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E421VOL. 12

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Phase 11 - RaichurBy-passEnvironmental Assessment SummaryPart I - Environmental Impact Assessment (EIA) &Part 11 - Environmental Management Plan (EMP)

Project Co-ordinating Consultancy Services (PCC)Karnataka State Highways Improvement Project

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Belga

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Prepared for

Govt of KamatakaPublic Works Dept.

(PIU KSHIP)

January 2005

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Karnataka State Highways Environmental Assessment Report -

Improvement Project Raichur By-pass

TABLE OF CONTENTS

SECTIONS PARTICULARS PAGE NO.

CHAPTER- 1 INTRODUCTION1.1 Project Background 1

1.2 Bypasses as integral part of KSHIP 1

1.3 Scope 21.4 Objectives 2

1.5 Environmental Assessment (EA) Study 2

1.2 Al proach and Methodology 2

1.2.1 Essential Steps 21.2.2 Existing Environmental Baseline Condition 2

1.2.2.1 Collection of Primary and Secondary Data 2

1.2.2.2 Collection of Primary Data 3

1.2.2.3 Collection of Secondary Data 31.2.2.4 Environmental Impact Assessment (EIA) 4

1.2.2.5 Environmental Management Plan (EMP) 4

1.3 Structure of the Report l 5

CHAPTER - 2 POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK

2.1 Highlights of the Indian System and Major Organisations ] 3

2.1.1 Department of Environment and Forests -

2 I 1 _ The Pollution Control Board -

2.1.2.1 The Central Pollution Control Board2.1.2.2 Karnataka State Pollution Control Board2.2 Guidelines for EIA of Highway Projects, IRC: 104-1998 |2.3 Responsibilities of the Project Promoter & Interfaces with 4

other Agencies2.3.1 Interface with Ministry of Environment and Forests 4

2.3.2 Interface with Kamataka State Pollution Control Board 42.3.3 Interface with the Department of Land & Land Revenue of 6

GoK2.3.4 Interface with the offices of the District Magistrate & City 6

Municipalities2.3.5 Interface with the Departments of Forests of the GoK 62.3.6 Interface with the Department of Mines of the GoK 8

2.3.7 Strength of the Public Works Department of the GoK for 8Interface Management

2.4 Statutes Related to Environment 82.4.1 Land Acquisition Act, 1894 82.4.2 The Mysore Highways Act, 1964 82.4.3 The Wildlife (Protection) Act, 1972 8

2.4.4 Water (Prevention and Control of Pollution) Act, 1974 9

2.4.5 The Kamataka Preservation of Trees Act, 1976 9

2.4.6 Town and Country Planning Act, 1976 9

2.4.7 Forest Conservation Act, 1980 92.4.8 The Air (Prevention and Control of Pollution) Act, 1981 10

2.4.9 Environment Protection Act, 1986 10

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PART I - ENVIRONMENTAL IMPACTASSESSMENT (EIA)



2.4.10 Motor Vehicles Rules, 1989 10

2.4.11 The Hazardous Wastes (Management and Handling) Rules, 10



6.2.5 Effects of Growing Economy 2

6.3 Impacts from Road Designs 2



Table 5.20 List of Amenities in Raichur 15

Table 5.21 Regional Utilities 16

Figure 5.1 Air monitoring locations at the Project Area .

Figure 5.2 Noise monitoring locations at the Project Area

Figure 5.3 Water monitoring locations of the Project Area

Table 6.1 Magnitude of impact on Trees along the By-pass Alignment 4

Table 6.2jEvaluation of Environmental features with different Scenarios 15



ENVIRONMENTAL ASSESSMENT SUMMARY

GeneralThe project involves 2 laning of 7.6 km o fb y-pass for Raichur T own from Km stone

196.700 on Raichur - Makhtal Road (link IA and SH 13) to km stone 5.500 on Raichur -

Kalmala Road (link 1B and SH 20). The PIU-KSHIP is the executing agency of the

project. As per Environmental Screening studies this project road has been categorized as

B Category Project. This means limited environmental impacts may occur due to the

project work and will be mitigated. Detailed reports have been prepared and presented:

Environmental Impact Assessment (ETA) - Part I

Environmental Management Plan (EMP) - Part II

PART I - ENVIRONMENTAL IMPACT ASSESSMENT (EIA)

1. IntroductionThe Karnataka State Highways Improvement Project (KSHIP) is an initiative by the

Public Works Department (PWD) of the Goverunent of Karnataka (GoK), under the

financial assistance of World Bank, to undertake improvement of 2490 km of roads

consisting of State Highways and Major District Roads. The whole project has been

divided into two phases - Phase I and Phase II. In both Phases roads have been selected

for upgradation and rehabilitation. In Phase 1, roads selected for upgradation include- -- " .: .. . _ .. 1:Rii.. l r nmd Riciar districts. UDgradation

ENVIRONMENTAL ASSESSMENTSUMMARY

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GeneralThe project involves 2 laning of 7.6 km o fb y-pass for Raichur Town from Km stone

196.700 on Raichur - Makhtal Road (link IA and SH 13) to km stone 5.500 on Raichur -

Kalmala Road (link lB and SH 20). The PIU-KSHIP is the executing agency of the

project. As per Environmental Screening studies this project road has been categorized as

B Category Projecta This means limited environmental impacts may occur due to the

project work and will be mitigated. Detailed reports have been prepared and presented:

Environmental Impact Assessment (EIA) - Part I

Environmental Management Plan (EMP) - Part II


1. IntroductionThe Karnataka State Highways Improvement Project (KSHIP) is an initiative by the

Public Works Department (PWD) of the Government of Kamataka (GoK), under the

financial assistance of World Bank, to undertake improvement of 2490 km of roads

consisting of State Highways and Major District Roads. The whole project has been

divided into two phases - Phase I and Phase II. In both Phases roads have been selected

for upgradation and rehabilitation. In Phase I, roads selected for upgradation include

about 394 Kms. in Gulbarga, Raichur, Koppal, Bijapur and Bidar districts. Upgradation

is widening and strengthening of the existing carriageway. The width of the existing

carriageway - 3.5ms, 4.5 ms and 5.5ms will be increased to a width of 7m. This involves

cutting of trees, if any. And for major maintenance (i.e. rehabilitation) in Phase I, total

roads round up to 1027 Kms. Major maintenance does not involve cutting of any trees.

Phase I project is under implementation stage. In Phase II, roads selected for upgradation

total up to 548 Kms. and they come under Belgaum, Gokak, Bagalkot, Bijapur, Gadag,

Chitradurga and Bellary districts. In addition, around 491 Kms of roads have been

selected for Rehabilitation in Dharwad, Uttara Kannada, Belgaum, Raichur and Mysore.

The PIU envisaged construction of by-passes for Towns keeping in view the increase in

traffic along the Project Road following the improvement and to avoid future bottlenecks

in the town area. These by-passes are being viewed as additional corridors to the existing

roads passing through the settlements to facilitate smooth traffic dispersal. Bijapur, and

Raichur towns were considered for constructing by-passes. Separate stand-alone EIA

Reports were prepared for by-passes.


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MethodologyThe Environmental Impact Assessment (EIA) study started with a detailed reconnaissancesurvey for the purpose of recording the features along roadside and in the adjoining area.

Areas impacted due to anthropogenic activities and the manifest expressions of the

natural environmental processes were also recorded. The need for traffic management

was considered in relation to the road geometry as well as for observed traffic congestion.

The above survey was followed by collation of data pertaining to the physical attributes

of the region in general and the proposed road in particular covering 7.6-Km length.

Detailed information, on physical, biological and human resources, cultural heritage and

human impacts were recorded and analysed. Subsequently, primary data on the ambient

quality o f noise, water, air and soil was collected as per procedures prescribed by the

MoEF.

As part of the assessment, the rules and regulations governing environmental assessmentand their application to the project and the institutions responsible for providing the

clearances and for d ischarging those functions were charted. Thus from the regulatory

perspective, the legal procedures on land acquisition, preparation of rehabilitation &

resettlement action plan and environmental monitoring and reporting were identified as

key issues.

To identify and assess the probable impacts upon the environment from road design,

construction and operation phases, close interaction was established with the designengineers.

Public consultations were carried out during the environmental reconnaissance surveys.

The public consultations were well attended by the Project affected Persons, students,

academicians, officials and other stakeholders.

Based on the impact analysis and the public consultations, a comprehensive Environment

Management Plan (EMP) has been prepared for sound environment management during

the design, construction and operation phases of the project.

2. Policy, legal and Administrative Frameworki. Environmental Policy and Administrative FrameworkEnvironmental Policy and Administrative framework involves the Ministry of

Environment and Forests (MOEF), Government of India, Divisional Forest Department,

and Karnataka State Pollution Control Board (KSPCB). Environmental Clearance is

required for the developmental work of this project road.

ii. Legal ContextThe legal responsibility for creation, maintenance, up-gradation or abandonment of public

road rests with the PWD, Kamataka and other authorities like State Pollution ControlBoard and State Forest Department.

Other major elements of the Indian legal context for Environmental Management are:The Constitution provides for protection and improvement of the environment and states

that it shall be the duty of every citizen of India to protect and improve the national

environment, including forest, lakes, rivers, and wildlife and to have compassion for

living creatures.


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Various legal enactments to protect environment are as follows:

i. Water (Prevention and Control of pollution) Act of 1974 and Cess Act of 1977.

ii. Air (Prevention and Control of Pollution) Act, 1981.

iii. Environment (Protection) Act, 1986iv. Forest (Conservation) Act, as amended in 1988.

v. Wildlife (Protection) Act, 1972.vi. Policy Statement on Abatement of Pollution, 1992 affirming the government's

intention to integrate environmental and economic aspects in development

planning witl4 stress on preventive aspects of pollution abatement and the Polluter

pays principle.vii. The Environmental Impact Assessment Notification, 1994 (by MOEF) S.0.60(E)

under clause (a) of sub-rule (3) of rule 5 of the Environmental (Protection) Rules,

1986 invites objections from the public within sixty days from the date of

publication of the said notification, against the intention of the Central Govt. to

impose restrictions and prohibitions on the expansion and modernisation of any

activity or new projects being undertaken in any part of India unless

environmental clearance has been accorded by the Central Government or the

State Government in accordance with the procedure specified in notification No.

S.O. No. 80(E) dated 28h January 1993 (MOEF, 1994; CPCB, 1998).

3. Project DescriptionProject area selected for by-pass comes under Raichur district. The project area is

described below:

The project area passes through plain terrain at an elevation of 384m above MSL. The

starting point of the project area is at PWD km stone 196.7, north of Raichur town, after

Yaramaras revenue village on Raichur - Makthal/A.P.Border road (SH - 13 and Link IA,

Contract U5). The project area progresses in a southwesterly direction intersecting

'Central Railway' broad gauge line at approximately 700m. It traverses for a distance of

1.9Km gradually intersecting Raichur - Mansalapur road at chainage 2.670Km in the

limits of Mansalapur revenue village. It curves further to intersect Arasinagi road, Major

District Road (MDR) at chainage 4.820 (at PWD chainage 2.90Km) after crossing

Eklaspur covering a distance of 2.2 Km. The project area continues further to follow plain

terrain in southwesterly direction for a length of 2.7Km and ends at km stone 5.2 west of

Raichur town by joining Raichur- Kalmala road (on SH -20 and Link 1B, Contract U5).

The total length of proposed bypass is 7.6 km.

The project area passes through the lands of Yaramaras, Raichur, Mansalapur, Eklaspur

and Askihal revenue villages. Askihal, Eklaspur and Yaramaras are under the jurisdiction

of Raichur Town Municipality. Mansalapur is under the jurisdiction of Mansalapur Gram

Panchayat.

Vehicles operating on this section carry mainly agricultural produce like Jowar, wheat,

cotton, milk and medicines, industrial goods, machinery, etc. Traffic is increasing in this

section due to general economic growth.

The entire project road traverses through plain terrain of dry land. The soil in this area is

mainly black soil and there is no wetland and marshy land. The geology of the project

corridor consists of rocks belonging to gneiss.


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SPM (Suspended Particulate Matter) in the project area at by-pass intersections with StateHighways exceeds the prescribed standard limit due to poor road conditions and increasedtraffic. As there is no existing drainage system in the project road area, adequate cross-drainage structures are required to be constructed.

4. Analysis of Alternatives

Project alternatives -Three project altematives were evaluated, They are:

Alternative I: No ProjectThe option does not involve any action. The highway will remain in the existing state. Noconstruction activity takes place.

Alternative II: Road though the townInvolves widening to 4- lane divided carriageway with lined covered drains on eithersides in place of the existing intermediate lane carriageway through the dense settlementsof Raichur town.

Alternative III: Construction of a bypassInvolves strengthening of the existing road pavement with an overlay (restrictingimprovements to the minimum required d ue t o t he p resence o f n umerous u ndergroundutilities) and construction of a new 2-lane bypass for Raichur settlement on thenorthwestem side of the settlement. The construction activity requires a Deriod of 1 vear

for completion.

Alternative IThe section of State Highway 13 and SH 20 passing through Raichur will not be altered.The carriageway will not be widened. Therefore no construction activity is to take place.Impacts will be based on increase in the traffic volumes on the existing alignment. It isassumed that there would be no project.

Alternative IIThe option involves widening of the existing carriageway. The cross-section through thesettlement would be 4 lane divided carriageway. In addition to this there would be amedian and sidewalks on both sides. If possible, a parking lane/space would also beprovided. To establish this cross-section in Raichur, few structures would have to bedisplaced. At the same time the traffic speeds and hence the journey time would decrease.

Alternative IIIThis option would entail construction of a new road around the settlement. The new roadwould act as a by-pass for the Raichur town. The existing road would be retained in itspresent state also. The bypass will take off at chainage 196.7Km on the northern side onSH 13. It would rejoin the State Highway 20 at chainage 5.5Km. Implementation of thisoption would lead to the through traffic plying on the bypass and only the destined traffic,for Raichur, using the existing road through the town. The hindrance caused by the trafficmovement, plying through the settlement, would be offset. At the same time there wouldbe a substantial land acquisition for construction of the by-pass.


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Evaluation of Alternative III (By-pass alternative)During the reconnaissance survey, to have shortest possible connectivity to two major

project links, SH 13, the alignment on the north-west part of Raichur was found to be

most favourable for by-pass from engineering and environmental aspects.

Altemative III has the lowest environmental sensitivity score. This indicates that the

alignment is likely to cause minimum impacts to the natural, social and cultural

environment in the study area. The salient feature of this alignment is that it is unlikely to

cause damage to any cultural property. In addition to this there is no likelihood of

displacement of persons. There will be loss of livelihood, but the impacts of this are far

less as compared to displacement. All losses will be compensated and assisted through an

Entitlement framework developed by the GoK. This option will help to reduce the

congestion through Raichur town and traffic through the town will be reduced

considerably. O nly the traffic d estined for the t own w ill u se that road. At p resent, the

ambient air quality levels as well as the noise levels, within the Raichur town settlement,

are higher than the stipulated standards. The construction of the by-pass, in all likelihood,

will decrease the noise levels and increase the ambient air quality levels in Raichur

settlement. Also the by-pass will benefit the vehicular movement. Journey speeds are

expected to increase and the traffic movement to be smooth-faced.

There is no alternate cross-section for this alignment, as improvement is to be generally

done for the existing alignment within the ROW. The standard design guidelines and

dimensions in different sections will be followed.

Widening to a 4-lane section through Raichur town is difficult due to the

utilities in the existing roadway. Relocation of these utilities is difficult and hen=

overlay to the existing carriageway without involving excavation was proposed.

5. Baseline Environmental Set UpPrimary DataBaseline conditions of the project areas have been compiled after a walk over

environmental survey of the project area and as per information available from various

Departments and literature and through Topographical Survey maps.

There is natural decline weather quality. Climatic condition in the project area indicates

that there is reduced atmospheric temperature with increased relative humidity.

Within the ROW, there is no municipal supply tap or open wells or hand pumps or tube

wells along the project area. People are mostly dependent on municipal water supply for

requirement of water for drinking and domestic purposes.

Plantation seen along the project area in private lands was very less (16 trees need to be

removed) The project needs plantation along its route to enhance the aesthetic value of

the project and also to protect running vehicles by providing cool atmosphere

Within 30m on either side of the project road there is no rare and endangered animal and

plant species. Wildlife/Bird Sanctuaries, National Parks, Zoos, Wetlands, Marshy I and,

Breeding and Nesting sites were not at all found within 7-10 Km. Within the ROW no

archaeologically important monument, art and cultural sites were noticed along the

project area and also 7-1 OKm away from the project area.


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There is no specified site for dumping of solid and liquid wastes along the project road.

However, at few places garbage dumps, solid waste and domestic effluent discharge have

been observed.

Generated DataBaseline data for air, water, noise and existing trees was not available. So, analysis was

undertaken for different parameters of ambient air, water and ambient noise quality

(important parameters) by Sneha Test House, Bangalore recognised by Kamataka State

Pollution Control Board, Bangalore and for routine tree inventory was carried out by the

Environmental Consultant of PCC.

Generated ambient air and noise data were compared with the standards prescribed b y

CPCB and it was found that ambient air quality in the project area is within the prescribedstandard limits except SPM (Suspended Particulate Matter) which was found to be more

than the prescribed limit. This will perhaps increase during construction phase of the

project road but will be restored in operation phase.

Ambient noise quality test result indicates that noise levels exceed the limit prescribed for

sensitive, residential and commercial zones. It appeared to be within the limit only during

night.

Water sample was collected from the Mansalapur stream (Ch: 1.4Km-1.5Km) off lKm

distance from the project area because stream crossing the w a was drained

during the time of sample collection. The collected sample =sw z rrz :-±bmd to be

within the standard limits of surface water but not of drinking -- Z found to

be polluted due to the confluence of sewage of the local area.

Only 16 trees in private lands have to be removed for the upgradation work they belong to

species of Acacia and Azadirachta.

Borrow pit soils will be tested. Only soil of un-erodible type and suitable for embankment

will be used. Chance of soil erosion will be limited and will be mitigated by turfing of the

embankment slopes, if required. Quarries and borrow soil will be purchased from the

approved owners for construction work.

Accident rate is being increased these days at major links and is expected to increase

further due to increase in number of vehicles. Proper mitigative measures in the form of

traffic management are required.

Key Environmental IssuesThere are no water resources or sensitive areas like reserve forests, wildlife sanctuaries,

archaeological sites, cultural sites or religious sites within or outside the ROW of the

project area. The project corridor totally passes through dry lands.

Based on the screening studies this project road has been categorized as B Category

Project as the project emits moderate impacts that can be mitigated with proper measures.


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6. Environmental Impact Assessment (EIA) & Mitigation Measures

Impact Assessment/EvaluationImpact potential of the project road was estimated keeping in view the series of impacts

that will usually be triggered by the project activities according to Matrix Method. Impact

assessment matrix reveals that overall impact score for project without mitigation

measures was -116. With mitigation measure the impact matrix was evaluated and overall

impact score calculated was +110. Thus, the project may be accepted for developmental

work.

Mitigation /Enhancement MeasuresSeveral mitigation measures have been suggested for the impacts likely to occur due to

project road, ranging from design phase to operation phase. It reflects the detailed design

and construction methodology, maintenance and installation of construction

equipment/machinery, environmental parameters, safety measures, traffic management

etc. which has to taken out by the contractor under the guidance of site engineer and as

per contact clause.

Several enhancement measures have been proposed for the developmental work o ft he

project road based on standard design guidelines. Enhancement measures are given

concerning civil engineering work, activities and facilities provided for the construction

work. These enhancement measures will not only strengthen the existing road but will

also improve the environment of the project area after completion.

7. Public ConsultationPublic consultations/interviews were carried o c E; ,- approaching the stakeholders

(above 19 years old age group) to know I='-. s about the negative and

positive impacts of construction work in the ;- r ; gsions given by them for the

developmental work are briefed as follows:

90% people said that plantation along the project road will reduce the pollution load (air

and noise level).

60% people said that upgradation of the road would increase cleanliness in the project

area and will reduce the number of accidents and pollution load.

50% people expressed that periodical checking of vehicles would reduce air and noise

level in the project area.

25% people spoke that strict implementation of rules and regulations of pollution check

will reduce the pollution load in the project area.

According to 20% of them, accidents may increase and it may become difficult for people

especially children to cross the road at junctions. Therefore proper traffic management is

required.

Overall opinion of the public is that the project road should be carried out at the earliest,

but with mitigation measures to save the life as well as to increase the quality of life of

the people. All the above suggestions given by the public and officials have been taken

into account in the EMP.


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Details of Public Consultation/Interview for the Project Environment

Date Place Town/District No. of Persons Attended

22-03-2003 Office of the Joint Director of Agriculture, Raichur 15

Raichur

23-03-2003 Near Microwave Tower, Askihal Raichur 15

23-03-2003 Govt. Primary School, Eklaspur Raichur 50

23-03-2003 Radha Krishna Temple Yard, Yarmaras Raichur 40

PART II - ENVIRONMENTAL MANAGEMENT PLAN

1. IntroductionEnvironmental Management Plan has been prepared for the P IU (KSHIP) for the road

works during construction and operation phase. To make the road stable and environment

friendly major construction work will start and be completed in a single dry season from

October to June by labour based construction. Thereafter, for trees periodic maintenance

depending upon requirement (during dry period 2-3 years) is required so that the trees

may stand without support and grow by producing maximum root network and formation

of leaves.

2. Environmental Impacts and Mitigation Measures

The environmental impacts e ^. l,oc aion, engineering design, impacts during

construction and operation ph -S in tabular form as Appendix-i of the EMP.

The prrimary impacts due to the T i Cn of Phase II upgradation of by-pass roads

and the associated mitigation irt cnscussed. As the project alignment is a new

formnation and only passes throig2 ,- ijds, the impacts anticipated are moderate and

can b e m itigated t hrough p roper m easures. T his s ection s ummarises t he e nvironmental

impacts of the project and presents measures, which will be implemented to mitigate the

adverse impacts of the project and to enhance the positive outcome of the project. The

environmental impacts due to location, engineering design, impacts during construction

and operation phases and the mitigation measures have been discussed.

Based on the proposed construction activities envisaged for road maintenance, no adverse

environmental impacts are anticipated, if the specifications given for road improvement

are adhered to. However, some minor construction related impacts are expected.

Applying the EMP with the same diligence to the works involving rehabilitation contracts

can mitigate these impacts.

3. Integration of EMP with the Project

The EMP is an integral part of the Project and an important component, which will be

implemented simultaneously as the project proceeds. The project has to be executed and

supervised for effective and efficient environmental management and timely completion

of the project. The budgetary allocations for EMP implementation would be a part of the

project costs so that the EMPRI will receive funding to supervise and monitor the various

components and train the staff and develop capacity and expertise within the Department.

The EMP has been made specific to the project requirements taking into account the

environmental impacts and their respective mitigation measures. Although the conditions

in the Bid Documents are specified, the entire document on EMP shall be made a part of


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Karnaraka State Highways Environmental Assessment Report -


the contracts for implementation of the project. The PWD of the GOK has to discharge

responsibilities by:

Making the implementation of the EMP an integral part of the project;

Providing strong support and commitment to the development of the staff; and

Assisting and facilitating the EMPIU to liaise with the relevant interface institutions.

All the relevant issues concerning the protection of the environment have been discussed

in the Phase II - Raichur By-pass EIA report prepared as per the Operational Policy (OP

4.01) of the World;Bank. For all practical purpose, the mitigation measures outlined in

the EMP apply to th'e Upgradation of the by-pass component.

Conditions in Bid Document for Protection of Environment

The Contractors' responsibilities in matters related to protection of environment will be a

part of the Bid Documents. The Consulting Supervisors will be held accountable for any

deviation and non-compliance caused by the Contractor. These conditions have been

included as part of the Bid Documents and are reproduced below for illustration. The

conditions are derived from General Conditions, Sections 111 (Precautions for

Safeguarding the Environment), 112 (Arrangement for Traffic During Construction), and

Section 500 Annex of MoRT&H. The contract clauses have been modified as appropriate

and additional clauses have been added where necessary.

4. Environmental Management Plan Implementation Unit

The PIU (PWD be responsible for implementation of the environmental

managemeni nc m - gzre the potential impacts of the project. Tmlplementation of

mitigation s; wa6d be the responsibility of the Environment Management P lan

Implementa±ic '.- !EPIU) which will be set up as part of institutional strengthening

plan. Followinr discussions between the PCC, PIU and PWD, the EMPIU framework

was finalised and the appropriate expertise required during the implementation of the

EMP were identified. The EMPIU may be further modified and strengthened, as the

project is implemented.

The following Organisations and their representatives will assist the PIU:

Supervising Engineering ConsultantDesign ConsultantWorld BankCivil EngineersEnvironmental Consultant andPublic Participation (Stakeholders and NGOs).

Actions Taken by the PIUFollowing the approval of the Phase I EMP of KSHIP by the Government of Karnataka

and the World Bank, the PIU has adopted a proactive approach leading to the formation

of the EMPIU in the PIU set-up.

The EMPIU formation has been initiated by the appointment of a Senior Environmental

Engineer of the rank of an Assistant Executive Engineer of the Government of Karnataka

in May 2001. The PIU has appointed totally 5 Assistant Environmental Engineers of

Assistant Engineer rank and four of them are already in place in the divisional offices and


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one in EMPIU. Four Range Forest Officers have been deputed to the PHU. The DivisionalForest officers (DFO) have been advised to supervise the seedlings being raised in thenursenes.

5. Environmental MonitoringThe monitoring locations, frequency of monitoring, length of time, monitoring stationsand record keeping procedures in given format during construction and operation phasehave been defined. Air, noise and water quality standards have also been provided forcomparison. If any parameter will exceed the standard, suitably will be further monitoredand mitigated. ,

6. Capacity Development through Training for Environmental ManagementThe PIU (PWD) and the Contractor staff will n eed t o b e t rained a t v arious I evels. A nEnvironmental Management Unit setup is functioning in PWD with specializedpersonnel. The PIU (PWD) has arranged appropriate training of the staff.

The mitigation plan has been proposed separately for the construction and operationphases. The c ontractor i n accordance with appropriate clauses included in the contractspecifications will meet the requirements during construction. After construction iscompleted, the PWD will maintain safety installation and monitor air and noise pollutionin the normal course and take action as needed. The Forest Department will look after theplantation.

-. Budget for EMP Implementationz)t ofc 'cironmental mitigation measures has been estimated and provided in Table

- .S -v - B udget Implementation o f P hase II Environmental M anagement P lan!E2-_ eThe present EMP consists of cost estimate for aesthetics and enhancementm. sure for the project area. The cost estimated is Rs. 7,22,000. The costs may bemodified based on the implementation of the project.

RESETTLEMENT ACTION PLAN (RAP)

The Resettlement Action Plan (RAP) of Phase II Raichur By-pass has been prepared onthe basis of provisions contained in the document approved by Govermment of Kamataka(GOK) entitled: Resettlement and Rehabilitation: Principles and Policy Framework forthe Karnataka State Highways Improvement Project.

Socioeconomic surveys along with public consultation were conducted on theupgradation roads, for a Corridor of Impact of 30 m keeping in view the designrequirements. These surveys were conducted during March and April 2003.

There was a concerted effort to reduce impact on the number of families being affected.The total number of Project Affected Persons (PAPs) is 461 and the total number ofProject Affected Families (PAFs) is 58. The total number of settlements to be affected is5. The extent of land acquisition from private owners necessary for road widening andother improvements is 55.05 acres.

RAP provides a detailed and updated implementation schedule for Phase II Raichur by-pass.


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PART - IENVIRONMENTAL IMPACTASSESSMENT (EIA) REPORT

Karnataka State Highways Environmental Assessment Report -Improvement Project Raichur By-pass

CHAPTER- 1

INTRODUCTION

TABLE OF CONTENTS

SECTIONS PARTICULARS PAGE NO.1.1 Project Background 11.2. Bypasses as integral part of KSHIP 1

1.3 Scope 21.4 Objectives 21.5 Environmental Assessment (EA) Study 21.2 Approach and Methodology 21.2.1 Essential Steps 21.2.2 Existing Environmental Baseline Condition 21.2.2.1 Collection of Primary and Secondary Data 21.2.2.2 Collection of Primary Data 31.2.2.3 Collection of Secondary Data 31.2.2.4 Enviro4nental Impact Assessment (EIA) 41.2.2.5 Environmental Management Plan (EMP) 41.3 Structure of the Report 5Table 1.1 Bypasses selected by KSHIP IFigure 1.1 KSHIP Phase II Project Corridors

Scott WilsonlPART I - ENVIRONMENTAL IMPACT ASSESSMENT (EIA)



CHAPTER- 1

INTRODUCTION

1.1 Project BackgroundThe Karnataka State Highways Improvement Project (KSHIP) is an initiative by the Public

Works Department (PWD) of the Government of Karnataka (GoK), under the financial

assistance of World Bank, to undertake improvement of 2490 Km of roads consisting of State

Highways and Major District Roads. The whole project has been divided into two phases -

Phase I and Phase II. In both Phases roads have been selected for upgradation and

rehabilitation. In Phase I, roads selected for upgradation include about 394 Kms. in Gulbarga,

Raichur, Koppal, Bijapur and Bidar districts. Upgradation is widening and strengthening of

the existing carriageway. The width of the existing carriageway - 3.5ms, 4.5 ms and 5.5ms

will be increased to the width of 7 ms. This involves cutting of trees, if any. And for major

maintenance (i.e. rehabilitation) in Phase I, total roads round up to 1027 Kms. Major

maintenance does not involve cutting o f any tree. P hase I p roj ect i s under implementation

stage. In Phase II, roads selected for upgradation total up to 548 Kms. and they come under

Belgaum, Gokak, B agalkot, R aichur, Gadag, C hitradurga and Bellary d istricts. In addition,

around 491 Kms of roads have been selected for Rehabilitation in Dharwad, Uttara Kannada,

Belgaum, Raichur and Mysore. Figure - 1.1 shows Phase II upgradation and rehabilitation

corridors considered by KSHIP.

1.1.1 By-passes as integral part of KSHIPTWo by-passes are recognised by KSHIP as a part of Phase II keeping in view the increase iu.

traffic along the project roads following the improvement and to avoid future bottle necks in

the town area. The Phase II Project includes by-passes for 2 Towns - Raichur and Bijapur.

These by-passes are considered as additional corridors to the existing roads passing through

the settlements to facilitate smooth traffic flow. By-passes explored by KSHIP with towns are

listed in Table 1.1.

Table 1.1: By-passes selected by KSHIP

Si. Settlement KSHIP Location Length

No. Links (Km)

1 Bijapur 2A & Bijapur - Tikota (Phase I) & 6.7

___________ 3A Bijapur -Mudhol(Phase II)2 Raichur 1A & Raichur - A.P. Border (Phase I) & 7.6

1B Kalmala - Raichur (Phase I)

1.1.2 ScopeEnvironmental Assessment study plays an important role in Environmental Impact

Assessment (EIA) of developmental project by determining the baseline conditions, potential

environmental impacts, consideration of altematives, preventive mitigative and compensatory

measures. Besides, detailed environmental designing for monitoring of evaluation of future

environmental aspects, plans and documentation will be given importance.

Chapter- 1 Page I of 5 Sco.t Wilsol


Karnataka State Highways Environmental Aseasment Report -

Improvement Project Raicdur By-pass

Improvement Legend For Phase-11 Road

-===UpOr*nG Ro bad (Bidar)

r~~~~~~~~~~~~Bre

Figure 1.1: KSHJP - Phase II Upgradation and Rehabilitation Corridors

sAr fJ9mkhasidl \ \ E o8G hal

Scott WiI.sw*

PART I - ENVIRONMfENTAL IMPACT ASSESSMEMT (EMA)



1.1.3 ObjectivesThe main objective of the present study is to conduct a detailed feasibility study of the project

corridor along with thorough evaluation under economic, enviromnental and social criteria, to

qualify for improvement. To achieve this objective Environmental Assessment is required.

The study focuses on probable environmental impacts and to suggest feasible and cost

effective engineering measures to minimise the adverse environmental impacts.

1.1.4 Environmental Assessment (EA) StudyThe EA study has been"carried out as per the Guidelines of the Ministry of Environment and

Forests (MoEF) of the Government of India (Gol) as also to meet the requirements o ft he

World Bank as per its Operational Policy OP 4.01.

This Environmental Assessment Report is concerned with environmental aspects of the

Raichur by-pass and is formulated as per MoEF and World Bank guidelines as outlined in OP

4.04 on Natural Habitats. This report enlightens environmental aspects of Raichur By-pass of

Phase II KSHIP.

1.2 Approach and Methodology1.2.1 Essential StepsEnvironmental Assessment (EA) requires the following essential steps as per World Bank

guidelines (1998):i. Understanding of existing environmental baseline Conditions;

ii. Analysis and assessment of potential environmental impacts - direct and indirect

impacts;iii. Identifying opportunities for environmental enhancement;

iv. Systematic comparison of alternative investment, sites, technologies and designs in the

light of environment;v. Preventive, mitigatory and compensatory measures and

vi. Environmental management, training and Environmental monitoring (in the form of

Environmental Mitigation or Management Plan) and

vii. Environmental Mitigation Costing.

1.2.2 Existing Environmental Baseline Condition

To understand the existing situation of the project area the following activities were carried

out:i. Conducting environmental surveys, public consultations, field testing and monitoring

of the air, water and noise and

ii. Collection of existing and documented environmental baseline data from different

agencies and other sources.

1.2.2.1 Collection of Primary and Secondary Data

Both primary and secondary data are required for establishing baseline conditions of the

project roads and to establish the extent of impacts. Following exercises are involved:

i. Establishment of baseline condition to define characteristics of the existing

environment;ii. Public consultation to understand the environmental conditions;

iii. Analysis of potential impacts, their magnitude and duration on physical and sensitive

natural environment;

Chapter - / Page 2 of 5 Scott WI/so,,



iv. Identification and selection of cost effective and feasible Environmental Mitigationmeasures (for Environmental Management Plan) and

v. Estimation of cost for environmental mitigation measures and environmentalmonitoring.

1.2.2.2 Collection of Primary DataThe Environmental Assessment Source Book (update 1999), World Bank Guidelines (1999),Environmental Procedures and Guidelines (MoEF, 1994) were important sources of guidancefor collection of the baseline data from the field.

The primary environmental survey was conducted in the month of January 2003. Fieldreconnaissance survey was followed by detailed environmental survey. Environmentalmonitoring locations were identified for air and noise quality and testing of samples werecarried out. Water bodies or bore well sources were not found within or outside 30ms ofROW. The data provides the background of air and noise quality status of the project area.Among biological components only 15 trees were observed and local fauna were noted.Impacts of the project on environmental components and social components were recognised.

A number of persons were contacted for collection of baseline data and their opinionregarding environmental features of the by-pass and also feasibility of the project. Forconducting environmental survey necessary tools and Proforma have been developed keepingin view of the Questionnaires for Environmental Clearance (MOEF and CII, 1999).

Questionnaires for Public opinion and other Proforma have also been developed to facilitateenvironmental assessment.

1.2.2.3 Collection of Secondary DataBaseline data have been collected from many sources and by contacting a number of persons.Meteorological data was collected from IMD Observatory, Raichur. Demographic data for theSocial environment were obtained from the Deputy Commissioner's Office, Raichur. Socialcomponents considered were total area, land use, population density, occupationalstructure/pattem, work force ratio, literacy rate, crop pattern and amenities. Geological data(rocks and soils) was collected from Agricultural Office and Geological and Mining Centre,Raichur. D ata o n available I ocal s pecies o f p lants w as collected from R egional and SocialForestry Divisions, Raichur.

Detailed information on the following features were recorded and analysed.Physical Resources: Geology, Topography, Tectonics, Climate, Soil and Drainage system,Biological Resources: Ecology, Vegetation, Flora and FaunaHuman Resources: Demography, Land Use and Occupation patternQuality of life values: Educational institutions, Medical facilities, basic amenities like watersupply, electricity and communication and transportAestheticsCultural heritage and Tourism

The reconnaissance survey enabled the consultants to identify the various critical I ocationswhere primary data on Air, Noise, Water and Soil quality were to be generated for impactassessment and prediction. These data were generated.In addition to the above surveys, informal and formal discussions and consultation were heldwith the local populace with reference to the pertinent projects and their views and

Chapter - I Page 3 of 5 Scort Wilson,




suggestions were sought on issues of road widening, land acquisition, environmental pollution

and degradation, sanitary facilities and safety.

1.2.2.4 Environmental Impact Assessment (EIA)

All the data pertaining to the physical attributes of the region in general and road in particular

on a 10-km wide swath have been collated and processed to provide the baseline condition

and to estimate detailed potential (key) environmental issues. The potential impacts on

environmental components like air, water, noise, land, biological - flora and fauna, and

socioeconomic and cultural aspects were predicted and evaluated based on the field

observations and s econdary d ata. S imple m atrix m ethod w as adopted for the evaluation of

impacts.

As part of the assessment, the rules and regulations goveming environmental assessment and

their application to the project and the institutions responsible for providing the clearances

and for discharging those functions were charted. Thus from the regulatory perspective, the

legal procedures on land acquisition, tree felling, compensatory afforestation, preparation of

rehabilitation & resettlement action p lan and e nvironmental m onitoring a nd r eporting w ere

identified as key issues. The issues related to land acquisition, displacement and rehabilitation

are covered separately in the report on Resettlement Action Plan.

The legal provisions for carrying out this study is given in the January 27, 1994 EIA

notification and subsequent arnendments dated 4th May 1994, 10th April 1997 and 15th

October 1999 under the Environment (Protection) Act, 1986.

To identify and assess the probable environmental impacts during desigi phase, construct-=

and operation phase, close interaction was established with the design engineers and feasible

engineering solutions were arrived at. In addition alignment shifts were considered =

sensitive areas involving community, religious structure, drainage constraints and stretches

were social forestry plantations were encountered. The corridor of impact varies between 20-

30 m depending upon the terrain and proposed road embankment height. The social section

separately covers the impacts due to land acquisition, displacement and rehabilitation.

1.2.2.5 Environmental Management Plan (EMP)

Cost effective and feasible designed mitigation measures were identified. The detailed plan

for the management of environmental components during construction and operation phase of

the project will be provided to overcome the potential environmental impacts.

