environmental assessment report...hoshangabad (budani) - nasrullaganj-khategaon (sh-22) 87.4 15 to...

Environmental Assessment Report

Summary Initial Environmental Examination Project Number: 37328 May 2007

INDIA: Madhya Pradesh State Roads

Sector Project II

Prepared by [Author(s)]

[Firm]

[City, Country]

Prepared for [Executing Agency] [Implementing Agency]

Prepared by Madhya Pradesh Road Development Corporation for the Asian Development Bank (ADB).

The summary initial environmental examination is a document of the borrower. The views expressed herein do not necessarily represent those of ADB’s Board of Directors, Management, or staff, and may be preliminary in nature.

CURRENCY EQUIVALENTS (as of 1 May 2007)

Currency Unit – Indian rupee/s (Re/Rs)

Re1.00 = $0.0243 $1.00 = Rs41.1900

ABBREVIATIONS

ADB – Asian Development Bank CPCB – Central Pollution Control Board EIA – environmental impact assessment EMP – environmental management plan GoI – Government of India IEE – initial environmental examination MoEF – Ministry of Environment and Forests MPCB – Madhya Pradesh Pollution Control Board MPRDC – Madhya Pradesh Road Development Authority NOC – no objection certificate NOx – oxides of nitrogen NWFP – non-wood forest products PIU – project implementation unit RSPM – respirable suspended particulate matter SC – supervision consultant SO2 sulfur oxide SPM – suspended particulate matter

WEIGHTS AND MEASURES

km – kilometer km2 – square kilometer m – meter m3 – cubic meter

NOTE

In this report, “$” refers to US dollars

CONTENTS

Page I. INTRODUCTION 1 II. OVERVIEW OF PROJECT ACTIVITIES 1 III. ENVIRONMENTAL IMPACT ASSESSMENT OF THE SECTOR 4 IV. SUMMARY INITIAL ENVIRONMENTAL EXAMINATION OF THE SAMPLE

SUBPROJECT 5 A. Description of the Subproject 5 B. Description of the Environment. 6 C. Biological Environment 7 D. Socio-Economic Environment 8 E. Environmental Impacts and Mitigation Measures 10 F. Institutional Requirements and Environmental Monitoring Plan 13 G. Public Consultation and Information Disclosure 14 H. Findings, Recommendations and Conclusions 15

V. ENVIRONMENTAL CRITERIA FOR SUBPROJECTS 16 VI. ENVIRONMENTAL ASSESSMENT AND REVIEW FRAMEWORK 16

A. Environmental Assessment Requirements 16 B. Environmental Assessment Review Procedures and Authorities’ Responsibilities

17 C. Compliance with the ADB’s Environmental Policy – Due Diligence 18 D. Public Disclosure 19 E. Institutional Arrangement for Implementing EARF 19 F. Staffing Requirements 19

VII. CONCLUSIONS 19 APPENDIXES

1. Environmental Management Plan 21 2. Environmental Monitoring Plan 26

SUMMARY INITIAL ENVIRONMENTAL EXAMINATION

I. INTRODUCTION

1. This Summary Initial Environmental Examination (SIEE) covers the general assessment of the environmental impacts associated with the Madhya Pradesh State Roads Project II. The Project will improve existing roads to enhance interstate connectivity in the Madhya Pradesh state. This document contains the summary of the initial environmental examination for the improvement of a sample road in the districts of Mandla and Dindori. Archtech Consultants Private Limited, on the behalf of Madhya Pradesh Road Development Corporation Limited (MPRDC), Government of Madhya Pradesh, prepared the IEE report. The IEEs for the remaining subprojects are now being prepared and expected to be completed by the end of April 2007. Therefore, this SIEE will be revised to cover the findings of the other IEEs. This SIEE has been prepared for the use of the Asian Development Bank (ADB). 2. The Project will be executed as a sector loan modality including 22 subprojects. The Project is categorized as “B” project in accordance with the ADB’s Environmental Assessment Guidelines, 2003. The Project does not include expansion of the right of way (RoW), and the Project will not involve any environmentally-sensitive areas under the Government’s policy, therefore, the environmental impact assessment (EIA) report will not be required. Based on these considerations, the initial environmental examination (IEE) report has been prepared for the sample road. The IEE has been prepared in accordance with the ADB and Government of India guidelines, specifically: The ADB’s Environmental Assessment Guidelines (ADB, 2003); Environmental Guidelines for Selected Infrastructure Projects (ADB, 1993b); The Government’s Project Terms of Reference, Environmental Guidelines for Road/Rail/Highway Projects, (Government of India, 1989); Handbook of Environmental Procedures and Guidelines, 1994; Government of India Guidelines for Environmental Impact Assessment of Highway Projects (IRC: 104-1988); and The Environmental (Protection) Act, 1986.

II. OVERVIEW OF PROJECT ACTIVITIES

3. The Project involves improvement of about 1754 km of State’s road network with improvement of road furniture and reconstruction of bridges. The detailed investment component and project activities of the Project are summarized in Table 1.

Table 1: Summary Project Activities

Civil work

Package

Road No.

Districts

Road Name Length (km)

Available ROW

Project Activities Status of IEE Study

Construction Supervision Package I (Bhopal Package) 1 1 Shivpuri,

Sheopur Shivpuri-Sheopur-Rajasthan Border (SH-06)

144 12 to 24 • Upgrading the carriageway to 7.0 m with RoW 10 m

• Improvement road surface• Provide Drainage facilities

along the road • Slope stabilization

Being Prepared

2

Civil work

Package

Road No.

Districts


Available ROW


2 Raisen, Narsingpur

Gairathganj-Silwani-Gadarwada (SH-44)

93 12 to 24 • Upgrading the carriageway to 7.0 m with formation width of 10 m



Being Prepared

3 Raisen NH-12 Junction to Silwani (SH-15)

35 15 to 24 • Strengthening existing 7.0 m carriageway with formation width of 10 m



Being Prepared

2

4 Raisen, Hoshangabad

Bareli-Pipariya road (SH-19)

40 12 to 24 • Strengthening existing 7.0 m carriageway with formation width of 10 m



Being Prepared

5 Khargon, Indore

Mandleshwar-Kasrawad (SH-1) Kasrawad-Khargone Road (SH-31)

49.8 12 to 24 • Upgrading the carriageway to 7.0 m with formation width of 10 m



Being Prepared

3

6 Khargon Banher to Maharashtra Border (SH-31)

66 24 • Upgrading the carriageway to 5.5 m with formation width of 10 m



Being Prepared

4 7 Khargon, Dhar

Badwah-Dhamnod road & Khalghat-Manawar road (SH-38) & Khalghat - Kasrawad Road




Being Prepared

5 8 Indore Indore-Dopalpur Road 33 NA To be finalize Being Prepared

9 Girgodha-Gautampura-Indoria Road

43 NA To be finalize Being Prepared

6 10 Sheopur Shyampur-Goras (SH-23)

65 24 • Upgrading the carriageway to 5.5 m with formation width of 10 m



Being Prepared

11 Morena Morena-Porsa (SH-2) 50 12 to 24 • Upgrading the carriageway to 7.0 m with formation width of 12 m

Being Prepared

3

Civil work

Package

Road No.

