world bank document€¦ · 6.2 criteria for analysis of alternative 6-2 ... 7.2.3 air quality 7-9...

E-339VOL. 1

INDIA

THIRD NATIONAL HIGHWAYWORLD BANK PROJECT

CONSOLIDATED EIA REPORT

(CONSTRUCTION PACKAGES 11 - V)

NATIONAL HIGHWAYS AUTHORITY OF INDIANEW DELHI

(Ministry of Surface Transport)

March, 2000

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=fmmm~ E-339VOL. 1

INDIA

THIRD NATIONAL HIGHWAYWORLD BANK PROJECT

CONSOLIDATED EIA REPORT

(CONSTRUCTION PACKAGES II - V)

NATIONAL HIGHWAYS AUTHORITY OF INDIANEW DELHI

(Ministry of Surface Transport)

March, 2000

TABLE OF CONTENTS

THE REPORT

I The Project ............................................................... 1-1

1.1 The Project Description ............................................................... I ]-I1.2 Overall Scope of Project Works ............................................................ 1-31.3 Proposed Improvement of the Project Highway ................... ................ 1-31.4 Scope of Environmental Impact Assessment ................. ........................... 1-61.5 Structure of The Consolidated EIA Report .............................. ............. 1-7

2 Policy, Legal And Administrative Framework ................... ........................... 2-1

2.1 Institutional Setting for the Project .. 2-12.1.1 The National Highways Authority of India (NHAI) 2-12.1.2 Project Implementation Units (PIU) .................................................. 2-12.1.3 State Public Works Departments (PWDs) .2-2

2.2 Institutional Setting in the Environmental Context .................... 2-22.2.1 Ministry of Environment and Forests (MOEF) .................................. 2-22.2.2 MOEF Regional Offices ....................................................... 2-22.2.3 Central Pollution Control Board (CPCB) .......................................... 2-22.2.4 State Pollution Control Board (SPCB) 2-22.2.5 Department of Environment & Forest (DOEF) .................................. 2-3

2.3 Environmental Clerance Requirements ..... ................. 2-32.3.1 GOI Requirements .2-32.3.2 State Level Clearance Requirements .2-42.3.3 World Bank Requirements .2-4

2.4 The Legal Framework ................... .............. 2-52.4.1 The Forest (Conservation )Act, 1980 ............................................. 2-52.4.2 The Environment (Protection) Act, 1986 & The Environmental Impact

Assessment Notification, 1994 .2-52.4.3 The Wild Life (Protection) Act, 1972 ........................................... 2-52.4.4 The Water and Air (Prevention and control of Pollution) Acts ............... 2-52.4.5 The Motor Vehicle Act, 1988 ...................................................... 2-62.4.6 The Ancient Monuments & Archaeological Sites and Remains Act. 1958 ... 2-62.4.7 State Level Legislation and other Acts ............................................ 2-7

2.5 Clearance Requirements for the project .............................. ........ 2-72.5.1 Clearance Requirements .2-72.5.2 Approach Adopted .2-72.5.3 The Status of Obtaining Environmental Clearances .2-7

3 Methodology 3-1

3.1 The 'Consolidated' Environmental Assessment 3-13.2 Environmental Impact Assessment 3-13.3 Reports 3-3

4. Existing Environmental Scenario 4-14.1 Climate 4-1

4.1.1 Temperature 4-14.1.2 Wind 4-14.1.3 Rainfall 4-24.1.4 Relative Humidity 4-2

4.2 Physical Setting 4-24.2.1 Physiography 4-24.2.2 Geology 4-34.2.3 Seismology 4-34.2.4 Soils and potential for Erosion 4-34.2.5 Quarries & Crushers 4-34.2.6 Borrow pits 4-4

4.3 Water Resources 4-54.3.1 Surface Water 4-54.3.2 Ground Water 4-64.3.3 Cross Drainage Structures 4-64.3.4 Water Quality 4-74.3.5 Inundation 4-7

4.4 Ambient Air Quality 4-74.4.1 National Ambient Air Quality Standards (NAAQS) 4-74.4.2 Ambient Air Quality 4-8

4.5 Noise Levels 4-94.5.1 National Noise Standards 4-94.5.2 Traffic Noise Quality 4-9

4.6 Flora 4-104.6.1 Prossstected Forest / Reserved Forest Areas 4-104.6.2 The Gautam Buddha Wildlife Sanctury 4-104.6.3 Social Forestry 4-114.6.4 Roadside Trees Within the RoW 4-114.6.5 Green Tunnels and Giant Trees 4-11