The impact analysis and mitigation measures arrived at, help in formulating the Environment

Management Plan (EMP). The EMP looks into the environmental impacts and mitigation

measures, identifying the implementing organisation for environmental management, the

current composition of the PIT, level of expertise of the personnel, external consultants

required for monitoring and implementation. The training needs of the personnel were also

considered for formulating the EMP and calculating the budgetary allocations. These aspects

are covered in Phase II - Enviromnental Management Plan. The present EMP covers the

procedure to be followed for implementation of the mitigation measures, monitoring of the

various activities and the responsibilities of the project proponent, supervisory consultant and

the contractors. The overall budget for environmental mitigation measures and monitoring

was prepared. All these issues are discussed in the Part II - Environmental Management Plan

(EMP).

Chapter - I Page 4 of 5 Scotr Wilson



1.3 Structure of the ReportKeeping in mind the physical features of the project route and related impacts the report hasbeen divided into two sections under the following Chapter headings. Each Chapter deals withthe situations related to the project area.

Part - I: Environmental Impact Assessment (EIA)Environmental Assessment SummaryChapter 1- IntroductionChapter 2- Policy, Legal and Administrative FrameworkChapter 3- Project DesdriptionChapter 4- Analysis of AlternativesChapter 5- Baseline Environmental Set upChapter 6- Environmental Impact Assessment and Mitigation MeasuresChapter 7- Public Consultation

Part - II: Environment Management Plan (EMP)IntroductionEnvironmental Impacts and Mitigation MeasuresIntegration of EMP with the ProjectEnviromnental Management Plan Implementation Unit (EMPTU)Environmental MonitoringCapacity Development through Training for Environment ManagementBudget for EMP Implementation

Chapter- - I Page 5 of 5 Scott WIlsol




CHAPTER- 2

POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK

TABLE OF CONTENTS

Sections PARTICULARS PAGE NO.

2.1 Highlights of the Indian System and Major Organisations 3

2.1.1 Department of Environment and Forests 3

2.1.2 The Pollution Control Board 3

2.1.2.1 The Central Pollution Control Board 3

2.1.2.2 Karnataka State Pollution Control Board 3

2.2 Guidelines for EIA of Highway Projects, IRC: 104-1998 4

2.3 Responsibilities of the Project Promoter & Interfaces with 4

other Agencies2.3.1 Interface with Ministry of Environment and Forests 4

2.3.2 Interface with Karnataka State Pollution Control Board 4

2.3.3 Interface with the Department of Land & Land Revenue of 6

GoK2.3.4 Interface with the offices of the District Magistrate & City 6

Municipalities

2.3.5 Interface with the Departments of Foress of-±GoK 6

2.3.6 Interface with the Department of Min -_ ~5 8

2.3.7 Strength of the Public Works Depar:: o- be GoK for 8

Interface Management2.4 Statutes Related to Environment 8

2.4.1 Land Acquisition Act, 1894 8

2.4.2 The Mysore Highways Act, 1964 8

2.4.3 The Wildlife (Protection) Act, 1972 8

2.4.4 Water (Prevention and Control of Pollution) Act, 1974 9

2.4.5 The Karnataka Preservation of Trees Act, 1976 9

2.4.6 Town and Country Planning Act, 1976 9

2.4.7 Forest Conservation Act, 1980 9

2.4.8 The Air (Prevention and Control of Pollution) Act, 1981 10

2.4.9 Environment Protection Act, 1986 10

2.4.10 Motor Vehicles Rules, 1989 10

2.4.11 The Hazardous Wastes (Management and Handling) Rules, 10

19892.5 World Bank Policies 10

2.5.1 Natural Habitats (OP 4.04) 10

Table 2.1 Clearances to be obtained for Phase II bypass Component of 11

KSHIPFigure 2.1 Environmental Clearance Procedure 5

Figure 2.2 Forestry Clearance procedure under Forest Conservation Act, 7

1980

Scott WdIso,,


Karnazaka State Highways Environmental Assessment Report -


CHAPTER -2

POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK

2.1 Highlights of the Indian System & Major OrganisationsDevelopment of environmental protection and enhancement measures in India has beendetermined to a considerable extent by the central legislation. The Ministry of Environmentand Forests (MoEF), set up in 1980, is the controlling institution in this regard. The MoEF hastwo wings as Environment and Forests. Clearance of new developmental projects is necessaryfrom both the wings.

2.1.1 Department of Environment & ForestsEvery state in India has now their respective Departments of Environment & Forests. InKamataka, this department is known as the Department of Forests, Ecology and Environment.This Department was established in March 1981 to have an integrated approach to deal with,prevention and control of air and water pollution, preservation and development of forestwealth and other natural resources in the state. This department co-ordinates and controls theactivities sponsored by the Union Ministry of Environment within the State. It also co-ordinates and controls the activities of the State Pollution Control Board.

2.1.2 The Pollution Control Board (PCB)2.1.2.1 The Central Pollution Control Board (CPCB)The Central Pollution Control Board (CPCB! - te a chnical wing of the MOEFentrusted with the responsibilities for detection r. az~~e of polluticn. Ev-y- state ofIndia has their respective pollution control boar-s.. a .~ m unison with the policies of theCPCB. The State Pollution Control Boards (SPCB -- are the empowered institution toissue licenses to the industries. These licenses are issued on the condition of total compliancewith the standards of permissible pollution as prescribed from time to time by the CPCB or asmodified (usually in more stringent terms) norms depending on local conditions. Everylicensed industry is required to carry out environmental auditing and submit such reports tothe license issuing authority. The State Pollution Control Boards can repeal such licenses onthe observed violation of the norms.

2.1.2.2 Karnataka State Pollution Control Board (KSPCB)The functions of the Karnataka State Pollution Control Board include advising the StateGovernment on water pollution issues, enforcement and monitoring as per the Air Act, co-ordinating the activities of the regional offices of the pollution control board. It also issues"No Objection" Certificates (NOC) for establishment of new projects, environmentalclearance of projects and conducting public hearing with respect to developmental projects. Italso issues consent letters and NOC for projects involving expansion. The KSHIP wouldcome under its purview.

The Karnataka State Pollution Control Board is the nodal body involved in monitoring thevarious industries and infrastructure related development projects from the angle of pollutioncontrol. It also formulates and stipulates the various standards for the various emissions,discharge of effluents, by-products and pollutants into the environment.

Chapter - 2 Page I of 8 Scott W/lso,,

PART I- ENVIRONMENTAL IMPACT ASSESSMENT (EIA)


Itprovement Project Raichur By-pass

2.2 Guidelines for EIA of Highway Projects, IRC: 104-1988

The Indian Roads Congress published the guidelines for EIA of road projects in 1988. It

outlines the procedure for carrying out the EIA and the requirements to be met under it. It also

lists the various environmental components to be examined in relation to road projects. It also

recommends that the project authorities should have close interaction with the Department of

Environment and Forests. It is pertinent to mention that the Guidelines of the Ministry of

Environment and Forests for EIA are much exhaustive than that outlined in the IRC

guidelines.

2.3 Responsibilities of the Project Promoter & Interfaces with Other Agencies

The r esponsibility o f i nitiating actions I eading t o i ssuance o f e nvironmental c learance o f a

proposed project vests with the project promoter. In the present instance, the Public Works

Department (PWD) of the GoK would be carrying the legal responsibilities of the project

promoter.

The basic responsibility of the project promoter is to prepare, submit a comprehensive

document, complete in all respect. It shall be obliged to provide clarification, with or without

additional documentation, when intimated by the designated authority. It must carry the

commitment that no deviation from designed project would be made during implementation

without prior and explicit permission of the designated authority to do so.

2.3.1 Interface with the Ministry of Environment & Forests

The basic document required for obtaining environmental clearance is the Environmental

Assessment (EA) report pr --z ze mrtscribed format and supported by detailed and

accurate description of the prqJ,- -rn i ----4mrental Impact Assessment (EIA) report when

prepared and where necessa:-~. wocr foilew the format prescribed by the MOEF in this

regard. In addition to the ELA r. ie project proponent are to fumish information on the

rehabilitation of the displaced people if rmore than 1000 people are likely to be displaced. In

case it is less than 1000 persons a summary plan would be adequate.

While following the prescribed format of the EA report, it would be seen that the project

promoter has to establish and utilise strong interfaces with several other Departments of the

State G overmment and o ther S tate A gencies. It i s u seful to understand the contexts of this

need.

2.3.2 Interface with the Karnataka State Pollution Control Board

The Amendment dated 4h May, 1994 of the Environment (Protection) Act, 1986 requires

every promoter of major infrastructure projects, including road development, to prepare and

submit Environmental Impact Assessment (EIA) report for clearance before the project can be

implemented. However, the Ministry declared through a notification dated April 10, 1997 that

projects conceming upgradation of existing roads which involve marginal land acquisition

would be exempted from the prescribed clearance procedure except where sensitive areas like

sanctuaries, national park, reserved forests etc, are involved.

In schedule IV of the above referred notification, the MoEF has prescribed that the

Environmental Assessment report on road up-gradation project should be disclosed for public

hearing through a notified meeting to be headed by the nominee of the State Pollution Control

Board and t he D istrict C ollector o f t he c oncemed d istrict. T he r eport o f t his m eeting with

observations would be sent by the SPCB to the MoEF. This report would contain a copy of

the No Objection Certificate (NOC), if issued to the concemed project promoter.

Chapter - 2 Page 2 of 8 Scott W,lsoa,



Following the amendment (dated April 10, 1997), the Ministry of Environment and Forests,Government of India issued a circular on 15*' October 1999 (No.21012/26-99-IA-HI). In thecircular, it is clarified that "Marginal land acquisition means that the land acquisition does notexceed a total width of 20 meters on either side of the existing project area put together.Further it is also clarified that by-passes would be treated as stand alone projects and wouldrequire enviromnental clearance only if the cost of the projects exceed. Rs.100 crores each".Figure - 2.1 shows the procedure for obtaining Environmental Clearance from the SPCB,State Department of Environment and MoEF. The construction costs of the proposed RaichurBypass are in the order of Rs13 crores and as such doesn't require an environmentalclearance from MoEFi

Figure - 2.1: Environmental Clearance Procedure

EF~~~~~~~~~~~~~~~~Ap 9pOFpreA

Shu P cQ. ao lr o Co .. dSPCB

However marginal may be the amount of land required,ur h fo r iwts racquisto h rjc

Acquisition officer of theB Department of Renueisthedesignated authoritytoo1n ty by MOEFhSe

int~~~ erest.b EAll costsOE in ths readaetobbone byteproject promter Thlie fieo

r~~~~~~~~~~~~~~~~~~~~~~~~~k .-. -l Ik

1S cEP S- -u6X0r

adjdicte in cofrmt wit the delredsatfoicy ron etteet

haprer 2 Pagte4 3 q at , Scou H.lsaPARTII - ENVIROMENA I T AN (

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2.3.3 Interface with the Department of Land & Land Revenue of the GoKHowever marginal may be the amnount of land required, for its acquisition the projectpromoter has to proceed by following the laid procedures in this regard. The Distnict LandAcquisition officer of the Department of Revenue is the designated authority to conduct thebusiness of land acquisition within his jurisdiction. The Collector of the District in theControlling Officer and would receive requisitions for land acquisition required in publicinterest. All costs in this regard are to be borne by the project promoter. The given Office ofthe District Collector would carry out disbursement of the amounts of compensation,adjudicated in conformity with the declared state policy on entitlement.Persistence of public grievance in such matters complicates the schedule of implementation ofthe project on ground. Therefore, it is recommended that no construction work should start

Cliapter - 2 Page 3 of 3 Scott Wilison




before completing land acquisition process ending with payment of compensation and/or

rehabilitation.

2.3.4 Interface with the Offices of the District Magistrate & City Municipalities

This would be critical at the time of removal of encroachment and congestion. The Magistrate

of the District would take all actions on clearance of these. Rehabilitation of the displaced

persons would need the assistance of both the District Magistrate and the City Municipality.

These offices should be approached while formulating the Resettlement & Rehabilitation

(R&R) Plan. However, in the context of environmental management, no construction work

should start before the displaced persons are resettled and rehabilitated.

2.3.5 Interface with the Department of Forests of the GoK

When road development projects require acquisition of forestland and/or involve felling o f

trees, Consent of the Forest Department of the State as well as that of the Ministry o fthe

Govenmment of India is then required. Although the designated authority to permit felling of

trees is the District Collector, decisions are inviolably taken with the consent of the State

Forest Department.

On receipt of the permission to fell trees, the State Forest Department has to arrange to obtain

concurrence of the Forest Wing of the MoEF of the Gol to the plan. The Ministry, before

concurring, may wish to verify the facts through their own agencies. If no diversion of land

from the designated forest areas is involved, then the Ministry may accept the proposal

without around verification. Under that circumstance, the project promoter is not required to

-3~s~Ž 34-±ed land to the State Forest Department to carry out compensatory afforestation.

7 - when felling is limrited only to the avenue tr-ees planted ear!ier on tie unused

.c -z e rit of way belonging to the project promoter. However, raising of new trees

7-ice =: =uber of felled trees on the unused part of the right of way persists as a condition

rr oTaining clearance of the project by the appropriate authority. Assistance of the State

Forest Department for meeting this task facilitates preparation of compliance reports. Figure

- 2.2 shows the procedure to be followed for obtaining forestry clearance.

2.3.6 Interface with the Department of Mines of the GoK

It is generally expected that the project promoter would obtain supplies of stone aggregates

from the existing licensed quarries. If for any reason new quarries have to be opened up, then

the permission of the State Department of Mines would be required. Such new quarries of

sizes more than 5-hectares would require environmental clearance based on EA reports.

2.3.7 Strength of the Public Works Department of GoK for Interface Management

The Project Implementation Unit (PIU) under KSHIP and formation of a dedicated

Environment Management Plan Implementation Unit (EMPIU) under it consisting of

Highway Engineers, Environmental Engineers and Forest officers are functioning for over a

year now and are well acquainted with the procedural requirements. The PIU and the EMPIU

are adequately aware of the necessity of a multidisciplinary approach being adopted for

Highway Construction and Management. Such multifaceted units that can adopt a holistic

approach should also be deployed for future road projects.

2.4 Statutes Related to EnvironmentThe World Bank can admit the implied costs for implementing the required measures as per

their Operation Policy 4.04 under the KSHIP. In this connection, various laws and policies of

the Central (GoI) and the Karnataka State Government and World Bank are discussed below.

Cliapter - 2 Page 4 of Y Scotl WI/soil




Figure - 2.2: Forestry Clearance Procedure under Forest Conservation Act, 1980

Applicabon of User Agency to DFO

Scrubny of Applicaon, Preparationof Formal Proposal 7

k. ;.Scrutiny!Recornmendabion

4Scrutiny, Remark, Recommendation

of PCCF

4Scrutiny, Remark, Recommendation

l ~~~~RCCF

Proposals upto th Proposals above 20 x _ i for

120 Ihectares-RCCF ord hectrres-MOEF tate StteGo

Examination and final decision forA cases upto 5 Ha forest land except

those of mining and encroachment s t

Examinabon and putwhng before Rei nmmendabons of Advisory-t State Advisory Group proposais |committee

other than those menboned above

g recmmedat Final decision, issue of hter recoPmgenaofo S firststag Be approval |

Issue of orders by State State ovt Compliance. | ~~Govt ll rebpoftl

| Monitonng l

|Approval Order

As the subject bypass alignment doesn't involve acquisition of any forest land, hence aspecific Forest Clearance is not necessary for this project.

2.4.1 Land Acquisition Act, 1894 (with subsequent amendments)This statute would apply on KSHIP as and when land is to be acquired in the case of changesin project area and widening where there is not enough right-of-way (ROW) with the StateGovermment.

Chaipter - 2 Poge 5 of 8 Scott ff iIson




The Land Acquisition Act under Section 4(1) is enforced to acquire land in public interest.

The maximum time allowed, from the date of notification for the acquisition is two years,

after which the notification lapses. For the project land acquisition will be required The

compensation for land is fixed under section 23 (2), where the amount to be paid is the market

value + 30% solatium (compulsory). If this amount is paid within one year then an additional

interest of 9% is paid to the beneficiary; if it exceeds one year then an additional interest of

15% is paid.

2.4.2 The Mysore Highways Act, 1964The Mysore Highways Act, 1964 and the Mysore Highways Rules, 1965 are in force in the

State of Karnataka. These enactments provide, among other things, for the restriction of

ribbon development and removal of encroachments. They are applicable to highways of the

State, but not to the National Highways. These have also provisions for enforcing restrictions

on building activity along highways and control of access to their land.

2.4.3 The Wildlife (Protection) Act, 1972This Act provides for the protection of wild animals, birds and plants and for matters

connected therewith or ancillary or incidental to. It appoints the wildlife wardens and

constitution of the wildlife advisory board, etc.

2.4.4 Water (Prevention and Control of Pollution) Act, 1974

The basic objective of this Act is to maintain and restore the wholesomeness of the country's

aquatic resources by prevention and control of pollution. Water is a state subject under the

con-stitution. Consequently, the Water Act, a Central law, was eracted under Article 252(1) of

the Constitution, which empowers the Union Government to legislate in a field reserved for

the States. All the States have approved implementation of the water Act.

2.4.5 The Karnataka Preservation of Trees Act, 1976

This act provides for the preservation of trees in the State by regulating the felling of the trees

and for the planting of adequate number of trees to restore ecological balance and for matters

connected therewith.

The Act also elaborates the restriction on felling of trees and liability for preservation of trees.

Section 8(2) of the Act specifies that "Any person desiring to fell a tree, shall apply in writing

to the concemed Tree Officer for permission in that behalf. The application shall be

accompanied by a site plan or survey sketch specifying clearly the site or survey number, the

number, kind and girth of tree sought to be cut and the reasons therefore along with the

consent of the owner or occupant".

2.4.6 Town and Country Planning Act, 1976Like the act on prevention of water pollution, the original structure of this act was drafted in

the Union Govemment and later adopted by the constituent States. Under this the States were

to set up Boards to plan land use for both towns and country. Any promoter of project has to

obtain a certificate from this Board stating whether the proposed land use is compatible with

the laid plan. (It should be mentioned here that The State of Kamataka had its own Town and

Country Planning Act since 1961 which has undergone several Amendments and presently is

known as The Karnataka Town and Country Planning (Amendment) Act, 1993).

2.4.7 Forest Conservation Act, 1980

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Karnataka State Highways Environmental Assessment Report -Improvement Project RaLchur By-pass

This Act provides for the conservation of forests and for matters connected therewith orancillary or incidental to. This Act restricts the de-reservation of forests or use of forestlandfor non-forestry purposes without the prior approval of the Union Government.The Rules and Guidelines under this Act as amended on October 25,1992 have elaboratelyoutlined and defined the application of the Act, procedure to be followed for acquisition offorestland for non-forest purposes, submission of proposals, compensatory afforestation andcertain clarifications about the procedural requirements.

Under Para 2.5, the rules and their applicability is elaborated regarding rail, roads andirrigation p rojects. K eeping i n v iew t he r equirement o f v arious d epartments like Railways,Irrigation and PWD for specific purposes like laying of roads for widening or expansion or re-project area, rail links etc., the Ministry under Para 2.5 stated that vacant land already inpossession with the government agencies which have not been notified as protected forests,will not attract the provisions of Forest (Conservation) Act, 1980. However, the concemedagency will seek permnission under local laws, if any, from appropriate authority.

Under section 3.2(vi) (e), land for compensatory afforestation requires diversion of linear orstrip plantation declared as protected forest along the road sides for widening or expansion ofroad and compensatory afforestation may be raised over degraded forest land twice in extentof the forest area being diverted/de-reserved in respect of the above proposal.

2.4.8 The Air (Prevention and Control of Pollution) Act, 1981The Union Government under Article 253 of the Constitution passed this Statute. This Actprovides for the prevention, control and abatement of air pollution and confers powers to theCentral and State Pollution Control Board with a view to carry out the aforesaid purposes.

2.4.9 Environment (Protection) Act, 1986The Union Government under Article 253 of the Constitution passed this Statute. TheEnvironment (Protection) Act, 1986 seeks to achieve the objective of protection andimprovement of environment and for matters connected therewith. This legislation enables theco-ordination of activities of the various regulatory agencies, setting up of an authority orauthorities with advocate powers for environmental protection etc.

2.4.10 Motor Vehicles Rules, 1989In 1989, the Central Motor Vehicles Rules introduced nation wide emission levels for bothpetrol and diesel driven vehicles. Rule 115(1) requires that every motor vehicle bemanufactured and maintained so that smoke, visible vapours, grits, sparks, ashes, cinders arenot emitted when the vehicle is driven. Emission standards for petrol and diesel vehicles havebeen specified by the motor vehicles rules.

2.4.11 The Hazardous Wastes (Management And Handling) Rules, 1989The Central Government formulated these rules under the Environment (Protection) Act,1986. Under section 7 of these rules, it is required that the operator or occupier of a facilitydealing with hazardous waste ensures that the hazardous waste is packaged in a suitablemanner for storage and transport and the labeling and packaging shall be easily visible and beable to withstand physical conditions and climatic factors. Packaging, labeling and transportof hazardous wastes shall be in accordance with the provisions of the rules issued by theCentral Government under the Motor Vehicles Act, 1988, and other guidelines issued fromtime to time. Section 9 of these Rules also requires that in case of an accident during

Clhapter - 2 Page 7 of 8 S.vtt tW150ls




transportation of hazardous wastes, the operator or occupier of a facility shall immediately

report to the State Pollution Control Board in the prescribed form.

2.5 World Bank Policies2.5.1 Natural Habitats (OP 4.01)Environmental Assessment, the Banks OP 4.01 stipulates ELA study and in EMP for

addressing/mitigating significant adverse enviromnental impact due to construction of

proposed bypass.

2.6 Environmental'ClearancesAs per EIA Notification (1997), Environmental Clearance is required for highway p rojects

involving developmental work of widening and strengthening of roads with marginal land

acquisition along the existing project area provided that roads do pass through ecologically

sensitive areas such as national parks, sanctuaries, tiger reserves and reserve forests (marginal

land acquisition means land acquisition not exceeding a total width of 20m on either side of

the existing project area). Further, by-passes should be treated as stand-alone projects and

would require environmental clearance only if the cost of the project exceed Rs.100 Crores

each.

The designated authorities are empowered to prescribe norms and procedures to be followed

to comply with the respective Statutes. Bearing in mind that the KSHIP involves upgradation

of by-pass roads, the project will require clearance from the statutory agencies like the

Karnataka State Pollution Control Board and the State Forest Departnent. The Table - 2.1

below lists the laws under which clearances have to be acquired at the state/central level for

Phase II of KSHIP.

Table - 2.1: Clearances to be obtained for Phase II By-pass component of KSEIIP

Statutes Clearance

Water (Prevention and Control * No Objection Certificate and clearance from the Karnataka State

of Pollution ) Act, 1974 Pollution Control Board.

The Air (Prevention and * No Objection Certificate and clearance from the Karnataka State

Control of Pollution) Act, 1981 Pollution Control Board.

The Environment (Protection) * No Objection Certificate and clearance from Department of Forest,

Act, 1986. EIA Notification Enviromnent and Ecology, Government of Kamataka.

dated May 1994 andsubsequent amendments.

Cliapter-- 2 Page 8 of8 Scott WdSon




CHAPTER - 3

PROJECT DESCRIPTION

TABLE OF CONTENTS


3.1 Lo6ation and Description of the Project Area I

3.2 Projected Traffic 1

3.3 Design options 2

3.4 Options on Construction Methods 2

3.4.1 Pavement Overlay 2

3.4.2 New Construction 2

3.4.3 Treatment Altematives 2

3.4.3.1 Upgradation - Widening and Strengthening (including Raising 3

of Embanlanents)3.4.4 Cross Drainage Structures Construction 3

3.5 Options on Road Construction Materials 3

3.5.1 Road Construction Materials - Sources 3

3.5.2 Pavement Design Materials 4

3.6 Options on Cross Drainage Structures 5

3.7 Options on Intersections on roads for upgradation 5

Table 3.1 Present and projected traffic at Raichur By-pass I

Table 3.2 Location of Road building materials for Raichur by-pass 4

Table 3.3 Pavement Design Materials 4

Table 3.4 Quantity of Materials required for the Road Construction 5

Table 3.5 Number of new Cross-Drainage structures 5

Table 3.6 List of intersections for Improvement 5

Figure 3.1 Existing Condition of the Project AreaA-OFigure 3.2 Typical Cross section of Upgradation Section 3

Scott WilsonlPART I - ENVIRONMENTAL IMPACT ASSESSMENT (EIA)


Improvement Project RaLchur By-pass

CHAPTER- 3

PROJECT DESCRIPTION

3.1 Location and Description of Project alignment

Project alignment selected for by-pass comes under Raichur District itself The starting point

of the project alignment is at PWD Km 196.7, north of Raichur town, after Yaramaras

revenue village on Raichur - MakthallA.P.Border road (SH - 13 and Link IA). The project

alignment progresses in a southwesterly direction intersecting 'Central Railway' broad gauge

line at approximately 700m. It traverses for a distance of 1.9Km gradually intersecting

Raichur - Mansalapur road at chainage 2.670Km, on a plain terrain at an elevation of 384m

above MSL in the limits of Mansalapur revenue village. It curves further to intersect

Arasinagi road, Major District Road (MDR) at chainage 4.820 (at PWD chainage 2.90Km)

after crossing Eklaspur covering a distance of 2.2 Km. The project alignment continues

further to follow plain terrain in southwesterly direction for a length of 2.7Km and ends at

PWD Km 5.5 west of Raichur town by joining Raichur- Kalmala road (on SH -20 and Link

IB). The total length of proposed bypass project alignment is 7.6 km (Map - 3.1 and Sketch

-3.1).

The project alignment passes through the lands of Yaramaras, Raichur, Mansalapur, Eklaspur

and Askihal revenue villages. Askihal, Eklaspur and Yaramaras are under the jurisdiction of

Raichur Town Municipality. Mansalapur is under the jurisdiction of Mansalapur Gramn

Panchayat.

The project alignment passes through dry land (former agricultural land) with varying

undulations and improper drainage. Figures - 3.1 (A - 0) show the present condition of the

project alignment.

3.2 Projected TrafficA traffic survey conducted during 1999 revealed that around 450 vehicles per day is through

traffic, which will use bypass if constructed. The anticipated traffic growth in the by-pass

route for ten years (2002-2010) is given in Table - 3.1.

Table - 3.1: Present and Projected Traffic growth at Raichur By-pass (002-2010)

SI. No. Characteristics Raichur Bypass

1 A. Projected Base Year Traffic for Bypass (AADT) 2002 -03 530

i) % of Projected Base Year Traffic for Bypass (AADT) 9.34

ii) Composition of Bypass Traffic- No. of Trucks 267 (50%)

- No. of LCVs 46 (8.6%)

- No. of Buses 20 (3.8%)

- No. of Cars 94 (17.7%)

Chapter - 3: Page I of 5 Scott WJlson


Karnataka State Highways Environmental Anessment Report -Imprvement Project Raichur By-pass

Map 3.1: Proposed alignment for Raichur Bypass

a~~~~j~~~~1i vi >i- >- J/-ir;

Jo-

-- ~ ~~ ~ ~ "~ -- Avnt14_ 2t_ l

rX YB, .,; , z ,#- .e. , >g;-g . -F .;& L _^!:~~~~~~~~~~~~~07 E.

-~ ~ ~ ~~~~~~~~U6

K ' -;'' j-- / -TiJ t -& Z ' YPASS - 7.64)Km

' .d t'0 's,','- -\ \9 AP STFONV-'G _PROPOSED ALIG NMN E.N'T ,1 t A I i T I D -V V

.~~~~~ -

Scott Wilsont

PART I- E,HVRONMENTAL IMPACT ASSESSMENT (EA)

-~~~~~~I '. 0S.

I. -

I ~~~~~~~~~~~~~~~~~~~~MANTRALAyAM ROAD

j SH ®CH:196.70

l~~OI~~~~~~~~~~~~~~~~~~~~NTO

I1 \ CBUS STAND ROAD

0B JUNCTION

CH 2-7u7tsm t ~~~~~~CH:5.501~~~~~~~~~~~~~~~

Ic,St PROPOSED BYPAS

3-00 AND TRAFF SURVEY LOCATION*-INTERSECTION SURVEY LOCATION

SECTION LENGTH (Km) REMARKS

4 TO X 3.80X TO Y 1.62 SECnoN Of

| ~~~~~~~~~~~~~~~~~Y TO 2 4.40 ROAD PASSING

Y TO Z 2.80 THROUGH TOWN

3TO Z 2.702-3 2.90 PROPOSED3-4 4.70 BYPASS

i RAICHUR BYPASSSKETCH SHOWING OD AND TRAFFIC SURVEY LOCATIONS

I 3.

I ~~~~~~~~~~SKETCH: 3.1

Kamataka State Highways Environmental Assessment Report -Improvement Project Raichur By-pass

Figure 3.1: Existing condition of the Project Area

.4~~~~~~~~~~~~~~

A: Raichur- Makthal Road on link IA (SH-13)

B: Starting Point - OFC Stone on Raichur- Makthal Road on link IA (SH-13)

Scott Wilson





/~~~~~~ . ..... .~ .....

C: Railway line crossing (C- 600-'OOm from Raichur - Makthal Road)

-~~~~~~~~~~: .- m -- ,

w. ~ ~ ~ ~ ~ ~ A

D: After Railway line crossing (proceeding towards Mansalapur Road)

Scott Wilimn

PART I - ENVIRONMENTAL hIMPA CT ASSESSMlENT (EIA)

Karnataka State Highways Environmental Assessment Report -Improvement Project RaichurBBy-pass


E: Stream crossing fCk- 1400m-1500m from Raichur - Makthal Road)

E

F: After Stream crossing (the soil condition)

Scott Wilson

PART! - ENVIRONMENTAL IMPACT ASSESSMENT (EIA)

Kamnataka State Highways Environmental Assessment Report -


Figure 3.1: Existing Condition of the Project Area

G: Mansalapur RoadI-' ..

: Towards Eklaspur

Scott Wilson

PART!I - ENVIRONMENTAL IMPACT ASSESSMENT (EIA)

Kamataka State Highways Environmental Assessment Report -Improvement Project Raichur By-pass


,- - .-

J: Towards Elaspur - soil condition

Scott wi_s *.

PART - ENVIRONMENTAL IMPACT ASSESSMENT (EIA)