Districts


Available ROW




7 12 Khandwa, Khargon

Khandwa-Khargone (SH-26)




Being Prepared

8 13 Sehore, Dewas

Hoshangabad (Budani) -Nasrullaganj-Khategaon (SH-22)




Being Prepared

Total 904.2 Construction Supervision Package II (Jabalpur Package) 9 14 Nagod Jasso Saleha

Powai Semaria Amanganj Road

116 NA To be finalized Being Prepared

10 15 Chhatarpur, Panna

Amanganj-Malhera (SH-10)




Being Prepared

11 16 Mandla, Seoni

Seoni-Chiraidongri (SH-11A)

90.63 18 to 30 • Upgrading the carriageway to 7.0 m with RoW 12 m



Being Prepared

12 17 Balaghat, Mandla

Balaghat-Nainpur (SH-11)

82.4 15 to 30 • Upgrading the carriageway to 5.5 m with formation width of 9.0 m



Being Prepared

13

18 Shahdol, Umaria

Tala-Shahdol (Chhatisgarh Broder) (SH-10)




Being Prepared

19 Katni, Umaria

Katni-Barhi-Tala (SH-10) 78.6 15 to 30 • Upgrading the carriageway to 5.5 m with formation width of 9 m


Being Prepared

4

Civil work

Package

Road No.

Districts


Available ROW



14 20 Manda, Dindori

Lakhnadon-Mandla-Dindori (SH-10)




Completed

15

21 Rewa, Sidhi

Bela-Govindgarh-Churhat (SH-52)




Being Prepared

16 22 Rewa, Rewa-Sirmor-Dabhore road

75.6 NA To be finalized Being Prepared

Total 849.96

Grand Total 1754.16 Source: Information compilation and Feasibility Reports submitted by MPRDC

III. ENVIRONMENTAL IMPACT ASSESSMENT OF THE SECTOR

4. The state has vast reserves of natural resources and available manpower. The State is richly endowed by nature with mineral wealth among which Coal, Limestone, Copper Ores, Manganese Ores, Bauxite, Dolomite, Fireclay, Ochre, Pyrophyllite-Diaspore predominates besides being the sole producer of Diamond and Slate in the Country. The state is also rich in forest resources. The forest area constitutes 30.71% of the geographical area of the state and 12.44% of the forest area of the country and the total growing stock volume of timber and wood is highly valued. Many villages are also located in or near forest areas. Being away from the mainstream of development, most of the villagers are dependent on forests for their livelihood. In addition to these, there are a host of items like leaves, flowers, fruits, bark, seeds, roots etc. commonly referred to as non-wood forest products (NWFP), which contribute significantly in socio-economic development of the rural communities. The state is also the highest producer of oilseed and pulses in the country. It has taken a lead in the production of cement and engages in other major industries such as pig iron, steel ingots, newsprint etc. The state is famous for its traditional handicrafts and handlooms. With a vast natural resources and historical background the state is one of the hot tourist destination of country. Among the tourist attractions are Khajuraho, once the capital of Chandela, Ujjain where Kumbha Mela is held every 12th year, Sanchi with ancient Buddhist monuments, Bhopal the lake-side capital city, Jabalpur, famous for marble rocks and Gwalior with beautiful forts, Indore the largest city in the state, Panchmarhi, the hill station, Mandu the historical town and Amarkantak, the source of the Son and Narmada rivers. Kanha National Park near Jabalpur is one of the most beautiful wild life sanctuaries in India.

5. Despite the vast reserves of natural resources and available manpower, the state could not develop to the extent, as it should have, due to lack of transport infrastructure, and vastness of the geographical area. It is evidently clear from the factor that Madhya Pradesh has about 21 km of roads per 100 sq.km, as amongst an all India average of 62 km per 100 sq.km. The road

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network is seriously deficient both in the quantum network connectivity as well as in riding quality of the roads, mainly the state highways, district roads and village roads. Due to lack of road connectivity, vast areas of the state are inaccessible, resulting in major population chunks, generally in far flung areas of the state having remained under-developed and devoid of educational and health facilities and employment opportunities. 6. The Project aims to rehabilitate the key to upgrade to inherently sound facilities, now in a poor state of repair, in an effort to enhance their quality and life span and strengthen the ability of executing agencies to do more, faster and better working future resulting to an economic turnaround. The Project will improve the regional, as well as inter and intra state transport flows, and in doing so improving access to services, and making the State attractive to developers and investors. The Project aims to improve rural connectivity and facilitate all-round development in educational & health facilities and trade activities within the State for economic growth. 7. However, works to improve road links and connectivity also cause adverse environmental impacts through construction and operation of the roads. The road improvement and construction works could lead to impacts on the forest resources and vegetation, deposition and water quality degradation of surface waters and occasional high concentrations of airborne dust. Impacts during operation of the roads are those related to increasing mobility, and increase production of mineral products, and forest and agriculture produce.

8. The environmental impacts of the Project associated with direct improvement of the state roads will mainly be addressed and handled by the road authority, the MPRDC. The impacts related to the operation of roads will lead to increasing production of goods based on natural resources. As a result, it will increase by-products including wastes. Therefore, it will require involvement of other government agencies to address the impacts. The present state’s environmental management regulations on air and water pollution, and forest management are well established. The Madya-Pradesh State Pollution Control Board is one of the strongest pollution boards in the countries. It has adequate capacity and staff to address environmental problems related with road improvement project. While, the Madya Pradesh State Forest Department is also one of the stronger institution. Therefore, it is expected that the State Agencies will be able to handle any environmental concerns related with the Project. The MPRDC will lead the coordination with the other responsible state agency to address environmental concerns related with the Project.

IV. SUMMARY INITIAL ENVIRONMENTAL EXAMINATION OF THE SAMPLE

SUBPROJECT

A. Description of the Subproject

1. Lakhnadon – Mandla – Dindori Section

9. The existing road is a combination of two state highways (SH 10: Lakhnadon-Mandla and SH 40: Mandla - Dindori) having single lane carriageway with average width varies from 3.0 to 5.0m. The project road starts at km 544/6 of NH-7 at Lakhnadon and terminates on Jabalpur-Amarkantak road at Dindori. The improvement works include widening of existing carriageway to intermediate lane, improvement of shoulders with side drains and rehabilitation and reconstruction of bridges and cross drainage structures. Total formation width is 10.0m. The road more or less follows the existing alignment and profile. The widening will be accommodated within available land width and there will not be any land acquisition either forest land or private land.

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2. Need for the Project

10. The proposed road Lakhnadon - Mandla - Dindori section serves as a link for Kanha National Park (the major tourism centre of State) which is located _about 40 km western part of Mandla City and the main connecting route to Mandla and Dindori. The improvement of roads infrastructure in the region will enhance the tourism potential as well as will lead to increased socio-economic activities in both the districts. With socio-economic development of the districts and state, the traffic is bound to increase. The state realises the need for socio-economic development and the crucial role that roads play in this process. Therefore, the existing road infrastructure urgently needs repair and improvement.

B. Description of the Environment.

1. Climate

11. The state experiences typical tropical climate. It is characterized by hot summer season and general dryness except in the southwest monsoon season. The year may be divided into four seasons. The cold season from December to February is followed by the hot season from March to about the middle of June. The period from mid-June to September is the southwest monsoon season. October and November constitute the post monsoon or retreating monsoon season. The maximum temperature during summer ranges from 33ºC to 44ºC while minimum temperature from 30ºC to 19ºC. The temperature during the winter season ranges from 27ºC to 10ºC. The monsoon season spreads from the month of June to September with average rainfall of 1000 mm in the west to 2000 mm in the eastern part of state. The mean annual rainfall in the state is 1200 mm.

