehabilitation Policy (NRP-2006)

This is a policy of the Government of India on resettlement and rehabilitation of the households affected by implementation of projects. It is expected to pass the parliament session this year and that it would become as “National Rehabilitation Act of 2006”, which makes new compensation scheme for resettlement and rehabilitation of the Project-affected Family (PAF) mandatory.

(3) The Land Acquisition Act, 1894.

This is the law on land acquisition promulgated in 1894. Land Acquisition of the railway development project is considered to fall into “Special Powers in Case of Emergency” Clause of the Land Acquisition Act. Under this clause, MOR is allowed to acquire land exclusively for railway development through District Collector. The land is acquired at market value and ex-gratia payment of Rs.10,000 over and the above the value of land acquisition is made.

11.5.2 Environmental Policy of International Funding Organizations

(1) Japan Bank for International Cooperation (JBIC)

JBIC is one of the most prospective funding organizations for DFC Project. Its environmental policy is summarized as follows.

1) Principle of Environmental Study

- Environmental impact which may be caused by a project must be assessed and examined from the earliest planning stage possible. Alternative proposals or minimization measures to prevent or reduce adverse impact must be examined and incorporated into the project plan;

- Such examination must include analysis of environmental costs and benefits in as quantitative terms as possible and be conducted in close harmony with economic, financial, institutional, social and technical analysis of the project;

- The findings of the examination of environmental and social considerations must include alternative proposals, mitigation measures and be recorded as separate documents or as a part of other documents. Environmental Impact Assessment (EIA) reports must be produced for projects in which there is a reasonable expectation of particularly large adverse environmental impact; and

- For projects that have particularly large potential adverse impact or are highly contentious, a committee of experts may be formed to seek their opinions, in order to increase accountability.


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2) Examination of Measures

- Multiple alternative proposals must be examined to prevent or minimize adverse impact and to choose a better project option in terms of environmental and social considerations;

- In examination of measures, priority is to be given to the prevention of environmental impact, and when this is not possible, minimization and reduction of impact must be considered next;

- Compensation measures must be examined only when impact cannot be prevented by any of the aforementioned measures; and

- Appropriate follow-up plans and systems, such as monitoring plans and environmental management plans, must be prepared;

- Costs of implementing such plans and systems and financial methods to fund such costs, must be determined. Plans for projects with particularly large potential adverse impact must be accompanied by detailed environmental management plans.

3) Scope of Impact to be Examined

- Environmental impact to be investigated and examined includes factors that impact human health and safety as well as the natural environment, such as: air, water, soil, waste, accidents, water usage, ecosystems, and biota.

- Social concerns include: involuntary resettlement of the population, the indigenous people, cultural heritage, landscape, gender, children’s rights and communicable diseases such as HIV/AIDS and impact that may lead to trans-boundary and global environmental problems; and

- In addition to the direct and immediate impact of projects, derivative, secondary and cumulative impact are also to be examined and investigated to a reasonable extent. It is also desirable that the impact which can occur at any time during the duration of the project be continuously considered throughout the life cycle of the project.

4). Compliance with Laws, Standards and Plans

- Projects must comply with laws, ordinances and standards relating to environmental and social considerations established by the governments that have jurisdiction over the project site (including both national and local governments). They are also to conform to environmental and social consideration policies and plans of the governments that have jurisdiction over the project site;

- Projects must, in principle, be undertaken outside protected areas that are specifically designated by laws or ordinances of the government for the conservation of nature or cultural heritage (excluding projects whose primary objectives are to promote the protection or restoration of such designated areas); and

- Projects are also not to impose significant adverse impact on designated conservation areas.

5) Social Acceptability and Social Impacts

- Projects must be adequately coordinated so that they are accepted in a manner that is socially appropriate to the country and locality in which the project is planned;

- For projects with a potentially large environmental impact, sufficient consultations with stakeholders, such as local residents, must be conducted via disclosure of information from an early stage where alternative proposals for the project plans may be examined;

- The outcome of such consultations must be incorporated into the contents of the project plan; and


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- Appropriate consideration must be given to vulnerable social groups, such as women, children, the elderly, the poor and ethnic minorities, all of whom are susceptible to environmental and social impact and who may have little access to the decision- making process within the society.

6) Involuntary Resettlement

- Involuntary resettlement and loss of means of livelihood are to be avoided where feasible, exploring all viable alternatives;

- When, after such examination, it is proved unfeasible, effective measures to minimize impact and to compensate for losses must be agreed upon with the people who will be affected;

- People to be resettled involuntarily and people whose means People to be resettled involuntarily and people whose means of livelihood will be hindered or lost must be sufficiently compensated and supported by the project proponents, etc. in timely manner;

- The project proponents, etc. must make efforts to enable the people affected by the project, to improve their standard of living, income opportunities and production levels, or at least to restore them to pre-project levels;

- Measures to achieve this may include: providing land and monetary compensation for losses (to cover land and property losses), supporting the means for an alternative sustainable livelihood, and providing the expenses necessary for relocation and the re-establishment of a community at relocation sites; and

- Appropriate participation by the people affected and their communities must be promoted in planning, implementation and monitoring of involuntary resettlement plans and measures against the loss of their means of livelihood.