4.7 Fauna 4-124.8 Cultural Environment / Properties 4-124.9 Other Amenities 4-134.10 Human Health 4-134.11 Road Safety 4-134.12 General Economic Environment 4-144.13 General Social Environment 4-14

5 Assessment of Environmental Impacts 5-1

5.1 Introduction 5-15.2 Assessment of Potential Impacts 5-2

5.2.1 Climate 5-15.2.2 Topography 5-25.2.3 Drainage 5-25.2.4 Soil 5-25.2.5 Quarry and Borrow Areas 5-45.2.6 Water Resources 5-55.2.7 Air 5-85.2.8 Noise 5-85.2.9 Flora 5-95.2.10 Fauna Reconnaissance 5-105.2.11 Cultural Properties 5-1 15.2.12 Human Health 5-115..2.13 Road Safety 5-12

6 Analysis of Alternatives 6-1

6.1 The no-Action Alternative 6-16.2 Criteria For Analysis Of alternative 6-26.3 Engineering Alternatives 6-36.3.1 Consideration of Alternatives in Engineering Design 6-36.4. Analysis of Corridor Alternatives 6-46.5 Alignment And Cross-Section Alternative Analysis 6-5

6.5.1 Package ll 6-56.5.2 Package lll 6-66.5.3 Package IV 6-66.5.4 Package V 6-6

6.6 Analysis of Bypass Altematives 6-7

7 Mitigation Measures 7-1

7.1 Approach to Mitigation Measures 7-17.2 Mitigation Measures 7-1

7.2.1 Soil 7-17.2.2 Water Resources 7-37.2.3 Air Quality 7-97.2.4 Noise Levels 7-97.2.5 Flora 7-107.2.6 Fauna 7-107.2.7 Cultural Properties 7-107.2.8 Human Health 7-117.2.9 Road Safety 7-11

7.3 Budget for Environmental Components 7-1 1

8 Community Consultation 8-1

8.1 Introduction 8-18.2 Objectives 8-18.3 Public Consultation Methodology 8-1

8.3.1 Public Consultation Sessions 8-28.3.2 District Level Public Hearings 8-28.3.3 Mechanism for Ongoing Public Consultation 8-3

8.4 Community Concems 8-38.4.1 Issues Raised by the Communities 8-38.4.2 Accommodation of the Issues Raised 8-5

9 Environmental Enhancements 9-1

9.1 Natural Environment 9-19.1 .1 Landscaping 9-19.1.2 Under Growth and Edges along Clear Zone 9-39.1.3 Enhancement of Water Bodies 9-3

9.2 Physical Environment 9-59.2.1 Enhancement of Existing Bus Stops 9-59.2.2 Design ofNew Bus Stops 9-59.2.3 Enhancement of Major Road Intersection arid Islands 9-69.2.4 Lay-Byes 9-69.2.5 Wayside Facility Complexes (Rest Area) 9-7

9.3 Package wise Description of Enhancement Measures 9-79.3.1 Package ll 9-89.3.2 Package Ill 9-9

9.3.3 Package IV 9-109.3.4 Package V 9-10

9.4 Cultural Environment 9-11

9.4.1 Enhancement of Cultural Properties 9-119.4.2 Provision of Pilgrimage Pathway 9-12

10 Capacity Building & Implementation Arrangements 10-1

10.1 Capacity Building at the Central Level 10-110.2 Project Level Environmental Capacity 10-2

10.2.1 Proposed Set-Up at Project Level 10-210.2.2 Need for Further Strengthening 10-310.2.3 Reporting Responsibilities 10-4

10.3 Internalizing Environmental Expertise in the NHAI 10-410.4 Operationalisation 10-4

10.4.1 Identification and Appointment of Staff 10-410.5 Training 10.510.5.1 Training Needs 10-510.5.2 Training Programme 10-510.5.3 Target Groups 10-510.5.4 Training Programme 10-510.5.5 Training Schedule 10-710.5.6 Imparting Training 10-810.5.7 Further Asessement of Training Needs 10-810.5.8 Training Budget 10-910.6 Environmental Management Plans 10-910.7 Environmental Monitoring Programme 10-1010.8 Environmental Budget 10-10

THE REPORT

The World Bank (WB) funded Third National Highway Project in India aims at strengtheningone of the identified1 high-density road corridors, namely National Highway 2 (NH-2), needing urgentattention. The project preparation activities have been undertaken by engaging seven internationalconsultants covering National Highway 2 (Five Consultancy Packages) and National Highway 45 (TwoConsultancy Packages). National Highway Authority of India (NHAI) is an autonomous body underMinistry of Surface Transport (MOST), Government of India (GoI). NHAI is responsible for both theproject preparation and project implementation. The proposed Third National highway Project includeseight construction packages selected out of the five consultancy packages as per details below. Theleft over stretches are proposed to be considered under subsequent World Bank NH Projects.