2. Topography, Geology and Soil

12. Landlocked in the central part of the country, Madhya Pradesh has a topography that is crossed from north to south by plains separated by upland areas. Geographically, the state is divided as northern plains, hilly region of Vindhyas, Narmada Valley, Malwa Pleatua and plains of Chattisgarh. Ground elevation in the project region varies from 300m to 600 m above mean sea level. The lifeline of state is river “Narmada” which runs from East to West between Vindhya & Satpura ranges, the flanks of which are formed by North and South of India. The state is sitting atop the largest coal reserves of India. The soils of the state are rich and fertile and can be divided into four categories i.e. alluvial, medium & deep black; shallow & medium black; and mixed red & black.

3. Surface and Groundwater Quality

13. Madhya Pradesh is criss-crossed by India’s four major rivers namely Narmada, Tapti, Sone and Mahanadi along-with their numerous tributaries catering to the state’s much needed water resources. The entire state is drained by these rivers and their tributaries. The surface water quality in the region is reported to be acceptable. The sample subproject area i.e. Mandla and Dindori district lies in the catchment of Narmada Valley and the entire area is drained by River Narmada through its tributaries. Based on water quality data from the Central Pollution Control Board (CPCB), water quality of River Narmada and its tributaries generally

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conforms to category1 ‘A’. Ground water quality is generally good in the entire state and used for domestic purposes without any conventional treatment.

4. Air Quality and Noise

14. The ambient air quality in the state is quite pure compared to other neighbouring states. The levels of ambient air quality parameters i.e. sulphur dioxide (SO2) oxides of nitrogen (NOx) and respirable suspended particulate matter (RSPM) are within the permissible limits prescribed by the Madhya Pradesh Pollution Control Board (MPCB), except in few urban centres and industrial areas i.e. Indore, Pithampur, Jabalpur, Bhopal etc., where concentration of respirable particulate matters are slightly higher side. Particulate emissions from industrial activities is considered a primary source of air pollution, while secondary sources include dust arising from unpaved surfaces, forest fires, smoke from burning of firewood, charcoal-making and domestic heating, and vehicular pollution. Pollution from vehicles is mainly due to use of low-grade fuel, low maintenance of vehicles, and poor conditions of the roads. Noise pollution is not a problem. Few commercial locations and settlements contribute to noise; however the levels are reported well within the permissible limits by MPCB for all categories in the areas. C. Biological Environment

1. Vegetation

15. Variability in climatic and edaphic conditions brings about significant difference in the forest types of the state. There are four important forest types viz. Tropical Moist, Tropical Dry, Tropical Thorn, Subtropical broadleaved Hill forests. The project roads run through forests, agricultural land and settlement areas. The status of the forests is reserved and protected forests and forests owned and maintained by villagers that have no protected status. Among the common trees occurring in the project areas are Mango, Eucalyptus, Neem, Jamun, Teak, Sal, Palas, Saja, Seasam, Mahua, etc.

2. Fauna

16. Madhya Pradesh is a pioneer state in the national movement for conservation of flora and fauna. The project region has rich flora and fauna. The world's famous Tiger Sanctuary, Kanha National Park located in the Mandla district. It is one of the hottest targets for both the domestic as well as foreign tourists. Kanha becomes a tiger land, a home for more than 100 tigers. There are twenty two species of mammals identified e.g. Chital or Spotted deer, Sambar, Barasingha, Barking deer, Chousingha, Gaur, Langur, Wild pig, Jackal, Sloth bear, Wild dog, Panther, Tiger. There are around 260 species of birds identified, e.g., Peafowl, Jungle fowl, pained spur fowl, grey partridge, Painted Partridge, Indian roller, Racket tailed drongo, Red wattled lapwing, Yellow wattled lapwing. Local forest departments and village communities were consulted for presence of fauna in the sample subproject areas. However, they do not indicate presence of any rare and endangered species of fauna in the reserved / private forests along the subproject road. No such species were also encountered during the field surveys.

1 Water quality category is based on IS 2296 Classifications, category is reported by Madhya Pradesh Pollution Control Board. Category A criteria designates the water suitable for drinking water source without conventional treatment but after disinfections.

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3. Fisheries

17. The important fishes commonly found in the state’s plain and river basins are Rita rita, Labeo rohita, Labeio calbase, Cirrihinus mirigale, Catla catla, Clarius, batrachus, Heteropneuptus fonilis, Notopterus nontopterus, N. Chitala, Macrobrachum rosenbergii, M. malconsoni, C. gaehua, C. striatus, M. Chapral, Channa punetatus. D. Socio-Economic Environment

1. Demography

18. The population of Madhya Pradesh is about about 60.3 million (2001 census) with more than 74% of the population living in the rural areas. The human population density is 196 persons/km2 compared to 325 persons/km2 for the entire country. Sex ratio is 920 against the 933 in the country. The demographic feature of Madhya Pradesh is unique in that there are many recognized tribes (about 40% of country), which inhabit mostly the remote areas and each with distinct culture, ethos, and traditional knowledge systems. The major minority groups in the state are namely Gonds, Bhils and Oraons. The majority of the people survive on subsistence economy based mainly on the agriculture, supplemented with forest produces, animal husbandry, crafts/handloom, etc.

2. Land Use and Resources

19. Most of the geographical area (307560 sq. km i.e. about 98%) of the state is available for utilisation. This means about 98% of the land area in the state in available under various land uses. Major portion of the land use is under agriculture (about 49%) followed by forest cover (about 28%). The land use pattern along the project roads is mixed type dominated by agriculture.

3. Agriculture

20. Agriculture is the basis of the state's economy. Less than half of the land area is cultivable, and its distribution is quite uneven because of variations in topography, rainfall, and soils. The main cultivated areas are found in the Chambal valley, the Malwa Plateau, the Rewa Plateau, and the Chhattisgarh Plain. The Narmada valley, covered with river-borne alluvium, is another fertile area. In 2004-05 the state was producing about 14.1 million tones of food grains (comprising cereals 10.7 million tones and 3.4 million tones of pulses ) and about 4.8 million tones of total oilseed (soybean production is 3.75 m. tonnes ). In the production level, the state was contributing (about 7.43% food grains in 2003-04, 8.7% Cereals and 21.4% Pulses) in National Kitty. The contribution in national oilseed production is about 22.1%. Thus the state is the highest producer of pulses and second oilseed producer in the country in 2003-04.

4. Transportation

21. Madhya Pradesh is poorly served with transport and communications facilities. The state has about 21 km of roads per 100 sq.km, as amongst an all India average of 62 km per 100 sq.km. The road network is seriously deficient both in the quantum network connectivity as well as in riding quality of the roads, mainly the state highways, district roads and village roads. The main railroads that pass through the state were originally laid down to connect the ports of Madras, Bombay, and Calcutta with their hinterlands. Important railway junctions include

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Bhopal, Ratlam, Khandwa, Itarsi and Katni. Also connecting the state with other parts of India are airports at Bhopal, Gwalior, Indore, Jabalpur, Rewa, and Khajuraho, as well as several national highways.