7) Indigenous Peoples

- When a project may have adverse impact on indigenous peoples, all of their rights in relation to land and resources must be respected in accordance with the spirit of the relevant international declarations and treaties; and

- Efforts must be made to obtain the consent of indigenous peoples after they have been fully informed.

8) Monitoring

- It is desirable that, after a project begins, the project proponents monitor: (i) whether any situations that were unforeseeable before the project began have arisen, (ii) the implementation situation and the effectiveness of the mitigation measures prepared in advance, and that they then take appropriate measures based on the results of such monitoring;

- In cases where sufficient monitoring is deemed essential for the achievement of appropriate environmental and social considerations, such as the projects for which mitigation measures should be implemented while monitoring their effectiveness, project proponents must ensure that project plans include monitoring plans which are feasible; and

- It is desirable that project proponents make the results of the monitoring process available to project stakeholders;

- When third parties point out, in concrete terms, that environmental and social considerations are not being fully undertaken, it is desirable that a forum for discussion and examination of countermeasures be established based on sufficient information disclosure and include the participation of stakeholders in the relevant project; and


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- It is also desirable that an agreement be reached on procedures to be adopted with a view to resolving the problem.

(2) Asian Development Bank

Environment policy of Asian Development Bank is subdivided into the principles of environmental study, examination of alternatives, items subject to study, environmental laws and regulations, formulation of consensus among PAFs, social impact assessment and safe guard of the PAFs. In order to achieve safeguard policy of ADB funded projects, it maintains clear policy papers and guidelines on Indigenous Peoples, Resettlement, Confidentiality and Disclosure of Information, Sector Policies (Gender, Water, Forest, Fisheries, energy, etc) and Governance.

The ADB’s Environment Policy mandates the procedural requirements for effective public consultation and information disclosure in the EIA process.

1) Principles of Public Consultation

- Information Dissemination: Providing information about benefits and disadvantages of the project at an early stage of the EA process allows people time to think about the issues, consider implications, and formulate their views. An informed public will understand the trade-offs; be able to contribute meaningfully to project design; and have greater trust with the project proponent;

- Information solicitation: Asking and listening to the local community, residents, and interested groups about their views and input into the EA yield new insights and site-specific information. Past broken promises or mismanagement may have left a legacy of mistrust. Information solicitation provides past experiences of the general public with authorities and can initiate constructive dialogue;

- Information Integration: Predicting likely direct and indirect impacts, short-and long-term resource use implications, evaluating their significance and risks, and developing appropriate mitigation and monitoring programs require not only the scientific data collected by sampling and modelling, but must be based on stakeholders input and views;

- Social Coordination: The ability to conduct effective public consultation depends on how individual team members appreciate benefits of consultation, understand their roles, and cooperate each other. A well-integrated Project Team with well-defined roles and responsibility can facilitate dialogue with the executive agency to inform the ADB's requirements and gain its commitment to remove any constraints to carry out public consultation throughout the project cycle;

- Engaging People in Dialogue: Public consultation involves engaging people in dialogue – a two-way flow of information and ideas between the project proponent and the stakeholders with the opportunity for the stakeholders to express their views and concerns. Ensuring the opportunity to participate in dialogue during the early preparation stage of the EA process enables to manage expectations and detect any potential serious conflict and help resolve issues before they lead to conflict, reducing financial losses due to delays.

2) Involuntary Resettlement

- Reduce or avoid adverse effect to social environment as much as possible; - Hold dialogue with PAFs from the early stage of the project planning and

disseminate information as much and as early possible; - Loss of asset such as land or structures should be compensated at market cost or

replacement cost;


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- Non-title holders such as squatters should be compensated as a result of project implementation;

- PAFs should be paid one-off grant for rehabilitation of livelihood over and above the payment for the loss of asset;

- Loss of working days/remuneration should also be compensate; - Vulnerable group of the society such as female-headed households and socially

disadvantaged should receive assistance over and above the loss of asset and one-off grant;

- Detailed assistance for those of indigenous tribes, below poverty, socially disadvantaged should be elaborated; and

- Provide PAFs programmes for rehabilitation of livelihood.

3) Environmental Study

- ADB implements environmental study under the PPTA (Project Preparatory Technical Assistance) programme and that the PPTA study members elaborate EIA report for the borrower.