Improvement Project RaichurBy-pass


+ r Z : v . . ~~~~~~~~~' ' I_

~~~~~~~~~4 .1

K: Eklaspur Road

L: Towards Askihal

Scott Wilson

PART!I - ENVIRONMENTAL IMPACT ASSESSMENT (EIA)

Karnataka State Highways Environmental Amemment Report -Improvement Project Raichur By-pass


..- .5 -.

M: Towards Askihal

N: Towards Askihal (Microwave tower seen in the picture)

r . ,~~~~~~~~~~~.

?-.

0: Raichur - K<lmala Road on link eB (SH - 20)Scott Wilsan




Si. No. Characteristics Raichur Bypass

2 Projected Traffic for Bypass (AADT) - 2004 713

i) Composition of Bypass Traffic- No. of Trucks 351

- No. of LCVs 57

- No. of Buses 25

- No. ofCars 134

3 Projected Traffic for Bypass (AADT) - 2010 1279

i) Composition of Bypass Traffic _

- No. of Trucks 598

- No. of LCVs 89

- No. of Buses 39

- No. of Cars 262

3.3 Design optionsThe adopted Pavement Design standards are according to the current Indian Roads Congress

guidelines (IRC-37:2001). A design life of 20 years has been considered. Paved shoulders are

also proposed as per the IRC guidelines.

3.4 Proposed Pavement TreatmentAs the proposed by-pass road is entirely a new road formation, the new pavement need to be

constructed on a suitable sub-grade. The formation level is fixed based on the field

investigations and on soil properties.The elements of construction are as follows:i) Grub out bushes (some trees may get removed);ii) Widen road formation to 12-m width;iii) Construct new wider pavement with paved shoulder, including surfacing and

providing ditches, wherever necessary; andiv) Construct unpaved shoulder filling to the specified camber and width along with the

pavement layers as per new cross section.

Figure 3.2: Typical Cross-Section of Upgradation Section

Paed ad Pa&ed a

UraSiotlder CwriageV ftolder

' 250 m ~~~~~3.50 m 3.Cm 250 m \

Ccnicr dcf In1

Chapter - 3- Page 2 of 5 Scott Wilson




3.4.4 Cross Drainage StructuresNew cross drainage structures are proposed based on the project area requirements. The

conventional revetments in the form of pitched grouting and embankment slope stabilisation

methods are being considered where necessary and required based on the height of the new

road embankment.

3.5 Options on Road,Construction Materials

3.5.1 Road Construction Materials - SourcesDetails of the existing local quarries/borrow pits used for the extraction of rock for crushing,

natural gravel (Moorum), sand and water sources are fumished in Table-3.2.

If the rock is properly selected adequate quality and quantity would be available for all

purposes requiring broken or crushed rock. The reddish brown natural gravel (Moorum) that

has been identified in various sources has a CBR varying from 9.60% to 14.50%. Sufficient

moorum of good quality is easily available for all purposes as filling materials. Clean river

sand sources were identified having fines less than 2.0%, which are available in good quality,

and sufficient quantity for all construction purposes.

Table - 3.2: Location of Road Building Material for Raichur by-passRoad Rock Gravel Sand Fly-ashLinksLk & Granite: Asarpur quarry: Moorum: Asarpur Wadlur water course: 5 Raichur ihermallB 5Kins off quarry: SKm off Km off Power Station

Granite: Shaktinagar Moorum: Chandrabandla Jambaldinni Nala:quarry: lKm off quarry: 4Km off 25Km off

Granite: Sultanpurquarry: 13Km off Moorum; Borrow pit on

right side at Km 4. Krishna River sand, 75Trap Metal: Buranpur Km from Raichur onTrap Metal Quarry 7 Raichur - SholapurKm from Km 0.00 on Moorum; Borrow pit on road.Raichur- Devera right side at Km 41.Hippargi Road.

Trap Metal; Quarry 3.7Km from Km 0.00 onRaichur- SholapurRoad.

Chapter - 3. Page 3 of 5 Scott Wilson




RocksGranite and gneiss are available common rock sources and suitable for all purposes.

Natural GravelMoorum and residual gravel are useful for application for sub-base, subgrade and shoulder

material. The bearing strengths of the available materials have been tested.

SandMost rivers in Kamataka,' especially those with dry beds during the greater part of the year

have spreads of sand, which are collected for making concrete and lime plaster. These sands

get replenished each monsoon and there is little shortage in their availability.

Embankment FillAppropriate materials will be drawn from the nearest available location to the construction

site. However, highly plastic black cotton soil will not be used.

Fly AshThe thermal power plant at Raichur is a major source of fly ash. It is relatively strong when

compacted. It has compaction characteristics similar to natural sand. It compacts well when

dry and does not have a pronounced optimum moisture content and a maximum dry density.

Its utilisation will be limited to the suitability of the available material from the fly ash ponds

during construction.

Guidelines on Fly ash handling is furmusned in Annexure - I

3.5.2 Pavement Design MaterialsMaterials required and their thickness are presented in the Table - 3.3.

Table - 3.3: Pavement Design Materials

Material Layers Materials Thickness

Subgrade Selected Borrow Material 500mm

Sub-base Porous/Crushed 200mm

Base WMM 250mm

Binder BM 50mm

Surface DBM r50mm

Quantity of Materials required

Table -3.4 gives the quantity of materials required for pavement and cross drainage

structures.Table - 3.4: Quantity of Materials required for the Road Construction

Material _ Unit Quantity Sub-base mi 25660

Base Course (Non-bituminous) m3 27200

Base and Surface Course (bituminous) m3 16560

Chapter - 3: Page 4 of J Scott Wilson




Material Unit QuantityEarth-fill m 1,30,287Fly-ash m 39,481Protection WorksTurfing m2 30400Protection of Slope m 1,350Cement MT 2140

3.6 Options on Cross Drainage StructuresThe number of culverts and bridges proposed to be created anew is noted in Table - 3.5.

Table 3.5: Number of New Cross-Drainage StructuresChainage Type of CD Formation Width No. of Span Size of Vent

(m) Breadth Height1.450 RC Grider 12.0 2 15.0 3.02.875 RC Slab 12.0 1 8.0 2.53.310 RC Grider 12.0 2 12.0 3.04.255 RC Slab 12.0 1 8.0 2.05.780 RC Slab 12.0 1 8.0 2.0

3.7 Options on Intersections on Roads for UpgradationTwo intersections on the project road selected for upgradation were studied. The list is shownin Table - 3.6. Improvement would entail establishment of smooth gradient into the feeder

road frorr the given main road ?1nd widenirg the paved surface to allow easy turD forfvehicles.

Table 3.6: List of Intersections for Improvement

Link Chainage Intersection with IntersectionSH MDR Other Road Type

IA 196.700 13 Y-Type

lB 5.500 20 Y-Type

Note: SH-State Highway; MDR- Major District Road; ODR- Other District Roads

The intersection improvements include:Widening and improvement of road geometrics for smooth movement of vehicles andenhanced safety due to better line of sight.Deceleration and acceleration lanes for vehiclesSeparate lane for left turning vehiclesRoad markers like Pedestrian crossing for safety of the pedestriansChannelising and Directional islands

Chapter - 3 Page 5 of 5 Scott Wilson




CHAPTER - 4

ANALYSIS OF ALTERNATIVES

TABLE OF CONTENTS


4.1 Introduction 1

4.2 Design Altematives 1

4.2.1 Rofite Altematives 1

4.2.2 Alignment Altematives 1

4.2.3 By-pass Altematives 2

4.3 Project Altematives 2

4.4 Detailed Evaluation of Altemative III (By-pass Alternative) 3

4.4.1 Natural Environrment 3

4.4.2 Social Environment 3

4.4.3 Cultural Environment 3

4.4.4 Critical Areas 3

4.4.5 Sensitivity of Altemative III 3-4

Scott WdIson




CHAPTER - 4

ANALYSIS OF ALTERNATIVES

4.1 IntroductionThe constituent road-links of the KSHIP were selected after considering various options

as the work of project formulation progressed. The objective of this Chapter is to

highlight some of the salient issues considered for exercising options. The work of

ascertaining feasibility was assigned to the PCC.

4.2 Design AlternativesThe recommended. designs are based on the assumption that the available road

construction materials would have a CBR value of 10.

4.2.1 Route AlternativesThe route alternative issue does not arise in any of the selected by-passes as these

corridors pose the minimum of environmental problems and also available Right of Way

is more than the other corridors under consideration for improvement.

4.2.2 Alignment AlternativesNo cost effective engineering solution other than embankmes; .-- cross drainage

structures could be envisaged as this option has been sugaes;u icw .yng area That are

often prone to inundation during monsoons and due to -o33Died discharge of

irrigation waters, causing damage to road sub-structure On =o'=ietion of the

construction phase, the tree plantation will begin and add to the aesthetic beauty of the

roads.

4.2.3 By-pass AlternativesBy-passes for some urban settlements to offer better connectivity and to run smooth

traffic, have been suggested by the PIU. These by-passes are related to two urban

settlements, namely Bijapur (on Links 3A and 2A) and Raichur (on Links IA and IB).

The environmental assessments of these bypasses are covered in separate sections in

respective reports.

4.3 Project alternativesThree project alternatives were evaluated, They are:

Alternative I: No ProjectThe option does not involve any action. The highway will remain in the existing state. No

construction activity takes place.

Chapter - 4: Page I of 4 Scott Wilson


Karnataka State Highways Environmenial Assessment Report -


Alternative II: Road through the townInvolves widening to 4- lane divided carriageway with lined covered drains on either

sides in place of the existing intermediate lane carriageway through the dense settlements

of Raichur town.

Alternative III: Construction of a bypassInvolves strengthening of the existing road pavement with an overlay and construction of

a new 2-lane bypass for Raichur settlement on the northwestern side of the settlement.

The construction activity requires a period of 1 year for completion.

Discussion of Project Alternatives:

Alternative IThe section of State Highway 13 and SH 20 passing through Raichur will not be altered.

The carriageway will not be widened. Therefore no construction activity is to take place.

Impacts will be based on increase in the traffic volumes on the existing alignment. It is

assumed that there would be no project.

Alternative IIThe option involves widening and strengthening of the existing carriageway. The cross-

section through the settlement would be 4 lane divided carriageway. In addition to this

there would be covered drains cum foot-paths o-n booth sides. To establish this cross-

section in Raichur, few structures w ould h zv-- e ' - 4 :aced and also w ould i nvolve

relocation of a number of underground and cv--= ='_1 "es.

Alternative IIIThis option would entail construction of a new road around the settlement. The new road

would act as a by-pass for the Raichur town. The existing road would be strengthened

with an overlay. The bypass will take off at Km.196+700 on the northem side on SH 13.

It would rejoin the State Highway 20 at Km.5+500. Implementation of this option would

lead to the through traffic plying on the bypass and only the destined traffic, for Raichur,

using the existing road through the town. The hindrance caused by the traffic movement,

plying through the settlement, would be offset. At the same time there would be a

substantial land acquisition for construction of the by-pass.

Chapter - 4 Page 2 of 4 Scont Wilson



4.4 Detailed Evaluation of Alternative III (By-pass alternative for Raichur)During the reconnaissance s urvey, t o h ave s hortest p ossible c onnectivity to t wo m ajorproject links, SH 13, the alignment on the north-west part of Raichur was found to bemost favourable for by-pass from engineering and environmental aspects.

Widening to a 4-lane section through Raichur town is difficult due to the numerousutilities in the existing roadway. Relocation of these utilities is difficult and hence only anoverlay to the existing carriageway without involving excavation was proposed.

4.4.1 Natural EnvironmentThe land surrounding the proposed bypass is agricultural. Any increase in pollution dueto increase in traffic volumes (and resulting impacts on human health) will be offset bydispersion of pollutants over distance. The pollution levels within the town wouldtherefore be reduced. The ambient noise levels, based on the same levels of trafficvolume would also reduce in the village.

4.4.2 Social EnvironmentNo residential or business property is being affected by the proposed bypass alignment.The bypass is towards northwest of the town and passes through agricultural land - dryland only. It would, however, separate the landowners and agricultural workers from theirland. Very few (if any) of the landowners would actually lose their entire parcel of land,and a liberal Entitlement frarnmew- aroved by the GoK would compensate them.Implementation of this option wi: a.s c e :duce congestion in the settlement.

4.4.3 Cultural EnvironmentThe bypass alignment is about 21. away from the important cultural properties inRaichur town and would not have any direct or indirect impact on them. Moreover, itwould redirect all the heavy vehicles away from the dargah, tombs, and temples. Thus,safety of people as well as the sensitive cultural properties will be ensured.

4.4.4 Critical AreasThis alternative would decrease the probability of accidents. As a 2-lane, congestion-freehighway, vehicular speeds would be high and therefore emissions would be less becausethe traffic congested road leads to more stoppage of running vehicles that emit pollutants.The construction of a by-pass would result in improvement in ambient air quality in thetown and reduction in noise levels.

4.4.5 Sensitivity of Alternative III (By-pass alternative)Alternative III has the lowest environmental sensitivity score. This indicates that thealignment is likely to cause minimum impacts to the natural, social and culturalenvironment in the study area. The salient feature of this alignment is that it is unlikely tocause damage to any cultural property. In addition to this there is no likelihood ofdisplacement of persons. There will be loss of livelihood, but the impacts of this are farless as compared to displacement. All losses will be compensated and assisted through anEntitlement framework developed by the GoK. This option will help to reduce thecongestion through Raichur town and traffic through the town will be reduced

Chapter - 4: Page 3 of 4 Scott Wilson




considerably. Only the traffic destined for the town will use that road. A t p resent, t he

ambient air quality levels as well as the noise levels, within the settlement, are higher

than the stipulated standards. The construction of the by-pass, in all likelihood, will

decrease the noise levels and increase the ambient air quality levels in Raichur settlement.

Also the by-pass will benefit the vehicular movement. Journey speeds are expected to

increase and the traffic movement to be smoother.

Chapter - 4: Page 4 of 4 Scott Wdison




CHAPTER- 5

BASELINE ENVIRONMENTAL SET UP

TABLE OF CONTENTS


5.1 Physical Features l I l

5.1.1 Geographical location | 1 l

5.1.2 Physical Resources 1

5.1.2.1 Physiogr ahy __I

5.1.2.2 Geology l 1

5.1.2.3 Seismicity 1

5.1.2.4 Climate 1

5.1.2.5 Drainage System 2

5.1.2.6 Soil Characteristics 2

5.2 Environmental Monitoring 2

5.2.1 Ambient Air Quality 2

5.2.1.1 Ambient Air Quality Monitoring Locations 3

5.2.1.2 Ambient Air Quality Monitoring Result 4

5.2.2 Ambient Noise Quality 6

5.2.2.1 Ambient Noise Quality Monitoring Locations 6

5 222 I Ambient Noise Quality Result 7

5 -13,Water Qalit75 23- Warier Quality Monitoring Locations 7

Water Quality Results 8-10

5.3 Ecological Resources 10

5.3.1 Flora 10

5.3.1.1 Existing Trees along the by-pass project area 10

5.3.1.2 Existing Tree species along the by-pass project area I 1

5.3.2 Fauna 12

5.4 Existing Enviroanental Scenario of Raichur By-pss 12

5.5 Human Use Values 12

5.5.1 Land Use 12

5.5.2 Crops of the Project Area 13

5.6 Social Enviromnent 13

5.6.1 Demographic Profile 13

5.6.1.1 Population 13

5.6.1.2 Literacy Status of the Population 14

5.6.1.3 Occupational Pattern 14

5.6.1.4 Amenities 15

5.7 Economic Profile 15

5.7.1 Major Functions of the District - Bijapur 15

5.7.2 Places of Tourist and Archaeological Interest 16

5.8 Utilities and Structures along the Project Area 16

5.8.1 Regional and Local utilities along the Project Routes 16

5.8.2 Religious and other Sensitive Structures along the Project 16

Routes

Scott Wilson





5.9 Public Health 16

5.10 Accidents Hazards and Safety 16

5.11 Aesthetics 17

5.12 Key Environmental Issues of Raichur By-pass 17

5.13 Project Categorization 17

Table 5.1 Climatic data of Raichur By-pass 1

Table 5.2 Characteristics of the soil in the study area 2

Table 5.3 Ambient Air Quality Standards 3

Table 5.4 Air and Noise Quality Monitoring Locations of the Project 3

ArtaTable 5.5 Ambient Air Quality Monitoring Results of the Project Area 5

Table 5.6 Ambient Noise Quality Standards 6

Table 5.7 Ambient Noise Quality Monitoring result of the Project Area 7

Table 5.8 Water Quality Monitoring Locations 7

Table 5.9 Drinking Water Specification 8

Table 5.10 Water Quality Monitoring Results 9

Table 5.11 Distribution of trees on LHS of the project area 11

Table 5.12 Distribution of trees on RHS of the project area 11

Table 5.13 Existing trees along the project area 12

Table 5.14 Land use near the project area 12

Table 5.15 Land acquisition for the project 12

Table 5.16 Types of Crops and their Cultivation Area 13

Table 5.17 Population of Raichur 14

Table 5.18 Literacy Status of the population 14

Table 5.19 Occupational Pattem of Main Workers in Raichur 15

Table 5.20 List of Amenities in Raichur 15

Table 5.21 Regional Utilities 16

Figure 5.1 Air monitoring locations at the Project Area

Fi_e 5.2 Noise monitorin locations at the Project Area

Figure 5.3 Water monitoring locations of the Project Area

Scott Wilson




CHAPTER- 5

BASELINE ENVIRONMENTAL SET UP

5.1 Physical Features5.1.1 Geographical;LocationThe geographical areat of Raichur district is 8386 Sq. Kmn. The district is situated in the

Northem part of the Karnataka State at 16° 12' to 160 16' north latitude and 770 14' to

770 22' east longitude. The area is located at an altitude of 370m - 390m above MSL. The

project road traverses lands of Yaramaras, Mansalapur, Raichur, Eklaspur and Askihal

revenue villages under Raichur district.

5.1.2 Physical ResourcesThe physical resources comprise of the physiography, geology, climate, drainage and soil

characteristics of the study area. These characteristics are described as below:

5.1.2.1 PhysiographyThe proposed by-pass is located in the northem part of the Karnataka plateau and is also

called northem maidan. The project corridor passes over plain and rolling terrain.

5.1.2.2 GeologyThe proposed project area falls in the younger Gnessic Complex coilsisting of Cinessic

rocks that are mainly granodioritic and granitic in composition. Mainly B lack soil and

partly red soil were found along the proposed bypass project area.

5.1.2.3 SeismicityThe project area falls under zone III. The region is not prone to frequent earthquakes of

high intensity. It is normally affected by mild tremors, not causing damage to life or

property.

5.1.2.4 ClimateThe project area falls under North interior Karnataka climatic zone. This region

experiences semi-arid, tropical steppe type of climate. The project area is characterised

by hot summers and normal winters. Climatic data is given in Table - 5.1.Table - 5.1: Climatic data of Raichur By-pass

SI. No. Year Annual Rainfall (mm) Temper ture (in ° C) Relative H umidity (%)Max. Min. Highest Lowest

1 1997 505.5 43.0 15.0 100 06

2 1998 1083.5 44.0 14.4 98 15

3 1999 620.1 42.6 12.0 100 1

4 2000 631.2 44.0 12.0 100 15

5 2001 748.0 44.3 12.0 96 18

6 2002 496.3 43.2 15.0 98 16

Chapter - 5. Page I of 17 Scott WIlsoo?




Rainfall: The average and annual rainfall based on 10 years data from 1991-92 to 2000-

01 in the district is approximately 632mm, the minimum being 360.60mm and the

maximum being 860mm. Highest rainfall occurs during September. The driest part of the

year is between November and May. Widespread rain occurs during post monsoon

period.Temperature: The climate of the district in general is hot and dry for major part of the

year. The hot season is between Mid-February to end of May. Temperature goes upto

44.30C during April and May. The cold season is in between December to middle

February with minimuum temperature of 120C.Humidity: Humidity ranges from 6% to 100%.Wind Direction: The prevailing wind direction is from southwest direction. Local

topography and slope largely influence the wind direction. The wind direction shifts to

northeast during evening hours. The nearest IMD station is at Raichur.

5.1.2.5 Drainage SystemThe project area is located in the Krishna river basin. Earthen drains were found in the

project area. But dry land through which the proposed bypass project area passes is not

provided with any proper drainage system. Therefore, drainage system is to be properly

designed.

5.1.2.6 Soil CharacteristicsIn the project corridor the project area passes mainly through black soil and partly red

soil. The soil is highly argillaceous and calcareous with kankar nodules. The clay content

varies from 50 - 60 %. Tfhe higher propensity of expanding clay fraction, propensity for

developing cracks horizontally or vertically and moisture retentive character makes it

unsuitable for road construction. Therefore, raising of embankments is required almost

for entire stretches. Moorum from approved quarry s ites i n the region w ill h ave to b e

obtained.Table - 5.2: Characteristics of the soil in the study area

Soil Type DescriptionDeep Black Soil Deep, moderately well drained, dark greyish

brown, calcareous cracking clay to silty clay soils,moderately to severely eroded.

Red gravelly clay soils Deep to moderate deep and shallow, well drainedto excessively drained, yellowish brown dark redto reddish brown, gravelly sandy loam and loamysand surface soils and gravelly sandy clay to claysubsurface, moderately to severely eroded.

5.2 Environmental Monitoring5.2.1 Ambient Air QualityAmbient Air Quality Standards: The Central Pollution Control Board has specified the

Parameters to be monitored and their permissible limits in the ambient air depending

upon the location of the proposed project. The various parameters considered for ambient

air quality monitoring are Suspended Particulate Matter (SPM), Respirable Particulate

Chapter- - 5: Page 2 ofl 7 Scott Wilsoln



Matter (RPM), Oxides of Nitrogen (NOx), Sulphur Dioxide (S02), Carbon Monoxide(CO), Hydrocarbon (HC) and Lead (Pb) in air. Table - 5.3 lists the standards prescribedfor Ambient Air Quality. Limits have not been prescribed for hydrocarbons in theambient atmosphere. These have been used as datum for ascertaining the quality ofambient air in the project area.

Table - 5.3: Ambient Air Quality Standards (National)

Pollutants Time-Weighted Concentration in ambient airAverage Industrial Residential, Rural Sensitive

Area & other Areas AreaSulphur Dioxide (SO2) Annual Avg. 80,ug/m3 60pg/m3 15g/m3

24 Hours* 120pg/m3 80gg/m3 30ig/rm3

Oxides of Nitrogen (NO.) Annual* 80gg/m3 60p±g/m3 l5Ig/m324 Hours`* 120gg/m3 801±g/m3 30ig/n/m3

SPM Annual 360gg/mn3 1404g/m3 70±g/fn324 Hours" 500g1g/m3 200 g/m3 100pg/m3

RPM (Size<10grm) Annual 120g/m3 60gg/m3 50gg/m324 Hours* 150p.g/m3 I00g/m3 75gg/m3

Lead (Pb) Annual I gg/m3 0.75pg/rn3 0.5lig/m324 Hours" 1.5gg/m3 I,ug/m3 0.75j±g/m3

Carbon Monoxide (CO) 8 Hours*" 5mg/m3 2mg/m3 lmg/m3I Hour I0rmg/m3 4mg/mn3 2mg/m3

Source: Standards for liquid effluents, gaseous emissions, automobile exhaust, noise and Ambient Air Quality,Central Pollution Control Board,PCL14/1995-96* Annual Arithmetic Mean of minimum 104 measurements in a year taken twice a week 24 hourly at uniforminterval** 24 hourly/8 hourly values should be met 98% of the time in a year. However, 2% of the time, it may exceedbut not on two consecutive days.

5.2.1.1 Ambient Air Quality Monitoring LocationsThe ambient air quality tests were carried out at selected locations in the project route inthe month of April 2003. The sampling stations were selected considering the location ofsensitive areas and receptors like residential areas and educational institutions. Dueconsideration was given to the traffic density in the area and the commercial activity inthe region. The sampling stations were selected to cover the densely populated semi-urban and rural areas. Ambient air quality monitoring locations were identified for theproject area. Tests were conducted for ambient air quality - AQ 1 and AQ 2. Details ofthe air monitoring locations are given below (Table - 5.4 and Figure - 5.1).

Chapter - 5 Page 3 of /7 Scott Wdson


Karnataka State Highvways Environmental Assesment Report -


Figure 5.1: Air Monitoring Locations

~~ ~~ILjI

ir~~~~~~~~~~~~

o -w _ -

L~~~~~~~~~~~~~~~~~~~~~~~Soeu - L o

At STD Booth - Yarmaras

~~,*>= aI -

Near Agricultural College, Askihal

Scott Wj!s0r

PART!I - ENVIRONMENTAL IMPACT ASSESSMENT (EIAJ



Table - 5.4 : Air and Noise Quality Monitoring Locations of the Project Area

Particulars Monitorin g LocationsAQI | NQ 1 AQ 2 NQ 2

Name of the Area STD/ISD Booth, Near Yermaras, Agricultural College, Near

Raichur Microwave Tower, Raichur

Chainage (Km) Near CH: 196.7 on SH - 13 Near CH: 5.50 on SH - 20 (Link(Link 1A) Raichur - Shaktinagar IB) Raichur -Lingasugur/Kalmala

Road RoadLand Use Agricultural and commercial area Agricultural area

Rural area Rural area

Traffic Relation Moderately Congested Non-congested

Population Moderate Sparse

Road Geometry Poor Good

Height above G. L. (m) 0.6 1.0 1.0 1.0

Distance (from the 6.0 1.0, 2.0 and 3.0 3.0 2.0Centre line of the existingRoad in m)Date of Collection of 06-04-2003 06-04-2003 07-04-2003 07-04-2003Sample & Testing to to

07-04-2003 08-04-2003

5.2.1.2 Ambient Air Quality Monitoring ResultSampling and Testing Methods: The measurement techniques employed for carryingout the ambient air quality measurements are outlined below in brief

Suspended Particulate matter (SPM) and Respirable Particulate Matter (RPM) were

measured using High Volume sampler and Respirable Dust Sampler respectively bycollecting 8 hourly samples for 72 hours. The RPM was collected on EPM 2000 Filterpaper.

Sulphur Dioxide was measured by employing the method prescribed in IS: 5182 Part II,Method II (Improved West and Gaeke method) and 8 Hourly samples were collected for72 hours. S02 is absorbed in Sodium tetrachloromercurate. The absorbed S02 isestimated by colour produced when pararosaniline-HCL is added to the solution.

Absorption is measured in a spectrophotometer and compared with calibration curve.

Oxides of Nitrogen were measured by employing the method prescribed in IS: 5182(Jacob and Hochheiser modified method). 8 hourly samples were collected for 72 hours.

Ambient air is bubbled through NaOH solution to form stable Sodium nitrite. Nitriteproduced is determined colorimetrically with phosphoric acid, sulphanilamide and NEDAreagent.

Carbon Monoxide was measured as per IS: 5182 Part X. Ambient air sample wascollected in a sealed rubber bladder fitted with an air valve. Subsequent analysis is doneat laboratory using Gas Chromatography technique.

Chapter - 5- Page 4 of /7 Scott Wilson




Lead in air was analysed by collecting the sample in EPM 2000 Filter paper. The filter

paper containing particulate is leached in nitric acid and filtered. The solution is made to

a known volume and aspirated in to the air/acetylene flame. The standard solution is

prepared in a similar manner and readings are taken at 217 nm.

Ambient Air Quality Monitoring Results: The ambient air quality monitoring results

are presented in Table - 5.5. The values of each parameter for each of the monitoring

locations are presented in the table. The major findings are briefly noted as follows.

Suspended Particulate Matter (SPM): The SPM level in all the monitoring locations is

well beyond the limits specified for residential, rural and other areas i.e. 200 pg/m3. Slow

movement of traffic and pedestrian traffic dust entrainment due to the damaged condition

of the carriageway and broken a nd degraded e arthen s houlders a Iso c ontribute t o h igh

SPM concentration. Localised wind pattem and velocity and drifting nature of the soil

also contribute to the high levels of SPM in the area.Respirable Particulate Matter (RPM): The data shows that the level is within the

prescribed limits of 100 pLg/m3.

Oxides of Nitrogen (NOx): The data shows that the level is well within the prescribed

limits of 80 g.g/m3 for residential areas in all the monitoring stations.

Sulphur D ioxide (SOx): T he data shows that the level is well within the prescribed

limits of 80 4gt/m3 for residenltial areas in all the monitoring stations.

Lead in air (Pb): The lead level in ambient air is well below.the prescribed limits of 1.0

gg/ for residential areas in all the monitoring stations.

Carbon Monoxide (CO): The average CO level on all the monitoring stations are well

within the prescribed limits of 2 mg/m3 for residential areas.Table - 5.5: Ambient Air Quality Monitoring Results of the Project Area

Sampling Stations Air Q uality

S.No. Parameters AQ 1 AQ 2 Standards Protocol

09:30 a.m. 03:30 p.m.(06-04-2003) (07-04-2003)

I Time of Sampling (hr) to to09:30 a.m. 03:30 p.m.

(07-04-2003) (08-04-2003)

2 Sampling Duration (min) 1440 1440

3 Flow Rate (m3 /min) 1.2 - 1.5 1.2 - 1.6 > 1.1 m3/min

4 Atmospheric Max. 32.0 39.0

4 emp. _ Min. 22.0 23.0

Chapter - 5 Page 5 of /7 Scott Wilson




5 SPM (pLglr 3 ) 412.1 388.4 200 I 8 4)

IS:51826 RPM (g±g /m3) 58.7 54.7 100 RP

I_________ Manometer

7 Oxides of Sulphur (as SO,,, 5.01 6.28 80 IS:5182 (pt-gg/rn) ~~~~~~~~~~~~~~~~~2)

8 Oxides of Nitrogen (as 24.7 21.6 80 IS:5182 (pt-NO., pg/rn) 6)

9 Carbon Monoxide (as GO, 4 1.3 2 IS:5182 (pt-

mg/rnl) 1 10)

10 Lead (as Pb gg/m3) 0.38 0.27 0.75 IS:12074

5.2.2 Ambient Noise QualityTo determine the existing Ambient Noise level in the study area extensive noise level

measurement were carried out as per the guidelines of the CPCB and the requirements of

the MoEF. The methodology adopted for the sampling and monitoring and various other

parameters in selection of the monitoring stations are discussed in the subsequent

sections. The discussion begins with an introduction to the prescribed s tis 'e

CPCB with respect to Ambient Noise level measurement.

Ambient Noise level Standards: The measurements should yield hourly avra-g6as =

day-time (0600 to 2100 hrs.) and night-time (2100 to 0600 hrs.) over 24-hours on two

days interspersed by a two-day interval in a given week. These are shown in Table - 5.6.These were used as datum to ascertain the quality of ambient noise in the project area.

Table - 5.6: Noise Level (Ambient Air Quality Standards)

Area Category of Area Limits in d (A) LegCode Day Time Night Time

A Industrial area 75 70B -Commercial area 65 55

C Residential area 55 45

D Silence area 50 40Note: (1) Daytime is reckoned in between 6 am, and 9 p.m.; (2) Night time is reckoned in between 9 p.m. and 6 a m.;

(3) Silence zone is defined as area upto lOOm around such premises as hospitals, educational institutions and law-

courts. The silence zones are to be declared by the competent Authority- Use of vehicular horns, loud speaker and

bursting of crackers shall be banned in these zones. (4) Mixed categories of areas should be declared as one of thefour

above-mentioned categories by the competent authority and the corresponding standards shall apply.

5.2.2.1 Ambient Noise Quality Monitoring LocationsThe Noise level measurements were carried out at select I ocations in the routes in the

month of April 2003. The sampling stations were selected considering the location of

sensitive areas and receptors like residential areas and educational institutions. Due

consideration was given to the traffic density in the area and the commercial activity in

Chapter - 5 -Page 6 of 17 Scott Wilson




the region. The Sampling Stations w ere s elected t o c over t he d ensely p opulated s emi-

urban and rural areas.

Identified noise quality monitoring locations (NQ I and NQ 2) for the project area are

described in Table - 5.4. Figure - 5.2 shows noise monitoring locations.

Measurement Technique: Portable sound level meters with a built in capacitance

microphone were utilised for measuring the ambient noise level in the location. The

measurements were iecorded every 5 minute interval and the equivalent sound pressure

level were calculated for 8 hour cycles for 72 hours. The eight-hour cycles were devised

based upon the day and nighttime duration and the movement of traffic during the course

of the day. The three cycles considered are from 0600-1400 Hours, 1400-2200 Hours and

2200-0600 H ours. T hree c ycles w ere m erged i nto two p eriods - daytime (6 a.m. to 9

p.m.) and nighttime (9 p.m. to 6 a.m.). The results are shown in dB (A) Leq i.e. indicating

the equivalent sound pressure level in the area.

5.2.2.2 Ambient Noise Quality ResultThe results of the noise quality tests are concentrated in the following table (Table - 5.7).

Table - 5.7: Ambient Noise Quality Monitoring Result of the Project area

Monitoring Sound Level dB(A)

Locations 6.00-14.00. 14.00-22.00 2'-D0O

(06-04-2003) (06-04-2003)

NQ 1 56.7 56.05

NQ 2 58.8 58.5 -;

The n oise I evels r anged b etween 5 5.95 t o 5 8.5 d B (A) Leq. Higher noise levels were

recorded during day time and evening hours. Lower noise levels were recorded during

nighttime. The ambient noise level was found to be high during daytime due to the

commercial activities and the traffic with the vehicles blaring their horns. Lack of land

use control, poor town planning and lax implementation of noise nuisance control laws,

by the enforcing agencies, have also resulted in congestion and unwanted noise nuisance.

5.2.3 Water Quality5.2.3.1 Water Quality Monitoring LocationNo settlements were observed during the survey. Only a stream was found crossing the

project area. This stream was selected for water quality monitoring. This stream was dry

during water sample collection. Therefore, representative water sample was collected

lkm distance off this area (Chainage: 1.4 - 1.5). The description of the monitoring

location is given in Table - 5.8. water quality tests were carried out and values are

expressed in Table 5.10. Figure - 5.3 shows the water quality monitoring location.



Karmataka Stale Highnwsys Environmental Assessment Report -Improvement Project Raichur By-pass

Figure 5.2: Noise Monitoring Locations

J A ~ £

4(1 1gJ a tf.r' s1" ~ ~ ~ ~ 7

--v~ ~~~-

w- F- Iiv S''*

o

.; .'< , - A. ',- ; :- *i -:

I - a -- >-'

At STD Booth, Yarmaras Near Agricultural College, Askibal

Scott -Wion

PART I-ENVIRONMENTAL IMPACT ASSESSMErT (EIA)

-i , -.~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~

Kamataka State Highways EnvironmntalAssesmentReport -

Improvement Project RachurBy-pau

Figure 5.3: Water Monitoring Location

^'~ '

~~~~~~~~~~ *.- S r

.*

'~~~~~~- ~ ~ ~ ~ ~ r

I~~~~~~~~~~~~~~~~~~~

Mansalapur Stream

Scott Wilson

PART I - ENVIRONMENTAL IMPACT ASSESSMENT (E.A)



Table - 5.8: Details of Water Quality Monitoring Locations of the Project Area

Particulars Monitoring Location - WQ1Name StreamChainage (Krn) 1.4_-_1.5Land Use Agricultural and rural areaTraffic Relation Non-congested areaPopulation Sparsely populated

Road Geometry PoorDate of Sample Collection 09-04-2003

Water Quality Standard: The drinking water standards for potable water are prescribedunder IS-10500: 1991. The parameters and their limits thereof are presented in Table -5.9. These have been used as datum to assess the quality of water in the project area.

Surface Water Quality Results: T he r esults o f t he w ater q uality analysis o f t he f ourstations are presented in Table - 5.10. The sampling was c arried out in the month ofApril 2003. The concentration of all the parameters are well within the prescribed limitsof the surface water standards. It is an indicator that water in the stream is polluted withsewage entry into it. The variation in quantity is observed due to natural causes andseasonal chan.es due to ingress of irrigation water. People in the vicinity use the watersupplied by t~e -:aliaty, for drinking purpose and other household chores.

Table 4.9: Drinking Water- Specification- IS 10500: 1991

SI. No I SETSTA-JC DESIABLE PERMISSIBLE REMARKSE CARACTERISTIC LINnT LIMIT

I COLOUR, HAZEN UNITS, 5 25 Extended To 25 IfMAX Toxic Substance Are

Not Suspected InAbsence Of Alternate

________ ~~~~~~~~~~~~~~~~~Sources2 ODOUR Unobjectionable a)Test cold and when

________ ______________________________ ~~~heatedb)Test at several

________ _____________________________ ~~ ~~~~dilution3 TASTE Agreeable Test to be conducted

only after safety has________ _____________________________ ~~ ~~been established

4 TURBIDITY N T U, Max 5 1.0

5 pH value 6.5 to 8.5 No relaxation6 TOTAL HARDNESS (as Ca 600 600

C03 mg/lit)7 IRON (as Fe mg/lit, Max 0.3 1.08 CHLORIDES(as Cl mg/lit Max 250 1000

9 RESIDUAL FREE CHLORINE, 0.2 To be applicable onlymg/lit Max when water is

chlorinated Treated atconsumer end. Whenprotection against viralinfection is requir.ed,it should be Min 0.5

________ ________________________________________________mg/lit

Chapter - 5: Page 8 of /7 Scott Wi/so,,




SI. No SUBSTANCE/ DESIRABLE PERMISSIBLE REMARKS

CHARACTERISTIC LIMIT LIMIT

10 DISSOLVED SOLIDS mg/I, 500 2000Max

II CALCIUM (as Ca) mg/1 ,Max 75 200

12 COPPER (as Cu ) m/l,Max 0.05 1.5

13 MANGANESE(Mn ) mg/i Max 0.1 0.3

14 SULPHATE (As So4 ), Max 200 400 May be extended upto 400 provided (asMg )does not exceed

15 NITRATE (as No3)mg/I, Max 45 100 -

16 FLUORIDE (as F) mg/I, Max 1.0 1.5

17 PHENOLIC COMPOUNDS (as 0.001 0.002

C6H6OH) mg/A Max

18 ARSENIC(as As) ,mg/l 0.05 No relaxation To be tested whenpollution is suspected

19 LEAD(as Pb) mg/l 0.05 No relaxation

20 ANIONIC DETERGENTS (as 0.2 1.0

MBAS)mg/l21 CHROMIUM(as Cr) mg/l 0.05 1.0 To be tested when

_____ ___ _ _____ _____ _____ _____ _____ ____ _____ ______ _ _ _ ___ pollution is suspected

22 MINERAL OIL mg/I 0.01 0.03

23 ALKALINITY mg/l 200 600

Table - 5.10: Water quality monitoring Result for surface water

Monitoring Water Quality Standards Protocol |

Location IS:

WQ I Drinking Water Surface Water

j ____________ Standards Standards

Phvvical Parameters

Atmnospheric Temp. (°C) 31.0 _ _ _

Water Temp.(°C) 28.0 5.0 5.0 3025 (Pll)

Colour (Hazen Units) 6.00 5.0 -

Odour Objectionable Unobjectionable Unobjectionable

Turbidity(NIU) 3.00 5.0 -

Total Solids 745 500 2200 3025 (1964)

Suspended Solids 215 _ 100 3025 (1964)

Total Dissolved Solids 530 500 2100 3025 (1964)

Conductivity (pmhos/cm) j 376.0 - 1000 3025 (P14)

Chemical Parameters ___

pH 8.05 6.5 - 8.5 6.5 - 8.5 3025 (Pl 1)

DO 0.4 6.0 4.0 3025(P38)

BOD (at 20°C for 5 days) 16.0 Nil 30.0 3025 (P44)

COD 14.0 Nil 250.0 2488 (P5)

Total Alkalinity 72.0 200.0 _ 3025(1964)

Total Hardness (as CaCO3 ) 472.0 300.0 _ _ 3025__P21

Calcium Hardness (as CaCO3 ) 305.0 _ _ 3025 (P21)

Magnesium Hardness(as CaCO3 ) 167.0 100.0 - 3025 (P21)

Arnmoniacal Nitrogen 22.1 50 3025 (P34

Sulphates (as SO4 ) 174.5 200.0 1000.0 3025 (P24)

Chaprer - 5 Page 9 of 17 Scott Wilson




Phosphates (as P0 4) 0.0 | 5.0 3025 (P31)Nitrates (as NO3) 4.4 45.0 10.0 3025 (P34)Chlorides (as Cl) 215.7 250.0 1000.0 3025 (P32)Fluorides (as F) 1.4 1.0 1.5 3025Calcium (as Ca) 62.0 75.0 - 3025 (P40)Magnesium (as Mg) 24.4 30.0 - 3025 (P46)Boron (as B) 0.0 1.0 - 3025

Heavy MetalsTotal Iron (as Fe) 0.06 0.3 3.0 3025Lead (as Pb) 0.0 0.05 0.1 3025Manganese (as Mn) 0.0 0.1 - APHA

OrganicPhenolic compounds 0.0 0.001 1.0 2488 (PI)Oils & Grease 0.6 Nil _ 10.0 3025 (P39)

MPN 4.00 0.00 0.00 1622 (1981)Total Coliforms ( /lOOml)'N 1.00 0.00 0.00 1622 (1981)Faecal Coliformns ( /100ml)

ANote: All parameters are expressed in mg/l except pH and Odour and otherwise mentioned along with the parameter.

5.3 Ecological Resources5.3.1 FloraThe ecological diversity/ bio-diversity is very poor as the project area passes throughmainlyv dry irrigated land.

5.3.1.1 Existing Trees along the bypass project areaThe distribution of trees along the bypass project area varies in number and also inspecies. Totally, 7 trees were recorded on Left Hand Side (LHS) within ROW of thebypass project area from Km 0.0 (PWD Km stone 196.7 on Raichur - Shaktinagar roadSH - 13 and link 1A) to 7.6 (PWD Km stone 5.5) passing through Yermaras, Raichur,mansalapur, Eklaspur and Askihal villages. Only 7 trees need to be removed becausetheir girth measured above 30 cm (Table - 5.11).

Totally, 8 t rees w ere r ecorded o n R ight H and S ide (RHS) w ithin R OW o f t he b ypassproject area from Km 0.0 (PWD Km stone 196.7 on Raichur - Shaktinagar road SH - 13and link LA) to 7.6 (PWVD Km stone 5.5) passing through Yermaras, Raichur,mansalapur, Eklaspur and Askihal villages. Only 8 trees need to be cut because their girthmeasured above 30 cm (Table - 5. 12).

Only one tree (girth size - 60 cm) is located at the centre of the by-pass project area atchainage 4.0 to 5.0.According to the girth size, number of plants along the project corridor are as follows:i. >30 - 60 cm = 4 in numbers (0 on left side, 3 on right side and I at the centre),

ii. >60 - 90 cm = 3 in numbers (3 on left side and 0 on right side),iii. >90 - 120 cm = 7 in numbers (3 on left side and 4 on right side) andiv. >120 -150 cm = 2 in numbers (I on left side and 1 on right side)

Totally, 16 number of trees is to be removed for the upgradation of the proposed bypass.

Chapter - 5: Page 10 of 17 Scott Wilson




Table - 5. 11: Distribution of trees per Km within 30ms of ROW - on LHS of the

By-pass Road from Km Stone 196.7 on link 1A to Km Stone 5.5 on link 1B

Chainage (in Girth Size (in cms) Total No.

kms) of trees to

From I To >30 - 60 >60 - 90 > 90 -120 >120 - 150 > 150 be cut

Km Stone 196.7

0.0 1.0 0 0 0 0 0 0

1.0 2.0 0 0 2 0 0 2

2.0 3.0 0 1 1 0 0 2

3.0 4.0 0 0 0 0 0 0

4.0 5.0 0 0 0 1 0 1

5.0 6.0 0 2 0 0 0 2

6.0 7.0 0 0 0 0 0 0

7.0 7.6 0 0 0 0 0 0

Km Stone 5.50Total 0 3 3 1 0 7

Note: For cutting (including removal of stumps and roots) of trees the girth above 30 cm have been considered and

measured in terms of number according to size given below:

i) Above 30 cm to 60 cm; ii) Above 60 cm to 90 cm; iii) Above 90 cm to 120 cm; iv) Above 120 cm to 150 cm; v) Above

150 cm. The girth of the tree has been measured at a height of I m above the ground level.

Table - 5. 12: Distribution of trees per Km within 30ms of ROW - on RHS of the

By-pass Road from Km Stone 196.7 on link IA to Km Stone 5.5 on link 1B

Chainage (in Girth Size (in crns) Total No.

kms) of trees to

From To >30 - 60 >60 - 90 > 90 -120 >120 -150 > 150 be cut

Km Stone 196.7 ____ ____

0.0 1.0 0 0 0 0 0 0

1.0 2.0 0 0 0 0 0 0

2.0 3.0 0 0 0 0 0 0

3.0 4.0 0 0 1 0 0 1

4.0 5.0 I 0 1 0 0 2

5.0 6.0 0 0 1 0 0 1

6.0 7.0 2 0 1 1 0 4

7.0 7.6 0 0 0 0 0 0

Km Stone 5.50 _ 1

Total 3 0 4 1 0 8

Note For cutting (including removal of stumps and roots) of trees the girth above 30 cm have been considered and


Above 30 cm to 60 cm; ii) Above 60 cm to 90 cm; iii) Above 90 cm to 120 cm; iv) Above 120 cm to 150 cm. v) Above

150 cm. The girth of the tree has been measured at a height of I m above the ground level

Chapter - S: Page 11 of 17 Scott Wilson



Table - 5. 13: Distribution of trees per Km within 30ms of ROW - on Centre of theBy-pass Road from Km Stone 196.7 on link 1A to Km Stone 5.5 on link lB

Chainage (in Girth Size (in cms) Total No.kms) of trees to

From I To >30 - 60 >60 - 90 > 90 -120 >120 -150 >150 be cutKm Stone 196.7 10.0 1.0 1 00 0 0 1

5.3.1.2 Existing Tree species along the project areaExisting tree species in the COT/ROW (30 m) of the bypass project area are listed in theTable - 5.14. Few trees recorded along the project area belong to the species of Acaciaauriculiformnis, Acaciaferruginea a nd A zadirachta i ndica. In the s tretch along the b y-pass road trees were in sparse distribution.Table - 5.14: Existing Tree species along the project area

Botanical/Scientific Name Family Local NameAccia auriculiformis Mimosaceae Bangali JaliAcaciaferruginea Mimosaceae Bannimara

Azadirachta indica Meliaceae Bevu

5.3.2 FaunaThe faunal population constitutes mainly domestic mammals including cattle, goats.sheep and dogs. Other faunal population includes sparrows, owls, crows, kites andparakeets under avian population and rats, snakes and land monitors under reptiles. Nowild life is seen in project areas except wolves and wild boars appear rarely in the habitatarea. The project road does not pass through any sensitive area.