5. Mineral Resources

22. Madhya Pradesh is rich in minerals, though these resources have not yet been fully exploited. There are large reserves of coal and important deposits of iron ore, manganese ore, bauxite, limestone, dolomite, copper, fireclay, and china clay. Diamond reserves at Panna are of particular interest. There are 24 cement factories in the state. The state is thus one of the largest producers of cement in the country. The reserves of dolomite (66 million tonnes), fuller’s earth (1.2 lakh million tonnes), clay (12030 million tonnes), limestone, quartz etc. reported project area.

6. Industry

23. The major industries of the state are electronics, telecommunications, petrochemicals, food processing and automobiles. The state has also taken a lead in the production of cement. The state is also famous for its traditional handicrafts and handlooms manufactured at Chanderi and Maheshwar. The major industrial units in the state include cement, pig iron, steel ingots, news print, sugar etc.

7. Aesthetic and Tourism

24. The state with its vast natural resources and historical background is one of the hot tourist destinations of country. Khajuraho, once the capital of Chandela rulers is 595 km from Delhi. The embodiment of the great artistic activity of the 9th to the 12th centuries, only 22 temples temple out of 85 have survived. Ujjain, where Kumbha Mela is held every 12th year, Sanchi with ancient Buddhist monuments, Bhopal the lake-side capital city, Jabalpur, famous for marble rocks and Gwalior with beautiful forts, Indore the largest city in the state, Panchmarhi, the hill station, Mandu, the historical town and Amarkantak, the source of the Son and Narmada rivers are among the other tourist attractions. Kanha National Park near Jabalpur is one of the most beautiful wild life sanctuaries in India.

8. Cultural Resources

25. The state has great cultural value. Festivals and cultural activities are being celebrated throughout the year in the state. Specific events are being organised by tribal communities i.e. Gonds, Bhils, and Banjaras, throughout the year. The state has several well-known annual cultural events, such as Kalidas Samaroh (for performing and fine arts) in Ujjain, Tansen Samaroh (music) in Gwalior, and a dance festival in Khajuraho, where artists from all over India participate. The state has important yearly religious melas (gatherings) in Mandasor and Ujjain, as well as the religious Dashhara festival in the Bastar region.

9. Energy Electric Power Potential

26. The state is well endowed with potential hydroelectric power. Main hydroelectric projects jointly developed with other states are the Babanthadi with Maharashtra, the Ban Sagar with Bihar and Uttar Pradesh, the Chambal Valley with Rajasthan, the Narmada Sagar with Gujarat and Rajasthan, and the Rajghat and Urmil with Uttar Pradesh. The Hasdeo Bango, Bargi, and Birsinghapur thermal power projects are also within the state.

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10. Specific Environmental Conditions along the Subproject Road.

27. The topography is mixed type, mostly plain terrain with some undulations. Small section on road, mostly in forests area passes through hilly terrain (towards Mandla and Dindori about 35 km). The land use is predominantly agricultural in plains and forests in hilly terrain. The forests are categorised mainly as reserved forests. Most of the project road is covered by vegetation. However, density of vegetation is very less i.e. 0.25 to 0.3. It is found that about 11864 trees exist within a corridor of 20m along the project road. However, actual trees to be cut are very few. 28. The existing road condition is generally poor with huge amount of patches and alligator cracks. The average carriageway width varies from 3.0 m to 5.5 m. The available ROW varies from 18 to 30m. Major River Narmada at km 118.5 and other small streams cross the project road. The region receives an annual rainfall of 1200 mm and soil is stable. There are no archeologically sensitive locations in the project area except few cultural structures i.e. temples, shrines and educations centres i.e. schools. There are number of settlement locations along the project road. However, no resettlement was envisaged. Kahani village, Ghansor, Manegaon, Mandla, Chabi, Sakka, and Dindori are some of the settlement locations.

E. Environmental Impacts and Mitigation Measures

29. This section covers the general environmental impacts of overall subprojects covered in the investment program and general mitigation measures. 30. The road project activities can cause environmental impacts that are short, or long-term, and beneficial, or adverse, in nature. The overall long-term impacts will be largely beneficial in regard to the socio-economic environment and quality-of-life in the region. The key environmental issues associated with various aspects of the proposed project and impacts on various environmental components have been assessed for the following stages (a) the project location, (b) design, (c) construction, and (d) operation.

1. Environmental Impacts Associated with Project Location, Preliminary Planning and Design

31. Location issues: The environmental impact of sub-project roads location will not be very significant since improvement work will be limited to the available ROW. Some project roads pass through undulations with patches of forest areas. However, the forests are not categorised as protected areas and prior clearance from the forest department will be obtained before execution of works. Measures will be implemented to minimize tree felling. There will be negligible land acquisition and affected people will be compensated and rehabilitated as per the provisions of a Resettlement Plan, if will be required. The widening options, have been devised so as to cause minimise destruction of structures. There are few small temples, shrines and educational buildings, which are coming adjacent to existing carriageway of the project roads. Care will be taken to avoid such structures or cause damage in their relocation. There will also be a requirement to establish construction camps and related contractor’s facilities, borrow pits and quarries. These will be located in environmentally sound and socially safe areas. It is expected that construction materials for the road works will be mined only from approved quarries.

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2. Environmental Impacts Due to Construction

32. Impacts on Topography, Soil and Vegetation: During road improvement works there will be cut and fill activities, cutting of trees, stone quarrying, and construction of structures. Even with reasonable care exercised in the final design, the interaction between proposed road features and existing land features could result in significant land instabilities during construction. Thus, the following mitigating measures should be implemented:

(i) existing vegetation including shrubs and grasses along the road, except within the strip directly under embankments or cuttings should be properly maintained and all slopes/soil cutting areas should be revegetated as soon as construction activities are completed,

(ii) excavation and earthworks should be mainly undertaken during the dry season when the risks from erosion and silt run-off are least,

(iii) sites for quarrying, borrowing and disposal of spoils are to be confirmed according to the applicable laws and regulations in the state and the practices followed in recent/ongoing internationally funded road projects,

(iv) controlled and environmentally friendly quarrying techniques should be applied to minimise erosions and landslides,

(v) cut material should be disposed of in suitable depressions, (vi) materials that will be used for surface dressing will consist of aggregates and

gravel, and must not contain silt, (vii) internationally accepted best practice engineering approaches will be

incorporated into contract documents and monitored during construction. 33. Impacts on Surface and Groundwater Quality, Drainage and Hydrology: The improvement of the road may result in disruptions to the natural hydrology and water mismanagement that may lead to further problems of soil erosion. Construction activities could also lead to the temporary pollution of water bodies from spillage of chemicals and oil at construction sites and waste from construction camps, discharge of sediment-laden water from construction areas and uncontrolled surface water discharge over the road edge creating large–scale erosion on down-slopes. Thus the following mitigating measures are recommended:

(i) natural courses of water bodies should, as far as possible be maintained and brought back to their natural course,

(ii) all debris and vegetation, clogging culverts should be regularly cleared and disposal of construction debris in streams and rivers should be avoided,

(iii) river-bank slope stabilities should be monitored and appropriate remedial measures applied throughout the construction period,

(iv) if possible, construction work at bridges should also be avoided during the rainy season,

(v) chemicals and oils should be stored in secure, impermeable containers, and disposed of well away from surface waters,

(vi) no vehicle cleaning activity should be allowed within 300 m of water bodies/ drains,

(vii) construction camps should be equipped with sanitary latrines, (viii) lined drainage structures should be provided, (ix) side drain waters must be discharged at every available stream crossing, (x) erosion protection measures such as bioengineering measures, ripraps, check

dams etc. should be constructed if required.