(3) World Bank

1) Principles of Public Consultation

- Category A and B projects are subject to public consultation. Before terms of reference for environmental study is elaborated, information on the outline of project and expected environmental impacts should be disseminated;

- After the screening of environmental impacts but before the terms of reference for environmental study is elaborated and thereafter, at least two times of public consultation meeting should be held;

- Participants of public consultation meeting should be those of directly affected by the project and the NGOs of the local areas;

- Upon completion of the draft environmental study report, it should be made available to the PAFs and the local NGOs at public place;

- Final EIA report should be made public and it should be verified by the World Bank;

- EIA Report is made public through the info-shop of the World Bank upon loan agreement. Should the borrower object it, processing of loan is halt in the case of IDA Project, or the process is put up to the board meeting in the case of IBRD Project.

2). Involuntary Resettlement

- Analyse the extent of involuntary resettlement and attempt should be made to avoid or reduce involuntary resettlement by studying a number of alternations of project design;

- Ascertain laws and regulations of the country that projects are implemented in terms of the policy and institutional arrangement on involuntary resettlement in order to compare and clarify the difference between the policy of involuntary resettlement of the World Bank;

- Analyse the extent of social impacts of the involuntary resettlement and elaborate mitigation measures. Clarify institutional arrangement of the project owner responsible for implementation of such mitigation measures;


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- Carry out social impact assessment study of PAFs at the earliest possible stage of the project planning in terms of the occupation and income, standard of living, family structures, public hygiene, infrastructures being enjoyed by the PAFs as baseline data;

- Inventory of the loss of asset should be studied and clarify the extent of compensation and these losses should be calculated based on the replacement cost;

- Study on the socially vulnerable groups and elaborate detailed programme for each group;

- Study on the interactions of the PAFs and the population of the host areas and analyse and assess any mitigation measures as necessary;

- Study on the infrastructures of the area being enjoyed by the PAFs and analyse if any impacts caused by the project implementation;

- Study and analyse cultural, religious, social events that are prevailing in the areas affected by the project implementation and the organizations including NGOs dealing with them;

- Study and elaborate programmes that PAFs are able to rehabilitate their livelihood after resettlement;

- Study and clarify land tenure system and transfer of titles based on the prevailing laws as well as the traditional rights;

- Clarify the eligibility of PAFs; - Method of compensation should be selected based on or by the way PAFs select and

accept; - Selection of the resettlement area should be carried out by the organization whose

expertise is based on socio-economical and ecological valuation whereby PAFs can rehabilitate their livelihood and maintain the standard of living before resettlement or even improve it;

- Resettlement action plan should include provision of housing for resettlement as well as the construction of infrastructures for the resettling population as a whole;

- Resettlement action plan should be elaborated not only for the PAFs but also for the host area’s population;

- Grievance redress system and organization taking care of it should be established. Such organization should also the be the organization for implementation of the resettlement action plan; and

- An organization monitoring the implementation of resettlement action plan as a third party should be selected. Such organization should periodically monitor the entire process of resettlement and rehabilitation of livelihood if it is implemented as per resettlement action plan.

3) Implementation of Environmental Study

- If the borrower does not possess appropriate laws and regulations as well as expertise on the planning and studying of environmental impact assessment, environmental management and monitoring, elaboration for mitigation measures etc., such planning study could be incorporated into the loan project.


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11.6 FRAMEWORK OF RESETTLEMENT AND REHABILITATION PLAN

11.6.1 National Rehabilitation Policy

Ministry of Rural Development has issued National Policy for Resettlement and Rehabilitation of Project Affected Families in 2003. It has been reviewed over the past years and it is now issued as National Rehabilitation Policy of 2006. It reflects largely the environmental policy of the World Bank and/or Asian Development Bank. It is therefore one of the most important policy paper adapted to use for the projects involving involuntary resettlement. It is submitted to the parliament and expected to pass very shortly. If realized, it would become “National Rehabilitation Act－ 2007”. As a result, projects involving involuntary resettlement in India would have to adapt the act and Imprementation of compensation schemes provided in the Act would become mandatory.

Table 11-15 shows compensation scheme provided for PAFs by the National Rehabilitation Policy of 2006.

11.6.2 Process of Land Acquisition

Land acquisition is carried out by MOR upon completion of the final location survey carried out by RITES. MOR is to notify District Collector for land acquisition based on the final location survey. West Bengal State has its own land acquisition policy. Detailed procedure is explained as follows:

(1) States Directly Affected by DFC Project except West Bengal

a. MOR notifies to District Collector concerned with the land acquisition for DFC Project; b. District Collector prepares and carries out survey on the land and asset subject to

acquisition or relocation. Number of households subject to resettlement and rehabilitation is also surveyed and inventory and valuation of them are duly created before District Collector notifies to state government;

c. State government notifies the contents of inventory made by District Collector on the official gazette as public notice. The date of notice usually becomes the official date of cut-off date for resettlement and rehabilitation arrangement;

d. If there was any people intending to enter the area, he/she has to notify District Collector seven days in advance in writing for obtaining permission;

e. State government is publish the notification on the two newspapers in circulation in the state, one in the local language and the other in English;

f. At the time of land acquisition and resettlement operation, MOR has to pay to District Collector 50% of the assessed cost of land acquisition plan for implementation;

g. Notification for land acquisition should also be published at the District Collector’s office. In Bihar State, such notification should also be published at sub-district, gram panchayat, and village offices;

h. At the end of notification period, usually 30 days, District Collector finalizes full inventory survey and the result is disclosed to the general public;

i. Based on the final full inventory, District Collector notifies for disbursement of compensation to all the PAFs.