5.5 Social Environment - Human Use ValuesThe salient features of the project road have been depicted below. No settlements werefound along the project area.

5.5.1 Land UseIn Raichur the project area passes through dry land. By-pass Junctions like Raichur -Shaktinagar Road on link IA and Raichur - Kalmala Road on link 1B represent traffic-congested areas. The total area proposed for the project is approximately 55.05 acres. Theland use pattem in Raichur town is presented in Table - 5.15.

Table - 5.15: Land Use Pattern in the Raichur District

SI. No. Land Type Area (in Ha)I Irrigated Area 33,7752 Sowing Area 1,58,5143 Cultivable Land4 Forest Land 34,4145 Non-forest Land 9,7136 Non-cultivable Land 3,253

Chapter - 5: Page 12 of /7 Scott Wglso,i




Table - 5.16: Land acquisition for the project area

Land AcquisitionTotal land to be acquired (Acres) 55.05

% of irrigated land for Bypass road 0

% of dry land for Bypass road 100

Area of irrigated land for Bypass road (Acres) Nil

Area of dry land for Bypass road (Acres) 55.05

Total PAFs being affected for Bypass road 58

Total PAPs being affected for By-pass road 461

Residential layout getting affected due to Bypass road (Sq. m) Nil

Bore wells getting affected due to Bypass road Nil

5.5.2 Crops of the project areaDuring kharif thur, greengram, cotton, chilly and onion are cultivated and maize is

cultivated during rabi. The main food crop is Jowar and the main commercial crops

include soya bean and ground nut (Table - 5.17). Other food crops include bajra and

paddy.Table - 5. 17: Types Crops, Production and their cultivation area (in Hectares) in

Raichur District (2002-03)

Crops I Production (in Tonnes) Cultivation area (in Hectares)

Paddy 430342.6 85813

Bajra 28603.2 66448

Maize 1193.4 1641

Millets 147.6 720

Total Cereals _ 22000

Total pulses _ 11450

Groundnut 9807.0 26485

Soya bean 23487.8 40349

Total Oil seeds 17675

Total Commercial Crops 2400

5.6 Social EnvironmentMany of the major changes in the environmental set up have been induced by society.

Some of these have arrested deterioration in the ecological systems. Some made the

system i ncreasingly v ulnerable. A 11 impulses in this regard originated from within the

emerging social systems. This has been true as much in Kamataka as in all other places

of the world.

Propensities in this regard have, however, been different between the societies, govemed

as these are by their respective demography, l iteracy, economic o ccupations and b asic

amenities. All these features of the social environment of the study area have been

described in the following sections.

Chapter - 5 Page 13 of 17 .Scott Wilson



5.6.1 Demographic ProfileThe demographic features of Raichur are depicted in the following paragraphs.

5.6.1.1 PopulationThe total population of the study area is 1,66,880. Out of these, 28.673 persons belong toscheduled c aste and 2,559 p ersons (of o nly 2 v illages) b elong to scheduled tribe. Thepopulation of the study area is presented in Table - 5.18. The female percentage wasfound to be 47% in Yarmaras, 48.5% in Raichur, 49.9% in Mansalapur, 47.9% inEklaspur and 49.9% i'n Askihal villages.

Table - 5.18: Population of the Study Area (as per 1991 Census)

SI. No. Persons PopulationYarmaras Raichur Mansalapur Eklaspur Askihal

I Total 2011 157551 2419 1594 3305

Males 1065 81213 1212 831 1656Females 946 76338 1207 763 1649

2 SC I_ __

2_____ SCTotal 393 25270 871 576 1563

Males 220 12927 437 302 782

Females 173 12343 434 274 781

3 ST3_______ Total 0 2377 182 0 0

Male 1249 89 0 0

Female 0 1128 93 0 0

4 Others

Total 1618 129904 1366 1018 1742Male 845 67037 686 529 874

Female 773 62867 680 489 868Source: Census Data, Deputy Comnnissioner's Office, Raichur

5.6.1.2 Literacy Status of the PopulationIlliteracy was found to be high in the study area. Literacy level was found to be less than50% in most of the villages. Literacy was found to be 47.2% in Yarmaras, 51.3% inRaichur, 15.7% in Mansalapur, 25% in Eklaspur and 41% in Askihal villages. The femaleliteracy was found to be 34.5% in Yarmaras, 39% in Raichur, 22% in Mansalapur, 21.1%in Eklaspur and 29% in Askihal villages. The literacy status is presented in the followingTable - 5.19.

Table - 5.19: Literacy Status of the Population (as per 1991 Census)

SI. No. Literates in Villages

Persons Yarmaras Raichur Mansalapur Eklaspur Askihal

1 Total 949 80813 379 399 13532 Male 622 49215 295 315 9613 Female 327 31598 84 84 392

Source: Census Data, Deputy Commissioner's Office, Raichur

Chapter - 5. Page /4 of! 7 Scott Wilson




5.6.1.3 Occupational PatternPeople near the project area are a mixed population of agriculturists, labourers and

businessmen. The type of workers and their work force participation types are given in

Tables - 5.20. Totally, 46,629 persons are main workers, 863 persons are marginal

workers and 1,19,458 persons are non-workers. Out of 47,933 male workers are 42,851 in

number and 5,082 are female workers.

Table - 5. 20: Occupation Pattern of workers in Raichur District (as per 1991 Census)

Village Total Maih Main Workers -Industrial Workers Marginal Non-workers

Workers Cultivators Agricultural Workers

labourers

M F M F M F M F M F

Yarmnaras 492 196 67 9 154 93 4 69 569 751

Raichur 36209 6611 1490 213 607 436 210 423 44794 69304

Mansalapur 666 557 153 36 446 510 1 36 545 614

Eklaspur 459 366 112 38 186 323 0 77 372 320

Askihal 742 331 49 13 187 222 16 27 898 1291

Total 38568 8061 1871 1 309 1580 1584 231 632 47178 72280

Note: T - Total, - Males and F- Females Source: Census Data, Deputy Commissioner's Office, Raichur

5.6.1.4 AmenitiesAll the villages are adequately served by the basic amenities like educational institutions.

The number and hierarchy of the amenities are in consonance with the size of the

settlement in the study area. Totally there are 3 Postal and Telegraph Centres, 2 public

telephone booths, 5 bus stops and 7 water resources for drinking water purpose. Ground

water quality i s n ot s uitable f or d rinking p urpose. T herefore, p eople are d ependent o n

public water supplies and hand pumps for the drinking water. Still water problem exists

in the villages because of insufficient supply of municipal water and non-working of few

hand pumps. All the villages in the study area are accessible by bus. There is a bus stand

in each village. All villages lack medical facilities and people are dependent on nearby

Raichur main town for these facilities. Amenities available for people near the project

area are listed in the following Table - 5.21.

Table - 5. 21: List of Amenities in Raichur (as per 1991 Census)

Village Educational Medical Drinking Water Post and Communication Pu blic

.______ Telegraph Telephone

PS MS HS W TW HP TK Bus Stop

Yarmraras I 1 1 0 1 0 0 0 1 1 I

Raichur 2 0 0 0 0 1 1 0 0 1 0

Mansalapur I I 0 0 I I I 0 1 1 0

Eklaspur I 1 0 0 1 0 1 1 0 1 0

Askihal _ 1 1 0 1 0 0 0 1

Note: P.S. =Primary School; MS. = Mliddle School; HS = High School; W Well; TW = Tube Well; HP = Hand

Pump; TK = TankSource: Census Data, Deputy Comrnmissioner's Office, Raichur

5.7 Economic Profile of the RegionUrban outgrowths are projecting higher as there is linear extension of existing area along

the route. The people are transforming themselves by using the urban facilities and by

participating in the urbanising social process.

Chapter- 5 Page 15of l7 Scott Wilson



5.7.1 Major Functions of the district - RaichurThe district plays a major role in the development of the region. It acts as a collectionpoint of diverse commodities raised in different parts of the surrounding tracts and thetaluks. Processing of the same materials take place in this district and the finished goodsare exported to different centres of consumption. The point to note is that the functions ofthis district are intimately related to, but not exclusively determined by the economy ofthe immediate neighbourhood.

5.8 Utilities and Structures along the Project Area5.8.1 Regional and Local Utilities along the Project RoutesA variety of regional utilities like Telephone p oles, Optical F ibre C ables, and E lectricPoles, Telephone boxes transformers etc fall within the ROW. Road widening willinvolve removal and relocation of very few of these utilities. The total number of suchutilities falling within the Project Corridor of Impact (COI) is listed in the Tables - 5.22.But none of the utilities serving local needs like lampposts, hand pumps, water taps andbore wells fall within the ROW.

Table 5.22: Regional Utilities (Magnitude indicated in Nurmbers)

Optical Telephone Telephone Power ElectricFibre Box Poles Transform PolesCable ers

line0 0 1 3

5.8.2 Religious and other Sensitive Structures along the Project RoutesNo religious or sensitive structures were found along the project route.

5.9 Public HealthNo major diseases in the form of pulmonary and respiratory trouble due to vehicularpollution and traffic movement have been observed. The common diseases seen in thearea are cases of common cold, influenza, diarrhea, typhoid, dysentery and other gastro-intestinal disorders. Nutrition related problems and ailments due to old age and infirmityare also observed in the study area. It should be emphasised that sanitary facility ispartially provided in the district.

5.10 Accident Hazards and SafetyIn the area of intersection of by-pass with major link IA and lB, the existing road is onlya single lane and moreover congestion has resulted in reducing the carriageway width.Acute-angle intersections, lack of proper road signage and dumping of leftoverconstruction material are common sights on the roads. Improper storage of constructionmaterial also poses a major threat to the road users and cause accidents. Lack of properbus-bays and parking facilities also pose a major obstacle to the smooth flow of traffic inurban and rural areas. The existing bus stops are also not properly constructed at properlocations keeping in mind the terrain and curve of the road.

One of the constraints in identifying the accident-prone locations is the lack of authenticdatabase and statistics on the traffic accidents that have occurred in the corridors. The

Chapter - 5: Page 16 of l7 Scott Wilson

PARTI - ENVIRONMENTAL IMPACTASSESSMENT (EIA)



consultant conducted specific junction surveys and visual observations along with

discussions with the local populace for identifying the location of bus bays, parking

facilities and other requisite road furniture.

5.11 AestheticsThe project by-pass lacks the aesthetic quality at present. The landscape in the form of

schematic presentation of plantation provided in EMP, adds to the aesthetic wealth of the

project road.

5.12 Key Environmental Issues of Raichur By-passThe following are the key environmental issues of Raichur By-pass project area:

* Air quality in the project area is within the standard limit except SPM (Suspended

Particulate Matter). Air pollutants and noise levels are high at road junctions.

* No Open wells or Tube wells are found along the project area.

* No cross drainage structures - culverts or bridges were observed. Hence the proposed

bypass road requires suitable and adequate drainage system.

* The project area passes through only dry irrigated land.

* No settlements are found along the project road area.

* Municipal water supply is the common source of drinking water supply. But water

supply is restricted to few hours per day and the populace is facing the problem of

drinking water supply. Water bodies, hand pumps or bore wells were not found along

the project road route.* Plantation was found to be very poorly presented.

* No natural forest area is involved in the by-pass road cons5=C L No significant

impact on ecological resources is foreseen.* There are no rare and endangered animal or plant species on either side of the project

road within or outside ROW.* There are no Wildlife/Bird Sanctuaries, National Parks, Zoos, Wetlands, Marshy

land, and Breeding/Nesting sites on either side of the project road within or outside

ROW.* There are no archaeologically important monuments, art and cultural sites on either

side of the project road within or outside ROW.

* There are no corrmercial/industrial units existing along the road project area.

* There are no specified dumpsites along the project road. Least mitigation measures

may be required to overcome this problem.

Chapter - 5- Page /7 of 17 Scott Wilson

PART I -ENVIRONMENTAL IMPACT ASSESSMENT (EIA)



CHAPTER- 6

ENVIRONMENTAL IMPACT ASSESSMENT (EIA) AND MITIGATIONMEASURES

TABLE OF CONTENTS

SECTION PARTICULARS PAGE NO.

6.1 Introduction I

6.2 Impacts from Location Potential 1

6.2.1 Impacts of gravity flow Irrigation Systems 1

6.2.2 Large Reservoirs behind Dams 1

6.2.3 Consequences of Deforestation 2

6.2.4 Improper Road Drainage Systems 2

6.2.5 Effects of Growing Economy 2

6.3 Impacts from Road Designs 2

6.3.1 Impacts from Altered Designs 3

6.3.2 Impacts from Diversion from Current Use of Land 3

6.3.3 Impact on People due to land acquisition and Displacement 3

6.3.4 Impacts on Regional and local utilities 4

6.3.5 Impact on Local Religious Structures 4

6.3.6 Impacts on other Community Assets 4

6.3.7 Impacts on Avenue Trees 4

6.3.8 Impacts from the choice of Conszracdo! Marerials 5

6.3.9 Accidents and Road Safety 6

6.4 Impacts during Construction 6

6.4.1 Impact on Land Resources 7

6.4.2 Impact on Soil Quality 7

6.4.3 Impact on Water Resources 7

6.4.4 Impact on Water Quality 8

6.4.5 Impact on Air Quality 8

6.4.6 Impact on Noise Level 9

6.4.7 Impact on Biological Environment 9

6.4.8 Impacts from Sanitation and Waste Disposal 9

6.4.9 Equipment Storage and Machinery Maintenance 10

6.4.10 Traffic Management and Safety Aspects 10

6.4.11 Employment Opportunities 10

6.5 Impacts during Operation Phase 11

6.5.1 Impact on Land Use I 1

6.5.2 Inpact on Air Quality 11

6.5.3 Impact on Noise Level 12

6.5.4 Impact on Ecological Resources 12

6.5.5 Accident hazards and Safety 12

6.5.6 Aesthetics 13

6.6 Social Environment 13

6.6.1 Positive Attributes 13

Scott Wilson

PART 1- ENVIRONMENTAL IMPACTASSESSMENT(EIA)



SECTION PARTICULARS PAGE NO.

6.6.1.1 Proper Road Connectivity 13

6.6.1.2 Employment Opportunities 13

6.6.1.3 Education 13

6.6.1.4 Public Health 13

6.6.2 Negative Attributes 13

6.7 Evaluation of Potential Impacts 1 3

6.8 Preparation of EMP 15

T ablesTable 6.1 Magnitude of impact on Trees along the By-pass Alignment 4

Table 6.2 Evaluation of Enviromnental features with different Scenarios 1 5

Table 6.3 Impact Matrix for the Project - Raichur Bypass with and -

without Mitigation Measures .

Scott Wilson




CHAPTER- 6

ENVIRONMENTAL IMPACT ASSESSMENT (EIA) AND MITIGATIONMEASURES

6.1 IntroductionRoads may cause negative impacts upon environment in many different ways. The

objective of this chapter is to discern those negative impacts that are contextually

possible in the project under consideration and to suggest the required mitigation

measures. Care has been taken also to identify the prospects of positive impacts and of

the measures that are likely to enhance the quality of the given environment.

Road development projects generally cause impacts in four specific situations. These are

Impacts from Location,Impacts from Project Design,Impacts during Construction Phase andImpacts during Operation Phase.

6.2 Impacts from LocationThe objective of KSHIP is to improve several existing road links, which are distributed

across the State of K=z=-ka The major features of social action influencing the

alterations in the '_-Nc1c. '-c;I r-ges appear to suggest the following specific processes:

Improper practices m =e command areas of gravity flow irrigation,

Large Reservoirs 4eIISnd d's,Extensive deforestation,Improper road drainage systems andEffects of growing Mining Economy

6.2.1 Impacts of Gravity Flow Irrigation SystemsAll major command areas of Karnataka, as in many other places of India, function

through uncontrolled delivery of water without laying proper drainage facilities. This

leads to the rise of ground water table above the level of the sub-grades that was assumed

in the original road design. In some extreme cases, the excess water from the nearby

agricultural fields overflows across the roads. Both these situations cause damage to the

road-pavements on account of damaged sub-grades.

The present project alignment has no such problems because it is the new aligmnent

passing through dry land.

6.2.2 Large Reservoirs behind DamsNo reservoirs were found near the project alignment. Therefore there would be no

overflow of backwater of the reservoir and no effect on cross drainage structures in

future.

Chapter- 6: Page I of 15 Scot Wilson


0 0 0 0 0 m~~~~~~~~~~~~~~~~



6.2.3 Consequences of deforestationThe project alignrment passes through dry private land wherein very few trees (16 in

number) were noticed. These trees belong to local species such as Acacia and

Azadirachtha. Therefore the impact on trees will be less. The PWD has envisaged a

comprehensive tree plantation programme along the road and has also made budgetary

allocation for taking up afforestation programme in the degraded area in the vicinity of

the project corridor in due consultation and participation of the State Forest Departrnent.

The present tree afforestation programme involves planting 200 trees per km. 100 trees

are to be planted per'km on each side of the road with a spacing of 10 m between each

tree. Local and indigenous tree species like Azadirachta indica, Tamarindus indica,

Mangifera indica, Acacia nilotica, Acacia auriculiformis, Albizia lebek, Ficus spp., are

grown in the Forest Department Nurseries. Fast growing species like Gliricidia sepium,

Dalbergia sissoo, etc., are also being raised in the Forest nurseries. Indigenous and

endemic species like Prosopis juliflora, Euphorbia tirucalli, Justica adhadota,

Caesalpinia bonduc and Bougainvillea sp. can be planted adjacent to the tree line.

Adequate budgetary allocation has been made for the plantation and subsequent

maintenance of the plantations in the EMP budget. Plantations of tall flowery trees in the

rotary of major intersections will also be undertaken for increasing the aesthetics of the

surrounding area.

6.2.4 Improper Road Drainage SystemThe proposed project alignment is new and no cross drainage structures were found

except a f-w =-rhen cross drainage structures for the flow of irrigated water. These

earthe s==c-res sill be replaced with proper drainage structures at required places

alor. the a'-ment.

It is important to note that nearly all parts of Karnataka are windy and suffer from aeolian

erosion, especially during dry weather months. Regular grubbing and dressing of earthen

shoulders of the new pavement to establish and maintain a gentle slope away from the

carriageway can be an effective mitigation measure. This has been taken care of in the

proposed road designs.

6.2.5 Effects of Growing Mining EconomyThe project alignment is far away from mining areas. Hence, dispersal of suspended

particulate matter from loaded vehicles is less. The carriage vehicles often transport

materials other than mining materials.

Specific mitigation measures in terms of road furniture have also been proposed in the

engineering design. The PWD could interact with the Police department and carry out

random checks during the operation phase to prevent over loaded vehicles from plying on

the roads.

6.3 Impacts from Road DesignsThe design criteria for roads under upgradation have been noted in Chapter-3 of this

report. Diverse types of impacts that can arise on account of implementing the proposed

design are as follows:




Impacts from Altered DesignImpacts from Diversion from Current Use of LandImpact on people due to land acquisition and displacementImpacts on Regional and Local UtilitiesImpacts on Local Religious StructuresImpacts on Other Community AssetsImpacts on Avenue TreesImpacts from the Choice of Construction MaterialsAccidents and Road SafetyDetailed explanations on all such impacts are noted below.

6.3.1 Impacts from Altered DesignVarious types of alterations of the road designs and improvements upon manycomponents of the existing road have been suggested in the Final Design of the projectroutes. The magnitude of alteration with reference to Road Over-Bridge (ROB) wasconsidered. No other alterations are required. But instead of Over Bridge level crossingmay be provided at the juncture of by-pass alignment with the railway line. The requiredmitigation measure is to implement it in the design with utmost care during constructionphase.

6.3.2 Impacts from Diversion from Current Use of LandIn order to implement the altered road design, some land is to be acquired. This willcause diversion of land from current use. The required mitigation measure is to follow theland acquisition procedure as per land acquisition Act (1894) detailed out in Chapter 2and to implement the Resettlement Action Plan (RAP) according to the State's policy onentitlement. The details on both these issues have been presented in a separate report onResettlement Action Plan.

The land acquisition involved is about 55.05 acres of land belong to private owners,requiring acquisition. The details of land acquisition, ownership and land use are coveredin the Phase II addendum to the Resettlement Action Plan.

6.3.3 Impact on people due to land acquisition and displacementFor the construction of new road private lands in the form of agricultural lands are gettingaffected and will be acquired as per the Land Acquisition Act, 1894. A comprehensiveResettlement and Rehabilitation (R & R) policy has been formulated, presented in aseparate volume, detailing the benefits to be extended to the Project Affected Personsunder this project. Since many people are dependent on the agricultural land for theirlivelihood, the shifting from the current place will affect their sustenance. Based on the R& R policy a detailed Resettlement Action Plan (RAP) has been prepared as per theWorld B ank Guidelines described i n their Operational D irective - OD 4.30. The RAPaddresses the issues pertaining to displacement of Project Affected Persons and theirrehabilitation and resettlement. The total number of Project affected Persons (PAPs) is461 and the total number of Project Affected Families (PAFs) is 58.

Chapter- 6: Page 3 of 15 Scott WIlsoi




6.3.4 Impacts on Regional and Local utilitiesA variety of regional utilities serving the local populace needs are currently placed within

the ROW. The details of these utilities that are falling in the Corridor of Impact are

presented in Table - 5.21.

The required mitigation measure would be to instruct the relevant authorities of local

utilities in advance to shift those before construction starts to avoid disruption of regional

services. It is the responsibility of the PWD to make the required land available to the

contractor free of all ehcumbrances before construction begins.

6.3.5 Impacts on Local Religious StructuresThere are no religious structures located within the ROW.

6.3.6 Impacts on Other Community AssetsNo community assets like parts of land of Colleges or Schools or Bus Stands were found

within or outside the ROW of the project alignment.

6.3.7 Impacts on Avenue TreesOn account of the developmental some trees existing within ROW (30m) would

unavoidably be felled. The magnitude of such impacts is discemible from Table - 6.1. It

appears that totally 16 trees are to be felled. The trees that are located in the Corridor of

Impact (COI) are the only ones that are to be felled. The felling of these trees is

inevitable.

Table - 6.1: Magnitude of impact on Trees along the by-pass alignment from Km

Stone 196.7 on link IA to Km Stone 5.50 on link 1B (Magnitude indicated in

Numbers)Road Side Girth Size (in cms) Total No. of trees to be

>30 - 60 >60 - 90 > 90 - 120 >120 - 150 > 150 cut

LHS 0 3 3 1 0 7

RHS 3 0 4 1 0 8

Centre 1 0 0 0 0 1

Total 3 3 7 2 1 16

LHS = Left Hand Side; RHS = Right Hand Side

Note: For cutting (including removal of stumps and roots) of trees the girth above 30 cm have been considered and


i) Above 30 cm to 60 cm; ii) Above 60 cm to 90 cm; iii) Above 90 cm to 120 cm; iv) Above 120 cm to 150 cm; v) Above

150 cm. The girth of the tree has been measured at a height of I m above the ground level.

In the stretch along the by-pass road trees were in sparse distribution. A few trees

recorded along the project area belong to the species of Acacia auriculiformis, Acacia

ferruginea and Azadirachia indica.

No cost effective engineering solution other than embankment raising and cross drainage

structures could be envisaged as this option has been suggested in low lying area that are

often prone to inundation during monsoons and due to uncontrolled discharge of

irrigation waters.

Chapter - 6 Page 4 of 15 Scott Wilson1



The required mitigation measures are many indeed. The permission to fell trees wouldhave to be obtained from the designated authority. Then nurseries will have to beestablished with the help of the Department of Forest. Simultaneously appropriateinstitutions will have to be entrusted with the job of replanting of avenue trees as per therules of the MoEF and for their subsequent maintenance. The procedure has been fullystated in Chapter 2. The views expressed by the local people during Public Consultation(see Chapter 7) should be noted in this regard. The involvement of the village populaceand the village panchayats in the plantation programme will be an added advantage.

As recommended by the MoEF, the most effective species to absorb the various elementsof traffic related pollutants are, Azadirachta indica (Bevu or Neem), Tamarindus indica(Hunsemara or Tamarind), Ficus benghalensis (Aladamara or Banyan), Terminaliachebula (Hallalemara or Arjun) and Dalbergia sissoo (White Beete or Shisham). Allthese species were found to be the major constituents of the existing avenue plantations.These are also the preferred species in the a venue-plantations by the Karnataka ForestDepartment. The Forest Department is also planting Acacia auriculiformis (prevents soilerosion & provides fuel-wood), Albizia lebek & Albizia amara (shade giving ornamentaltrees) and Mangifera indica (fruit bearing tree) along the roadsides.

The PWTD is also considering planting Justica Adhadota (Adasala or Adusoge), Jatrophatanjorensis (Gavadal or Bettada haralu), Caesalpinia bonduc (Gajaga), Prosopisjuliflora,Euphorbia tirucalli and Bougainvillaea sp. as the second tier. All these species are usedas live hedges in the villages and are well adapted to dry conditions.

The programme of planting avenue trees will be taken up immediately after theConstruction phase with the participation of the State Forest Department.

6.3.8 Impacts from the Choice of Construction MaterialsThe thickness of the different components of the road-formation would under gomodifications in tune with the bearing strengths of the available materials. Since thenature of available materials would vary between regions, the total thickness of theformations is likely to vary between the locations of the project roads. However, carefulsupervision is warranted while using the diverse materials. In this regard, threeobservations noted below may appear pertinent. All related to the choice of materials.

Gravel & Borrow PitIn the first instance, one should note that soil with gravel (moorum) occur extensivelyover nearly all parts of Karnataka, but is generally associated with rather high clayfractions. Proper homogenisation with sand would add to the stability of the roadembankments. Connected to this situation is the location of borrow-materials. Borrowpits are generally located along the road corridors. Water accumulates in these pits duringthe rainy season, which in tum can act as disease vectors. Proper reclamation of the pitswould be environmentally desirable. The locations of the borrow material, gravel andsand are listed in Table-3.2 of Chapter 3.

Chapter - 6- Page 5 of/5 Scot Wilsoni

PARTI - ENVIRONMENTAL IMPACT ASSESSMENT (EIA)



Use of Alternative MaterialsApart from moorum, options exist on the use of other materials for embankment

construction. These altemative sources are fly ash from thermal power stations.

Transportation of fly ash requires very careful handling to avoid adding to the load of

suspended particulate matter along the routes. Use of slurry in covered trucks is the

required mitigation measure. But the travel distance would be a limiting factor on the use

of fly ash. Raichur thermal power station is the major source of fly ash and the average

haulage distance from Source to project road would be about 20kms.

MinesAll the mines and quarries to be used for obtaining construction materials for the project

roads are licensed units. Due to increased production, some negative impacts can be

apprehended. However, it would be appropriate to inform the Karnataka State Pollution

Control Board (KSPCB) about the specific mines used for obtaining construction

materials, since these are in their purview. Decision should also be taken in consultation

with the K SPCB o n the p roposed location o f stone c rushers. If the stone crushers get

located near the construction site, then adequate measures must be taken to control dust

pollution and noise level. The contractors should also purchase the construction materials

from licensed quarries only. In case new mines are to be utilised by the contractor proper

clearance and licenses should be obtained from the Karnataka State Pollution Control

Board and the Department of Mines and Geology respectively. The quarries and mines

are listed in Table 3-2 of Chapter 3 of this Report.

6.3.9 Accidents and Road SafetyThe traffic studies have identified areas with heavy traffic intensity and acute-angle

intersections, which require junction improvements and widening of roads i. congested

stretches. The road improvement plan has suggested improvement of junction points and

improvements in the vertical profile. Sound construction management practices and

traffic management plans have been formulated for implementation during the

construction phase. Road markers, safety appurtenances and safety signage in

construction area and advance warning signs have been included in the construction

management aspects. For smooth traffic movement and safety during operation phase, the

provision o fs peed breakers and raised reflective pavement markers (RPM) have been

included in the designs.

6.4 Impacts during ConstructionSeveral types of negative impacts upon environment may happen during construction of

roads, primarily due to negligent practices. Responsible supervision is needed to

avoid/minimise and to mitigate such adversities. The contexts of such impacts are as

listed below. Each of these requires specific mitigation measures.

Impact on Land ResourcesImpact on Soil QualityImpact on Water ResourcesImpact on Water QualityImpact on Air QualityImpact on Noise Level

Chapter - 6: Page 6 of /5 Scott Wilson



Impact o n B iological E nvironment - Impacts from S anitation a nd Waste disposal, andother impacts

6.4.1 Impact on Land ResourcesHere, use of the instruments of land acquisition would be unavoidable. Completereinstatement of the original condition after removal of borrow materials will not bepossible. However, dressing the sides of the borrow pit to create a slope consistent withthe level of the adjoining land would be better than leaving the hollow altogetherunattended. As a supplementary action, the local villagers may be encouraged, throughpublic consultation, to use these pits for compost making. The top soil in most of theseborrow areas would be protected/reinstated during and after the quarrying operations.

6.4.2 Impact on Soil QualitySoils of eastern and northern Karnataka plateau are prone to erosion due to theircharacteristics. Scouring of soil is expected along the roadside earthen drains leading tosiltation. Periodic maintenance of the drains is the required mitigation measure. In theareas prone to soil erosion, clearing and grubbing, excavation, borrow and fill operationsshall be limited to the extent practicable.

The mitigation measures to prevent soil erosion and sedimentation include:Designated storage sites for fill material and adequate stockpiling to prevent erosion andrunoff related problems.Construction of temporary sediment basins, slope drains and use of temporary mulches,fabrics or other control devices or methods necs.- -to control erosion andsedimentation.Cut and fill slopes shall be seeded and turfed as requiled depending upon the sitecondition and design requirements.Embankment stabilisation will be undertaken as specified in the contract clause byprudent selection of fill material to prevent erosion.The embankment slopes will be vegetated with native seed mix to prevent soil erosion.Good construction practices coupled with responsible supervision and with theimplementation of mitigation measures explained above will reduce soil erosion and runoff during monsoon and unexpected showers.Construction activities for culverts and bridges should be limited to dry seasons.

6.4.3 Impact on Water ResourcesDuring construction of cross drainage structures care should be taken to prevent erosionof soil. Proper management of excavation materials, construction debris, site wastes andrun off is required to protect the stream ecosystem.

Roads can act as dams, impeding free run off along the sloping terrain. It would benecessary to place adequate number of culverts with carefully designed capacities toavoid adverse impacts on water resources. It is also necessary to note that accumulationof water on one side of the road damages the road structures. Establishing roadside drainsleading to natural drainage channels will prevent water accumulation near the roadformation. Hence all temporary cross drainage structures and roadside drains should have

Chapter- 6 Page 7ofI5 Scott Wilson


Karnataka State Highways Environmenial Assessment Report -


adequate capacity to discharge the run off from probable highest rainfall in 24 hours as

per the IMD Data-book.

No dismantled material like earth, stone and site debris will be allowed in the stream and

canal bed. This is to prevent any hindrance in the stream flow and pollution of the canals

and streams.

6.4.4 Impact on Water QualityNo permanent impact is anticipated on water quality due to the project. Construction

activities may temporarily deteriorate surface water quality near the alignment through

increase in turbidity as well as in oil and grease. Some of the important mitigation

measures are as follows:All w ater and other liquid wastes arising from construction activities will be properly

disposed off and will not be let into any water body.

Littering or unauthorised discharge will not be permitted.

Permission of the engineer and the concemed regulatory authorities will be obtained for

disposal of the wastes at the designated disposal point.

The stream courses and drains will be kept free from any dumping of solid wastes and

earth material.All the natural and artificial water bodies will be protected from possible modes of

pollution like runoff ofthe earth material to the water course, blockage of drains and

culverts due to spillage of materials and other drain off which contribute to siltation.

Details of temporary drainage system (including all surface channels, sediment traps,

washing basins and discharge pits) w'il be subraiemd for approval prior to commencing of

construction works.

6.4.5 Impact on Air QualityModerate air quality impacts during the construction phase of the project can be

anticipated due to the uses of construction machinery and fugitive dust generation in and

around the construction site due to vehicular movement and handling of materials. It has

been noted in that the SPM and RPM levels are generally high in Karnataka and well

beyond the prescribed limits in the project area. Unauthorised entry of vehicles into the

construction site is of particular concern in the urban areas during construction. The

required mitigation measures are given below.Asphalt and hot mix plants and stone crusher plants should be located at least 500-metres

away from inhabited urban and rural settlements. These units should be located in

downwind direction to the nearby settlements. Guidelines issued by the State Pollution

Control Board on establishment of Stone Crusher Units would be adhered to.

Trucks carrying earth, sand or stone should be covered with tarpaulin or canvas sheets to

avoid spilling,Fugitive dust should be controlled by sprinkling water, and

Regular maintenance of machinery and equipment should be carried out.

Designated storage area for construction material like gravel, blue metal, earth and sand

should be demarcated to ensure safe and accident free utilisation of raw material.

Diligent supervision by the PIU and the Supervision consultant should be carried out to

ensure implementation of suggested measures and rectify lapses of the contractor.




A green belt would be developed around the Plant site.

6.4.6 Impact on Noise LevelTemporary impacts in the immediate vicinity of the project may occur due toconstruction. The magnitude of impact will depend upon the specific types of equipmentused and on the construction methods employed. Care should be taken to reduce suchimpacts.

Based upon previous'studies and measurements, the construction equipment appears as apoint source of such negative impacts. With source strength of 95 dB (A) at a referencedistance of 2m, the noise produced should not exceed 45 dB (A) beyond a distance of250m, the drop off rate being 6 dB (A) for doubling the receptor distance from a pointsource. In view of this, the construction equipment will be located at least 250m awayfrom inhabited areas. These units would be located in downwind direction to the nearbysettlements. Guidelines issued by the State Pollution Control Board on establishment ofStone Crusher Units would be adhered to. This would be the essential mitigationmeasure.

In addition, one should note that the workers near construction equipment are likely to beexposed to an equivalent noise level of 80 to 95 dB (A) in an 8-hour shift. The generatednoise may affect workers. They would require protection devices like earplugs.

Other ancillary Tritigtiorl measures are source-control and scheduling of constructionactivities. Sourcc-co=ci me=s that all equipment will be maintained in good condition,properly designed enzine enclosures and intake silencers will be employed. Scheduling ofproject activities means that a'l operations will be scheduled to coincide with periodswhen people would be least affected. Construction activities will be strictly prohibitedbetween 10 P.M and 6 A.M. near the residential areas.

6.4.7 Impact on Biological EnvironmentNo i mpacts t o t hreatened o r e ndangered p lant a nd a nimal s pecies are anticipated. Thetemporary impact may be in the visual appearance of the trees and shrubs as constructionactivity may lead to deposition of dust over the leaves and foliage. This is limited to theconstruction period and gets washed away with the first monsoon showers. In additionregular watering will arrest entrainment of dust during construction period in theconstruction site and crusher plants. Nevertheless, actions specified under Sub-section6.4.5 and 6.4.6 above must be strictly followed.

6.4.8 Impacts from Sanitation and Waste disposalSewage and domestic solid waste generated at the construction workers colony shall beproperly disposed off. Improper management of these solid wastes may lead to health andhygiene related problems. The applicable PWD specifications for labour campdevelopment for type A construction will ensure that adequate sanitation at the workers'colony is maintained. The basic mitigation measures are:The contractor shall install adequate lavatories at the construction camp to cater to therequirements of the workers.

Chapter - 6 Page 9 of 15 Scott Wilson,




The contractor at the campsites shall build Septic Tanks.

Proper collection system for domestic refuse from the campsite and its segregation and

disposal will be ensured.Periodic health check-ups of construction workers will be undertaken.

Other impactsSome short-term impacts may happen during the construction phase. The locations and

contexts of such impacts are:Site office and labour camps - Temporary impacts may occur due to the construction of

site offices and labout camps.

The following impacts are envisaged:Land acquisition andDestruction of vegetation

These impacts are likely to be marginal and can be mitigated by sensitising and educating

the workers through regular discussion of issues and following good construction camp

practices.

6.4.9 Equipment Storage and machinery maintenance

The site area should have a proper maintenance shed for the regular maintenance of the

construction vehicles and the waste emanating from the maintenance shed should not be

allowed into anv water body. The oil and Grease change of the equipment and vehicles

should be car-ed out in the service area designed for the vehicles and the wastes should

be collected = co;>aiers and bins before selling them off. Proper sand beds shouid be

developed to prevent the flow of oily wastes. The tar-coated drums should be properly

stored in the site area and can be used for demarcating the diversions during construction

phase with proper fluorescent markers. The drums can be used for storing water for

construction purposes. Under no circumstances uncleaned drums should be used for

storing drinking water.

6.4.10 Traffic Management and Safety aspects

Suitable traffic management system will be devised and finalised with the concurrence of

the Police Department. Assistance of the Police Department would be necessary to

regulate traffic. Road markers, safety appurtenances and safety signage will be displayed

along the construction area and advance warning signs will be established to forewarn the

traffic about the construction site. The traffic management includes sufficient safety

measures in terms of advance warning to the road-users, clear demarcation for movement

of vehicles and traffic control devices to guide the drivers and improve their behaviour

through construction and maintenance zones. The details of Traffic Management Plan

during construction are covered in Chapter 3, Section 3.13 of the Detailed Engineering

Design Report.

6.4.11 Employment OpportunitiesThe construction activity can provide opportunities to the residents of the neighbouring

area to earn. They may come to provide labour or to service the construction camps. It is





necessary to ensure that the persons after completion of construction works return back totheir homes and not set up squatter colonies.