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34. Air Quality: During construction, and at the micro-level only, air quality may be degraded by generation of dust (SPM) and generation of polluting gases including SO2, NOX and HC (hydrocarbons) for short periods from vehicular movements, site clearance, earth filling and material loading and unloading. The impacts are expected to be localised, temporary and confined to construction areas. Care should, however, be taken at sensitive urban locations so that harmful impacts can be minimised. The following actions should be implemented:

(i) regular check-up and maintenance of construction equipment, (ii) mixing plants i.e. asphalt, concrete, and bricks, should be operated within the

permissible limits of CPCB, and be located away from settlements, (iii) the contractor should submit a dust suppression and control programme to the

MPRDC, (iv) vehicles delivering loose and fine materials should be covered to reduce spills, (v) controlled blasting should be carried out and only with the prior approval of the

site Engineer and, if required, MPRDC, (vi) bitumen emulsion should be used wherever feasible, and (vii) bitumen heaters should be used and the use of wood for fuel discouraged or

prohibited. 35. Noise and vibration will be unavoidable but the impact will only be temporary and will only affect people living or working near piling locations. Mitigation measures should include (a) construction machinery should be located away from settlements (b) careful planning of machinery operation and the scheduling of such operations can reduce noise levels. The use of equipment emitting noise not greater than 90 dB(A) for an eight-hour operations shift and, when possible, the siting of construction yards at least 500 metres from residential areas should be adhered to (c) controlled blasting should only be carried out with prior approval from the Engineer in charge (d) contractors should be required to fit noise shields on construction machinery and to provide earplugs to the operators of heavy machines, and (e) blasting should be conducted only during day-light hours. 36. Flora and Fauna: To minimise negative impacts on flora such as trees, contract documents should specify that (a) all wood building material for workers’ housing should be brought from outside the project area, (b) workers should be supplied with non-wood fuels such as kerosene or liquefied petroleum gas for the duration of the contract, (c) all contract equipment and plants should be cleaned to the satisfaction of the project engineer in charge prior to their relocation to project sites; (d) during site clearance, care should be taken to ensure that the minimum area of vegetation area is affected and (e) the water sprinkling of trucks used as construction vehicles should be properly and regularly undertaken, so that dust deposition problem on vegetation are minimised. 37. The presence of wild animals in the project areas is not reported and may be considered very rare. However, to avoid any significant impacts on wildlife the following mitigating measures should be implemented: (a) project staff and work crews should not be allowed to have fire-arms and animal traps etc, (b) construction facilities such as workers camp, construction camp, hot mix plant, batching plant should be located at least 1 km away from the forest stretches, (c) employment agreements should specify heavy penalties for illegal hunting, trapping and wildlife trading - all other ancillary works should also agree not to participate in such activities.

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3. Environmental Effects Related to Operation

38. Noise and Vibration, Air Pollution, Runoff, Spoils of Hazardous Materials: The current low traffic flows along the project roads is expected to increase because of improved economic activities associated with better access. The larger numbers of vehicles will be an additional source of noise and gaseous emissions. Traffic volumes will, however, remain low and this should not be a significant impact. Repairs to culverts and new drainage work will eliminate/reduce the soil erosion problems presently caused by poor cross drainage. Also, the situation will remain especially good because this road passes through areas that are forested and trees and plants have the capacity to absorb gaseous as well as noise pollutants. Bioengineering techniques may also help to absorb pollution. 39. Land Use and Settlements: The likely impacts on land use and settlement patterns are limited. Improved access will inevitably lead to increased in and out migration, but this is likely to occur gradually and over a prolonged period. There will be time for new residential areas to be established. There may, however, be a need to control ribbon development.

4. Potential Environmental Enhancement/Protection Measures

40. In order to improve the environment, additional measures were also proposed during construction for the following: (a) sanitation and housekeeping at the labour/construction camps (b) provision of water supply (c) hygiene and provision of toilet facilities, (d) sewerage and waste disposal (e) first aid, (f) maintenance of buildings and facilities (g) identification of debris disposal sites, and (h) rehabilitation of quarry and borrow pits.

F. Institutional Requirements and Environmental Monitoring Plan

1. Environmental Management and Monitoring Plan

41. The management and monitoring mechanism required to ensure that project implementation is carried out in accordance with due regards to environment has been formulated. This includes major environmental issues and associated impacts, suggested mitigation measures, implementation and supervising responsibilities, a monitoring plan and institutional assessment and training requirements for successful implementation of the mitigation measures. 42. A generic environmental management plan (EMP) applicable to all road projects has been prepared. However, site-specific impacts and mitigation measures have also been identified and incorporated in the sample subproject EMP. Each IEE report of the remaining subprojects shall have its own specific EMP. The summary of the overall mitigation measures and monitoring plan are attached as Appendix 1. The environmental monitoring plan (EMoP) shall form the basis for verifying the extent of compliance during the implementation and operation stages of the project. The objectives are: (a) to evaluate the performance of mitigation measures proposed in IEE, (b) to provide information which could be used to verify predicted impacts and thus validate impact prediction techniques, (c) to suggest improvement in environmental mitigation measures if required, and (d) to provide information on unanticipated adverse impacts or sudden change in impact trends. The environmental monitoring plan for the project is presented in Appendix 2.

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2. Responsible Authorities for Implementation

43. The proposed Madhya Pradesh State Roads Project II is initiated and is being carried out by the Government of Madhya Pradesh. The responsible party for effective implementation of all project activities will be the Madhya Pradesh Road Development Corporation (MPRDC) with everyday activities undertaken by the Environmental Cell. MPRDC is a government owned entity responsible for the development of major state highways in the State. MPRDC operates through its Head Quarter at Bhopal headed by Managing Director and network of division offices at district level. 44. The proposed project will be implemented and monitored by MPRDC through its Environmental Cell. The Chief Engineer at head officer will be overall in-charge of the project. He will be assisted by Superintendent Engineer and Executive Engineer. They will be responsible for overall monitoring of project activities. There will be a Project implementation Unit (PIU) at division level headed by Executive Engineer to monitor the implementation of field activities. This PIU will be assisted by Supervision Consultant (SC) in implementation and monitoring of project activities. 45. The EMP will be included in the construction contract and the contractor will responsible for its implementation. The MPRDC will monitor the implementation of these mitigation measures by the contractors through environmental officer of its SC and Engineer in charge at site. These site engineers are responsible for the field level monitoring of new and ongoing road projects. 46. The MPRDC will bear full responsibility for ensuring that the EMP of the project will be implemented. G. Public Consultation and Information Disclosure

47. Official consultations with stakeholders for the project roads were carried out from October to December 2006. The various issues discussed are: (a) Statistics of forests cover in the State and its legal status i.e. Reserved, Protected, Unclassed, (b) Requirements of Forest Department to carryout project activities within forest areas, (c) Flora and Fauna and endangered species in the State; (d) Scope of the proposed road development, IEE and likely impacts on flora and fauna (e) Major threats to flora and fauna in the state, (f) Procedure to get clearance from forest department and NOC from pollution control board, (g) Environmental Quality parameters i.e. Air, Water, Noise quality in the State and major sources of pollution; (h) Instructional capacity of state authorities in pollution control and environmental management, and (i) socio-economic conditions and likely impacts on due to proposed road improvement. 48. Consultations with affected persons, local communities, village heads, and shopkeepers were carried out through structured questionnaire during the field assessments from November to December 2006. The discussion focussed on: (a) general awareness in local communities about environmental quality in terms of quality of water in rivers, ponds, lakes, ground water, ambient air and noise quality and its sources, (b) presence of archaeological / historical sites, monuments in the project region and likely impacts, (c) presence of endangered /rare species of flora and fauna and its locations in the project region, (d) frequency of natural calamities / disasters in the region and (e) cultural places along the project roads and likely impacts of proposed road development to these places if any.