In general the above process takes 18 months.

(2) West Bengal State

a. MOR is to notify Land and Land Reform Department of the state government with all of


Chapter 11

11-43

the evidences of final location survey and the result of full inventory survey including evidences of the title registration and ID card of the owner of titled registration.

b. The date MOR notified to West Bengal Stage Government should become cut-off date of the land acquisition and resettlement and rehabilitation. Any person intending to enter the area subject to land acquisition and resettlement and rehabilitation should in writing apply for permission. If entered, the state government should in writing demand for evaluation within 3 months;

c. Land and Land Reform Department of the West Bengal State Government is to notify District Collector within 10 days of the receipt of notification from MOR;

d. Upon receipt of notification from the state government relevant area’s District Collector is requested to verify within 5 days.

e. Upon completion of the procedure of verification, notification made by MOR is verified within 5 days. However, more than 100 acres of land acquisition and resettlement and rehabilitation should be assessed and verified by the state legislature. If it was not the case, the notification should be sent back to MOR;

f. State government notifies on the local news papers, one in the local language and the other in English, the result of application made by MOR thereby within 30 days public hearing is held in the area relevant to project implementation;

g. Upon completion of public hearing, stage government issues Government Order within 10 days for implementation of land acquisition and resettlement and rehabilitation plan. At this time MOR is to pay 50% of the cost of land acquisition and resettlement and rehabilitation;

h. Notwithstanding the area of land acquisition and the number of PAFs, District Collector should notify within 30 days from the expired date of issue of the above government order for payment of land acquisition and resettlement and rehabilitation plan. Such notification is also send out to the state government;

i. State government is to verify the notification of District Collector within 10 days. At this time MOR has to complete 100% of the payment for land acquisition to the state government;

j. District Collector is to complete the payment within 30 days in the case of the area of acquisition less than 100 acres and 45 days for the area more than 100 acres;

k. Land owners and PAFs are requested to verify the receipt of payment and/or compensation within 75 days from the date of the receipt of notification. Those who failed to do so are notified within 12day from the date of expiration of the receiving period and this process is repeated for another 12 days;

l. Upon completion of the payment, District Collector transfers the title for implementation of the project.

The Government Order issued by the Land and Land Reform Department of West Bengal State Government, G.O. No.1701-LA-3M-07/06, 6th June, 2006 states that the above procedures is completed within 6-7 months.

11.6.3 Framework of Resettlement and Rehabilitation Plan (RRP)

(1) Government Policy on Resettlement and Rehabilitation

Based on the National Rehabilitation Policy-2006, the Government of India has clearly state as follows:

- Impacts and losses caused to PAFs by project implementation should be surveyed their losses, studied their impacts and held dialogue with PAFs in order to disseminate correct and accurate information to the PAFs;

- Frame work of the laws and regulations should safeguard each family and mitigate impacts on the PAFS subject to resettlement and rehabilitation;


Chapter 11

11-44

- Assistance and compensation for resettlement and rehabilitation should be so designed to reinstate the standard of living of the PAFs at the time of resettlement or higher;

- Socially disadvantaged and vulnerable groups should be identified and details of livelihood rehabilitation programme should be elaborated;

- PAFs are entitled to receive compensation and assistance for the losses of asses, trees and crops as well as the remunerations/working day;

- It is the accountability of the project proponent that the contents of resettlement and rehabilitation plan are duly implemented;

Matrix of entitlement for compensation is shown in Table 11.13, mechanism of resettlement and rehabilitation plan is shown in Figure 11.4, and suggested resettlement and rehabilitation plan based on National Rehabilitation Policy–2006 is shown in Appendix 6.1.