6.5 Impacts during Operation PhaseThe operation phase impacts mainly arise due to vehicular movements. These can begrouped as followsImpact on Land Use,Impact on Air Quality,Impact on Noise level,Impact on Biological Resources,Accident Hazards and Safety andAesthetics

6.5.1 Impact on Land UseThe land use pattern may experience some changes on the roadside like the coming ofcommercial establishments and other road induced developments. The local statutorybodies will strictly enforce land use control measures to regulate development ofcommercial, residential and industrial infrastructure. Development of squatter settlementson the slopes of the embankments and on vacant areas of the acquired ROW will beprevented and monitored.

6.5.2 Impact on Air QualityRoad upgradation will lead to better road surface and wider area for traffic movement.This would ensure smooth flow of traffic. However, increase in vehicular traffic isassumed in the very design for road upgrading. Consequent rise in the level of vehicularemission as well as of noise is. only to be expected on this road segments in future.Creating a vegetation screen along the roadside having a two-tier arrangement will absorbpollutants and arrest dust entrainment. The details of Avenue Plantations have beenpresented in Sub-section 6.3.7 above. At the operation phase maintenance of avenueplantation would be necessary. In addition to this, periodic air quality monitoring is alsoto be carried out in the Operation Phase to identify the locations where air quality may begetting affected for causes due to road improvement and others external to it.

Other measures on reducing impacts on air quality would bePhasing out of old vehicles,Promote increasing use of fuel-efficient engines,Promote use of catalytic converters for petrol vehicles,Promote use of Natural Gas in cars,Promote use of smoke traps for diesel vehicles andPrevent Debris and Municipal Waste Disposal and burning by roadside

It may be noted that increased traffic speed will reduce localised concentration ofpollutants and result in faster dispersion of the pollutants.

Chapter- 6: Page II of 15 Scott Wilson




6.5.3 Impact on Noise levelIncrease in noise level is anticipated due to increase in traffic movement. The impacted

areas are basically the towns and the other places having a semi-urban profile and which

function as major market centres and where inter-modal transfer of commodities is

involved. Proper traffic management and legal measures can easily control the unwanted

increase in the noise level.

Avenue plantations would dampen traffic-related noise. Intermix of vegetation consisting

of local shrubs and trees will be planted along the project alignment.

6.5.4 Impact on Ecological ResourcesThe roadside plantation, once undertaken, will greatly enhance the aesthetics of the road

and also function as a pollution arrester and prevent surface runoff in stretches prone to

soil erosion. It needs mention that no negative impact is anticipated on forest vegetation

and the fauna during operation phase.

The villagers can be involved in maintaining the shrubs that has been suggested as the

second tier plantation and in turn they can source their fuel wood from these plantations

by pruning the branches of the shrubs. The only precaution that has to be exercised is that

the shrubs are not uprooted to meet the fuel wood needs. This is one way of preventing

the villagers from indiscriminate felling of the trees and other vegetation for fuel.

6.5.5 Accident Hazards and SafetyDuring the- operation phase, accident hazards will be greatly redaced and the new road

will ensure smooth and fast flow of traffic. The event that could pose potential

environmental risk is the accident of vehicles carrying hazardous cargo. At present most

of the vehicles carrying such cargo use the National Highways. With better connectivity,

some of the vehicles may use the state highways.

Spillage of hazardous chemicals and subsequent run off into a water body may have

adverse environmental impact. To handle such problems, the area of spillage should be

immediately cordoned off and be made off limits to the public. Run off of the chemical

into any water body shall be prevented. Side drainage channels and collection sumps at

the landfall points need to be provided for collection and safe removal of hazardous

materials. Emergency response mechanism should be evolved to tackle accidents and

spillage of hazardous nature. Effective collaboration will be established with the PWD

National Highway Division's wing dealing with emergency response to evolve a spill

management capability.

In addition, to reduce accidents and enhance safety, PIU has carried out safety audits on

all project roads. The results of the safety audits will be incorporated in the road design

and in placing road furniture. As part of the Institutional Development Strategy, the

project also plans to carry out:Black spot improvement study on the project and other non-project roads;Extend the computerised accident analysis system (currently in use in Bangalore and

other cities) to the rest of the State roads and

Chapter - 6: Page 12 of 15 Scot: Wilson



Train the PWD, Police and other safety staff on accident investigation and analysistechniques. The outcome would be incorporated in the implementation of the project andform the basis of on-going institutional and capacity development component.

6.5.6 AestheticsThe roadside plantation, in addition to functioning as pollution screens, will add to theaesthetics of the road. Road furniture, if properly designed, can also contribute towardsattractiveness of the road to the users.

6.6 Social Environment6.6.1 Positive Attributes6.6.1.1 Proper Road ConnectivityIt provides good connectivity to different towns. There will be a boost to transportation ofagricultural goods or locally manufactured products from/to nearby market places ordistant places. It enhances business activities.

6.6.1.2 Employment OpportunitiesLocal people are in majority illiterates and are agricultural labourers dependent on anytype of labour work in the neighbouring towns. The project will create new employmentin local areas and help in providing more opportunities to labourers and businessmen.

6.6.1.3 EducationThis p roj ect area improvement p rovides an e asy a ccess to children and College goingstudents to obtain higher education. It reduces the time of travelling and avoids accidenthazards.

6.6.1.4 Public HealthPublic and Road Users complained of respiratory problems because of heavy dustpollution generated due to vehicular exhausts. In operation phase the proposed by-passmay reduce health problems to certain extent and medical care centres will be increased,so that public health will be given due importance.

6.6.2 Negative AttributesIndustries, agricultural produce, education, medical care, business, tourism, etc. mayincrease due to the developmental work. This would lead to higher traffic flow, induceddevelopment and urbanization. This further results in congestion, health problems andother problems of social and cultural natures. However, these need to be tackled as andwhen they occur.

6.7 Evaluation of potential impactsThere are several techniques available for the assessment of the impacts of developmentalwork. Each of the technique has its own advantages and disadvantages. The selection ofany of these techniques for any particular project depends largely upon the choice andjudgment of the analyst. The technique chosen should be comprehensive, easy tounderstand, systematic and flexible. By considering these criteria, the matrix method isproposed for the evaluation and assessment of impacts in detail.

Chapter- 6 Page 13 of 15 Scott Wilson

PART I - ENVIRONMENTAL IMPA CT ASSESSMENT (EIA)



Impact potential of the project road was estimated keeping in view the series of impacts

that will usually be triggered by the project activities according to the Scaling-Weightage

Checklist and Matrix methods. The environmental impact weightage value was allotted to

different environmental components for impact evaluation. The impact evaluation is

based on the judgement made by the Consultant after the field visit and studying the

available baseline/generated data in the scaling-weightage form and in environmental

impact matrix. The weightage given for each environmental component in pre-project

(without mitigation measures) and post-project (with applied mitigation measures during

construction phase) discloses the net expected positive change in result.

An attempt has been made to assess and compare the quality of environment in the Study

Area under three assumed scenarios asNo Project ScenarioProject Scenario without Mitigation MeasuresProject Scenario with Mitigation Measures

A summary of the impact evaluated for the project with and project without mitigation

measures is presented in Table 6.2. Granting that subjectivity would always be there in

such assessments, the advantage of comparison between the three scenarios would still be

possible because the subjective weightage have been kept constant between them.

Based on the severity criteria of impacts, positive (beneficial) and negative (adverse)

impact scores were drawn for each project activity by Matrix method. A matrix was

formulated by combining environmental components and project activity for both without

and with mitigation measures. The values are depicted in Table - 6.3.

A matrix has been developed taking into account twelve impact areas. The twelve impact

areas have been considered keeping in view the main resources that will get affected due

to road development. In this context, a weighted scheme approach has been adopted. This

approach i s b ased o n the d esire to a ssess q uantitatively the i mpact and weight of that

value by its significance or importance. The idea is to require environmental impact

analyses to define two aspects of each action that may have an impact on the

environment. The first aspect is "magnitude" (M) of the impact upon specific

environmental factors. The term magnitude is used in the sense of extensiveness or scale.

The second is the weighting of the degree of "importance" (W) i.e. significance of the

particular action on the environmental factor in the specific instance under analysis. A

scale of 1-5 has been used for the magnitude and importance. A (+) in front of the

magnitude number indicates the impact is beneficial and (-) indicates an adverse impact.

The product of the magnitude "M" and importance "W" value gives the net impact of theaction on the environmental resource i.e. the impact magnitude. The total impact score ofa project altemative can be obtained by the sum of the impact magnitudes on theenvironmental resource in a given scenario. Based on this approach the maximum impact

score that can be achieved is +300 i.e. a maximum impact magnitude of (+) 25 for each

parameter and summation for 12 environmental parameters gives a maximum impact

score of (+) 300 indicating positive and beneficial impact. Similarly the minimum score




that can be achieved is (-) 300 indicating negative and adverse impact. To distinguishbetween the three scenarios and to give it a qualitative aspect, the following classificationhas been adopted.

Impact Type ScorePositive and beneficial impact (+) 200 to (+) 300Positive and moderate impact (+) 100 to (+) 199No appreciable impact 0 to (+) 99Negative ana moderate impact (-) 1 to (-) 100Negative and significant impact (-) 101 to (-) 199Negative and adverse impact (-) 200 to (-) 300

The impact scores obtained for the three scenarios considered for the project route -Bijapur by-pass are presented in Table - 6.2. The details of the analysis are presented inTable - 6.3.

Table - 6.2: Evaluation of Environmental Features with different Scenarios

No Project Project without Mitigation Project with MitigationScenario Measures Measures

(-) 97 (-) 116 (+) 110

It is very clear from the scores obtained for the 'No Project Scenario' and 'Projectwithout Mitigation Measures Scenario' that both situations- will certainly have negativeimpacts u pon t he e nvironment. It i s e vident from t he t able t hat i mplementation o f themitigation measures will have a positive impact upon the environment and assist towardsbetter uses of the natural resources.

Total negative impact score was -116 for the project without mitigation measures whilepositive impact score was 110. The overall negative impact score of -116 indicated thatthe project would cause significant impacts on surrounding environment and needsproper mitigation. However, the impact matrix was evaluated keeping in view the projectwork with mitigation measures and overall positive impact score calculated was 110(positive). Moderate and beneficial impacts are anticipated from the project. Hence, theproject may be accepted for upgradation work.

6.8 Preparation of EMPBased o n the a ssessment o f the above potential impacts, the EMP has been designed.Environmental Mitigation Measures and Monitoring Plan with Cost Estimate will bedealt in the Part II - Environmental Management Plan (EMP).

Chapter - 6 Page 15 of l5 Scott Wilson


Karnataka Stase Highways Environmental Assessment Report -Improvement Project Raichur By-pass

CHAPTER- 7

PUBLIC CONSULTATION

TABLE OF CONTENTS


7.1 General I7.2 Objectives 17.3 Public Consultation - community representatives, local 1

residents and NGOs7.4 Outcome of public consultations/interviews 2

i) Ambient Air Quality 2

ii) Water Quality 2iii) Noise Level 2iv) Archaeological/Religious Sites 2v) Natural Disasters 3

vi) Existence of Major Structures 3

7.5 Merits/Demerits of Rehabilitation of the Project Road 37.5.1 Merits 37.5.2 Demerits 3

7.6 Public Suggestions to improve the environment in the Project 3Area

Scott Wilson

PART 1- ENVIRONMENTAL IMPACTASSESSMENT(EIA)



Table - 6.3: Impact matrix for the Project - Raicliur By-pass with and without mnitigation measures

Impact Criteria Magnitude (m) Importance (w) No Project Scenario Project without Mitigation Measures Project with Mitigation Measures

m w m*w m w m*w m w m*w

Location 5 (Max.) 5 (Max.) _

Gravity flow irrigation 5 5 -4 5 -20 -4 4 -16 4 4 16

Reservoirs behind dams 5 5

Deforestation 5 5 _

Road Drainage 5 5 -3 3 -9 -3 4 -12 4 4 16

Road Design 5 5 -2 3 6 -3 4 -12 4 4 16

Land Resources -I -I -4 -16 -3 3 9

Soil Quality 5 5 -I 2 -2 -3 _ _3 g9 I 3 3

Water Resources 5 5 1 I 1 -2 2 -4 2 I 2

Water Quality 5 5 -3 3 -9 -4 3 -12 1 4 4

Air Quality 5 S -3 4 -12 -3 4 -12 4 4 16

Noise level 5 5 -3 4 -12 -3 3 -9 3 4 12

Biotic Environment 5 5 -1 1 -1 -2 2 -4 4 4 16

Sanitation and waste disposal 5 S -3 4 -12 4 4 -16 4 4 16

Employment Opportunities 5 5 1 1 1 2 2 4 3 3 9

Safety 5 5 -3 4 -12 2 1 2 3 3 9

Total I -97 -116 _110

Magnitude Defined in scale of I to 5 ("+" indicates beneficial impact and "-" indicates adverse impact)

Importance Defined in scale of I to 5 (Importance means the significance of the particular action on the environmental criteria/action)

Positive and beneficial impact (+) 200 to (+) 300 Negative and moderate impact (-) I to (-) 100

Positive and moderate impact (I) 100 to (+) 199 Negative and significant impact: (-) 101 to (-) 199

No appreciable impact 0 to (+) 99 Negative and adverse impact: (-) 200 to (-) 300

Scott Wilson




CHAPTER- 7

PUBLIC CONSULTATION

7.1 GeneralAsper the World Bank Operational Policies/Directives (OD - 4.01 for Environmental

Assessment (World Bank, 1991)) and its successor documents (OP/BP/GP 4.01 (World

Bank, 1 999a,b&c)), 'public consultation is an essential part of the environmental

assessment of those projects and particularly those with potentially significant impacts.

7.2 ObjectivesThe primary objective of this public consultation is to protect the environment and

affected communities. Experience has shown a strong link between project sustainability

and effective public consultation.

Task team leaders are required to use the EA process to build consultations into project

planning, so that information exchanged with stakeholder groups can influence each key

stage of the project cycle. Strategic planning is required to reconcile this aim with the

inevitable constraints on time and financial resources.

7.3 Public Consultation - community representatives, local residents and officials

To meet the requirement of the public consultation of World Bank, the Consultant

undertook extensive field visits and held detailed discussions with public. c i

and officials. Public interviews have been conducted as per the MoEF Guidelin, with

the help of the questionnaire i.e., Public Opinion about Environment in Projeci Area

depicted in Appendix- 7.

The baseline data was also collected by consulting the public to ascertain their opinion

about significant environmental conditions/features in their area and merits and demerits

of the implementation of the project road.

The questionnaire consists of the following features:i) Wildlife, flora and fauna, endangered animals/birds of the locality,

ii) Sources of drinking water,iii) Causes and impacts of air and noise pollution by the automobile exhausts,

iv) Water pollution problems,v) Sanitation,vi) Medical care,vii) Education,viii) Archaeological/historical sites,ix) Employment opportunities,x) Improvement in quality of life by facilitating transport facilities and

xi) Negative and positive impacts by the proposed project road in their area.

Chapter - 7: Page I of 3 Scott Wilson

PART I - ENVIRONMENTAL IMPACTASSESSMENT (EIA)


Records have been maintained of public meetings and other activities, communicationsand comments/suggestions (Annexure-1 to 3).

During field visit, the questionnaire has been completed by consulting public at theirpremises, commercial places and agricultural fields and by seeking their opinion aboutthe developmental work. During this assessment, most stakeholders (age of consultedperson: abovel8 years) have shown their willingness to get developmental work of theproposed project road started at an early stage, so that, traffic problems may reduce. Poorroad geometry and tongestion at certain places have deteriorated the environmentalquality of their surroundings and each day brings increase in ambient air quality level andalso reducing the quality of public health. During public consultation, they also learnt alot about their environment (negative and positive impacts) from the environmentalconsultant. The list of persons contacted for public consultation programme is given inAnnexure- 3. The details of public consultation is presented in the Table - 7.1.

Table - 7.1 Details of Public Consultation/Interview for the Project EnvironmentDate Place Town/District No. of Persons Attended

22-03-2003 Office of the Joint Director of Raichur 15Agriculture, Raichur

23-03-2003 Near Microwave Tower, Askihal Raichur 1523-03-2003 Govt. Primary School, Eklaspur Raichur 5023-03-2003 Radha Krishna Temple Yard, Yarmaras Raichur 40

7.4 Outcome of public consultations/interviewsThe outcome of the questionnaires filled by the local peopie for different aspects of theenvironmental assessment is as follows:

i) Ambient Air Quality80% people said that the air quality of project area is healthy and clean but likely topollute during construction work. Vehicular smoke and dust caused due to poor roadcondition, are the main reasons for the degradation of air quality. People suggested forthe improvement of the project road condition to be implied immediately with publichealth protection.

ii) Water QualityIn the project area the drinking water source is mainly municipal supply. The groundwater quality in the project area is not satisfactory as per the public view (100%).

iii) Noise LevelIn the project area noise level is satisfactory as disclosed by 60% of the interviewedpeople. The noise level may increase during construction work if proper care is not taken.Diversion of vehicles and proper mitigation measures can reduce noise problems.

iv) Archaeological/Religious SitesAccording to the public view, neither archaeologically important structure nor artycultural site is located in the project area.





v) Natural DisastersAs per the public opinion, there is no record of any natural disaster in the project area.

vi) Existence of Major StructuresAs per the public analysis, there are no major or minor structures within or outside the

ROW of the project road.

7.5 Merits/Demerits of Upgradation of the Project RoadThe following are the'merits and demerits of upgradation of the project road, as viewed

by the interviewed people:

7.5.1 Merits60% of people are of the opinion that employment opportunities, transportation facilities,

handicrafts, tourism, urbanisation and quality of life may increase, if the project road is

rehabilitated. Accidents and vehicle or its parts getting damnaged may be reduced, if the

road is maintained properly.

7.5.2 Demerits40% of the public expressed that the rehabilitation of the project road may increase air,

water and noise pollutants and urbanisation, there by bringing new diseases and health

problems.

7.6 Public Suggestions to improve the enviroement in the project area

The following are suggestions given by the i:-.:ewed people:

90% people said that plantation along the project road will reduce the pollution load (air

and noise level).

60% people said that upgradation of the road would increase cleanliness in the project

area and will reduce the number of accidents and pollution load.

50% people expressed that periodical checking of vehicles would reduce air and noise

level in the project area.

25% people spoke that strict implementation of rules and regulations of pollution check

will reduce the pollution load in the project area.

According to 20% of them, accidents may increase and it may become difficult for

people especially children to cross the road at junctions. Therefore proper traffic

management is required.

Overall opinion of the public is that the upgradation of the project road should be carried

out at the earliest, but with mitigation measures to save the life as well as to increase the

quality of life of the people.

All the above suggestions given by the public and NGOs have been taken into account in

the EMP.





REFERENCES

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CII and MOEF (1999). Application Form and Questionnaire for Environmental

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Delhi and Ministry of Environment and Forests, Govt. of India, New Delhi.

CPCB (1998). Pollution Control Acts, Rules and Notifications Issued Thereunder.

Central Pollution Control Board (Ministry of Environment and Forests, Govt. of India),

PCL/2/1992, Vol. 1, Delhi, pp. 501.

CPCB (1999a). Ambient Air Quality Monitoring Status-1997. National Ambient Air

Quality Monitoring Series: NAAQMS/12/1999-2000, Central Pollution Control Board,

Delhi, pp. 130.

CPCB (2000). Environmental Standardsfor Ambient Air, Automobiles, Fuels, Industries

and Noise. Central Pollution Control Board (Ministry of Environment and Forests),Pollution Control Law Series: PCLS,4-2000-2001, Delhi, and pp. 109.

IRC:104 (1989). Guidelnes for EAnvironmental Impact Assessment of Highway Projects.

The Indian Road Congress. New Delhi. pp. 27.

IS:4758 (1989). Indian Standards: Methods of Measurement of Noise Emitted by

Machines. 3rd reprint, Dec., 1989, Bureau of Indian Standards, New Delhi, pp. 14.

IS:5182 (Part-2) (1989). Indian Standard: Methods for Measurement of Air Pollution:

Sulphur Dioxide. Part - 2, Bureau of Indian Standards, New Delhi, pp. 11.

IS:3028 (1998). Automotive Vehicles-noise Emitted by Moving Vehicles: Method of

Measurement. 2 nd revision, Bureau of Indian Standards, New Delhi, pp.16.

IS:5182 (Part-4) (1999). Indian Standard: Methods for Measurement of Air Pollution:

Suspended Particulate Matter. Part - 4, I" revision, Bureau of Indian Standards, New

Delhi, pp. 5.

IS:5182 (Part-6) (1992). Indian Standard: Methods for Measurement of Air Pollution:Nitrogen Oxides. Part - 6, Bureau of Indian Standards, New Delhi, pp. 6.

IS:5182 (Part-10) (1999). Indian Standard. Methods for Measurement of Air Pollution:

Carbon Monoxide. Part - 10, 15 revision, Bureau of Indian Standards, New Delhi, pp. 6.

IS : 9779 (1997). Indian Standards: Specification for Sound Level Meters. 15' reprint,

Dec. 1997, Bureau of Indian Standards, New Delhi, pp. 29.

References: Page I of 3 Scott Wilson / CES / IrrE


m -



IS: 10399 (1998). Indian Standards: Automotive Vehicles-Noise Emitted by Stationary

Vehicles: Method of Measurement. ISt revision, Bureau of Indian Standards, New Delhi,

pp. 5.

Kothari, A., Pande, P., Singh, S. and Variava, D. (1989). Management of National

Parks and Sanctuaries in India (A Status Report). Indian Institute of Public

Administration, Indraprastha Estate, New Delhi.

MOEF (1994). Handbook of Environmental Procedures and Guidelines. Ministry of

Environment and Forests, Govt. of India, New Delhi.

Naya, M.P. and Sastry, A.R.K. (1990). Red Data Book of Indian Plants. Vol. 3,

Botanical Survey of India, Govt. of India, New Delhi

Nair, S.M. (1992). Endangered Animals of India and Their Conservation. National

Book Trust, New Delhi, pp. 110.

Randhawa, M.S. (1996). Flowering Trees. National Book Trust, New Delhi, pp. 208.

Santapau, H. (1996). Common Trees. National Book Trust, New Delhi, pp. 118.

Swamv, NN.M. (1998). Law Relating to Environmental Pollution and Protection. Asia

Law House Hvdrabai pp. 1490.

World Bank (1991). Environmental Assessment. OD 4.01, Update 1996, The World

Bank, 1818 HST.NW, Washington, D.C.

World Bank (1993). The World Bank and Environmental Assessment : An Overview.

Environmental Assessment Source Book Update No. 1, April, 1993, The World Bank,

1818 HST.NW, Washington, D.C., pp. 4.

World Bank (1999a). Environmental Assessment. Operational Manual - BP 4.01, The

World Bank, 1818 HST.NW, Washington, D.C.

World Bank (1999b). Environmental Assessment. Operational Manual - GP 4.01, The

World Bank, 1818 HST.NW, Washington, D.C.

World Bank (1999c). Environmental Assessment. Operational Manual - OP 4.01, The

World Bank, 1818 HST.NW, Washington,,D.C.

World Bank (1999d). Forestry. Operational Manual - OP 4.36, The World Bank, 1818

HST.NW, Washington, D.C.

World Bank (1999e). Public Consultation and Environmental Assessment.

Environmental Assessment Source Book Update No. 26, April, 1999, The World Bank,

References: Page 2 of 3 Scott Wilson / CES / IIIE



1818 HST.NW, Washington, D.C., pp. 14.

World Bank (1994). Roads and the Environment - A Handbook. Report TWU 13. TheWorld Bank Environmentally Sustainable Development Vice PresidencyTransportation, Water & Urban Development Department, Transport Division, pp. 167.

References: Page 3 of 3 Scott Wilson / CES / IIIE




APPENDICES

TABLE OF CONTENTS

APPENDIX PARTICULARS PAGE NO.

Appendix 1 Air Monitoring Proforma I

Appendix 2 Water Monitoring Proforma 2-3

Appendix 3 Noise Monitoring Proforma 4

Appendix 4 Ambient Air Quality Standards 5

Appendix 5 Water Quality Standards 6

Appendix 6 Ambient Noise Quali Standards 7

Appendix 7 Public Opinion about Envirornent in the Project Area- 8-10

Questionnaire

Scota Wilson


Karnataka Slate Highways Environmental Assessment Report -Improvement Project Raichur By-pass

APPENDIX- 1

AMBIENT AIR QUALITY MONITORING PROFORMA

MONITORING LOCATIONS:

AQ 1 =

AQ2=

Sampling Stations Air QualityS.No. Parameters AQ 1 AQ 2 Standards Protocol

1 Time of Sampling (hr)

2 Sampling Duration (min)

3 Flow Rate (m3 /min)

4 Atmospheric Max.Temp. (°C) Min.

5 SPM (j±g/m3)

6 RPM (pg /m3)

7 Oxides of Sulphur (assox, jig/M3)

8 Oxides of Nitrogen (asNOR, jig/M3 )

9 Carbon Monoxide (as CO,, ___ mglm/ 3 )

10 Lead (as Pb jig/m3)

Appendices. Page I of 10 Scott Wilson



Improvement Project Raichur By-pas

APPENDIX - 2

WATER QUALITY MONITORING PROFORMA FOR SURFACE WATER

MONITORING LOCATIONS:WQ I=WQ 2=WQ 3=

Monito ing Locations Water Quality Standards Protocol

Parameters I 'W~2 1 Drinking Surface IS:WQ1 WQ2 WQ 3 Water Water

Standards Standards

Physical ParametersAtmospheric Temp.(,IC)Water Temp.(°C)Colour (Hazen Units)OdourTurbidity (NTU)Total SolidsSuspended SolidsTotal Dissolved Solids

Chemical ParameterspHDOBOD (at 20°C for 5day s) _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ _ _ _ _

COD -Total Alkalinity (asCaCO3)

_

Total Hardness (asCaCO3)

Calcium Hardness (asCaCO3 )

MagnesiumHardness(as CaCO3)Sulphates (as S0 4)

Phosphates (as P04)Nitrates (as NO3)

Ammoniacal NitrogenChlorides (as Cl)Fluorides (as F)

Calcium (as Ca)

Magnesium (as Mg)

Appendices: Page 2 of 10 Scott Wilson




Parameters Monitoring Locations Water Quality Standards Protocol

WQ 1 WQ 2 WQ 3 Drinking Surface ISWater Water-Standards Standards

Sodium (as Na)

Potassium (as K)

Boron (as B)

Heavy Metals '

Total Iron (as Fe)

Lead (as Pb) .

Manganese (s Mn) .

Organic .

Phenolic Compounds

Oils & Grease

Biological parametersMPNTotal Coliforms(/lOOml)

MPNFaecal Coliforms( /lOOml)

Note: All parameters are expressed in mg/l except pH and Odour and otherwise mentioned along with the

parameter.





APPENDIX - 3

AMBIENT NOISE LEVEL MONITORING PROFORMA

MONITORING LOCATIONS:NQ1=NQ2=

Monitoring Category Distance Sound Level dB(A) Range Standard

Location of Zone from the of Limit in

Centre Sound Protocol dB (A)

line (m) Mi. Max. Avg level Leq

_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ ~d B (A ) _ _ _ _ _ _

NQ I_ __ _

Average =

NQ 2

Average =

Max. = Maximum; Min. = Minimum





APPENDIX - 4

AMBIENT AIR QUALITY STANDARDS (NATIONAL)

Time Sensitive Industrial Residential,Pollutants weighted Area Area Rural & Method of

Average Other Areas Measurement

Sulphur Dioxide Annual' 15 Pg/M 3 80 Pg/M3 60 gg/m3 1) Improved West and

(SO2) ggM 0P/3Gaeke Method24 hours- 30 pg/r 120 Pg/m 3 80 g/m 2) Ultraviolet Fluore-

____________________ ___________~~~~~~ scen ce

Oxides of Nitrogen as Annual 15 Pg/M 3 80 gg/M3 60 pg/M3 1) Jacob and Hochheiser

N02 24 hours 30 Pg/r 3 120 Pg/M3 80 Pg/r 3 Modified (Na-Arsenite)

method2) Gas phase Chemil-

uminescence

Suspended Annual' 70 gg/M3 360 .g/m3 140 Pg/M 3 High Volume Sampler

Particulate Matter (Average flow rate not

(SPM) 24 hours- 100 pg/mr3 500 Pg/M 3 200 pg/M3 less than 1.1 m3/ minute)

Respirable Particulate Annual' 50 pg/M3 120 Ag/M 3 60 pg/iM3 Respirable Particulate

Matter (RPM) size <i _______ ___-_ Matter sampler

Pm 24 hours 75 Pg/M 3 150 pg/mr3 100 gj/m3

Lead (Pb) Annual' 0.50 Ag/M 3 1.0 pg/M3 0.75 Pg/m 3 AAS Method after__________sampling using EV2PA C

24 hours- 0.75 pg/M 3 1.5 gg/M3 1.00 pg/m3 or equivalent filter paper

Carbon Monoxide (Co) 8 hours" 1.0 mg/m3 5.0 mg/m3 2.0 mg/mr Non Dispersive Infra Red

1o2Mg/rn3 10.0 mg/rn 3 4.0 mg/rn 3 (NDIR) SpectroscopyI hour 2.0 mgm 10 0 mg/m 4.0 mg/m

* Annual arithmetic mean of minimum 104 measurements in ayear taken twice a

week 24 hourly at uniform interval

24/8 hourly values should be meet 98% of the time in a year. However, 2% of the

time, it may exceed but not on two consecutive days

Note:National Ambient Air Quality Standard The levels of air quality with an adequate margin

of safety, to protect the public health, vegetation and property.

Whenever and wherever two consecutive values exceed the limit specified above for the

respective category, it would be considered adequate reason to institute

regular/continuous monitoring and further investigations.

Appendices Page 5 of I0 Scott Wilson




APPENDIX- 5

PRIMARY WATER QUALITY STANDARDS

Designated Best Use Class Criteriaof

;___ _ _ _ W aterDrinking water A * Total Coliforms MPN/100ml shall be 50 or lesssource * pH between 6.5 to 8.5(with conventional * Dissolved Oxygen 6 mg/l or moretreatment) * Biochemical Oxygen Demand (BOD) 5 days 20

°C 2 mg/l or lessOutdoor bathing B * Total Coliforms MPN/100 ml shall be 500 or(Organised) less

* pH between 6.5 to 8.5* Dissolved Oxygen 5 mg/l or more* Biochemical Oxygen Demand (BOD) 5 days 20

°C 3 mg/i or lessDrinking Water C * Total Coliforms MPN/100 ml shall be 5000 orSource less(without * pH between 6 to 9conventional * Dissolved Oxygen 4 mg/l or moretreatment) * Biochemical Oxygen Demand (BOD) 5 days

20 °C 3 mg/l or lessPropagation of D * pH between 6.5 to 8.5 for Fisheries

Wildlife * Dissolved Oxygen 4 mg/l or more

* 3. Free Ammonia (as N) 1.2 mg/l or less

Irrigation, Industrial E * pH between 6.0 or 8.5Cooling, * Electrical Conductivity at 25 °C iLmhos/cm MaxControlled Waste 2,250

* Sodium absorption ratio Max. 26* Boron, Max. 2 mg/l

Appendices: Page 6 of I0 Scott Wilson




APPENDIX- 6

AMBIENT NOISE LEVEL STANDARDS

Limit in dB(A) leq

Area Code Category of AreaDay Time Night Time

A Industrial Area 75 70

B Commercial Area 65 55

C Residential Area 55 45

D Silence Zone 50 40

Note - 1 Day time is reckoned between 6 a.m. and 9 p.m.

Note - 2 Night time is reckoned between 9 p.m. and 6 a.m.

Note - 3 Silence zone is identified as area up to 100 meters around suchpremises as hospitals, educational institutions and courts. Thesilence zone is to be declared by the Competent Autl-oity.

Note - 4 Mix categories of areas should be declared as one of the four abovementioned categories by the Competent Autlory and thecorresponding standard shall apply.

NOISE LIMITS FOR AUTOMOBILE (FREE FIELD AT ONE MET-ER IN dB(A) ATTHE MANUFACTURING STAGE)

S.No. Type of Automobile Stndard

(a) Motorcylce, Scooters & Three Wheelers 80

(b) Passenger Cars 82

(c) Passenger or Commercial Vehicles upto 4 tonne 85

(d) Passenger or Commercial Vehicles Above 4 tonne and 89upto 12 tonne

(e) Passenger or Commercial Vehicles Exceeding 12 tonne 91





APPENDIX -7

Public Oninion about Environment in the Proiect Area

I Questionnaire No.From: km To km

Name

Age :-Years Profession:

Address:

01 Do you think the air which you breath is healthy and clean: YES I NO

Q2 If no, what would be the expected reason? (Grade in %)

Construction Poor Smoke OthersItems of Road Sanitation Vehicular I Industrial Domestic

I 0-100% I I

Q3 How it can be minimized to satisfactory levei (Grade in %):

| Items |RWanI | Plantation Ag . Shdftng Of Awareness | em

n of Roadll0 - 00% l

Q4 Do you think the water quality of different sources of your locality is (Grade in %):

Items Municipal Hand Well Bore Pond River/ OthersSupply Pump Well Canal

Worse (1 - 30%)

Good (30- 60%)

Satisfactory (60-100%)

Q5 What would be the expected reason for making water quality worse?

Construction/Rehabilitation of Road : may be I may not beMixing of Industrial/Domestic Discharge : may be / may not beSeepage from Septic Tank/Sewers : may be / may not beOthers, Please specify may be / may not be

Q6 Whether noise level in your area is disturbingArritating you? YES / NO




Q7 If yes, what would be the expected reason (Grade in %):

Items Narrow Heavy Constructl Industries WorkshoP oud OthersIes Road Traffic onWr okhp Speaker /Deck

0 -100%

Q8 How, it can be brought to the satisfactory level in your area (Grade in %):

Widening/ Diversion of settling the OthersItems Rehabilitation of Traffic Encroachers

Road0 - 100%

09 Is there any Religious/ArchaeologicaVHistorical place in your area : YES / NO

Q10 If yes, please describe:

Items Holy Places Monuments Art & Culture Site Graveyard OthersPlace l l

Since (Year)

Q11 Do you remember any natural in or asrea: YES / NO

012 If yes, please describe:

Items Flood Draught soi Land Cyclone BrGas OthersItems Floo Dragttt Erosion Slide Earthquak Leakagee

PlaceYear

Q13 Have you seen any rare animal I bird in your area: YES!/ NO

014 If yes,, please describe :

Items Animals Birds OthersPlace

Year

Q15 Is there any important structure (Market, Community Hall, Drinking Water Source, etc.) in your areaare expected to be affected by widening / rehabilitation of road:

YES I NO

016 If yes, where it should be shifted (Describe the actual site):





Q17 Do you think widening/rehabilitation of road will improve the following (Grade in %):

Items Quality of life New Handicraft I Toursm Availability of Others

/ Education Employment Local Agricultural BuildingIndustries Products Material

0-100%

Q18 Do you think widening/ rehabilitation of road will increase/decrease the following

(. the Box):

tems anisation Cultivation New Diseases I Fire Wood hers

Increase III

Q19 Do you think widening/ rehabilitabon of your existing road will increase/decrease the following (. the

Box):

Items Pollution Load Transport Drinking Medical Biological WealthItems Air Water Noise Facilities Water Care Forest Wildlife Others

AIr Wae Nos Supply

IncreaseDecrease _

Q20 Can you smgget any possible mitigation (control) measures to improve the environmental quality to

satisfac=v wie in c area:

Signature with Date

Name of the Scrutiniser:

Place:Date: Signature

Appendices: Page /0 of 10 Scott Wilson


Karnataka State Highways EnvironmentalAsessment Report -

Imprwvement Project Raichur By-pass

Public Consultation

Place: Askihal and Eklaspur Date: 23-03-2003

a _ -a.^ ,", ^ Near Agiulua Colee A';_ j

_ ~ ~~~~~ _ '- K : } e:..-

^ \ PS ~~-gS 1 ;_

Net Piary AgrcholturalClemies, Ekaspu.~~~~~~~~~~~~~~~~~I- .-

Scott Wilson

PART I-ENVIRONMENTAL IMPACT ASSESSMENT (EIA)


Improvement Project RaichurBy-pass

Public Consultation

Place: Govt. Primary School Premises, Eklaspur Date: 23-03-2003

- .9 *- s7 -

.4 o__, o' Pi.~~~- _ _It,*; ,

Scott Wilslon7

PARTI - ENVIRONMENTAL IMPACT ASSESSMENT (EIA)

Karnataka State Highfways Environmental Assessment Report -Improvement Project Raichur By-pass

Public Consultation

Place: Radha Krishna Temple Yard, Yarmaras Date: 23-03-2003

R-~(

:v - -'1__'--

La

Scott Wilson




Annexure - 2Public Consultation (Suggestions from Public)

RAlCHWR BY-PASSSuggestions:

Name:

Proression:~,j-

Address: c~~~

):>103\(03 ~ ~~~~~~~~Signature

Date ' J * L 0

Name: A'/l I. L/K~~Profession: _Y4 ' 4. -iAddress:,

Place: C & natureDate: °3-sB tre

Scott Wilsoni




Annexure - 2 (Continued)

Public Consultation (Suggestions from Public)

RAICHUR BY-PAS

Suggestions: s f : - -e

2lcj tfS 2rz_-C wr1te 4a 4n w- ,. : 6• '; .' v

Name: n) ' c-CoP

Profession: m. &e tD (A (4 jh)

Address: (.r-4 l-, A/-e e ) 1

Place: RO c 4*&Date;

Suoessions: -_u r

Name: $t

PrEofession: 0 a

Address: (T- * -3

Place: e '

Date: 3 ignature

Scotl Wilsoli




Annexure - 3Persons contacted for Public Consultation

Place: 1. Near Agricultural College, Askihal, Raichur Date: 23-03-2003

2. Govt. Primary School, Yaklaspur, Raichur

S.-No. Nanie Age Profession Address

~~-. .~~~ 'g ____L M - ____ ___ 4 a.L

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Nameof Recorder:

Scott Wilsonl



Improvemenl Project Raichur By-pass

Annexure - 3 (Continued)Persons contacted for Public Consultation

Place: Near Radha Krishna Temple, Yarmaras, Raichur Date: 23-03-2003

No. Name Age Profession Address .No.__NameoWA.e

_ _ _ _ _ _ _ _ _ _ _ - C O d I'C2- U3a'i.t'ZU' 4,5 c c ;dle ya_ _ _ _ _ __6_ _

1 i- 40 ________ K

Name ofA4'$ Reorer -? jCJC~r; &PART ENVIRONMENTAL3IT5A CSEolSe SEct CE Std

n .4 b -ol , e . YaAA M0 6

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53 tnrLQ 52> rendlit YaiAR2~~~~~~~~~ScttWilolPATI-EVRNETLIMATASSMN EA

PART - IIENVIRONMENTAL MANAGEMENT

PLAN (EMP)

~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~. ..