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49. Most of the people interviewed strongly support the project and anticipate benefits from improved transport facilities, employment opportunities, boost economic development and thereby provide direct, or indirect, benefits. They are in favour of proposed development without major impacts on properties and natural resources. They insisted to employ local people during construction. In addition, local people raised construction-process related grievances with the workers. This sometimes leads to aggression between residents and migrant workers. To prevent such problems, the contractor should provide the construction camps with facilities such as proper housing, health care clinics, proper drinking water and timely payment. The use of local labourers during the construction will, of course, increase benefits to local peoples and minimise these problems. Wherever possible, such people should be employed. 50. It is envisaged from the interview survey undertaken along sample sub-project that there is increased environmental awareness among the local people. It is envisaged that about 70 percent of the persons are in the opinion that environmental conditions of the area is good. About 70 to 80 percent of the people are agreed that the quality of air, water and noise in the area is good; whereas, only 20 to 25 percent responded feel that the environmental quality is being deteriorated. Poor road condition and vehicular emissions are the major sources they feel responsible for this. In case of presence of archaeological, historical and cultural sites, the respondent has mixed opinion. There is no major history of natural disasters in the region and local people have mixed response about natural disasters. There are no endangered species reported in the forests along the project road. Overall, the general environmental conditions in the region are good and people have increased environmental awareness. H. Findings, Recommendations and Conclusions

51. The positive impacts of the project include: i) the improved road: will reduce travel times, fuel consumption and emissions from base traffic volumes; ii) drainage conditions will be considerably improved: this because of the provision of improved side drains, culverts and causeways; iii) economic development and access will be stimulated; and d) boost to tourism sector in the state due to better access to Kanha National Park from urban centres. 52. The negative and deemed “significant” impacts identified are: (a) likely impacts on forest resources i.e. flora and fauna for project roads that pass through reserve forests, (b) change of natural course of rivers and erosion of river banks & siltation of water bodies, (d) occasionally disturbance from noise generated during construction of project roads, (e) cutting of trees and plants due to widening of road, and (f) occasional high concentrations of airborne dust during construction of project road resulting in deposition and some damage to vegetation, crops and water quality of streams. 53. The predicted negative impacts will occur mostly during the construction stage but short term and reversible. They are also manageable and almost all of them can be minimized through engineering solutions incorporated in the design and implementation of the EMP and monitoring plan. For all works, the MPRDC will, however, have to obtain applicable clearances from the Forest Department and Pollution Control Board. The EMP should also be improved during implementation if there is any change in design or realignment (if deemed necessary) and existing capacity of MPRDC in implementation of EMP shall be enhanced during construction. 54. The IEE reports of the sample sub-project have thoroughly assessed all the potential environmental impacts. All negative impacts, during and post construction, including those

16

deemed “significant” can be properly mitigated and no comprehensive, broad, diverse or irreversible adverse impacts have been identified. In view of this, it may be concluded that improvement of this sub-project road presents no major environmental and ecological concerns and does not warrant further detailed EIA.

V. ENVIRONMENTAL CRITERIA FOR SUBPROJECTS

55. The following environmental criteria will be adopted for selection of other subprojects under the Project:

(i) avoid passing through any designated wild-life sanctuaries, national parks, other sanctuaries, or area of internationally significance (e.g. protected wetland designated by the Wetland Convention); and

(ii) avoid, as much as possible, passing through any cultural heritage designated by UNESCO.

VI. ENVIRONMENTAL ASSESSMENT AND REVIEW FRAMEWORK

A. Environmental Assessment Requirements

56. The Government’s environmental impact assessment requirement is based on the Environment (Protection) Act, 1986, the Environmental Impact Assessment Notification, 2006 and its amendment as well as the MOEF’s Environmental Impact Assessment Guidelines for Rail, Road & Highways Projects, 1989 and The IRC Guidelines for Environmental Impacts Assessment (IRC:104-1988) of highway projects. In addition, the road improvement and rehabilitation activities require also to comply with Forest (Conservation) Act as amended in 1980; Forest (Conservation) Rules, 1981; The Wildlife (Protection) Act 1972; The Water (Prevention and Control of Pollution) Act 1974 (Amended 1988); The Air (Prevention and Control of Pollution) Act 1981 (As Amended in 1987); The Noise Pollution (Regulation and Control) Rules, 2000; as amended from time to time. 57. These Acts and Regulation stipulate: (i) All improvement and road rehabilitation within the purview of new Environmental Impact

Assessment Notification and located in the protected areas / reserve forest areas, require Environmental Clearance from Ministry of Environment and Forests. GoI (MoEF) categorises development project in tow categories i.e. Category A and Category B. Category A project requires environmental clearances from central government however; category B project can be cleared by State Government. As per notification, new state highways and expansion of national /state highways greater than 30 km involving additional right of greater than 20m involving land acquisition. Necessary environmental clearance as applicable to project roads should be obtained by executive agencies.

(ii) Forest clearance from Department of Forests is required to carryout the work within the forest areas, diversion of forest land for non-forest purpose, and felling of road side trees. Cutting of trees need to be compensated by compensatory afforestation as per the requirement of forest department.

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(iii) Placement of hot-mix plants, quarrying and crushers, batch mixing plants, requires No Objection Certificate (Consent to Establish and Consent to Operate) from State Pollution Control Board prior to establishment.

(iv) Permission from Ground Water Board required for extracting water for construction purposes.

58. Based on the Government and ADB’s Environmental Policy 2002, the follow up sub-projects will be subject for the following requirements: (i) Requirement for environmental assessment of each subproject depends on its potential

impacts. Based on these potential impacts, a subproject will be classified in accordance with the Government’s and ADB’s environmental assessment guidelines, using the ADB’s rapid environmental assessment.

(ii) For each category “A” subproject, an Environmental Impact Assessment (EIA) including

Environmental Management and Monitoring Plan (EMP) is required. For each category “B” subproject, an Initial Environmental Examination (IEE) including EMP is required.

(iii) A subproject will be categorized as an “A” subproject if the subproject:

(1) requires a complex mitigation measure, which needs to be prepared through an in-depth assessment of the impacts and detail study to prepare mitigation measures;

(2) will generate impact to the ecologically sensitive area, particularly if the subproject (a) passes through or is located less than 100 meter from any designated wild-life sanctuaries, national parks, other sanctuaries, botanical garden or area of internationally significance (e.g. protected wetland designated by the Wetland Convention), (b) is located 300 m from the coastline, or (c) passes through any cultural heritage designated by UNESCO; and

(3) involves establishment of by-pass or new alignment, passing through any ecologically sensitive areas (hilly mountainous, forested area, wetlands, nearby estuarine, or other important ecological function areas).