Chapter 11

11-45

Table 11-15 Entitlement of the PAFs (based on National Rehabilitation Policy – 2006)

Type

of L

oss

Appl

icatio

nDe

finiti

on of

PAF

sEn

titlem

ent o

f Nat

iona

l Res

ettle

men

t Pol

icy -

2006

Expe

cted

Res

ults

Loss

ofag

ricul

tura

l/or a

nyot

her t

ype o

f lan

dby

owne

rs

Land

on th

e ROW

(i) L

egal

owne

rs;an

d (ii)

PAF

s with

tradi

tiona

l lan

drig

hts

· On r

eplac

emen

t cos

t bas

is, ag

ricul

tura

l lan

d or c

ultib

able

waste

lend t

o the

exten

t of a

ctual

land l

oss s

ubjec

t to a

max

of 1

ha of

irrig

ated l

and o

r 2 ha

ofun

irrig

atedl

and/

culti

vabl

e was

telen

d.· I

f re-c

atego

rized

to th

e stat

us of

mar

gina

l far

mer (

owni

ng up

to 1

ha of

un-ir

rigate

d lan

d, or

1/2 h

a of i

rriga

ted la

nd) a

s a co

nseq

uenc

e of l

and a

cqui

sitio

n,PA

F is

entit

led to

the a

bove

rule

of th

e pro

visio

n of l

and.

· In c

ase o

f allo

tted l

and b

eing w

astel

end/

degr

aded

land

, PAF

shall

be en

titled

to on

e-tim

e fin

ancia

l ass

istan

ce of

Rs.1

0,000

/ha f

or la

nd de

velo

pmen

t, or

Rs.5,

000 f

or ag

ricul

tura

l lan

d..

Repl

acem

ent o

fag

ricul

tura

l lan

d or

the v

alue t

o the

PAFs

Loss

of ho

meste

adan

d com

merc

iallan

d

Land

on th

e ROW

(i) L

egal

owne

rs of

land;

(ii)

PAFs

with

tradi

tiona

l lan

drig

hts

· Not

mor

e tha

n 150

sq.m

in ru

ral a

rea a

nd no

t mor

e tha

n 75 s

q.m in

urba

n are

a.· E

very

nucle

ar fa

mily

of ad

ult h

usba

nd/w

ife an

d min

or ch

ildre

n is e

ntitl

ed to

an ad

ditio

nal e

ntitl

emen

t of 1

0 sq.m

.· E

ach P

AF of

Belo

w Po

verty

Lev

el(BP

L) ca

tegor

y sha

ll ge

t one

-time

fina

ncial

assis

tance

not l

ess t

han w

hat i

s giv

en un

der a

ny pr

ogra

mme o

f hou

seco

nstru

ction

by th

e GOI

.

Repl

acem

ent o

fho

meste

ad/co

mmer

cial l

and

Loss

of re

siden

tial/

comm

ercia

lstr

uctu

res b

yow

ners

and

info

rmal

Stru

cture

on th

eRO

W(i)

Own

er(s)

ofstr

uctu

res i

dent

ified

by D

C; (i

i) ow

ners

of st

ructu

reid

entif

ied b y

R&

R

· PAF

is en

titled

for f

inan

cial a

ssist

ance

as tr

ansp

ortat

ion c

ost f

or sh

iftin

g of b

uild

ing m

ateria

ls, be

long

ings

and c

attle

etc. f

rom

the a

ffecte

d zon

e to t

here

settl

emen

t are

a on t

he ac

tual

cost

basis

.Re

cons

tructi

on of

struc

ture

and

relo

catio

n to n

ewsit

es

Loss

of tr

ees,

crop

s,pe

renn

ials

Stan

ding

crop

s,tre

es on

ROW

land

Owne

rs an

dbe

nefic

iaries

oflan

d

· Eac

h PAF

havi

ng ca

ttle i

s ent

itled

to a

finan

cial a

ssist

ance

of R

s.3,00

0 for

cons

tructi

on of

cattl

e she

d.Co

mpen

satio

n for

stand

ing c

rops

and

trees

Loss

of in

come

and

work

days

due t

odi

splac

emen

t

Hous

ehol

dsaf

fecte

d by R

OWHe

ad of

hous

ehol

dsid

entif

ied by

the

DC li

st

· PAF

of ru

ral a

rtiza

n, sm

all tr

ader

, or s

elf-em

ploy

ed pe

rson i

s ent

itled

for o

ne-ti

me fi

nanc

ial as

sistan

ce of

Rs.1

0,000

for c

onstr

uctio

n of s

hop/

shed

.· E

ach P

AF is

entit

led to

empl

oyme

nt su

bjec

t to a

vaila

bilit

y of v

acan

cies a

nd su

itabi

lity o

f the

affe

cted p

erso

n per

PAF

.· P

AFs o

f gro

ups a

nd co

oper

ative

in ou

tsour

ced c

ontra

ct is

give

n prio

rity o

f priv

idin

g emp

loym

ent.

· PAF

of la

ndles

s lab

oure

s and

unem

ploy

ed ar

e giv

en pr

iorit

y for

prov

idin

g emp

loym

ent a

t the

cons

tructi

on w

orks

of th

e Pro

ject.

· PAF

s not

give

n agr

icultu

ral l

and o

r emp

loym

ent a

re en

titled

to a

reha

bilit

ation

gran

t to 7

50 da

ys m

inim

um ag

ricul

tura

l wag

es.