TABLE OF CONTENTS

SECTION PARTICULARS PAGE NO.1 Introduction 1-31.1 By-passes as integral part of KSHIP 11.2 Raichur By-pass - Project Description I1.3 EIA Report and EMP 21.4 Objective 21.5 Clearances to be obtained 31.6 Components of EMP 32 Environmental Impacts and Mitigation Measures 3-82.1 Prevention of erosion 32.2 Gravel and Borrow pit Restoration 42.3 Use and Disposal of Excavated Materials 42.4 Land Acquisition 42.5 Avenue Plantation 42.6 Accidents and Road Safety 52.6.1 Design Phase 52.6.2 Construction Phase 52.6.3 Operation Phase 52.7 Impact on Air Quality 62.7.1 Construction Phase 62.-.2 COperatior. Phase 62.8 Impact on Noise Level 72.8.1 Construction Phase 72.8.2 Operation Phase 72.9 Impact on Soil Quality 72.10 Impact on Water Resources and water Quality 82.11 Sanitation and Waste Disposal 82.12 Aesthetics 83 Integration of EMP with the Project 9-12

Conditions in Bid Document for Protection of Enviromnent 94 Environment Management Plan Implementation Unit 12-16

(EMPIU)Actions taken by the PIU 15The Role of Functionaries 16

5 Environmental Monitoring 16-22Record Maintenance 17

6 Capacity Development through Training for 22-24Environmental Management

7 Budget for EMP Implementation 24-25Fund Allocation for Environment protection and 24Enhancement

REFERENCES 26

TOC- Page I Scott Wilson

PART 11 - ENVIRONMENTAL MANAGEMENT PLAN (EMP)

Karnatakca State Highways Environmental Assessment Report -


SECTION I PARTICULARS PAGE NO.

TABLES

Table 1.1 By-passes selected by KSHIP 1

Table 1.2 Clearances to be obtained for Phase II - Raichur By-pass 3

Table 1.3 List of Intersections for Improvement 5

Table 1.4 Collaborating Agencies and related Tasks affecting the long- 14

term Functioning of PWD

Table 1.5 Details of Environmental Monitoring Requirements 18

Table 1.6 Parameters and Permissible Limits for Ambient Air Quality 19

Table 1.7 Permissible limits for Ambient Noise Level 19

Table 1.8 Drinking Water Specification 20

Table 1.9 Estimated budget for the project 25

APPENDICES

Appendix A Guidelines for Preparation of Environmental supervision and 1

Monitoring Report

Appendix B Environmental Supervision and Monitoring Schedule 2-12

Appendix 1 Ambient Air Quality Monitoring Proforma 13

Appendix 2 Water Quality Monitoring Pro forma 14-15

Appendix 3 Ambient Noise Quality Monitoring Proforma 16

Appendix 4 Ambient Air Quality Standards 17

Appendix 5 Primary Water Quality standards 18

Appendix 6 Ambient Noise Quality Standards 19

Apperdix 7 Draf+. Terms of Reference for Environen=t? Training of 20

EMPIU Staff l

ANNEXUREAnnexure I Environmental Management Plan Implementation Unit

(EMPIU) - Organigram

TOC. Page 2 Scott Wilson



ENVIRONMENT MANAGEMENT PLAN

1. IntroductionThe Karnataka State Highways Improvement Project (KSHIP) is an initiative by the PublicWorks Department (PWD) of the Governnent of Karnataka (GOK), under the proposedWorld Bank loan, to undertake improvement of 2490 km of roads consisting of StateHighways and Major District Roads. These roads were selected on the basis of a StrategicOption Study (SOS) carried out in 1996, the objective of which was to formulate a policy fordeveloping an effective network of regional roads. The road improvement program of theGOK entails upgradation of 942 km of roads and Rehabilitation of the rest of the roads(about 1339 km) based on Feasibility Study.

To facilitate realisation of this objective, the Government of Karnataka appointed M/s ScottWilson K irkpatrick o f U K a nd India t o w ork i n a ssociation w ith Consulting EngineeringServices (I) Ltd., New Delhi and IIE, Bangalore to constitute the Project Co-ordinatingConsultants (PCC). This PCC was assigned to carry out the Feasibility study for the roadupgradation and Rehabilitation. The GOK also c onstituted a Project Implementation U nit(PIU), which was formed of experts drawn from different Departments of the Government.The members of the PIU were professionals with experience in all aspects of roadengineering and also in ecology. The PIU was assigned the task of working in tandem withthe PCC.

1.1 By-passes as integral part of KSHIPTvs.o by-passes are recognised b:. 'SHIP as a part of Phase LT keepinig ir. view the increasein traffic along the project roads following the improvement and to avoid future bottle necksin the town/village areas. The Phase IE Project includes by-passes for 2 Towns - Raichur andBijapur. These by-passes are considered as additional corridors to the existing roads passingthrough the settlements to facilitate smooth traffic flow. By-passes explored by KSHIP withtowns and village are listed in Table 1.1.

Table 1.1: By-passes selected by KSHIP

SI. No. Settlement KSEIP Links Location Length (Kin)1 Bijapur 2A & 3A Bijapur - Tikota (Phase I) & 6.7

Bijapur -Mudhol(Phase II)2 Raichur IA & 1B Raichur - A.P. Border (Phase I) 7.6

& Kalmala - Raichur (Phase I)

1.2 Raichur by-pass - Project DescriptionAbout 7.6 Km from PWD Chainage km stone 196.700 on Raichur - Makthal Road (link IAand SH - 13) to PWD Chainage km 5.500 on Raichur - Lingasugur/Kalmala Road (link lBand SH - 20) of the proposed upgradation project road passes through the dry land. The totalconstruction period of the project will be 12 months. The extent of manageable length ofconstruction work in one year will begin from Km.196.700 on Raichur - Shaktinagar/Makthal Road (Link IA and SH - 13) and end at PWD Km 5.500 on Raichur -Lingasugur/Kalmala Road (link I B and SH - 20) along the by-pass road. Individual monthlycontract will be approx. 635-640m. To make the road stable and environment friendly,major construction work will commence and be completed in the dry season by labour basedconstruction. During rainy season minor road works like transportation of materials forfuture use, maintenance of roads etc. will be considered. The project description has been

Page I of 26 Scott WIlsoi,

PART /I - ENVIRONMENTAL MANAGEMENT PLAN (EMP)



given in detail in CHAPTER - 3 of Part I - ELA report. For a COI width of 30m, total land

requirement is 55.05 acres. Generated data and Baseline environmental conditions have been

described in detail in CHAPTER - 5 of Part I - EIA report.

1.3 EIA Report and EMPThe scope of the feasibility study included preparation of an Environmental Impact

Assessment (EIA) Report on by-pass roads selected for upgradation. The EIA Report was

prepared as per the Guidelines of the Ministry of Environment and Forests (MOEF) of the

Government of India (GOI) and to meet the requirements of the World Bank as per OP 4.01.

An Environment Management Plan (EMP) has already been formulated for the Phase I and

Phase II components. This EMP for Phase I and Phase II of the project has been accepted

and approved by the World Bank and is under implementation by the Project

Implementation Unit of the PWD. The EMP for Phase II was targeted at further

strengthening the Wing formed under the PIU to Monitor and implement the EMP as

formulated in Phase I. The EMP presented below addresses those stipulations fully and

comprehensibly for upgradation of by-pass roads in Phase-Il.

1.4 ObjectiveThe EMP is the vehicle used to communicate the mitigation measures to the Government

and also to the Contractor. The objective of the EMP is to formulate an effective mechanism

to monitor and implement the proposed mitigation measures and procedure to be adopted for

sound environmental management of the Project corridors. The capacity building and

training needs of the pezsonnel are also addressed in the ETP. Keeping in mind the project

requirements, the Phase v END covers all the components comprehensively. Ahe EMVP has

been discussed betw-en the World Bank, the PIU, PWD and the PCC. The EMP has been

accepted and endorsed bv the PWD, Government of Karnataka.

Before implementation, every road development and improvement project in India has to

obtain environmental clearance from the appropriate quarters of the Government, the

procedures of which have been discussed in detail in Chapter-2 of the EIA report for Phase

II - Raichur By-pass. The letter of environmental clearance is to be seen as a conditional

agreement between the project proponent and the Government, wherein the project

proponent declares that all care will be taken to avoid causing unnecessary damage to the

ambient environment and to mitigate the impacts while implementing the given project.

PWD has adopted a pro-active course of actions for environment management of the roads

and play a major role in environmental protection and enhancement of the State's road

network. Table below lists the laws under which clearances will have to be acquired at the

state/central level for Phase II of KSHIP. The PIU has applied for clearances and approval to

these regulatory agencies.

This EMP has been prepared for the PIU (PWD) to set out the effective Environmental

Management requirements for the road works during construction and operation phase of the

project corridor to result in an environment friendly and stable Highway project.

1.5 Clearances to be obtainedThe mitigation measures required for the project will be communicated to the Govt. only

through EMP. Based on the EMP, the environmental clearances will be issued by the

Government and further, road work will be implemented based on the feasibility design.

Page 2 of 26 Scott WIlsoil

PART II - ENVIRONMENTAL MANAGEMENT PLAN (EMP)


Clearances will have to be obtained at the state/central level for Phase II KSHIP by-passcomponent and it is given in the following table (Table 1.2). The PIU has applied forclearances and approval to these regulatory agencies. The cost of the project is less than Rs.50 Crores and therefore, clearance from MoEF may not be required. The project area ismainly the private land and trees to be removed for the developmental work, belong tolandowners. Therefore, clearance from the state may also be not required.

Table 1.2: Clearances to be obtained for Phase II - Raichur by-pass

SI.No. Statutes Clearance to be obtained1 Water (Prevention and Control No Objection Certificate and clearance from the

of Pollution ) Act, 1974 Karnataka State Pollution Control Board.2 The Air (Prevention and No Objection Certificate and clearance from the

Control of Pollution) Act, 1981 Kamataka State Pollution Control Board.3 The Environment (Protection) Not applicable

Act, 1986. ELA Notificationdated May 1994 andsubsequent amendments.

1.6 Components of EMPThis EMP report has been designed comprehensively, considering all the essentialcomponents required for the project. The Environment Management Plan summarises theenviromiental impacts of the project and presents measures, which will be implemented toit-hnaz the adverse impacts of the project and tc. enhance the positive outcoin- of thleprojecL More specifically the EMP includes the following components:Envronmental Impacts and Mitigation MeasuresIntegration of EMP with the projectEnvironment Management Plan Implementation Unit (EMPTU)Environmental Monitoring andCapacity Development through TrainingThe contents under each of the above are discussed in details in the rest of this chapter.

2. Environmental Impacts and Mitigation MeasuresThe environmental impacts due to location, engineering design, impacts during constructionand operation phases have been discussed in detail in Chapter 6 of the Phase I EIA Reportand is also presented in tabular form as Appendix-I of the EMP. The primary impacts due tothe implementation of Phase II upgradation of by-pass roads and the associated mitigationmeasures are discussed below under specific headings:

2.1 Prevention of erosionInitially, the freshly consolidated fill areas will be prone to erosion. The mitigation aspectsof the erosion prevention is included in the design through specification on stabilization offill areas, selection of less eroding material, good compaction and consolidation andeventual covering of exposed surface with turf.

2.2 Gravel and Borrow Pit RestorationSoil with gravel (moorum) occurs extensively over nearly all parts of Karnataka, but isgenerally associated with high clay fractions. Sand will be added to increase the suitabilityof moorum for its use in the construction of road embankments. The moorum borrow pits

Page 3 of 26 Scott Wilso,l




are generally located along the road corridors. Improper extraction of borrow materials from

the pits, inadequate rehabilitation leading to accumulation of water during rainy season and

disease vectors, potential loss of productive land, increase in erosion, etc. are impacts which

require to be mitigated.

The proposed mitigation measures, which will be implemented as part of the construction,

are:Pits will be properly reclamated;Cut faces will be merged with the slope of the adjoining terrain;Bottom of the pits will be graded towards natural out-falls to prevent water accumulation;

The reclaimed area will be seeded to provide grass coverage.

2.3 Use and Disposal of Excavated MaterialSome of the excess excavated materials will be utilised in the embankment construction of

the new road formation. The proposed mitigation measures include re-use of unsuitable

material as backfill in the reclamation of borrow pits. The lead and lift distances have been

included in the BOQ costs and are incidental to the Civil Works.

2.4 Land AcquisitionThe Phase II by-pass upgradation component of the project will require acquisition of

private lands. This includes agricultural land. The legal procedures applicable in this regard

have been described in Chapter 2 of the EIA report.

The Resettlement Action Plan (RAP), prepared separately for this project, addresses the land

acquisition and tlhe related compensation aspects of this project. Active publi . . onsultation

and dissemination of information was undertaken to formulate this plan.

2.5 Avenue PlantationThe procedures for obtaining permission to raise compensatory forest have been described

in detail in Chapters 2 and 6 of the EIA. Only 16 trees on private lands will be felled and

about 1,520 trees will be replanted as compensatory measures.

The required mitigation measures included in the project are:Avenue plantation -Mix of local species of trees and shrubs will be selected.Saplings will be raised in nurseries and will be transplanted.Adequate protection in the form of low cost fencing, regular maintenance and supervision

will be undertaken.The plantation programme will be undertaken with public consultation and active

participation of the State Forest Department and supervised by the EMPITU.

2.6 Accidents and Road safety2.6.1 Design PhaseTraffic studies have identified intersection areas with heavy traffic intensity and acute-angle

intersections, which require junction improvements. The locations of these intersections

have been noted in the following Table (Table - 1.3).

Page 4 of 26 Scott Wilsonl



1Table - 1.3: List of Intersections for ImprovementLink Chainage Intersection with Intersection Type

SH MDR Other Road

1 A 196.700 13 Y-TypeMDR Y-TpeMDR Y-Type

1B 5.500 20 - I - _ Y-TypeNote: SH-State Highway; MDR- Major District Road; ODR- Other District Roads

The proposed mitigation measures include:Improvement of junction points.Placement of appropriate road-signage and road furniture to fore warn the road users.

2.6.2 Construction PhaseShort-term impacts associated with this phase will be traffic diversion and management andconstruction management. A comprehensive Traffic Management Plan has been formulatedand included in Chapter 3 of the Detailed Engineering Report. The contractors during theconstruction of the project will adopt this plan.

The required mitigation measure adopted include:Establishing suitable traffic management system, with the concurrence of the PoliceDepartment.Assistance of the Police Department, to regulate traffic.

2.6.3 Operation phaseAccident hazards will be greatly reduced and the widened road will ensure smooth and fastflow of traffic. The event that could pose potential environmental risk is the accidentinvolving vehicles carrying hazardous cargo. At present, most of the vehicles carrying suchcargo use National Highways. With better connectivity, some of the vehicles may use theState Highways.

The required mitigation measures are:Establishment of emergency response facilities to deal with accidental spillage of hazardouschemicals and prevention of contamination of adjacent water-body through immediatecordoning of the area of spillage.Establishment of effective collaboration with the PWD Division responsible for handling ofthei. Emergency Response on National Highways.ii. Extension of the emergency response facility to the State Highways.

2.7 Impact on Air qualityImpacts on air quality happen in two situations and each requires specific mitigationmeasure(s).

2.7.1 Construction PhaseModerate air quality impacts during the construction phase of the project can be anticipateddue to the uses of construction machinery and formation of fugitive dust in and around theconstruction sites due to vehicular movement and handling of materials. The SPM and RPMlevels are generally high in parts of Karnataka because of arid climate and well beyond the

Page 5 of 26 Scotl Wi/son




prescribed limits in urban areas. Regulation of traffic and pedestrian movement is of

particular concern in the urban areas during construction, at junction point.

The required mitigation measures are as follows:Asphalt and hot mix plants, Stone Crusher units should be located at least 500-metres away

from inhabited urban and rural settlements. These units should be located in downwind

direction to the nearby settlements. Guidelines issued by the State Pollution Control Board

on establishment of Stone Crusher Units would be adhered to.Trucks carrying earth, sand or stone would be covered with "Taurpolin" to prevent spilling,

Transportation of fly ;ash requires very careful handling to avoid adding to the load of

suspended particulate matter along the routes. Use of slurry in covered trucks is the required

mitigation measure. Fly ash shall be conditioned with water as necessary at source to

prevent dusting enroute. It shall be delivered to the site in covered dump trucks to minimize

loss of moisture and dusting. Regular inspection and careful selection at the source shall be

carried out at all times.Fugitive dust would be controlled by sprinkling water, andRegular maintenance of machinery and equipment would be carried out.

Develop a green belt around the Plant site.

2.7.2 Operation PhaseThere will be an increase in vehicular traffic following the implementation of the project.

Consequent rise in the level of vehicular emission is only to be expected on all road

segments in future.

The required mitigation measures incl-:ded ir the project are:Creation of vegetation screen along the roadside having a two-tier planting arrangement to

absorb pollutants and arrest dust entrainment.Maintenance of avenue plantationAs part of the Institutional Development Strategy, the project also plans to carry out:

i) Conducting black spot improvement study on the project road;ii) Extension of the computerized accident analysis system (currently in use in Bangalore

and other cities) to the rest of the State roads andiii) Providing training to the PWD, Police and other safety staff on accident investigation

and analysis techniques.

The outcome would be incorporated in the implementation of the project and form the basis

of on-going institutional and capacity development component.Additional mitigation measures that the State may consider in the future include:

Phasing out of old vehicles,Promotion of increased use of fuel-efficient engines,Promotion of increased use of catalytic converters for petrol vehicles, and

Promotion of increased use of smoke traps for diesel vehicles.It may be noted that the increase in traffic speed will reduce localized concentration of

pollutants and result of reduced congestion and idling.

2.8 Impact on Noise level2.8.1 Construction PhaseTemporary impacts in the immediate vicinity of the project may occur during construction.

The magnitude of impact will depend upon the types of equipment used and on the

construction methods employed. Care would be taken to reduce such impacts by:

Page 6 of 26 Scott Wilson




Asphalt and hot mix plants, Stone Crusher units should be located at least 500-metres awayfrom inhabited urban and rural settlements. These units would be located in downwinddirection to the nearby settlements. Guidelines issued by the State Pollution Control Boardon establishment of Stone Crusher Units would be adhered to.Source-control through proper maintenance of all equipment.Use of properly designed engine enclosures and intake silencers.Where possible, locating construction equipment at least 250m away from inhabited areas.Providing protection devices like earplugs to all workers near construction equipment.Scheduling of project activities to minimise impacts.Strict prohibition of construction activities between 10 P.M and 6 A.M. in residential areas.

2.8.2 Operation PhaseIncrease in noise level is anticipated due to increase in traffic movement. The impacted areasare basically the towns and the other places having a semi-urban profile and which functionas major market centres and where inter-modal transfer of commodities occur.The required mitigation measures areProper management of traffic by the Police Department of the State GovernmentEnforcement of legal measures on unwanted increase in the noise level by the PoliceDepartment.Maintenance of avenue plantation to dampen traffic-related noise.Adoption of special measures such as prohibition of hooting to control noise near sensitivereceptors like hospital, schools and administrative offices.

2.9 Impact on Soil qualitySo-.ls of easterr, and- northem Kamataka plateau are prone to erosion due to thlc-characteristics. Periodic maintenance of the drains is the required rnitigation measure. In theareas prone to soil erosion, clearing and grubbing, excavation, borrow and fill operationsshall be limited to the extent practicable.

The mitigation measures to prevent soil erosion and sedimentation include:Designated storage sites for fill m aterial and adequate stockpiling to prevent erosion andrunoff related problems.Construction of sediment basins, slope drains and use of temporary mulches, fabrics or othercontrol devices or methods necessary to control erosion and sedimentation.Cut and fill slopes shall be seeded and turfed as required depending upon the site conditionand design requirements.Embankment Stabilisation will be undertaken by prudent selection of fill material to preventerosion. Placement of stone pitching as per the design requirement and as specified in thecontract clause will be carried out.The embankment slopes will be vegetated with native seed mix to prevent soil erosion.

Good construction practices coupled with responsible supervision and with theimplementation of mitigation measures explained above will reduce soil erosion and run offduring monsoon and unexpected showers.

Construction areas near culverts and bridges are likely to be prone to erosion, particularlyduring monsoon season. Hence, construction activities for culverts and b ridges s hould b elimited to dry seasons.

Page 7 of 26 Scott Wdlson


Karnataka Stite Highways Environmental Assessment Report -


2.10 Impact on Water Resources and Water QualityImpact on Water ResourcesImpacts may arise under different circumstances, each requiring specific mitigation

measure(s).

The required mitigation measures to be adopted are:Where possible, undertake construction adequate number of bridges and culverts during dry

weather conditions and regular maintenance of all drainage structures.

Proper management of excavation materials, construction debris, site wastes and runoffs (by

proper disposal, for excaample), to protect the aquatic ecosystems.

Impact on water qualityNo permanent impact is anticipated on water quality due to the project. Construction

activities may temporarily deteriorate surface water quality near the alignment through

increase in turbidity as well as in oil and grease. These impacts are of temporary nature and

will be handled through the proposed mitigation measures:All water and other liquid wastes arising from construction activities will be properly

disposed off and will not be discharged into any water body without adequate treatment

Permission of the engineer and the concemed regulatory authorities will be obtained for

disposal of the wastes at the designated disposal points.The natural water bodies will be protected from possible modes of pollution like runoff of

the earth material to t he w ater c ourse, b lockage o f d rains and c ulverts d ue t o s pillage o f

materials and other run off which contribute to siltation.Details of temporary drainage system (including all surface channels, sediment traps,

washing basins and discharge pits) will be su'omitted tc Site EngineeT foi approval prio- to

commencing of construction works.

2.11 Sanitation and Waste DisposalSewage and domestic solid waste generated at the construction workers colony shall be

properly disposed off. Improper management of these solid wastes may lead to health and

hygiene related problems.For labour camp development construction will be adopted to ensure that adequate

sanitation at the workers' colony is maintained. The basic mitigation measures are:

The contractor shall install adequate lavatories at the construction camp to cater to the

requirements of the workers.The contractor at the campsites shall build Septic Tanks.Proper collection system for domestic refuse and its segregation and disposal will be

ensured.Periodic health check-ups of construction workers will be undertaken.

Develop a green belt around the Construction Workers Camp site.

2.12 AestheticsThe project envisages plantation of about 1,520 trees and shrubs. The roadside plantation, in

addition to functioning as pollution screens, will add to the aesthetics of the road. Properly

designed road furniture will also contribute towards the attractiveness of the road to the

users.

Page 8 of 26 Scoff Wilson

PART If - ENVIRONMENTAL MANA GEMENT PLAN (EMP)


2.13 Impact on Wildlife:Construction Phase:The labours engaged in construction activity and at campsite will be advised and warned notto hunt any wild life animals specified in Schedules I except in defence of oneself or of anyother person. In case of sighting of any wild life in the project area shall be immediatelybrought to the notice of Engineer who intum shall intimate to the wild life warden underintimation to the employer. Any wild animal killed or wounded in defence of any personshall become property of the Government. A list of wildlife animals as per Schedule I isenclosed in Annexure - II.

3. Integration of EMP with the ProjectThe EMP is an integral part of the Project and an important component, which will beimplemented simultaneously as the project proceeds. The project has to be executed andsupervised for effective and efficient environmental management and timely completion ofthe project. The budgetary allocations for EMP implementation would be a part of theproject costs so that the EMvPIU will receive funding to supervise and monitor the variouscomponents and train the staff and develop capacity and expertise within the Department.

The EMP has been made specific to the project requirements taking into account theenvironmental impacts and their respective mitigation measures. Although the conditions inthe Bid Documents are specified, the entire document on EMP shall be made a part of thecontracts for implementation of the project. The PWD of the GOK has to dischargeresponsibilities by:Making the implementation of the EMP an integral part of the project;Providia.g strong support and co mmitment to the development of tli s'.aff; andAssisting and facilitating the EMPIU to liaise with the relevant interface institutions.

All the relevant issues concerning the protection of the environment have been discussed inthe R aichur B y-pass E IA report prepared as per the Operational Policy (OP 4.01) of theWorld Bank. For all practical purpose, the mitigation measures outlined in the EMP apply tothe Upgradation of the by-pass component.

Conditions in Bid Document for Protection of EnvironmentThe Contractors' responsibilities in matters related to protection of enviromnent will be apart of the B id Documents. The Consulting Supervisors will be held accountable for anydeviation and non-compliance caused by the Contractor. These conditions have beenincluded as part of the Bid Documents and are reproduced below for illustration. Theconditions are derived from General Conditions, Sections 111 (Precautions for Safeguardingthe Environment), 112 (Arrangement for Traffic During Construction), and others of the"Specifications for Road and Bridge Works" by Ministry of Surface Transport (MOST),1997. The contract clauses have been modified as appropriate and additional clauses havebeen added where necessary.

(a) GeneralThe contractor shall take all necessary measures and precautions and otherwise ensure thatthe execution of the works and all associated operations on-site or of-site are carried out inconformity with statutory and regulatory environmental requirements including thoseprescribed elsewhere in this document.


PART It - ENVIRONMENTAL MANA GEMENT PLAN (EMP)



The Contractor shall take all the measures and precautions to avoid any nuisance or

disturbance arising from the execution of the works. This shall wherever possible be

achieved by suppression of the nuisance at source rather than abatement of the nuisance

once generated. The provisions of this sub-clause shall however, be disregarded in respect of

emergency work required for saving life or the safety of the works.

In the event of any spoil or debris or silt from the sites being deposited on adjacent land, the

Contractor shall immediately remove such spoils, debris or silt and restore the affected area

to its original state to the satisfaction of the Supervisor Engineer.

Surplus excavation materials and topsoil shall, wherever possible, be used to reinstate

quarries or borrow pits or other areas as may be approved by the Supervisor Engineer. Such

materials should be spread in such a manner as to limit subsequent erosion and shall be re-

vegetated as existing ground cover dictates.

(b) Fuel and Chemical StorageAll fuel and chemical storage shall be sited on an impervious base within an embanked area

and secured by fencing. The storage area shall be located away from any watercourse or

wetland. The base and walls of the embankment shall be impermeable and of sufficient

capacity to contain 110% of the volume of tanks.

Filling and refuelling shall be strictly controlled and subjected to formal procedures. All

valves and trigger guns shall be resistant to unauthorised interference and vandalism and be

turned off and securely locked when not in use. The contents of any tank or drum shall be

Ce'early marked. Measurec shill be taken to cr.sure ;;at no contamination ha;:pm or

discharges enter any drain or watercourses.

(c) Water QualityThe contractor shall prevent any interference with the supply to or abstraction from water

sources (including underground percolating water) as a result of execution of the works.

Areas where water is regularly or repetitively used for dust suppression purposes shall be

laid to fall to specially constructed settlement tanks to permit sedimentation of particulate

matter. After resettlement, the water may be re-used for dust suppression.

All water and liquid waste products arising on the sites shall be collected and disposed off at

location onsite or off site and in a manner that shall not cause nuisance or pollution.

The Contractor shall not discharge or deposit any matter arising from the execution of the

works into any place except with the permission of the Supervisor Engineer and the

regulatory authorities concemed.

The Contractor shall protect all watercourses as a result of the execution of the works.

The Contractor shall submit the details of his temporary drainage work system (including all

surface channels, sediment traps, washing basins and discharge-pits) to the Supervisor

Engineer for approval prior to comnmencing work on its construction.

(d) Air Quality


PART 11 -ENVIRONMENTAL MANAGEMENT PLAN (EMP)


The Contractor shall devise and arrange methods of working to minimise dust, gaseous orother air bome emissions and carry out the works in such a manner as to minimise adverseimpacts on air quality.

The Contractor shall utilise effective water sprays during the delivery and handling ofmaterials when dust is generated and dampen stored material during dry weather.

Stockpiles of materials should be sited in sheltered areas or within hoarding, away fromsensitive areas. Stockpiles of friable materials shall be covered with clean tarpaulins withapplication of sprayed water during dry and windy weather. Stockpiles of debris shall bedampened prior to their movement, except where this is contrary to the specifications.

Any vehicle with an open load carrying area used for transport of potentially dust producingmaterials shall have properly fitting side and tailboards. Materials having potential toproduce dust shall not be loaded to a level higher than the side and tail boards and shall becovered with clean tarpaulin in good c ondition. The tarpaulin should be properly securedand extended to at least 300 mm over the edges of the sideboard and tailboard.

During high wind, no dust generating operations shall be permitted within 200m ofresidential areas having regard to the prevailing direction of the wind.

Construction vehicles and machinery shall be kept in good working order and engines tumedoff when not in use. Appropriate measures shall be taken to limit exhaust emissions fromconstruction vehicles, machinery and plant and the contractor shall include details of suchproposed measures in the mitigation arnd monitoring plan to be submitted to the C .-pI -- or.

(e) NoiseThe Contractor shall consider noise as an environmental concem in his planning and duringexecution of the works.

The Contractor shall use plant and equipment conforming to intemational standards anddirectives on noise, vibrations and emissions shall include the details of measures forabating noise at source in the mitigation and the monitoring plan to be submitted to thesupervisor Engineer.

The Contractor shall take all necessary measures to ensure that operation of all mechanicalequipment and construction processes on and off the site shall not cause any unnecessary orexcessive noise, taking into account all applicable environmental requirements. TheContractor shall use all necessary measures and shall maintain all plant and silencingequipment in good condition so as to minimise the noise emissions during constructionworks. The Contractor's hours of working shall be limited to 8 A.M. to 6 P. M.

09 Transmission of DiseasesThe Contractor shall take all necessary measures to prevent transmission of diseasesbetween the local inhabitants and the labourers engaged for the works, especially withregard to sexually transmitted diseases. The Contractor shall install the necessary medicalfacilities for this purpose.

Page II of26 Scott Wi/so


Ii

I

I

i

i

Ii


The Contractor shall verify that check up for detecting the occurrence of sexuallytransmitted diseases amongst the labourers engaged for the works are actually being carriedout and submit a certificate to that effect to the Supervisor Construction Engineer.

(g) Traffic SafetyFor all works involving improvements at/to the existing highway (junctions), the Contractorshall, provide and maintain, during execution of the work, a passage for traffic, either alonga part of the existing carriageway under improvement, or along a temporary diversionconstructed close to the highway. Before taking up any construction, an agreed phasedprogramme for the diversion traffic on the highway shall be drawn up in consultation withthe Engineer.

The contractor shall take all necessary measures for the safety of traffic during constructionand provide, erect and maintain such barricades, signs, markings, flags, lights and flagmenas may be required by the Engineer for the information and protection of the trafficapproaching or passing through the section of the highway under improvement.

(h) Environment EnhancementOn completion of the works, the Contractor shall reinstate all areas with natural vegetationto the satisfaction of the Supervisor Engineer.

The Contractor shall remove all old tyres and intemal tubes (if any) from within the limits ofsite and subject to the agreement of adjacent landowners, from an additional area of 75 meither side of the road centre line. The Contractor shall dispose of all materials in a mannerapproved by the Superv-isor Engineer.

Where directed by the Supervisor Engineer, the Contractor shall improve and reinstate theland on which informal roadside service area have been established by removing all debrisand contaminated soils, re-grading to natural ground levels and re-establishing the naturalvegetation where appropriate. All debris and contaminated materials shall be disposed offsite as approved by the Supervisor Engineer.

4. Environment Management Plan Implementation UnitImplementation of mitigation measures would be the responsibility of the EnvironmentManagement Plan Implementation Unit (EMPIU) which will be set up as part of institutionalstrengthening plan. Earlier, the Project Co-ordinating Consultants (PCC) had noted that thePWD did not have an established EMPIU. Under the circumstances, the PCC proposed thatthe Project Implementation Unit (PIU), set up for working with the PCC, would be the bestorganization to supervise the implementation of the Environment Management Plan. Staff ofthe PIU, with appropriate training and exposure, should become competent to act as theEMP Implementation Unit (EMPIU). Following discussions between the PCC, PRJ andPWD, the EMPrIU framework was finalised and the appropriate expertise required during theimplementation of the EMP were identified. The EMPIU may be further modified andstrengthened, as the project is implemented.

The EMPRI will be assigned with specific responsibilities with regard to:Monitoring progress of the project as per planned schedule of activities.Exercising oversight over the implementation of environmental mitigation measures by thecontractors.

Page 12 of 26 Scotl Wi/so,,

PART 11 -ENVIRONMENTAL MANA GEMENT PLAN (EMP)



Assisting the Site Engineers by providing appropriate environmental advise and solutions to

changes in engineering design and developing appropriate mitigation measures.

Documenting the experience in the implementation of the environmental process.

In collaboration with the Supervising Consultant's Environment Engineer preparing and

implementing training materials for the Public Works Department by incorporating the

experience of implementation processes and other issues concerning protection of the

environment.Maintaining ongoing interfaces with the other relevant institutions in the context of the

works.

Staff of the EMPIU will ensure that all the approved mitigation measures would be

implemented in their spirit and by letters and that it (EMPIU) 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. The

EMPIU will be empowered to adequately discharge the above responsibilities in a manner

not detrimental to the given project.

The EMPIU shall be a specific functional unit under the Project Director of the PIU and will

be headed by a Senior Environmental' Engineer (of equivalent level to an Executive

Engineer of the GOK) and have three wings, the functions of which are stated below:

Environment Mitigation & Monitoring Wing - This will be headed by the Senior

Environment Engineer in-charge of the EMPIU and supported by five Assistant

Environmental Engineers;Forestry & Enviromnment Enhanc=t W e - tC be headed by an Assistant Conservator cf

Forest and Range Forest Officers in the divisions to assist the Executive Engineers on

forestry aspects of the project.Monitoring & Training Wing - to be headed by a Training Manager. This wing will be

under the Senior Environmental Engineer (Environment Mitigation & Monitoring Wing).

The three wings of the EMPIU shall maintain close interaction and co-ordination amongst

themselves as well as with the other Divisions of the PIU.

The EMPTIU would have the following authority:

Have access to all relevant project related documents;

Have access to all Government Orders issued for the appointment of and the conditions

stipulated therein for all Contractors and the Supervision Consultants;

Have access to the records maintained by the Contractors, including that of the Consulting

Supervisors;Freedom to inspect the works under execution;

Record the circumstances requiring application of alternative cost-effective mitigation

measures;Appoint specialists to monitor unanticipated social and environmental problems and to

obtain from them the appropriate solutions thereof;

Prepare and submit environment monitoring reports on works under execution at regular

intervals; andUndertake any other tasks arising from and related to the implementation of the EMP.

In addition to the staffing of the EMPIU by local environmental staff, it is proposed that the

Construction Supervision Consultant (an external entity engaged to supervise the project)

would provide an experienced Environmnental Engineer who will assist in the staffing,

Page 13 of 26 Scott Wilsonl



training and setting up of the EMPIU. This Engineer will also assist the EMPIU to developtraining material, develop supervision records and report preparation, assist in developingmonitoring contracts and reports, etc. It is anticipated that this would be a part time positionspanning over 4-6 months in the first year and 3 months in the second and third years of theConsulting Supervision Contract.The Contractors and the Consulting Supervisors are to be seen as the arms of the EMPIU.Therefore, to appreciate their co-operation and to stimulate them to execute the worksshould be seen as a major objective of management.The PIU based on the suggestions of the World Bank and PCC Consultants have decided toappoint an Extemal Agency to assist EMPIU in implementing the Phase I EMP for astipulated period. The PIU would appoint an External Consultant for Phase II EMPimplementation depending upon Phase II project requirements and capacity building aspectsof the EMPIU.

On receiving the approved EMP together with the documents appended thereto, the EMPIUshould note down all tasks and sub-tasks derivable thereof and to sequence its own activitiesin consonance with the schedule of construction activities. The EMPIU should also requirethe Supervisory Consultants' Environmental Engineer to prepare similar schedules of works.Failure to achieve such concordance would impair progress and, ultimately, weaken theEMPIU. In the long-term, EMPIU will have to develop capacity and expertise to liaise withother agencies to handle issues and tasks that affect the efficient functioning of the PWD.Table - 1.4 lists the interaction between the PWD and the Collaborating agencies.

Table - 1.4: Collaborating Agencies and Related Tasks Affecting the Long-term-___ ____________________Functioning of PWD I

Si. Agency Issues and Pro-actionsN o ._ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _

1 State Police Department Traffic ManagementPreventing Encroachment of ROWChecks on polluting vehicles along with the StatePollution Control Board

2 District Administration Removing encroachment from PWD landLand Acquisition

3 Department of Town and Set back distances for structures from the edge of theCountry Planning, GoK PWD's RoW. Fixing Control lines to limit building

activityLand Use Control and Planning in sensitive areas likeSchools, Residential areas, and Hospitals

4 State Forest Department Avenue Plantation and Afforestation

5 Kamataka State Pollution Pollution MonitoringControl Board Enforcement of pollution control laws in urban areas

along with Police Department6 Karnataka Power Establishing Power lines and Pylons beyond the ROW

Transmission edge in urban and rural stretchesCorporation Limited

7 Department of Laying Telephone cables, Telephone poles, OpticalTelecommunication fibre Cables beyond the ROW edge

8 Department of Health Establishing Accident Trauma centres along theServices corridor

Page 14 of 26 Scott WI/sol?