(v) Road upgrading and rehabilitation subprojects that do not fall under the above

classification are classified as “B” subprojects. B. Environmental Assessment Review Procedures and Authorities’ Responsibilities

59. The Project will be implemented by Madhya Pradesh Road Development Corporation (MPRDC), a state government owned entity. 60. MPRDC will be responsible for the following:

(i) Prepare environmental screening checklist and classify sub-projects in consultation with Forest Department and/or Wildlife Conservation Department;

(ii) Based on the environmental classification of the subprojects, prepare TORs to conduct IEE or EIA study;

(iii) Hire an environmental consultant to prepare IEE or EIA report including EMP and SEIA for public disclosure;

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(iv) Ensure that IEE/EIA will be prepared in compliance with the Government and ADB’s IEE/EIA requirement and adequate consultation with affected people will be done also in accordance to the ADB’s requirement;

(v) Undertake initial review of the IEE and EMP or EIA, SEIA and EMP reports to ensure its compliance with the Government’s and ADB’s requirement;

(vi) Obtain necessary permits (e.g. environmental clearance, forest clearance, and water board clearance) from relevant Government Agencies; ensure that all necessary regulatory clearances will be obtained before commencing any civil work on the relevant sections;

(vii) Submit to ADB the IEE or EIA and SEIA including EMP reports and other certificates as necessary;

(viii) Ensure that the EMP which include relevant mitigation measures needed to be incorporated during construction stage by the contractor are included in the bidding document;

(ix) Ensure that contractors have access to the EIA or IEE and EMP report of the sub-projects;

(x) Ensure that contractors understand their responsibilities to mitigate environmental problems associated with their construction activities;

(xi) Ensure and Monitor that the EMP including Environmental Monitoring Plan will be properly implemented;

(xii) In case, unpredicted environmental impacts occur during project implementation stage, prepare and implement an environmental emergency program in consultation with relevant Government Agency and ADB if necessary ;

(xiii) In case, during project implementation a sub project needs to be realigned, review the environmental classification and revise accordingly, and identify whether supplementary IEE or EIA study is required. If it is required, prepare the TOR for undertaking supplementary IEE or EIA and hire an environment consultant to carry out the study

(xiv) Submit annual reports on implementing EMPs including implementation of environmental emergency program (if any) to the State Pollution Board, MOEF, and ADB.

61. ADB is responsible for the following:

(i) Review IEE and/or EIA reports and the rapid environmental assessment (REA) checklist as a basis to issue the subproject’s approval;

(ii) Undertake periodic monitoring the implementation of EMP and due diligence as part of overall project review mission;

(iii) If require, provide an assistance to MPRDC in carrying out its responsibilities to implement the EMP for this Project.

C. Compliance with the ADB’s Environmental Policy – Due Diligence

62. MPRDC has the responsibility for undertaking environmental due diligence and monitoring the implementation of environmental mitigation measures for all sub-projects under each respective responsibility. The due diligence report as well as monitoring implementation of the environmental management plan as part of the annual report needs to be documented systematically. ADB must be given access to undertake environmental due diligence for all sub-projects, if needed.

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D. Public Disclosure

63. MPRDC is responsible for ensuring that all environmental assessment documentations including the environmental due diligence and monitoring reports are properly and systematically kept as part of project record of each project under its responsibility. 64. All environmental documents are subject to public disclosure; therefore, these documents should be made available to public, if requested E. Institutional Arrangement for Implementing EARF

65. MPRDC has established an environmental cell within its organisational setup to look after environmental and social concerns of road development projects. This cell is headed by General Manager (at superintendent engineer level) and assisted by Deputy General Manager (at executive engineer level) and Manager (environment specialist). 66. The cell is responsible for overall implementation and management of environmental aspects related to road improvement by MPRDC. The head of the cell is responsible for planning and processing of environmental management and monitoring activities, liaising with regulatory authorities and obtaining necessary clearances. External assistance from environmental experts is being taken in undertaking environmental impact assessment studies. Executive Engineer and Manager (environment) in the cell are responsible for supervision and monitoring of field activities in coordination with field staff of MPRDC. The Environmental Cell of the MPRDC will ensure that all provisions in the EMP would be implemented fully and that it will prepare regular progress reports for transmission to the regulatory authority by certifying that the relevant environmental measures have been complied with during project implementation. 67. Assistance to strengthen the environmental capacity of the MPRDC is needed. The existing capacity may be enhanced by recruiting additional staff especially to address social and involuntary resettlement concernsl, training and awareness among available staff and equipment with appropriate tools and accessories in the field of environmental management and monitoring 68. The Environmental Cell will be responsible for managing environmental concerns of the sub-projects and implementing the EARF. However, due to its limited number of staff of the Environmental Cell, this Cell will be assisted by project managers of respective sub-projects in the field office. The monitoring of EMP implementation in field will be carried out by the field officers of MPRDC and supervision consultants. F. Staffing Requirements

69. The costs to conducting trainings, undertaking the environmental monitoring, hiring the environmental consultants, and implementing EARF will be included in the project cost.

VII. CONCLUSIONS

70. The overall Project is not expected to have adverse environmental impacts as shown in the findings of the environmental assessment of the sample sub-project. The IEE has thoroughly assessed all the potential environmental impacts. All negative impacts, during and post construction, including those deemed “significant” can be properly mitigated and no

20

comprehensive, broad, diverse or irreversible adverse impacts have been identified. The environmental assessment study provides the generic impacts as well as a picture of subproject specific impacts, and recommended mitigation measures that could be adopted in on-going IEE studies of remaining project roads. 71. The environmental assessment and review framework has been formulated to ensure that remaining subprojects will be prepared to satisfy the Government’s and ADB’s environmental policies.

Appendix 1 21

ENVIRONMENTAL MANAGEMENT PLAN

Project Stage/Activity Potential Impacts Mitigation Measures Location

Responsible party - Implementation

Responsible party - Monitoring

1. General Matrix applicable to all road sections 1.1 Preliminary Planning and Design Stage 1.1.1 Widening options of project road

Location on agricultural land, dense forests, wildlife habitat, unstable sites and religious/ cultural sites. Change in widening option determined during the detailed design stage changing the scope or scale of environmental impacts predicted in the IEE.

Widening on other side of agricultural land, dense forests, wildlife habitat and unstable sites. Widening should avoid religious/cultural sites. Additional environment studies for new alignments (if required).

Entire project length MPRDC / Design Consultant

MPRDC

1.1.2 Location of construction camps and contractor facilities

Location in inappropriate locations such as close to the local communities, community drinking water source etc.

Construction camps should be located at least 500m away from community areas and away from water resources, and at least 1 km away from reserve forest stretches.

Project construction sites

MPRDC /Supervision Consultant

MPRDC

1.1.3 Location of quarry sites

Location in un approved areas, forest areas etc.

Only government approved quarry sites should be planned for project use. Quarries should not be located in the locations of reserve / protected forest stretches.