· Eac

h PAF

is in

addi

tion 2

0 % of

the a

bove

amou

nt in

the f

orm

of sh

are a

t the

book

valu

e of t

he or

gani

zatio

n/co

mpan

y.· I

n all

case

s whe

re lo

ss of

agric

ultu

ral l

and o

r disp

lacem

ent t

akes

plac

e on a

ccou

nt of

land

deve

lopm

ent p

rojec

ts, in

liu o

f lan

d-fo

r-lan

d or e

mplo

ymen

t,PA

Fs w

ould

be gi

ven a

site

or ap

artm

ent w

ithin

the d

evelo

pmen

t pro

ject.

· Eac

h disp

laced

PAF

is en

titled

to a

mont

hly s

ubsis

tance

allo

wanc

e equ

ivale

nt to

20 da

ys m

inim

um ag

ricul

tura

l wag

es pe

r mon

th fo

r a pe

riod o

f 1 ye

ar.

· In t

he ca

se P

AFs i

nvol

ved i

n urg

ent l

and a

cqui

sitio

n, ea

ch P

AF is

entit

led to

a tra

nsit

acco

mmo

datio

n bef

ore t

he be

nefit

of re

settl

emen

t and

reha

bilit

ation

is r

· PAF

s is e

ntitl

ed fo

r nec

essa

ry tr

ainin

g fac

ilitie

s for

deve

lopm

ent o

f ent

repr

eneu

rship

skill

s to t

ake u

p self

-empl

oyme

nt pr

ojec

ts at

the r

esett

lemen

t are

a.

Subs

isten

ce an

din

com

e in p

ost-

disp

laced

perio

dan

d pov

erty

redu

ction

For p

rojec

t affe

cted

Sche

duled

Trib

esan

d Sch

edul

edCa

stes

Comm

unity

as a

whol

eAf

fecte

dco

mmun

ities

and

grou

ps

· In c

ase 2

00 or

mor

e trib

al fa

milie

s are

disp

laced

, exc

ept l

inea

r acq

uisit

ions

of la

nd su

ch as

railw

ay de

velo

pmen

t pro

ject,

a Trib

al De

velo

pmen

t Plan

shou

ldbe

prep

ared

.· T

ribal

Deve

lopm

ent P

lan sh

ould

inclu

des d

evelo

pmen

t of a

ltana

tive f

uel,

fodd

er an

d non

-tim

ber f

ores

t pro

duce

reso

urce

s on n

on-fo

rest

lands

with

in fi

veye

ars s

uffic

ient t

o mee

t req

uire

ment

s of t

ribal

comm

uniti

es w

ho ar

e den

ied ac

cess

to fo

rests

.· T

ribal

Deve

lopm

ent P

lan sh

ould

also

inclu

de re

settl

emen

t are

a of t

he sa

me sc

hedu

led ar

ea in

com

pact

bloc

k in o

rder

to re

tain t

heir

ethni

c, lin

guist

ic an

dcu

ltura

l ide

ntiry

· Eac

h PAF

of sc

hedu

led tr

ibe i

s ent

itled

for o

ne-ti

me fi

nanc

ial as

sistan

ce 25

% hi

gher

rate

in m

oneta

ry te

rms o

f the

rese

ttlem

ent a

nd re

habi

litati

on be

nefit

s.· E

ach P

AF of

sche

duled

trib

e is e

ntitl

ed fo

r the

bene

fits o

f res

ettlem

ent a

nd re

habi

litati

on ex

plain

ed in

the N

ation

al Re

settl

emen

t and

Reh

abili

tatio

n Pol

icy -

2006

.· E

ach P

AF of

sche

duled

trib

e is e

ntitl

ed fo

r one

-time

fina

ncial

assis

tance

equi

valen

t to 5

00 da

ys m

inim

um ag

ricul

tura

l wag

es fo

r los

s of c

usto

mary

right

s/usa

ges f

ores

t pro

duce

.Lo

ss of

comm

unity

struc

ture

and

comm

on pr

oper

tyre

sour

ces

struc

ture

s and

othe

rre

sour

ces (

e.g.,

comm

unal

land,

water

supp

lysy

stem,

and a

cces

sto

socia

l ser

vices

)