Improvement Projecr Raichur By-pass

Si. Agency Issues and Pro-actions

No.9 Public Health Sanitary Facility in villages especially in Roadside

Engineering Department villages

10 Urban and Rural Water Drinking water supply and Drains in the villages

Supply and Sewerage Laying of Water lines beyond the edge of ROW

Board11 Department of Revenue Land acquisition

12 Zilla Panchayat and Land acquisition, shifting of utilities, community

Gram Panchayat participation in social development and environmentalenhancement

13 Irrigation Department Delivery of irrigation water

Actions Taken by the PIUFollowing the approval of the Phase I EMP of KSHIP by the Government of Karnataka and

the World Bank, the PIU has adopted a proactive approach leading to the formation of the

EMPIU in the PIU set-up.

The EMPIU formation has been initiated by the appointment of a Senior Environmental

Engineer of the rank of an Assistant Executive Engineer of the Government of Karnataka in

May 2%1. The Pr T has appointed totally 5 Assistant Environmental Engineers of Assistant

Engineer rank and four ofthem are alread; in place in the divisional otfices and one in

ENfPIU. Four Range Forest Officers have been deputed to the PIU. The Divisional Forest

officers (DFO) have been advised to supervise the seedlings being raised in the nurseries.

The PIU and the EMPIU have understood the holistic approach to be followed for ensuring

sound environmental management. The tasks completed till date are listed below:

The State Forest department has consented to undertake the programme of Avenue

Plantation, Afforestation and Maintenance component of the plantation programme.

Annual budgets have been formulated in consultation with the Forest department for the

Avenue Plantation and Afforestation Programme for the Period 2001-2006.

The EMPIU has appointed Environmental Monitoring Consultants to carry out monitoring

of Environmental parameters like Ambient Air Quality, Noise level monitoring and Water

quality monitoring in the Phase I Upgradation and rehabilitation corridors.

Four Project Divisions and fifteen Projects sub-divisions have been sanctioned by the

Government for contract Administration and Management and positioning of the required

staff is uinder progress. Two Assistant Executive Engineers have been appointed and posted

at the site offices.Training and awareness programme has been initiated for the EMPIU and associated field

staff.Following further discussion with the World Bank Mission of February 2002 and the PCC,

the PIU has initiated the following tasks:The EMPIU is appointing a Consultancy firm for assisting them in implementation of the

Phase I EMP in rehabilitation roads under PIU supervision.The EMPIU has already conducted an orientation programme on Environmental

Management for Civil Contractors and its staff by engaging the Environmental Training

Institute of the Kamataka State Pollution Control Board.

Page 15 of 26 Scota Wlso,i



The Role of the FunctionariesThe major functionaries, extemal to the EMPIU, are the Contractors and the ConsultingSupervisors. As mentioned earlier it is proposed that the team of Supervisory Consultantsinclude an Environmental Engineer. This Supervising Environmental Engineer shall be acivil engineer with post-graduate specialisation in environmental engineering. He shouldhave at least five years of working experience related to integration of environmental andsocial issues in the design, construction and operation of transport projects (preferably inintemational projects). Experience in construction management and operational maintenanceof highways would be preferred.

The major duties of the Supervising Environmental Engineer would be as follows:Provide training to the staff of the EMPIU and others.Review the implementation plan of the Contractor(s)Assist EMPTU to supervise implementation of the EMP by the contractorDevelop good practice-construction-guidelines to assist the contractors in implementing theEMPAssist EMPIU to carry out periodic monitoring of air, noise and water quality to ensurecompliance with the requirements of the State and the EMPHold regular consultative meetings with the EMPRJ and Social Development andResettlement Cell to exchange information on the emerging s cenario while implementingthe EMPIn collaboration with the EMPIU, organising periodic environmental training programmesand workshops for the contractors and the other members of the Consulting Supervisors.ssist EMPrU to prepare and submit regular environmental monitoring ar.d implementationprogress reports.

5. Environmental MonitoringMonitoring will be carried out as part of the project implementation to record the actionstaken to check the environmental status of the project at pre-defined time. The monitoringrecords will indicate whether progress is being achieved as planned and could form the basisfor any modifications to achieve compliance with the regulations. It is anticipated that themonitoring records would yield data for comparison of the status of the environment at alater time point. The monitoring will be carried out to meet the quarterly reportingrequirements as per the Karnataka State Pollution Control Board regulations and to ensurecompliance with the EMP.

In the context of environment management, the project would be monitored for:Ambient Air Quality,Ambient Noise Level,Water Quality, andAvenue Plantations

Monitoring should be carried out during:Pre-construction Phase,Construction Phase, andOperation Phase.


PART 11 - ENVIRONMENTAL MANA GEMENT PLAN (EMP)



Adequate capacity to review the implementation of mitigation measures incorporated in theproject will be needed to meet administrative and legal responsibilities. EnvironmentalMonitoring Questionnaire is depicted in Appendix - A and Appendix - B.

Responsibilities for oversight will rest with the resident engineer staff including an

environmentalist or may be supplemented by some specialist consultant input, reporting tothe PWD - PIU (Environmental Unit). Parameters for monitoring of ambient air quality (as

per Appendix - 1), water quality (Appendix - 2) and noise level (Appendix - 3) are to befollowed and may be analysed by the environmental team of PWD Environmental Unit. Allmonitored data is to ;be compared with standards of ambient air and noise level (CPCB,1999, 2000) presented in Appendix - 4 - 6. Monitoring (Table - 1.5) will primarily involveensuring those actions taken are in accordance with contract and specification clauses andspecified mitigation measures. In this regard, if essential, environmental awareness trainingas described in previous CHAPTER - 4, will be provided to the PIU (PWD) and Contractorspersonnel to ensure this takes place effectively. The Project Director will visually assess theEnvironmental Unit/Contractors practices and if high pollutant levels are suspected, furthermonitoring by a laboratory recognised by KSPCB/CPCB, will be carried out to verify theincreased or decreased emission level and pollutants along the project road.

Along with generated data of environmental features, photographic records of site/locationswill provide a useful Environmental Monitoring tool. A full record will be kept as part ofnormal contract monitoring.

Under the Environment (Protection) Second Amendment Rules 1993, water qualitydischarge s tandards h ave b eer- established for surface water for its suitability for varioususes. It is a legal obligation of the Contractor that any discharge from the work site meetsthe standard guideline. Regular monitoring of noise level and ambient air quality parameterswill also be carried out and described in the contract.

Record MaintenanceEnvironmental monitoring forms will be used for recording of environmental data. Therecorded data in these forms and requisite standards focus attention on environmental issuesand provide feedback for further monitoring. Mitigation and enhancement measures adoptedin final design will be explicitly identified under the Bill of Quantities (BOQ), so thatperformance and completion is readily documented. Daily project diaries would recordenvironmental problems (spills, dust, noise, etc.) as well as safety incidents and will beretained as part of accepted modem contract management and summarized in EnvironmentalReports provided to the World Bank. All such monitored data are required to be preservedfor at least one year after completion of construction work and should be produced as andwhen required for verification.

Based on the Phase II - Raichur EIA Report, 2 locations have been proposed for air qualityand noise monitoring in the upgradation route. For water quality monitoring 1 location hasbeen proposed in the upgradation route. The locations where air, noise and w ater qualitymonitoring were carried out during the phase-II EIA study are given in Chapter 5 of the EIAReport and Table - 1.5. However, the locations may be shifted during construction phase.

Page 17 of 26 Scott Wilson,

PART 1I - ENVIRONMENTAL MANAGEMENT PLAN (EMP)


Table - 1.5: Details of Environmental Monitoring Requirements

Parameters Particulars Phase Responsible_ Organisation

1. Ambient Monitoring Stations Construction Consultant/Air Quality I.STD/ISD Booth at Ch Km 196.700 on Raichur - and PWD

Shaktinagar/Makthal Road (link 1A - SH - 13) Operation2. Agricultural College Campus, Askihal near Ch: Phases5.500 on Raichur - Kalmala Road (link lB - SH 20)Monitoring Parameters(Appendix - 1)SPM, RPM, S02, CO, NOx, Pb & HCMonitoring FrequencyOnce monthly (- 24 hourly) during earthwork duringconstruction and once in 3 months (seasonal) for 1year during Operation Phase.Length of Time1 day for 24 hoursMonitoring StandardAmbient air q uality s tandard i ssued b y CPCB/SPCB(2000-2002) - Appendix - 4.

2.Noise Monitoring Sites Construction ConsultantQuality 1.STD/ISD Booth at Ch: Km 196.700 on Raichur - and PWD

Shaktinagar/Makthal Road (link IA - SH - 13) Operation2. Agricultural College Campus, Askihal near Ch: Phases5.500 on Raichur - Kalmala Road (link IB - SH 20)Monitoring ParametersNoise levelMonitoring FrequencyOnce monthly (- 24 hourly) during earthwork duringconstruction and once in 3 months (seasonal) for Iyear during Operation Phase.Length of TimeI day for 24 hoursMonitoring StandardExisting Noise Standards fixed by the CPCB/SPCB(2000-2002) to be followed for comparing themonitored data - Appendix - 6.

3.Water Monitoring Station Construction ConsultantQuality Stream between lan 1.4 - km 1.5 towards Mansalapur and PWD

Monitoring Parameters OperationAs per CPCB (1998-2002) depicted in Appendix - 2. PhaseMonitoring FrequencyOnce monthly - 24 hourly during earth work and Iday in each month per year during construction andonce in 3 months (seasonal) for I year duringOperation Phase.Length of TimeI day for 24 hoursMonitoring StandardWater Quality Standards fixed by CPCB/SPCB (2000-2002) - Appendix - 5.

Ambient air quality monitoring would be carried out to yield 8-hourly a verages o ver 2 4-hours on two days interspersed by a two-day interval in one week. The monitoring station

Page I8 of 26 Scot Wilson



should be 20m from the central line of the road on any one side, preferably near habitations.

Air quality monitoring would be carried out for S02, NOx, SPM, RPM, CO and Pb. The

parameters and the corresponding permissible limits for Ambient Air Quality are given in

Table - 1.6.

Table - 1.6: Parameters and Permissible Limits of Ambient Air Quality

Pollutants Time- Concentration in ambient airWeightedAverage Industrial Residential, Sensitive Area

Area Rural & otherArea_________ Areas

Sulphur Annual Avg. 80,ug/m3 60ug/rm3 15,ug/m3Dioxide(SO2 )

24 Hours** 12ogg/m3 80ug/m3 30ui/m3

Oxides o Annual* 80,ug/m3 60,ug/m3 15,ug/m3

Nitrogen(NO,) _

24 Hours** 120,ug/m3 X80,ug/m3 30,ug/m3

SPM Annual 360gg/m3 140,ug/m3 70ug/m324 Hours** 500 g/m3 X0O m3 100gg/m3

RPM(Size<10,um) Annual 120,ug/m3 60,ug/m3 50,ug/m324 Hours** 150lig/m3 100,uglm3 75,uig/m3

Lead(Pb) Annual 1 g/m0.75gu0_5pg/m324 Hours** 1.5,g/m 3 I pgg/m3 0.75gpg/rn3

Carbon 8 Hours** 5mg/m3 2mg/m3 lmg/m3Monoxide(CO) ______

Monoxide_CO _ 1 Hour 20mg/m3 10mg/m3 4mg/m3

Source: Standardsfor liquid effluents, gaseous emissions, automobile exhaust, noise and Ambient

Air Quality, Central Pollution Control Board, PCL/4/1995-96* Annual Arithmetic Mean of minimum 104 measurements in a year taken twice a week

24 hourly at uniform interval** 24 hourly/8 hourly values should be met 98% of the time in a year. However, 2% o

the time, it may exceed, but not on two consecutive days.

The permissible limits for ambient noise level are noted in Table - 1.7. The measurements

should yield hourly averages during day-time (0600 to 2100 hrs.) and night-time (2100 to

0600 hrs.) over 24-hours on two days interspersed by a two-day interval in a given week. In

most cases, the noise monitoring station will be located near the air quality sampling

stations.Table - 1.7: Permissible Limits of Ambient Noise Level

Area Code Category of Area Limits in dB(A) LegDay Time Night Time

A Industrial area 75 70B Comunercial area 65 55C Residential area 55 45D Silence area 50 40

Note: (1) Daytime is reckoned in between 6 a.m. and 9 p.m.; (2) Night time is reckoned in between 9 p.m.

and 6 a.m.; (3) Silence zone is defined as area upto lOOm around such premises as hospitals. educational

institutions and law-courts. The silence zones are to be declared by the competent Authority. Use of vehicular

Page 19 of 26 Scott Wilsoi,



horns, loud speaker and bursting of crackers shall be banned in these zones. (4) Mixed categories of areas

should be declared as one of the four above-mentioned categories by the competent authority and the

corresponding standards shall apply.

The parameters for measuring water quality for the proposed monitoring locations are noted

in Table- 1.8. The measurements would be based on the samples collected from water-

bodies impacted by the construction and operation of the proposed project links.

Table - 1.8: Drinking Water Specification- IS 10500: 1991

Si SUBSTANCE/ DESIRABLE LIMIT PERMISSIBLE REMARKSNo. CHARACTE- LIMIT

RISTIC1 COLOUR, 5 25 Extended To 25 If Toxic

HAZEN UNITS, Substance Are Not

MAX Suspected In Absence OfAlternate Sources

2 ODOUR Unobjectionable a)Test cold and when heatedb)Test at several dilution

3 TASTE Agreeable Test to be conducted onlyafter safety has beenestablished

4 TURBIDITY N T 5 10U, Max _

5 pH value 6.5 to 8.5 No relaxation -

6 TOTAL 600 600 -

HARDNESS (asCa C03 mg/lit)

7 IRON (as Fe 0.3 1.0 -

mg/lit, Max8 CHLORIDES(as 250 1000 -

I Cl mg/lit Max

9 RESIDUAL 0.2 To be applicable only when

FREE water is chlorinated. Treated

CHLORINE, at consumer end. When

mg/lit Max protection against viralinfection is required, itshould be Min 0.5 mg/lit

10 DISSOLVED 500 2000 -

SOLIDS mg/I,Max

11 CALCIUM (as Ca 75 200 -

_____ ) mg/1 ,Max

12 COPPER (as Cu ) 0.05 1.5 -

mg/i Max13 MANGANESE( 0.1 0.3 -

.Mn ) mg/I Max

14 SULPHATE (As 200 400 May be extended up to 400

So4 ), Max provided (as Mg )does notexceed 30

15 NITRATE (as 45 100No3) mg/l, Max

16 FLUORIDE (as 1.0 1.5F) mgA, Max

17 PHENOLIC 0.001 0.002COMPOUNDS(as C6H6OH)mg/l Max

18 ARSENIC(as As) 0.05 No relaxation To be tested when pollution

.____ mg/l is suspected

Page 20 of 26 Scott Wilson,

PART It - ENVIRONMENTAL MANAGEMENT PLAN (EMP)



Si SUBSTANCE/ DESIRABLE LIMIT PERMISSIBLE REMARKS

No. CHARACTE- LIMITR IST IC _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _

19 LEAD(as Pb) 0.05 No relaxation

20 ANIONIC 0.2 1.0DETERGENTS(as MBAS)mgAl

21 CHROMIUM(as 0.05 1.0 To be tested when pollution

_ Cr) mgAl is suspected

22 MINERAL OIL 0.01 0.03

23 ALKALINITY 200 600

In addition to the above monitoring, additional checks and monitoring would be initiated at

the asphalt mix plants, cement concrete mix plans and at the effluent discharge points at the.

construction camps. These sites would be monitored at the locations where they are

established and for the duration of their operation (mostly during construction). The plants

and construction carnps would be monitored for: air quality: limited to concentration of

Suspended Particulate Matter (SPM) and Respirable Particulate Matter (RPM) measured

over 24-hours;Noise level: limited to 24-hours of observation and data being presented in dB (Leq); and

Water quality: limited to analysis of one sample measuring BOD5, TSS, pH, Total

Dissolved solids, Turbidity, Colour, Phenolic compounds, Mineral oil, Alkalinity and Total

& Faecal Coliform.

As mentioned earlier, monitoring during the Operation Phase will be carried out for ambient

air quality, ambient noise level and water quality at many of the monitoring stations used

during the construction phase. However, depending on the experience gained during the

construction m onitoring, t he m onitoring I ocations m ay b e changed, reduced or increased.

Monitoring will be discontinued at the sites of asphalt and cement/concrete mix plants and

machinery and campsites once these sites are abandoned.

It is anticipated that environmental monitoring will be contracted out to competent private

sector firms with capacity, capability and experience in carrying out such monitoring.

However, it is recommended that the EMPIU should seek information and advice from the

State Pollution Control Board in identifying the firms capable of carrying out such task.

The EMPIU would be the competent authority to appoint, monitor and supervise such

extemal agencies and to prepare the TOR for carrying out the monitoring. The budget for

carrying out the monitoring during the construction and operation will be included as part of

the EMP.

The data collected through during monitoring and onsite supervision would be used for

preparing monitoring reports for submission to the regulatory agencies, the World Bank and

the PWD. The information would be stored electronically for use in training, in developing

long-term trends, for future planning and for other uses. Regular monthly reports will be

prepared for intemal use and dissemination and quarterly reports will be prepared for

submission to the Bank, Regulatory Agencies and the PWD management. A consolidated

annual report will be prepared every calendar year and disseminated to the Bank, PWD and

the Regulatory Agencies.

Page 21 of 26 Scott Wi/son

PART 11 -ENVIRONMENTAL MANA GEMENT PLAN (EMP)

Karnataka SLate Highways Environmental Assessment Report -


Draft Guidelines for the Preparation of Environmental Supervision and Monitoring Report is

given in Appendix - A. Environmental Supervision and Monitoring Formats for the various

components like Site selection, Borrow Area Management, Air and Noise level Monitoring

and prevention of water pollution and soil erosion etc. have been enclosed as Appendix - B.

6. Capacity Development through Training for Environment ManagementThe PWD needs to play a leading role amongst the other GoK Departments by integrating

the social and environmental issues in its day-to-day operation and in intemalising the

environmental and social issues in the future road development projects. To achieve this

goal, the Department has already initiated training programmes on road development and

environment management as part of this project. These training programme aim at training

and s ensitising the EMPIU Staff, Civil Contractors on the implementation aspects of the

EMP and to expose senior members of the PWD to environmental and social issues

associated with the highway projects. Such a group of senior staff c an then b e given the

responsibility of active dissemination of the culture of environmental and social

consciousness and ethics within the rest of the organisation.

Once the staff of the EMPIU has received training and has gained experience through the

implementation of the EMP, they should be ready to resume leadership role within the PWD

in providing training and in implementing future projects. In order to disseminate

environmental experience gained by the EMPIU, each staff would be required to maintain

good records and prepare dissemination notes on specific issues and problems encountered

and resolved, and how t he e xperience gained c ould b e i ntegrated in future road projects.

Competent members of the EMPIU should be offered additional environmental training and

should be encouraged to train other staff.

Awareness of environmental issues is increasing through organised local meetings by

NGO's. However, in the context of road construction, there is limited appreciation of how

environmental issues might be addressed. So, training of PIU (PWD) and Contractor staff

will need to be undertaken in environmental assessment and health issues at various levels.

Short-term training will be required for the PD and some other PWD staff and the

contractor's staff to raise their level of environmental awareness. The network of Training

Institutions in India and the World Bank's Economic Development Institute - Environment

and Natural Resources Division and the State Pollution Control Board (SPCB) carry out

regular training. An Environmental Unit is already set-up in PWD with specialized

personnel and if required, appropriate additional training will be undertaken to monitor

environment during and after construction.

Competent members of the EMPIU should be offered additional enviromnental training and

should be encouraged to train other staff.

The EMPIU has carried out periodic meetings and orientation training for the Project Staff.

The following meetings and workshops where instrumental in creating awareness and

sensitising the PIUJ field staff on environrnental issues related to road development.

Under 'Technology and Skill transfer' programme to PWD Engineers, EMPIJ conducted 2

days orientation training programme to 21 Assistant Engineers and 4 Assistant Executive

Engineers of PWD. During training the participants were introduced to the environmental

issues linked with highway proj ect and their mitigation measures. Procedure as per





requirement of MOEF and World Bank for preparation of EIA was explained.

Environmental Screening, Scooping, Policy, legal and Administrative framework, project

description, analysis of altematives, baseline environmental set up, impact assessment and

mitigation measures and public consultation carried under KSHIP EIA study were

explained. Salient features of EMP, institution of EMPIU, Environment enhancement with

Avenue tree plantation and Social forestry programme including Contractual obligation to

protect the environment, good construction practices under the auspices of KSHIP were also

explained. Environmental Engineer of EMPIU, PCC, CSCI and EMP implementation

Consultant addressed the participants. Power point presentation was used during the session.

The trainees have been advised to acquaint themselves with the EMP implementation in the

field.

The introduction of modem design and construction methods, use of properly m aintained

standard equipment, asphalt and hot mix plants with scrubber result in minimum wastage of

resources and to maintain emission standards. To achieve all these, the institutional capacity

should provide proper environmental management of the project road.

The environmental training aspects of the EMPITU staff should encompass the following:

Understanding of the relevant environmental regulations and their application to the project.

Main impacts of the project on the environment.Mitigation measures as given in the EMP and their implementation through incorporation in

the design, construction supervision and monitoring.Duties and responsibilities of the Contractors, Supervisor Engineers. Supervising

Consultants, PIU and EMPIU.Public/community consultation and it's role during the implementation of the pcvjec.

Liaison with other departments and relevant agencies (such as Forestry).

Supervision o f t he implementation o f t he E MP and s ocial i ssues d uring construction and

operation. Resolution of environmental and social issues and their reporting.

Monitoring during construction and operation.Weekly, monthly and quarterly report preparations and submission.Preparation of dissemination notes, holding of workshops, and training of other staff in

PWD.Draft Terms of Reference for Training are given in Appendix - 7. The TOR will be refined

during the implementation of the project.

Page 23 of 26 Scott Wilso,



7. Budget for EMP ImplementationThe budgets for project construction and implementation of the RAP components have beencomputed separately by the PCC. The design and construction of the project involve anumber items such as erosion prevention, rehabilitation of borrow areas, safety, signage,provision of temporary drains, etc. costs for which are included in the contract costs.Therefore, these items of costs will not be seen as parts of the EMP budget.

The cost of environrmental mitigation measures for Phase II project has been estimated andis presented in Table 7 under the Section - Budget for EMP Implementation (Phase II -Environmental Management Plan). The budget includes cost estimate for environmentalmitigation m easures s uggested for the p roject c orridor p assing through the National Parkalso. Therefore, no separate cost estimate for the project is provided.

Changes in Construction Contract Conditions will not be charged unless these aresignificant. Cost of restoration, erosion control and other work related activities are includedas part of good engineering practice and no major additional costs are expected to apply.

No allowance has been made for mitigation measures included in road design includingdrains and other works relevant to environmental up-gradation. In addition, the cost ofsupervision of environmental mitigation work by the Environmental Consultant has also notbeen estimated in this section as it is covered in the total cost of project supervision.

The budget includes cost estimates for the environmental enhancement and protectionmeasures and also for the finctiornng of EMvPIU during consa ctinj and ol-ccation phases.

The cost estimates arrived at are based on the type of impacts envisaged and the mitigationmeasures required for the same and the related monitoring and training of personnel to beundertaken. The costs may be modified based on the implementation of the project.

Fund allocation for Environment Protection and EnhancementThe proposed tree plantation programme involves plantation of about 200 trees per km at aninterval of about 10 m (about 100 trees per kilometre on each side of the road). Adequateland is available for undertaking the plantation of the trees. The cost of Rs. 3 26 per treesapling is inclusive of the cost of tree guards/fences and the maintenance component for thenext three years. The money will be made available to the State Forest Department or toprivate/community/NGO groups to undertake the plantation programme with the activeinvolvement of the EMPTU and the PWD. Healthy three-year-old saplings will be selectedfor the purpose of the plantation programme and adequate tree guards will be provided. Theentities responsible for the plantation in their stretches will also be responsible for regularwatering and maintenance of the plantations. The budget also provides for additionalplanting on public and community lands, school boundaries, etc. where such land andopportunities are available.

Tamarind, Neem (Bevu), Dalbergia sissoo (White Beete) are the preferred tree species.Prosopis juliflora (Bellary jali), Justica adhadota (Adasala), Caesalpinia bonduc (Gajaga)and Euphorbia tirucalli (Kalli) shrubs may be developed as second tier plantation. 'TheProsopis juliflora shrubs will involve periodic maintenance in the form of pruning thebranches and collection of the same to be utilised as firewood.

Page 24 of 26 Scott Wi/so,,




The present cost estimate includes only aesthetics and environmental enhancement of

Raichur by-pass (Table - 1.9). The cost estimated is Rs. 7,22,000. The costs may be

modified based on the implementation of the project.

Table 1.9: Estimated Budget for the project :

Particulars Quantity Unit Rate (Rs) Total Cost Sub-total_ _(Rs) (Rs)

Environmental Training and Dissemination 20,000 20,000

Enviromnental Enhancement by Green Belt

Plantation Cost - For 7.6 km Approx. Rs. 4,95,520 6,15,520

i. Avenue Plantation Totally 1,520 trees 326/tree

ii. Social Forestry Consolidated 1,00,000Approx. 1,00,000

Total Cost 6,65,520Contingency ( 10% 66,552

Grand Total = 7,22,072

Grand Total (approximately) = Rs. 7,22,000

RESETTLEMENT ACTION PLAN (RAP)

The Resettlement Action Plan (RAP) of Phase II Raichur By-pass has been prepared on the

basis of provisions contained in the document approved by Government of Karnataka

(GOK) entitled: Resettlement and Rehabilitation: Principles and Policy Framework for the

Kamataka State Highways Improvemen. Project.

Socioeconomic surveys were conducted on the upgradation roads, for a Corridor of Impact

of 30 m keeping in view the design requirements. These surveys were conducted between

March and April 2003.

There was a concerted effort to reduce impact on the number of families being affected. The

total number of Project Affected Persons (PAPs) is 461 and the total number of Project

Affected Families (PAFs) is 58. The total number of settlements to be affected is 5. The

extent of land acquisition from private owners necessary for road widening and other

improvements is 55.05 acres. The total resettlement and rehabilitation budget for Phase II is

Rs. 1.8 Crore.

Local level public consultations were conducted. The institutional and organisational

mechanisms required for the resettlement program has been outlined in Phase I RAP Report

and t he P hase II R AP i mplementation m echanism has been further refined by the Social

Development Resettlement Cell set up by Karnataka PWD-PIU with support from other

government agencies, non-governmental organisations/community-based organisations

based on their experience gained during Phase I RAP implementation. The RAP provides a

detailed and updated implementation schedule for Phase II Raichur by-pass.

Page 25 of 26 Scott WIlsol?




REFERENCES

CPCB (2000): Environmental Standards for Ambient Air, Automobiles, Fuels, Industries

and Noise. Central Pollution Control Board (Ministry of Environment and Forests),

Pollution Control Law Series: PCLS/4/2000-2001, Delhi, pp. 109.

MOST (1995): Specifications for Road and Bridge Works. Indian Road Congress on behalf

of Ministry of Surface Transport (Road Wing), Govt. of India, New Delhi, pp. 682.



Karnataka State Highways EnvironmentalAssessment Report -


Appendix - I

Environmental issues, source of pollution and mitigation measuires dtiuring construction and operation phases

S.No. of~~~~Sorc Polto iiainMawa5Enforcernent/TS Implementing

l ~~~S.No | Environmental | oreof Pollution |Mitigation Menstirs las |O aiat

Issue.I - -IClause Organisation

Construction Phase* Hot-mix lilati will he located 500rns away from habitat and

Guidelines issiued by the State Pollution Control Board on

establislhment o., Stotne Crusher Units would be adhered to. These

units shotild hr located in downwind direction to the nearby

settlements. As per Technical

* Use of mixing equipment will be equipped with dust removal Specification Contractor

Construction equipment devices. Clause 106, 111

* Regular maintenance of machinery and equipment would be and 124

carried out.* Trucks carrying earth, sand or stone would be covered with

"traps" to prevent spilling and* Develop a green belt around the Plant site.

As per Technical

I Air Pollution Vehicular emission * Diversion road to be maintained in good shape and traffic Specification Contractorregulated. Clauses I1I1 and

112

* Sprinkling of water as necessary.* The vehicles with open-load carrying area shall be fitted with As per Technical

Dust during minor earth side and tail boards. Specification

works or from spoil dumps * Materials shall not be loaded to a higher leevl than the side and Clauses 111 and Contractor

and from traffic movement tail boards and shall be covered with a clean tarpaulin in good 301 and Annex-A

condition. The tarpaulin shall be properly secured and extend to Clause 501

________________________ atleast 300mm over the edges of the side and tail boards.As per Technical

Storage of construction Specificationmaterials * Sprinkling of water as necessary. Clauses' 11 Contractor

Annex-A to

___________________ ________________________________________________ Clause_501 _______

Scott Wilson

PART I - ENVIRONMENTAL MANAGEMENT PLAN (EMP)



Construction of Bridges or As per Technical

Culverts - SpecificationEarthwork and marginal Earth materialI will he tiansported and dumped away from water 304 Annex-A of

spillage of construction bodies. Clause 501 and Contractor

materials causing with permission

2 Water Pollution temporary turbidity and of concerned

suspended solids . Department

Technical

Drainage Drains will be provided on both sides of the road on embankment Specification ContractorDrainage ~~~with planned out falls. Sections 109 and Cnrco

305As per drawing

All wastewater will be diverted to a ditch that will be managed for the and Technical

Wastewater logging period of construction and after construction such ditches will be Specification Contractor

Ground water filled and restored to original condition. Sections 111 and

3 GraPollution 301

Human wastes and As per Technicalwastewater at construction Septic tanks/soak pits will be used of for defecation and Specificationwastewater atconstruction Provide covered water storage tanks. Clause 120 and Contractor

camp 122 ____________1

Scott Wilson

PART I- ENWRONMENTAL MANAGEMENT PLAN (EMP)


Irmprovemenl Project Raichur By-pass

* Traffic safety barricades will be erected on either side of road

with regulatory signs in habitat and sensitive/critical areas.

* Construction plants such as hot mix equipment will be located at

least 500ms away from habitat and sensitive/critical areas. These

units would be located in downwind direction to the nearby

settlements. Guidelines issued by the State Pollution ControlBoard on establishment of Stone Crusher Units would be adhered

to. As per Technical

* Source-control through proper maintenance of all equipment. Specification

4 Noise Pollution Vehicles * Use of properly designed engine enclosures and intake silencers. Clause 106, 111, Contractor

Construction machinery * Where possible, locating construction equipment at least 500m 112, 124 and

away from inhabited areas. Annex-A of

* Providing protection devices like earplugs to all workers near Clause 501

construction equipment.* Scheduling of project activities to minimise impacts. The

conditions of contract will stipulate the noise level permitted for

the construction equipment. In addition, the noise makingequipment will not be allowed to operate during night timeowing construction activities between 8 a.m. to 6 a.m. near

settlement areas.

Construction machinery As per Technical

5 Land Pollution (leakage of oil, lubricant, All construction machinery to be placed on an impermeable base. Specification Contractorfuel spilling and their Clause 106

wastes)

Scott Wilson




Major quarry site is located at 1-13km away from project road and

Sand from Krishna river basin (about 75 km) will be utilised. Gravel- Moorum from quarry located at 4 -5 km away from project road.Quarry sites will be restored by the following natural means* Proper reclamation of the pits,* Cut faces will be merged with the slope of the adjoining terrain,

* Bottom of the pits will be graded towards natural out-falls to As per Technical

Quarries/Borrow pits prevent water accumulation. Specificaton Contractor

* The reclaimed area will be seeded to provide grass coverage. Cu1Disposal of Excavated Material of the road will be carried out as

follows:* Reuse of unsuitable material as backfill in the reclamation of

borrow pits.* Disposal of the excavated black top in abandoned stone quarries

X_________________________ with proper clay lining, if permissible.

* Soil used for embankment will be good (unerodable) and A e ehia

ll Soil erosion on embankment slopes will be surfaced. Specifrcation C

embankment * The embankment slopes will be vegetated with native seed mix Clause III, 300, Cnrcoto prevent soil erosion. 306 and 307

Scott Wilson




The following measures will be taken:Supply of clean drinking water,Use of mosquito net or ointment,Providing medical care for workers,Appointing Medical Practitioner andEducating workers, distributing contraceptives and awareness in the

form of posters or pamphlets, to check AIDS.Sanitation and Waste Disposal* Sewage and domesticsolid waste generated at the construction

workers colony shall be properly disposed off. Propermanagement of these solid wastes lead to avoid health and

hygiene related problems.6 Labour Health Construction camp * The applicable PWD specifications for labour camp development As per Technical

6 Labour Health Constniction camp will be adopted to ensure that adequate sanitation at the workers' Specification Contractor

colony is maintained. The basic mitigation measures are: ause

i) The contractor shall install adequate lavatories at the

construction camp to cater to the requirements of theworkers.

ii) The contractor at the campsites shall build Septic Tanks.iii) Proper collection system for domestic refuse and its

segregation and disposal will be ensured.iv) Periodic health check-ups of construction workers will be

undertaken.v) Develop a green belt around the Construction Workers Camp

site.

Scott Wilson




As per TechnicalAdvertising /Hoarding * Removal of such structures from ROW as necessary. Specification Contractor

Clause 201

The traffic management will be considered as follows* Fencing of camps,* Erection of traffic safety barricades painted with black and white

strips on either side of road with regulatory signs, markings, and7 Accidents and safety flag/alter light wherever work will be in progress.

* Prohibition of entry of general public at construction sites/camps, As per drawing* Proper lighting facilities at construction sites/camps and and Technical

Construction Camp/Sites diversion, Specification Contractor* Use of Helmet at construction sites, Clause 11, 1 12* Use of mask where excessive dust forms and and 120* Where there is no provision of diversion, traffic will be

controlled by signaling red and green flag in day and light innight and

* Maintenance of first aid kits and providing facilities whenever_____________________ _________________________ required.

As per drawingInstallation of Standard Highway Safety Signage, marking to avoid and Technical

Vehicles over taking of vehicles and fencing and Proper diversion road and Specification Contractortraffic mnanagement. Clause 111 and

______ _________________ _____________________ ____________________________________________________ 112

Scott Wilson

PART I - ENVRONMENTAL MANAGEMENT PLAN (EMP)



S.No. I Environmental T Source of Pollution I Mitigation Measures Enforcement/TS Implementing

Issue jClause Organisation

Operation Phase

* Periodicals monitoring of air pollutants and if values exceed the

standard limits, suitable mitigation measures to be taken.

To avoid spillage of chemicals or any substances from Vehicles

l AirPoll nVehicular gaseous carrying those hazardous substances, following measures will be PWD in the

I Air Pollution Vehiculriasou considered : PWD PWDninl thure

* Establishment tif emergency response facilities to deal with normalcourse

accidental spillage of hazardous chemicals and prevention of

contamination of adjacent water-body through immediate

cordoning of the area of spillage.

* Emergency response facility to the State Highway by-pass.

* Long term noise barriers are not needed because the noise from

road traffic after road construction is expected to reduce from the

2 Noise Pollution Vehicular present level and PWD PWD

* Periodical monitoring of noise level will be carried out. If values

. __________________________ exceed the standard limits, suitable measures will be taken.

Traffic and Vehicles Maintenance of standard Highway Safety Signage and Traffic PWD and Traffic Traffic Police

3 Road Safety Slow moving traffc Management. Police PWD

Lighting Maintenance of lighting. PWD PWD

Ref.: MOST (1995). Specificationsfor road and bridge works. Indian Road Congress on behalf of Ministry of Surface Transport (Road Wing), Govt. of India,

New Delhi, pp.6 82.

Scott Wilson



Appendix A

KARNATAKA STATE HIGHWAYS IMPROVEMENT PROJECT

Guidelines for Preparation of Environmental SupervisionAnd Monitoring Report

The main purpose of the Environmental Supervision and Monitoring Report is to document theimplementation of the Environmental Management Plan (EMP) during the construction of the KSHIP.The secondary purpose is to report on ongoing concems, issues which may have arisen during theimplementation of the EMP and mitigation measures applied, training carried out, communityconsultations carried out during the construction and documentation of the results of environmentalmonitoring carried out onsite.

The report should be prepared and submitted on a quarterly basis. Major elements of the reports aregiven below. However, not all elements may apply during the reporting period.

The report should include:* For the overall project a brief description of the ongoing activities, completed and planned during

the next quarter;* Environmental training undertaken and planned giving the dates, duration, and locations of the

training, number of PWD and Contractors' staff trained, general contents of the training, etc.* Maps showing the locations of construction camps, haul roads, borrow areas, quarries, mixing

plants, environmental monitoring points, construction schedule, civil contract sections, etc.;* Environmental management at the construction camps and equipment maintenance and servicing

camps (water, sewage, garbage, health, living conditions, facilities for children and families,recreation facilities, waste disposal, fuel and oil storage facilities, waste rratenal storage.environmental awareness training programs, etc.);

* Location of sensitive buildings, villages and areas (schools, hospitals, libraries, residences,retirement homes, etc.) and how these areas are being protected during the construction;

* Safety during construction (signage, diversions, traffic management, accident records, night timeprotection etc.)

* Supervision and control of construction material storage and transport (dust control, traffic,congestion, safety noise, etc.) along the haul roads; number of watering trucks per contractor andthe record of their usage;

* Handling of borrow areas, top soil, reclamation of borrow pits;• Handling of the temporary drainage during the construction period;* Monitoring results of dust, noise, construction equipment emissions, etc. at the construction sites

and along the material transport roads; night time noise monitoring during the periods of nightconstruction and material transport;

* Setting up of complaints handling system; records of complaints and how these are beingresolved; records of on going public consultation and how conflict issues are dealt with;

* Monitoring data of the selected parameters (dust, noise, air emissions, water quality, etc.);* Photographic record of key elements.

Appendices: Page I of 20 Scott Wilson




Appendix B


Environmental Supervision and Monitoring Schedule- Construction Phase

Construction site and Service Area Details

Supervision Consultant:Civil Contractor: Contract Package:

Civil Contract Section:Location:Chainage: Km----- to Km-Environmental Features of the LocationTerrain: Flat/Undulating/RollingWind Direction:Land use in adjoining area:Name and Distance of settlements in a 2 km radius of the site

Mitigation Measures Chainage Construction Site

Employed Site I Site 2 Site 3 Site 4

(Chainage) (Chainage) (Chainage) (Chainage)

Dust Control MeasuresemployedTraffic Management

Storage Site i

Maintenance Shed andservice area |

l

Furnish details of public consultation held with the local populace.