Environmentally and technically suitable sites near the project road


MPRDC /Department of Geology and Mining

1.1.4 Location of borrow pits

Location in unstable areas or close to village

Location in environmentally sound areas and away from villages Borrow areas should not be located in the locations of forest areas.

Environmentally and technically suitable sites and near the project road


MPRDC

22

Appendix 1




1.1.5 Obtainment of appropriate NOC/permits

Delays in processing permits causing further delay in initiation of project construction

Processing of NOC/permits on a timely basis.


MPRDC/ADB

1.1.6 Preparation of project detailed design and contract bidding documents

Exclusion of environmental management and mitigation measures hence lack of EFRC during construction

Incorporation of all mitigation measures into the project detailed design and contract bidding documents

Design Consultant

MPRDC/ADB

1.2 Construction Stage

1.2.1 Removal of dense vegetation and uprooting of trees (land area and trees)

Change in micro level habitat/environment. Soil erosion. Scarring of landscape.

Removal of only necessary vegetation. Re-vegetation of the left and right boundary of the road with suitable soil conserving plants immediately after earth removal activities. Compensatory afforestagtion in the available land @ 1:2 ratio in consultation with forest department

Area of the ROW mainly forests area

Contractor / Forest Department

MPRDC

1.2.2 Quarrying Landslides (rockslides/falls), scarring of landscape

Use of environmental friendly techniques of quarrying.

Quarry sites Contractor MPRDC

1.2.3 Crushing of stone and transport of stone and materials.

Dust pollution for construction labourers and local vegetation. Air pollution from machinery and vehicle exhaust. Noise pollution and disturbance to nearby wildlife.

Water sprinkling of stone crushing site. Proper coverage of vehicle transporting stone and material. Regular maintenance of machinery and vehicles. Stone crushers should be located away from settlements and forest stretches.

Stone crushing sites and road construction

Contractor MPRDC /Department of Geology and Mining

1.2.4 Establishment of

Deforestation and poaching by labourers. Improper

Provision of cooking gas. Contractual agreements should

Construction camp sites

Contractor MPRDC

Appendix 1 23




construction camps

waste disposal. Loss of aesthetic beauty. Health issues.

include penalties for poaching. Provision of proper waste disposal facilities as well as health facilities.

1.2.5 Operation of machinery and equipment and general activities of labourers

Spillage/leakage of chemicals and oil and contamination of soil and water resources. Injury to labourers. Respiratory problems from dust and machinery emissions. Hearing problem due to high level of noise. Traffic delays and congestion.

Proper storage and handling of chemicals and oil. Provision of adequate facilities such as construction hats, facemasks, earplugs, gloves etc. Provision of well equipped First Aid Kit and health facilities. Preparation of traffic control plans, proper maintenance of road surface to allow smooth flow of traffic.

Construction site Contractor MPRDC

1.2.6 Water supply for construction activities and labour camps

Disruption of water supply of local communities

Independent arrangements be made for requirements for construction work in such a way that water availability and supply to nearby communities remains unaffected

Construction camps and work place

Contractor MPRDC

1.2.7 Unexpected environmental problems/calamities (egg. flash floods) during construction activities

Destruction of constructed road and road furniture, injuries, loss of lives and property,

Undertake appropriate remedial actions in coordination with relevant government and local agencies.

Construction camp and sites

Contractor MPRDC

1.2.8 Implementation of EMP during construction.

Inadequacy of environmental management measures or deviation from the EMP measures mentioned in the contract documents.

Strictly following and implement the EMP measures mentioned in the contract documents and maintaining proper documentation of measures taken.

Construction camp and sites

Contractor MPRDC, ADB

24

Appendix 1




1.3 Operation Stage 1.3.1 Movement of vehicles

Air pollution from emissions. Noise and vibrations causing disturbance to residents and wildlife. Contamination of soil and water resources due to poor drainage.

Bio engineering techniques to absorb air pollution and block out noise. Periodic cleaning of drains.

Along the road Contractor MPRDC /Local Traffic Police Department

2. Site Specific impact matrix applicable to Lakhnadon – Mandla - Dindori road section 2.1 Construction Stage 2.1.1 Cutting of hill slope and earth removal from borrow areas

Soil erosion and landslides. Scarring of landscape due to improper disposal of debris. Dust pollution. Disruption of local drainage. Siltation in nearby water river bodies and hence negative effects on aquatic ecology.

Use of cut and fill method. Disposal of debris at proper disposal site. Use of bio engineering techniques to maintain stability of slope above and below ROW. Avoid placing hairpin bends very close to each other as it enhances erosion. Proper re-vegetation of borrow areas. Provision of appropriate drainage structures/facilities.

Hilly section along the road, River locations i.e. km. 118.5

Contractor MPRDC

2.1.2 Removal of dense vegetation and uprooting of trees (about 1977 tress and 952500 sq.m vegetative cover)

Change in micro level habitat/environment. Soil erosion. Scarring of landscape.

Removal of only necessary vegetation. Re-vegetation of the space available on left and right boundary of the road with suitable soil conserving plants immediately after earth removal activities. Removal of trees should be compensated with planting new trees @ 1:2 ratio on available space along the road.

Forests sections of about 34.5 and 38.2 km on left and right side respectively. Entire project length with vegetation.

Contractor / Forest Department

MPRDC

2.1.3 Disruption of local Provision of appropriate Bridge / culvert Contractor MPRDC

Appendix 1 25




Construction of culverts and bridges

stream/river course and aquatic hydrology.

drainage facilities and river/stream diversion structures.

location i.e. Narmada river at km 118.5, ponds at km 27.2, 170.2, 174

2.1.4 Construction at sensitive locations

Increased noise level during construction and operation

Construction of suitable feasible barriers at these locations

Locations of schools, temples at km 15.9 and 144.0

Contractor MPRDC

Acronyms: PIU: Project Implementation Unit: ROW: Right of Way; NOC: No Objection Certificate, EFRC: Environment Friendly Road Construction EMP: Environment Management Plan; IEE – Initial Environmental Examination; ADB: Asian Development Bank

26 Appendix 2

ENVIRONMENTAL MONITORING PLAN

Responsible party Environmental Features

Aspect to be Monitored Time and Frequency of Monitoring Location

Implementation Supervision A. Physical Environment

Before starting of any construction activities. In every section while construction is ongoing.

i) Air and Noise Level of SPM and SO2 and NOx Noise levels on dB (A) scale After completion of construction

activities.

At selected locations

Contractor MPRDC

Before starting of construction activities. During construction activities in the vicinity of each water body.

ii) Water Bodies Concentration of sediments and presence of construction debris.

After completion of construction activities.

PH, BOD, COD, DO, TDS, NO3 and Coliform

Same as above.

Major water bodies (Narmada river at km 118.5, ponds at km 170.2 and 174 and three perennial streams

Contractor MPRDC

Length of line drainage structures constructed and strengthened.

During construction activities in the vicinity of each water body.

Full length of project road

Contractor MPRDC

Before starting of construction activities.

Length of damaged or missing line drains.



Contractor MPRDC

Before starting of construction activities. During construction activities

Total number, type and lengths of cross drainage structures including bridges constructed or strengthened After completion of all construction

activities.


Contractor MPRDC

Before starting of construction activities.

Number of weak cross drainage structures.



Contractor MPRDC

environmental assessment report...hoshangabad (budani) - nasrullaganj-khategaon (sh-22) 87.4 15 to...

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