Affe

cted

comm

uniti

es an

dgr

oups

· In a

ll ca

ses i

nvol

ving

rese

ttlem

ent o

f 400

fami

lies,

comp

rehe

nsiv

e inc

rastr

uctu

re fa

ciliti

es an

d ame

nitie

s sho

uld b

e pro

vided

.· I

f the

rese

ttlem

ent t

akes

plac

e in a

n exi

sting

settl

emen

t, ad

ditio

nal o

mpre

hens

ive i

ncra

struc

ture

facil

ities

and a

meni

ties s

houl

d be p

rovi

ded t

o the

host

comm

unity

.· I

n cas

e ent

ire po

puati

on of

villa

ge/ar

ea be

come

s sub

ject t

o res

ettlem

ent,

entir

e pop

ulati

on sh

ould

be re

settl

ed in

orde

r to m

aintai

n soc

io-cu

ltura

l rela

tions

.· I

n the

case

PAF

s of S

ched

uled

Cas

te re

settl

emen

t, th

ey sh

ould

be re

settl

ed in

sites

clos

e to t

he vi

llage

s.· P

AFs a

re pr

ovod

ed w

ith ba

sic in

frastr

uctu

ral f

acili

ties a

nd am

eniti

es at

the r

esett

lemen

t site

s suc

h as t

he pr

ovisi

on of

drin

king

wate

r, ele

ctrict

iy, s

choo

ls,

Resto

ratio

n of

comm

unity

struc

ture

s and

comm

on pr

oper

tyre

sour

ces


Chapter 11

11-46

Figure 11-4 Mechanism of Resettlement and Rehabilitation Plan

Not

e: R

RP d

enot

es "R

eset

tlem

ent a

nd R

ehab

ilita

tion

Plan

" T

OR

deno

tes "

Term

s of R

efer

ence

" S

PCM

/ID-P

AF d

enot

es "S

take

hold

er/P

ublic

Con

sulta

tion

Mee

ting

and

Iden

tific

atio

n of

PA

FS"

MPs

/MLA

s den

otes

"Mem

ber o

f Pal

iam

ent/M

embe

r of L

ocal

Adm

inist

ratio

n"

Dist

rict

Adm

inist

rato

r of

Res

ettle

men

t and

Reh

abili

tatio

n

Stat

e Com

miss

ione

r of

Res

ettle

men

t and

Reh

abili

tatio

n

D F

C C

I's

Chi

ef R

eset

tlem

ent

Offi

cer

Dec

lara

tion

of th

eRe

settl

emen

t and

Lan

d Ac

quisi

tion

Dist

rict

/Vila

ge P

anch

ayat

Vill

age-

wise

inve

ntor

ySu

rvey

of t

he P

AFs

90 d

ays

Dra

ft D

isclo

sed

Fina

l Rep

ort o

f the

Surv

ey o

f PA

Fs

Exam

inat

ion

for 3

0 da

ys

Fina

l Re p

ort

Publ

icat

ion

of th

eFi

nal R

epor

t of R

RP

45 d

ays

Auth

oriz

atio

n to

pre

pare

a D

raft

of R

RP

Requ

est f

or L

and

Acqu

isitio

nan

d Re

settl

emen

t and

Reh

abili

tatio

n of

PAF

sN

otifi

catio

n fo

r RRP

NG

O fo

r Ela

bora

tion

of T

OR

for R

RP

Hiri

ngTO

R

NG

O fo

rIm

plem

enta

tion

Hiri

ngN

GO

's Fi

eld

Offi

ce

Vila

ge R

eset

tlem

ent C

omm

ittee

: 1

) R

epre

sent

ativ

e of l

ocal

stak

ehol

ders

2)

Rep

rese

ntat

ive o

f var

ious

gro

ups o

f PA

Fs

-

Wom

en a

nd C

hild

ren

- S

ched

uled

Cas

tes a

nd T

ribe

s

-

Peo

ple o

f Bac

kwar

d C

lass

- P

eopl

e of B

elow

Pov

erty

Lin

e

-

Phy

sical

ly ch

alla

nged

- A

gric

ultu

ral l

abou

rs, e

tc a

s app

ropr

iate

- N

GO

- L

eadi

ng B

ank

in th

e Sta

te

-

MPs

/MLA

s of t

he A

ffect

ed A

rea

SPCM

/ID-P

AF

for E

labo

ratio

n of

RRP

and

itsIm

plem

enta

tion

Dist

rict

Col

lect

or

Rese

ttlem

ent a

ndRe

habi

litat

ion

Plan

Acco

untin

g Un

it

Grie

venc

e Red

ress

Cel

l

Land

Acq

uisit

ion

Uni

t

D F

C C

I

Disb

urse

men

t of C

ompe

nsat

ion

to P

AFs

Stat

e Gov

ernm

ent

Regi

ster o

f grie

vanc

e

1 8 m

onth

s

Lan

d an

d Re

venu

e

For

est O

ffice

Rur

al D

evel

opm

ent

Sch

edul

ed C

aste

and

Trib

e D

evel

opm

ent O

ffice

Wom

en an

d Ch

ild D

evel

opm

ent

Nat

iona

l Mon

itori

ng C

omm

ittee

: Cha

ired

by

Secr

etar

y of

Lan

d R

esou

rces

, Min

. of R

ural

Dev

elop

men

t

Mon

itorin

g th

e Pro

gres

s of

RRP

Dist

rict A

dmin

istra

tion

Live

lihoo

d Re

habi

litat

ion

Prog

ram

me

Liai

son


Chapter 11 i

THE FEASIBILITY STUDY ON

THE DEVELOPMENT OF

DEDICATED MULTIMODAL HIGH AXLE LOAD FREIGHT CORRIDOR

WITH COMPUTERISED CONTROL FOR

DELHI-MUMBAI AND DELHI-HOWRAH IN INDIA

PROGRESS REPORT - 2

TASK 0 & 1

CONTENTS Chapter 11 Evaluation of the Environmental and Social Impacts ................................................11-1