Supervised and Checked by(Name and Signature with Date)Civil Contractor's Site Engineer:

CSC Site Engineer: EMPIU/PIU Site Engineer:


PART H1- ENVIRONMENTAL MANAGEMENT PLAN (EMP)




Borrow Area Management

Employer:

Supervision Consultant:Civil Contractor: Contract Package:Civil Contract Section:Location:Chainage: Km -- to Km--Environmental Features of the LocationTerrain: Flat/Undulating/RollingWind Direction:Name and Distance of settlements in a 2km radius of the site

1 Location of Distance from Capacity of Total quantity of Quantity of Top Location whereBorrow area Construction Borrow Area Earth excavated Soil excavated (in Top soil has been

site (in Cu.m) Cu.m) stored

2 |Location where Distance from storage site | Quantitv re-laidiused Total quantity of EarthTop soil re- o -' av2t-d (in Cu.m)

|___|_ laid/used j

3 Quantity of Earth Quantity reused Details of disposal of Location and details of areaobtained from unused earth where unused borrow material isexcavation of disposedExisting Highway

Enclose a Sketch maps of borrow area locations and photographs indicating implementation of mitigation measures andborrow area management. Furnish details of consultation held with landowners, farmers and lessors.

Supervised and Checked by(Name and Signature with Date)

Civil Contractor's Site Engineer:

CSC Site Engineer: EMPIUtPIU Site Engineer:







Ambient Air Quality

Employer:Supervision Consultant:Civil Contractor: Contract Package:

Civil Contract Section:Location:Chainage: Km------- to Km--Environmental Features of the LocationTerrain: FlatfUndulating/RollingWind Direction:Name and Distance of settlements in a 2km radius of the site

SL. Location ( to nearby settlements Chainage Installed Capacity of the

No Plant Details and Prevailing Wind Direction) AMP and Crushers

I Details of AMPs and Crusher Plants _ _

AMP-I _1____ _

AMP-2__ _ Crusher- I _ _ _ _ _ _ _ _ _ _

Crusher-2

_2 - Mitigation Measures emrlo,ed T AMP-I i Crusher-l I Crusher-2 I

A) Air pollution Control measures :

adopted at the HMAP_;i) Quantity of Water used for sprinkling . C

3 Details of Ambient Air Quality Location Chainage Date and frequency of

Monitoring carried out at site. (Enclose Monitoring

Monitoring Report as annexure)A Q -1Ij± _ _ _ _ _ _ _ _ _ _ _ _

AQ-2 I____ _

4 Details of Heavy Vehicles and Total Number Operational Vehicles in Repair

Construction Machinery by types at eachlocationTrucks/DumpersTractorsPaversRollersExcavatorsGraders

Enclose Photographs and Monitorkng Reports

Supervised and Checked by

(Name and Signature with Date)Civil Contractor's Site Engineer:CSC Site Engineer: EMPIU/PIU Site Engineer:

Appendices: Page 4 of 20 Scort Wilson

PART H - ENVIRONMENTAL MANAGEMENT PLAN (EMP)



KARNATAKA STATE HIGHWAYS IMPROVEMENT PROJECTEnvironmental Supervision and Monitoring Schedule- Construction Phase

Noise Level Monitoring


Civil Contract Section:Location:Chainage: Km------- to Km -Environmental Features of the LocationTerrain: Flat/Undulating/RollingWind Direction:Land use in adjoining area:Name and Distance of settlements in a 2km radius of the site

I Details of Heavy Vehicles and Total Number No. of Vehicles Day in week for Frequency ofConstruction Machinery by types at each in Repair Periodic maintenance completelocation overhauling and

servicingTrucks/Dumpers ____

_____ Tractors__ _ Pavers _ _ _ _ _ _ _ _ _ _ _ _ _ _ _

Rollers__ _ _ _ _

Excavators E

Graders !

2 Mitigation Measures employed I AMP-I : WP-2 Crusher-I ICrusher-2A) Noise pollution Control measuresadopted at the HMP and Crusher Plants

3 Details of Safety equipment, earplugs Total Workers at site No. of Ear Plugsetc., provided to Workers at construction provided

Construction Site-IConstruction Site-2

4 Noise level Monitoring carried out at-site Location Chainage Date and frequency of(Enclose Monitoring Repo as annexure) Monitoring

NQ-2





PART 11- ENVIRONMENTAL MANAGEMENT PLAN (EMP)





Prevention and control of Water Pollution


Civil Contract Section:Location:Chainage: Km---- to Km-Environmental Features of the LocationTerrain: Flat/Undulating/RollingWind Direction:Land use in adjoining area:Name and Distance of settlements in a 2km radius of the site

Sl.No. 1 Site Details Measures adopted to prevent Location Chainage

runoff and contamination ofnearby water bodies.

Construction siteService Area-iConstruction siteService Area-2ConstructionWorkers Camp-I_ConstructionWorkers Cax-2_

SL.No. Drainage details at site and Location Chainage Sanitary Facilities and

2 Construction Workers' camp Water availability in thecamp

Construction site Service Area-IConstruction site Service Area-2Construction Workers Camp-IConstruction Workers Camp-2

Sl.No.3 Details of Water Quality Location Chainage Date and

Monitoring carried out at site frequency of

(Enclose Monitoring Report as Monitoring

annexure)WQ-1WQ-2WQ-3 _


Civil Contractor's Site Engineer:CSC Site Engineer: EMPIU/PIU Site Engineer:



Karnataka State Highways Environmental Assessment Report-




Solid Waste ManagementSupervision Consultant:Civil Contractor: Contract Package:

Civil Contract Section:Location:Chainage: Kn----- to Km-Environmental Features of the LocationTerrain: Flat/Undulating/RollingWind Direction:Land use in adjoining area:Name and Distance of settlements in a 2km radius of the site

Location Chainage Method of Storage ( If reused, Method of

collection Possibility of mention area Disposalany re-use) where utlised (Details of

area where_______ _______ disposed)

Construction site - IConstruction site - 2 .

Include Details of Disposal Area along with a sketch map and photographs showing the

debns stwragt2 and management in the disposal site. Furnish details of consultation iielc1 witt

local populace prior to initiation of civil works


Civil Contractor's Site Engineer:CSC Site Engineer: EMPIU/PIU Site Engineer:






Erosion and Sediment Control Measures at construction site

Supervision Consultant:Civil Contractor: Contract Package:Civil Contract Section:Location:Chainage: Km---- to Km-,.Environmental Features of the LocationTerrain: Flat/Undulating/RollingWind Direction:Land use in adjoining area:

Location Chainage Control Measures Extent of other Protection measuresimplemented as completed at sitesuggested in Contract

Enclose Photographs

Superviscd and Checked by(Name and Signature with Date)




PART 1/ - ENVIRONMENTAL MANAGEMENT PLAN (EMP)




Prevention and control of oil and chemical spillsSupervision Consultant:

Civil Contractor: Contract Package:

Civil Contract Section:Location:Chainage: Kin------ to Km-

Environmental Features of the Location

Terrain: Flat/Undulating/Rolling

Construction Chainage Precaution Method employed for Storage and

Site Measures storage, disbursal and Disposal of used

adopted in disposal of oily wastes hazardous material

Field and other solidField______________ wastes

Furnish detailed information on disposal and enclose photographs

Supervised and Checked by(Name and Signature with Date'


CSC Site Engineer: EMPIUIPIU Site Engineer:


PART JI - ENVIRONMENTAL MANAGEMENT PLAN (EMP)





Traffic Management and Safety

(Details of Traffic diversions, Safety Signage, Traffic supervision, Safety equipment

provided to the construction workers)


Civil Contract Section:Location:Chainage: Km---- to Km-Environmental Features of the LocationTerrain: Flat/Undulating/RollingWind Direction:Land use in adjoining area:

Location Chainage from Km---- to Km- Details of Traffic Safety Measuresdiversions employed

Furnish details of consultation held with local populace prior to initiation of civil works.





PART It - ENVIRONMENTAL MANAGEMENT PLAN (EMP)




Construction Worker Camps

Supervision Consultant:Civil Contractor: Contract Package:Civil Contract Section:Location:Chainage: Km---- to Km-Land use in adjoining area:

Construction Workers Camp. DetailsDetails of its location withChainageProximity to any water source,Amenities like provision ofdrinking water and sanitaryfacilities,Solid waste Disposal system,waste water treatment anddisposal systemAvailability of fuel wood/firewood ___ ____

Health Check ups for workers andits frequencyNearest Town/ settlement withMedical facilities and Distancefrom Construction site

Enclose Photographs and location sketches




Appendices: Page II of 20 Scott Wilson




Environmental Supervision and Monitoring Schedule- Post ConstructionCompliance Report

Contract Package:Civil Contract Section:Location:Chainage: Km- to Km-

1. If any grievance/ problems expressed by the community during construction? Yes/No. If Yes give

details2. Has there been any post c onstruction erosion or damage to the roadway? Ys/No. If yes, state

mitigation measures employed3. Was there any spillage of chemicals/bitumen? Yes/No4. Status of reclamation and restoration of Borrow pits / roadsides.5. Status of Debris clearance from site6. Status of the construction camp sites dismantling and restoration of the original state of land after

clearance of the debris and construction material7. Photographs of Post Construction Compliance


CivD Contractor's Site Engineer:






Appendix - 1

AMBIENT AIR QUALITY MONITORING PROFORMA

MONITORING LOCATIONS:

AQ 1 =

AQ2=

Sampling Stations Air QualityS.No. Parameters AQ 1 AQ 2 Standards Protocol

I Time of Sampling (hr)

2 Sampling Duration (min)

3 Flow Rate (m3/min)

4 Atmospheric Max.Temp. (°C) Min.

5 SPM (4g/m 3 )

6 RPM (g.g /m3)

7 Oxides of Sulphur (asSOx, jg/rl 3 )

8 Oxides of Nitrogen (asNOx, jig/rn3)

Carbon Monoxide (as CO,9 mg/rn 3) _ _ __ _ _

10 Lead (as Pb jig/rn3)

I1 Hydrocarbons





Appendix - 2

WATER QUALITY MONITORING PROFORMA FOR SURFACE WATER

MONITORING LOCATIONS:WQI =WQ 2=WQ3=

Monito ing Locations Water Quality Standards Protocol

Parameters 'W~2 1 Drinking Surface IS:WQ1 WQ2 WQ3 Water Water

Standards Standards

Physical ParametersAtmospheric Temp.(OC)Water Temp.(°C)Colour (HazenUnits)OdourTurbidity (NTU) _

Total SolidsSuspended Solids _ _ _

Total DissolvedSolidsChemical ParameterspH _

DOBOD (at 20°C for 5d ay s) _ _ _ __ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _

CODTotal Alkalinity (asCaCO3 )

Total Hardness (asCaCO3 )

Calcium Hardness(as CaCO3)MagnesiumHardness(as CaCO3)Sulphates (as S0 4 )

Phosphates (as P04 ) L

Nitrates (as NO3)AmmoniacalNitrogenChlorides (as Cl)Fluorides (asF)Calcium (as Ca)





Magnesium (as Mg)_Sodium (as Na)Potassium (as K)Boron (as B)Heavy Metals .

Total Iron (as Fe),Lead (as Pb)Manganese (s Mn)OrganicPhenolicCompoundsOils & GreaseBiological parametersMPNTotal Coliforms( /lOOml)MPNFaecal Coliforms(/lOOml)

Note: All parameters are expressed in mg/l except pH and Odour and otherwise mentioned

along with the parameter.





Appendix - 3

AMBIENT NOISE LEVEL MONITORING PROFORMA

MONITORING LOCATIONS:NQ1=NQ2=

Monitoring Category Distance Sound Level dB(A) Range Standard

Location of Zone from the of Limit in

Centre Sound Protocol dB (A)

line/Road Mi. Max. Avg. level Leq

_________ ~~Edge (mn) dB_ _ __ _(A) _ __ _

NQ1

Average =

NQ2 2_=__

Average =

Max. = Maximum; Min. = Minimum





Appendix - 4

AMBIENT AIR QUALITY STANDARDS (NATIONAL)

Time Sensitive Industrial Residential, Method ofPollutants weighted Area Area Rural & Methodmof

Average Other Areas Measurement

Sulphur Annual ^ 15 ig/M3 80 gg/M3 60 gg/M

3 1) Improved West and

Dioxide (SO2 ) Gaeke Method24 j,ours` 30 jlg/rn3 120 jig/r 3 80 jig/r 2) Ultraviolet Fluore-

_______________ ___________ ____________ scence

Oxides of Annual 15 gig/mr3 80 ig/m3 60 ig/M3 1) Jacob and HochheiserNitrogen as Modified (Na-Arsenite)

NO2 24 hours- 30 jig/r 120 jg/ 3 80 pg/r 3 method2) Gas phase Chemil-

uminescence

Suspended Annual' 70 jig/M3 360 jg/M3 140 jig/M3 High Volume SamplerParticulate (Average flow rate notMatter (SPM) 24 hours 100 gg/M3 500 jig/M3 200 ig/rn3 less than 1.1 m3/ minute)

Repirable Annual * 50 jig/rn3 120 jig/rn3 60 jig/rn3 Respirable ParticulatePariculate Matter samplerMatter (RPM) 24 hours- 75 jig/M3 150 tig/M

3 100 jig/m3

size <10 gim__ _ _ _ __ _ _ _ _ _ _ _ _ _ _

Lead (Pb) Annual * 0.50 Pg/M3 1.0 Pg/M3 0.75 jg/M3 AAS Method afterjig/rn 3

_____________sampling using EPM 2000

24 hours 0-75 ig/rm3 1.5 ig/rm3 1.00 jg/M3 or equivalent filter paper

C2rbon 8 hours 1.0 mrirn3 5.0 mg/m 3 2.0 mg/m 3 Non Dispersive Infra Red

Monoxide (CO) 1 Nxi- M3 10.0 Mg/r3 Mg/r

3 (NDIR) Spectroscopy1 hoLir 0 gm 100g/3 4.0mg3

* Annual arithmetic mean of minimum 104 measurements in a year taken twice a week 24hourly at uniform interval

**24/8 hourly values should be meet 98% of the time in a year. However, 2% of the time, itmay exceed but not on two consecutive days

Note National Ambient Air Quality Standard: The levels of air quality with an adequate margin ofsafety, are to protect the public health, vegetation and property.

Whenever and wherever two consecutive values exceed the limit specified above for the respectivecategory, it would be considered adequate reason to institute regular/continuous monitoring andfurther investigations.

Appendices: Page 17 of 20 Scott Wi/so,,




Appendix - 5

PRIMARY WATER QUALITY STANDARDS

Designated Class ofBest Use Water

Total Coliforms MPN/1 00ml shall be 50 or less

Drinking watersource (with A pH between 6.5 to 8.5

conventional Dissolved Oxygen 6 mg/A or more

treatment)Biochemical Oxygen Demand (BOD) 5 days 20 OC 2 mg/A

or less

Total Coliforms MPN/100 ml shall be 500 or less

Outdoor bathing B pH between 6.5 to 8.5

(Organised) Dissolved Oxygen 5 mg/I or more

Biochemical Oxygen Demand (BOD) 5 days 20 °C 3 mg/A

or less

Total Coliforms MPN/100 ml shall be 5000 or less

xrcak (win tot C pH between 6 to 9

co1verdionai Dissolved Oxygen 4 mg/l or morebeaMeft)

Biochemical Oxygen Demand (BOD) 5 days 20 °C 3

mg/i or less

pH between 6.5 to 8.5 for Fisheries

Propagation of D Dissolved Oxygen 4 mg/I or more

Free Ammonia (as N) 1.2 mg/A or less

pH between 6.0 or 8.5

Irrigation, E Electrical Conductivity at 25 OC pmhos/cm Max 2250IndustrialCooling, Sodium absorption ratio Max. 26

Controlled WasteBoron, Max. 2 mg/I





Appendix - 6

Ambient Noise Level Standards

Limit in dB(A) leqArea Code Category of Area

Day Time Night Time

A Industrial Area 75 70

B Commercial Area 65 55

C Residential Area 55 45

D Silence Zone 50 40

Note - 1 Day time is reckoned between 6 a.m. and 9 p.m.

Note - 2 Night time is reckoned between 9 p.m. and 6 a.m.

Note - 3 Silence zone is identified as area up to 100 meters around suchpremises as hospitals, educational institutions and courts. The silencezone is to be declared by the Competent Authority.

Note - 4 Mixed categories of areas should be declared as one of the four abovementioned categories by the Competent Authority and the correspondingstandard shaU apply.

NOISE LIMITS FOR AUTOMOBILE (FREE FIELD AT ONE METER IN dB (A) ATTHE MANUFACTURING STAGE)

S.No. Type of Automobile Limits

(a) Motorcylce, Scooters & Three Wheelers 80

(b) Passenger Cars 82

(c) Passenger or Commercial Vehicles upto 4 tonne 85

(d) Passenger or Commercial Vehicles Above 4 tonne and upto 12 tonne 89

(e) Passenger or Commercial Vehicles Exceeding 12 tonne 91





Appendix - 7

Draft Terms of Reference forEnvironmental Training of EMPIU Staff

Karnataka State Highways Improvement Project

1. Introduction

The Kamataka State Highway Project (KSHIP), financed by the World Bank, integrates

environmental and social issues in the design, construction and operation of the Highway. An

Environmental Management Plan (EMP) has been prepared and is integrated in the technical

specification and contract documents. The implementation of the EMP requires supervision,

monitoring and reporting by the Project Implementation Unit (PIU). These duties will be carried out

by the Environment Management Plan Implementation Unit (EMPIU) which will be part of the PIU.

To successfully implement, supervise and monitor the EMP, the staff of the EMPIU will require

training. Training will also be provided to other staff of the PWD to sensitize them to environmental

and social issues associated with the planning, design, and implementation of the highway projects.

The scope of this TOR includes development and delivery of training to all staff of the EMPITJ, and to

the selected staff of the PWD and the successful Contractors.

2. Objectives

The main objectives of the enviromnental training are to impart to the staff of EMPIU and other

participants, an understanding of the environmental and social issues associated with the development

of infrastructure projects and mitigation of impacts on these issues through proper design and

implementation of mitigation measures during construction and operation of the project. The training

wouid review the regulatory regime, dhe role of public consulTation in project developrnt:nt,

supervision and monitoring of the project and reporting.

3. Scope

The environmental training should encompass the following:* Relevant regulations and their applicability to the project. Permits and clearances.

* Main impacts of the KSHIP on the environment.* Mitigation measures as given in the EMIP and their implementation through incorporation in the

design, construction supervision and monitoring.* Duties and responsibilities of the Contractors, Supervisor Engineers, Supervising Consultants,

PIU and EMPIU.* Role of public/community consultation during project preparation and implementation.

* Liaison with other departments and relevant agencies (such as Forestry).

* Supervision of the implementation of the EMP and social issues during construction and

operation.* Resolution of environmental and social issues arising during construction and their reporting.

* Safety during construction (signage, diversion, traffic management, etc.)

* Rehabilitation of borrow areas, construction camps, etc.

* Monitoring during construction and operation.* Weekly, monthly and quarterly report preparations and submission.

* Preparation of dissemination notes, holding of workshops, and training of other staff in PWD.



ANNEXURES

.1



ANNEXURE I

FLY ASH1. Handling of Fly AshFly ash shall be conditioned with water as necessary at source to prevent dusting enroute. It shall bedelivered to the site in covered dump trucks to minimize loss of moisture and dusting. Fly ashcontaining excess water, which leads to spillage during transport, shall not be used until suitablydried. Regular inspection and careful selection at the source shall be carried out at all times.

The fly ash may require temporary stock piling on site if the rate at which the ash is supplied to theproject site is more than the contractor's demand for an efficient rate of placement. Whenever possiblethis should be avoided. Where stock piling at the site is inevitable, adequate precautions must betaken, to prevent dusting, by spraying water on stockpiles at regular intervals. Altemately, the surfaceof the fly ash stockpile may be covered with tarpaulins or a thin layer of soil at bottom as well as top.Stockpiling location should be away from settlement, water bodies and ground water collectionsystem. When traffic movements over fly ash laid in an embankment is necessary the fly ash shall bekept moist to prevent dusting. Any person handling with fly ash during loading, unloading, layingetc., should wear suitable protective clothing, gloves, and eye/face protection. In case of contact witheyes, inse immediately with plenty of clean water for atleast 15 minutes. In case of contact with skin,wash affected area thoroughly with soap and water. Children should not be allowed at fly as site.

Annenxure - II Page / of I Scott Wilsonl



ANNEXURE - II

SCHEDULE I

(See Secs. 2,8,9,11,40,41,43,48,51,61 and 62)

PART IMammals

1[1. Andaman wild pig (Suslandamanensis)]2 [I-A. Bharal (Ovis nahura)]2[ 1-B. Binturong (Arctictis binturong)]

2. Blackbuck (Antilope cervicapra)2[2-A. *******]

3. Brow-antlered deer or thamin (Cervus eldi)

3[3-A. Himalayan brown bear (Ursus arctos)]

3[3-B. Capped langur (Presbytis pileatus)]

4. Caracal (Felis caracal)2[4-A. Catacean spp.]5. Cheetah (Acinonyx jubatus)4[5-A. Chinese pangolin (Manis pentadactyla))1 [5-B. Chinkara or Indian gazelle (Gazella gazella bennetti)]

6. Clouded leopard (Neofelis nebulosa)2[6-A. Crab-eating macaque (Macaca irus umbrosa)]

2 [6-B. Desert cat (Felis libyca)]3 [6.-C. Desert ftx 5'ulres bucopus)]

7. Dugong (Dugong clugon)217-A. Ermine (Mustela erminea)]

8. Fishing cat (Felis viverrina)1[8-A. Four-homed antelope (Tetraceros quadricornis)]

2[8-B. ***]

3[8-C. ***]

3[8-D. Gangetic dolphin (Platanista gangetica)]

3[8-E. Gaur or Indian bison (Bos gaurus)]

9. Golden cat (Felis temmincki)10. Golden langur (Presbytis geei)

3 [10-A. Giant squirrel (Ratu fa macroura)]3[ 10-B. Himalayan ibex (Capra ibex)]

3[10-C. Himalayan tahr (Hemitragus jernlahicus)]

11. Hispid hare (Caprolagus hispidus)

3[1 I-A. Hog badger (Arctonyx collaris)]

12. Hoolock gibbon (Hylobates hoolock)

2[12-A. ****]2[12-B. Indian elephant (Elephas maximus)]

13. Indian lion (Panthera leo persica)14. Indian wild ass (Equus hemionus khur)

7[15. Indian wolf (Canis lupus pallipes)]16. Kashmir stag (Cervus elaphus hanglu)2[16-A. Leaf monkey (Presbytis phayrei)]2[16-B. Leopard or panther (Panthera pardus))

Annexure I: Page I of 8 Scott Wilson



17. Leopard cat (Felis bengalensis)18. Lesser or red panda (Ailurus fulgens)19. Lion-tailed macaque (Macaca silenus)20. Loris (Loris tardigradus)3[20-A. Little Indian porpoise (Neomeris phocaenoides))21. Lynx (Felis lynx isabellinus)22. Malabar civet (Viverra rhegaspila)1 [22-A. Malay or sun bear (Helarctos malayanus)]23. Marbled cat (Felis marmorata)24. Markhor (Capra falconeri)I [24-A. Mouse deer (Tragulus meninna)25. Musk deer (Moschus moschiferus)3[25-A. Nilgiri langur (Presbytis johni)]3[25-B. Nilgiri tahr (Hemitragus hylocrius)]26. Nayan or great Tibetan sheep (Ovis arnmon hodgsoni)27. Pallas's cat (Felis manul)28. Pangolin (Manis crassicauclata)29. Pygmy hog (Sus salvanius)2[29-A. Ratel (Mellivora capensis)]30. Indian one-homed rhinoceros (Rhinoceros unicomis)31. Rusty-spotted cat (Felis rubiginosa)1( 31-A. Serow (Capricomis sumatraensis)]3 [31-B. Clawless otter 'Aonyx cinerea)]3[31-C. Sloth bear (Melursus ursinus)]32. Slow loris (Nyeticebus coveang)33. Snow leopard (Panthera uncia)3[32-A. Small Travancore flying squirrel (Petinomys fuscopapillus)]3[33-A. Snubfin dolphin (Orcaella brevirostris)]34. Spotted linsang (Prionodon pardicolor)35. Swamp deer (all sub-species of Cervus cluvauceli)36. Takin or Mishmi takin (Budorcas taxicolor)1[36-A. Tibetan antelope or chiru (Panthelops hodgsoni)]3[36-B. Tibetan fox (Vulpes ferrilatus)]37. Tibetan gazelle (Procapra picticauclata)38. Tibetan wild ass (Equus hernionug kiang)39. Tiger (Panthera tigris)40. Urial or shapu (Ovis vignei)41. Wild buffalo (Bubalus bubahs)1[41-A. Wild yak (Bos grunniens))3[4 1 -B. Tibetan wolf(Canis lupus chanco)]

Annexure 11: Page 2 of 8 Scott Wilson



PART IIAmphibians and Reptiles

1[1. ***]2[1-A. *****]3 [1-B. Audithia turtle (Pelochelys bibroni)3 [1-C. Barred, oval, or yellow monitor lizard (Varanus flavescens)]3[l-D. Crocodiles (including the estuarine or saltwater crocodile)(Crocodilus porosus and Crocodilus palustris)]3[1-E. Terrapin (Batagur baska))1-F. Eastem hill terrapin (Melanochelys tricarinata)2. Gharial (Gavialis gangeticus)2[3. Ganges soft-shelled turtle (Trionyx gangeticus)]3[3-A. Golden gecko (Caloductyloides aureus))4. Green sea turtle (Chelonia myclas)5. Hawksbill turtle (Eretmochelys imbricata imbricata)3[6. *****]7. Indian egg-eating snake (Elachistodon westermanni)8. Indian soft-shelled turtle (Lissemys punctata)9. Indian tent turtle (Kachuga tecta tecta)9-A. Kerala Forest Terrapin (Hoesemys sylratiea)11. Leathery turtle (Dermochelys coriacea)12. Loggerhead turtle (Caretta caretta)13. Oliveback loggerhead turtle (L_pidochelys Clivacea)14. Peacock-marked soft-shelled turtle (Trionyx hurum)3[14-A. Pythons (Genus Python)]3[14-B. Sail terrapin (Kachuga kachuga)]14-C. Spotted black terrapin (Geoclemys hamiltoni)2[15. *****]

2[16. ***]2[17. ***]1[17-A. ***]




PART mBirds

I [1. Andaman teal (Anas gibberifrons albogularis)]I-A. Assam bamboo partridge (BambUSiCOld fytchii)

I [1 -B. Bazas (Aviceda jercloni and Aviceda leuphotes))I [1-C. Bengal florican (Eupodotis bengalensis)]I -D. Black-necked crane (Grus nigricollis)I-E. Blood pheasants (Ithaginis cruentus tibetanus, l.c.kuseri)

2[1-F. ***]2. Cheer pheasant (Catreus wallichi)2[2-A. Eastem white stork (Ciconia ciconia boyciana)]4[2-B. Forest spotted owlet (Athene blewitti)]4[2-C. Frogmouths (Genus Batrachostomus)]3. Great Indian bustard (Choriotis nigriceps)4. Great Indian hombill (Buceror, bicomis)2[4-A. Hawks (fam.Accipitridae)]4[4-B. Hooded crane (Grus monacha)]

4[4-C. Hombills (Ptiloaemus tickelli austeni, Aceros nipalensis, Rhyticeros undulatus

ticehursti)]4[4-D. Houbara bustard (Chlamyclotis undulata)]4[4-E. Hume's bar-backed pheasant (Syrmaticus humiae)]4[4-F. Indian pied hombill (Anthracoceros malabaricus)]5. jardon's courser (Cursorius b-torquatus)6. Lammergeier (Gypaetus barbatus)7. Large falcons (Falco peregrinus, F. biarmicus, F. chicquera)

4[7-A. Large whistling teal (Dendrocygna bicolor))3 [7-B. Lesser florican (Sypheoticles indica)]3[7-C. Mortal pheasants (Lophophorus impejanus, Lsclateri)]

8. Mountain quail (Ophrysia superciliosa)9. Narcondam hombill (Rhyticeros (undulatus) narcondami)]3 [9-A. Nicobar megapocie (Megapodius freycinet)10. Nicobar pigeon (Caloenas nicobarica pelevvensis)]4[10-A. Osprey or Fish eating eagle (Pandion haliaetus)]2[10-B. Peacock pheasants (Polyplectron bicalcaratum)]11. Peafowl (Pavo cristatus)12. Pink-headed duck (Rhodonessa caryophyllacea)13. Scalater's monal (Lophophorus sclateri)14. Siberian white crane (Grus leucogeranus)2[14-A. ***]4[14-B. Tibetan snow cock (Tetraogallus tibetanus)]

15. Tragopan pheasants (Tragopan melanocephalus, T. blythii, T. satyra, T. temrninckii)

16. White-bellied sea eagle (Haliaetus leucogaster)17. White-eared pheasant (Crossoptilon crossoptilon)3[17-A. White spoonbill(Platalea ieucorodia)]18. White-winged wood duck (Cairina scutalata)



PART IVCrustacea and Insects

3[1. Butterflies-and MothsFamily Amathusidae Common English nameDiscophora deo deo Duffer, bandedDiscophora sonclaica. Muscina Duffer, common

Faunis faunula faunuloides Pallid faunaFamily DanaidaeDanaus gautama gautamoides TigersEuploea crameri nicevillei Crow, spotted blackEuploea miciamus roepstorfti Crow, blue-spottedFamily LycaenidaeAllotinus drumila Darkie, crenulate/greatAllotinus fabius penormis Angled clarkieAmblopala avidiena Hairstreak, ChineseAmblypodia ace arata Leaf blueAmblypodia alea constanceae Rosy oakblueAmblypodia ammon ariel Malayan bush blueAmblypodia arvina ardea Purple brown tailless oakblueAmblypodia asopia Plain tailless oakblueAmblypodia comica Comic oakblueAmblypodia opalina Opal oakblueAmblypodia zeta Andaman tailless oakbiueBiduanda melisa cyana Blue posyCallophyrs leechii Hairstreak, ferruginousCastalius rosimon alarbus Pierrot, commonCharana cephei!r Mandarin blue, CacharChlioria othona Tit, orchidDeudoryx epijarbas amatius Comelian, scarceEveres moorei Cupid, Moore'sGeryclus biggsii Bigg's brownieGerydus symethus diopeithes Great brownieHeliophorus hybrida SapphiresHoraga albimacula OnyxesJamides ferraTi CaeruleansLiphyra brassolis Butterfly, mothListeria dudgeni Lister's hairstreakLogania Watsoniana subfasciate Mottle, Watson'sLycaenopsis binghami Hedge blueLycaenopsis haralclus ananga Hedge blue, Felder'sLycaenopsis purpa prominens Common hedge blueLycaenopsis quadriplaga dohertyi Naga hedge blueNacaduba noreia hampsonii Lineblue, white-UppedPolymmatus orbitulus leela Greenish mountain bluePratapa icetas mishmia Royal, dark blueSimiskina phalena harterti Brilliant, broadlanded




Family Amathusidae Common English name

Sinthusa virgo Spark, pale

Spinclasis elwesi Silverline, Elwes'sSpindasis rukmini Silverline, khaki

Strymonidia mackwoodi Hairstreak, Mackwood's

Tajuria ister Royal, uncertainTajuria luculentus nela Royal, ChineseTajuria yajna yajna Royal, chestnut and black

Thecda ataxus zulla Wonderful hairstreak

Thecla bieti mentera Indian purple hairstreak

Thecda letha Watson's hairstreakThecla paona Paona hairstreakThecla pavo Peacock hairstreakVirachola smilis Guava blues

Family NymphalidaeApatura ulupi ulupi Emperor, tawny

Argynnis hegemone Silver-washed frifillary

Calinaga buddha FreakCharaxes dumfordi nicholi Rajah, chestnutCirrochroa fasciata YeomenDiagora nicevillei Siren, scarceDilipa morgiana Emperor, golden

Doleschallia bisalticle andamaria Autumn ieaf

Eribcea moori sandakanus Malayan nawabEriboea schreiberi Blue nawabEulaceura manipurensis Emperor, Tytler's

Euthalia durga splendens Barons /Counts/ Duchesses

Euthalia iva Duke, grandEuthalia khama curvitascia Duke, NagaEuthalia telchinia Baron, blue

Helcyra hemina Emperor, white

Hypolimnas missipus Eggfly, danaidLimenitis austenia purpurascens Commodore, grey

Limenitis zulema AdmiralsMelitaea shandura Fritillaries/SilverstripesNeptis antilope Sailer, veriegatedNeptis aspasia Sailer, great hockeystick

Neptis columella kankena Sailer, short-banded

Neptis cyclippe kirbariensis Sailer, Chinese yellow

Neptis ebusa Sailer, lascarNeptis jumbdh binghami Sailer, chestnut-streakedNeptis manasa Sailer, pale hockeystick

Neptis nyctens Sailer, hockeystickNeptis Poona Lascar, Tytler'sNeptis sankara Sailer, broad-bandedPanthoporia jina jina Bhutan sergeant

Panthoporia reta moorei Malay staff sergeant

Annexure I: Page 6 of 8 Scott Wilson


Family Amathusidae Common English nameProthoe franckii regalis Begum, blueSasakia funebris EmpressSephisa chandra Courtier, eastemSymbrenthia silana Jester, scarceVanessa antiopa yednula AdmirablesFamily Papilionidae IChilasa clytia clytia f. commixtus Common mimePapilio elephenor Spangle, yellow-crestedPapilio liomedon Swailowtail, Malabar bandedParnassius aeco Seminifer ApolloPamassius delphius Banded apolloPamassius hannyngtoni Hannyngton's apolloPamassius imperator augustus Imperial apolloParnassius stoliczkanus Ladakh banded apolloPolyclorus coonsambilanga Common clubtaillPolyclorus crassipes Black windmillPolyclorus hector Crimson rosePolyclorus nevilli Nevill's windmillPolyclorus plutonius pembertoni Chinese windmillPolyclorus polla Deniceylle's windmillFamily PieridaeApoiia harrietae harr;etae Black veinsBaltia butleri sikkima White butterflyColias colias thrasibulus Clouded yellowsColias dubi Dwarf clouded yellowDelias sanaea Jezebel, palePieris krueperi devta Butterfly cabbage/White 11Family SatytiidaeCoelites nothis adamsoni Cat's eye, scarceCyllogenes janetae Evening brown, scarceElymnias peali Palmfly, Peal'sElymnias penanga philansis Palmfly, paintedErabia annada annada Argus, ringedErabia narasingha narasingha Argus, mottledLethe, distarts Forester, scarce redLethe ddra gammiee Lilacfork, scarceLethe europa tamuna Bamboo tree brownLethe gemina Safuri Tytler's tree brownLethe guluihal guluihal Forester, dullLethe margaritae, Tree brown, BhutanLethe ocellata lyncus Mystic, dismalLethe ramadeva Silverstripe, singleLethe ;atyabati Forester, pallidMycalesis orseis nawtilus Bushbrown, purpleParargemenava maeroides Wall darkYothima dohertyi persimilis Five ring, great

Annexure IL1 Page 7 of 8 Scott Wilson



Family Amathusidae Common English name2[1-A.Coconut or Rubber crab (Birgus latro)]2(2 dragonfly (Epioplebia laidlawi)]

Vide Notification published in the Gazette of India, Extraordinary, Pt.II, Sec-3(i), dated 5th October

1977.2 Vide Notification, published in the Gazette of India, Extraordinary, Pt.II, Sec-3(i), dated 2nd October,

1980.3. Vide, S.O. 859(E), dated 24th November, 1986, published in the Gazette of India, Extraordinary, Pt.II,

Sec, 3(i) dated 24th November, 1986.4. Vide Notification dated 29th August, 1977, published in the Gazette of India, Extraordinary, Pt.II, Sec3

(i) dated 3rd September, 1977.5. Vide Notification, published in the Gazette of India, Extraordinary, Pt.II, Sec.3(i), 2nd October, 1980.

Annexure It: Page 8 of 8 Scott Wilson

Kcn,wataka State Highways Imriprovement Project Environmental Assessment Report - Raichur By-pass

Annexuro III

ENVIRONMENT MANAGEMENT PIAN IMPLEMENTATION UNIT (EMPIU)

|N.L.R Pttshwe, K.E.S|

[rojct Director

B.S. Shekarappa, K.A.SChief Administrative Officer

Supervision .,

Consultant - _ M; D. Nadat 4 V. GopalEnvironmental Engineer Assistant Conservator of Forest

I\,ls SMIEC ... ... . I Documentation and Mr-uturijaya Swam?.

.....I.....f_h - .. Training RFO, Bangalore

Sl, Reghn*a.acvo Rao Sad_ _ n vil^>lX*v _ T .Additional RFO

.Syd Kamaluddin| Bagakol ]H. Belun Sal KunIar Fyokak I ikg7 I.FIgowda l

|'v E Fni Engg.) A5ssEn, Er.g9 I Assi En. Engg ! AssE Er. Egg B. Doddam a

_ . V- ' i _ _.~

Superintending Engineers/Executive Engineers PWD DivisionsHirlyur, Ralchur, Gulbarga, Belgaum and Yellapur

PART 11- ENVIRONMENTAL MANAGAMENT PLAN (EMP) Scott Wilson



LABOUR CAMP

Dwelling Units

@1 1...m~~~~~~~~~~~~~~~~~~~~.....

Nwetting Ur,t 1

Scott WI/So,,



SANITARY FACILITY

Sanitary facility

=_~~~~~~0 00015 X) L3

-F11LA Af

UXXC s E N,QH4S IUT301) 00IO

. rt,s, SaLT .. r r V

lm In .d _ 2m . .-6u

NOTES: SECTION A-i ". 00 C~~~~~UONRY WAL

1. INSPECTION CHAMBER (IC)600x600x600 DEEP VJTHAIRTIGHT MH COVER

2. SEPTIC TANK & SOAK PTAS .PER SITF CONOilONS

Scott WEL10,,

AC SHEET~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~