11.1 Establishing EWG..............................................................................................................11-1 11.1.1 Initiatives Taken by EWG..........................................................................................11-1 11.1.2 Role of EWG..............................................................................................................11-1 11.1.3 Members of EWG ......................................................................................................11-2 11.1.4 Participation of Academic Advisor............................................................................11-2

11.2 Examination and Comparison of Four Options .................................................................11-2 11.2.1 Improvement of the Existing Railway Lines .............................................................11-2 11.2.2 Dedicated Freight Corridors.......................................................................................11-8 11.2.3 Dedicated Passenger Corridor (DPC) ......................................................................11-11 11.2.4 Zero Option..............................................................................................................11-14

11.3 Facility Construction Plan for DFC Project .....................................................................11-17 11.3.1 Environmental Study Related to DFC Project .........................................................11-17 11.3.2 Facility Construction Plan........................................................................................11-17

11.4 Environmental Impacts of DFC Project...........................................................................11-24 11.4.1 ESCS Study..............................................................................................................11-24 11.4.2 Stakeholder/Public Consultation Meeting................................................................11-24 11.4.3 Environmental Impact on the Eastern Corridor .......................................................11-25 11.4.4 Environmental Impacts on the Western Corridor ....................................................11-28 11.4.5 Noise and Vibration .................................................................................................11-32

11.5 Laws, Regulations and Guidelines for Environmental Study ..........................................11-36 11.5.1 Indian Laws and Regulations on Environmental Clearance ....................................11-36 11.5.2 Environmental Policy of International Funding Organizations ...............................11-36

11.6 Framework of Resettlement and Rehabilitation Plan.......................................................11-42 11.6.1 National Rehabilitation Policy .................................................................................11-42 11.6.2 Process of Land Acquisition ....................................................................................11-42 11.6.3 Framework of Resettlement and Rehabilitation Plan (RRP) ...................................11-43

LIST OF TABLES

Table 11-1 Members of EWG..........................................................................................................11-2 Table 11-2 Academic Advisors........................................................................................................11-2 Table 11-3 Impact matrix of Modification of Existing Line Alternative（1/4） ....................................11-4 Table 11-3 Impact matrix of Modification of Existing Line Alternative（3/4）...............................11-6 Table 11-3 Impact matrix of Modification of Existing Line Alternative（4/4）...............................11-7 Table 11-4 Impact matrix of Dedicated Freight Corridor (DFC) Alternative（1/2） .......................11-9 Table 11-4 Impact matrix of Dedicated Freight Corridor (DFC) Alternative（2/2） .....................11-10

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Chapter 11

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Table 11-5 Impact matrix of Dedicated Passenger Corridor (DPC) Alternative（1/2） .................11-12 Table 11-5 Impact matrix of Dedicated Passenger Corridor (DPC) Alternatve（2/2） ..................11-13 Table 11-6 Impact matrix of Zero Option Alternative（1/2）.........................................................11-15 Table 11-6 Impact matrix of Zero Option Alternative（2/2）.........................................................11-16 Table 11-7 By-pass Routes of DFC Project and their Preliminary Number of PAFs ....................11-18 Table 11-8 Planned Junction Station/Terminal Station ................................................................11-19 Table 11-9 Crossing Stations (CS)................................................................................................11-20 Table 11-10 Major Bridges of DFC Project ...................................................................................11-21 Table 11-11 Number of ROB and RUB .........................................................................................11-22 Table 11-12 First Stage of Stakeholder Meeting...........................................................................11-25 Table 11-13 Noise Regulation of India................................................................................11-32 Table 11-14 Categorizations of Trains for Noise and Vibration Survey ......................................11-33 Table 11-15 Entitlement of the PAFs (based on National Rehabilitation Policy – 2006)..............11-45

LIST OF FIGURES Figure 11-1 Profile of Tunnel Planned to Construct near Sohna, Gurgaon, Haryana...................11-23 Figure 11-2 Surveying Areas of Noise and Vibration ....................................................................11-34 Figure 11-3 Method of Selection of Measuring Point ..................................................................11-35 Figure 11-4 Mechanism of Resettlement and Rehabilitation Plan ................................................11-46

chapter 11 evaluation of the environmental and … · 2012. 9. 18. · the feasibility study on the...

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