Consultancy Packages

Packages Stretch Length Total No. of No. of Construction(km.) Construction packages considered. .-__________packages involved under present project

I Agra- Sikandara 193.34 3II Sikandara-Khaga 190.0 3 2III Khaga-Varanasi 202.0 3 2IV Varanasi-Aurangabad 193.0 4 2V Aurangabad-Dhanbad 218.75 3* 2** Two Packages namely V-A & V-C have been clubbed, subject to the availability of pre-qualifredbidders. In case of non-availability of pre-qualifed bidder, it may be spllt into 3. Only one EIA hasbeen prepared for the Package II to V, but EMP has been prepared for each construction packagesseparately.

Further, the NHAI has entrusted the consultancy services to international consultants2 for the design ofeach package. As part of project preparation, detailed Environmental Impact Assessments (EIAs) havebeen carried out for the individual packages. The present consolidated EIA Report covers theconsultancy packages II to V along with EMP Reports for the eight construction packagesas shown in the Table above. The remaining construction packages will be dealt under thesubsequent World Bank NH Projects.

SCOPE OF THE CONSOLIDATED REPORT

The scope of this Report focuses on consolidation of the EIA reports, as prepared by differentconsultants engaged, for the four packages (i.e. Consultancy Packages II to V) for World Bankappraisal. The Report involves:-

* Preparation of the consolidated report, as per the information/data supplied by the variousconsultants;

* Proposed institutional set-up recommended for implementation of the EnvironmentalManagement Plan (EMPs);

* Proposed environmental, mitigation and enhancement measures; and

* Proposed monitoring mechanisms for environmental components of the project.

Based on N.D Lea International (1995) Pre-feasibility study on Medium-term Construction Prionties for Expressways in IndiaWorld Bank funded study.2 The International consultants entrusted with the project preparation of the various packages are:

Package I Louis Berger International Inc (USA), Consulting Engineering Services (India) Ltd., and IntercontinentalTechnocrats (Private) Ltd.Package 1I: Sverdrup Civil Inc (USA)Package IlIl: SNC Lavalin Intemational Inc (Canada) in association with Engineers and Management AssociatesPackage IV: COWI Consulting Engineers and Planners AS Denmark in JV with SPAN Consultants Pvt. Ltd.Package V: DORSCH Consult mbH in association with Gherzi Eastem Limited

This report has been structured Into three parts as under:

Part A Executive Summary;Part B Consolidated Environmental Impact Assessment (EIA) Report; ahdPart C Environmental Management Plan (EMP) Report for Individual Contract Packages.

28I- B A S TI GORA Du DEORIA

(RURAL

Package V-D PackaugeV-Ax Package V-C

INDIA ~LEGEND:- Scale |Map Title

fi g _ ~~~~PROJECT CORRIDOR 0 25 50 PROPOSED CORRIDOR IMPROVEMENT

<~~~~~ OTHER NATIONAL HIGHWAYS Kioers1.1 PROJECT LOCATION National Highways Authority of India

__ 7_ OTHER ROADS T1, Eastern Avenue, Mahar ani Bagh,

JALAUN ~ STT OUDRYNwDeh 105

t ^ STATE gOUNDARY ~~~~~~~WORLD BANK THIRD NATIONAL HIGHWAY PROJECT NwDli-11C5

RAILWAY LINE

L I`CONSOLIDATION OP EIA REPORTS - PROJECT PACKAGES Il-V

;: -:RNER/CANAL.

Thirtd National Highways Project

1 THE PROJECTThe purpose of this Chapter is to present a consolidated view of the scope of the overall projectworks in general and the EIA and EMP in particular within which the detailed studies of thedifferent packages of the Project Highway have been carried out. It also attempts to present anover view of the project description of the different contract packages under each main package.The chapter finally discusses briefly the structure of this report.

1.1 THE PROJECT DESCRIPTION

The National Highway-2 is one of the oldest high-density corridors in India, connecting the twoMetropolis, namely Delhi and Calcutta. The approximate 1400km long NH-2 is located in theUpper Gangetic Plain in northem India and traverses through the states of Delhi, Uttar Pradesh,Bihar and West Bengal. The NH-2 carries (1998) on an average 12,000 to 20,000 passenger carunits (PCUs) daily. A substantial part of the traffic is. goods traffic (48% to 86%). The trafficvolume on most of the sections is expected to grow up to 40,000 PCUs between 2005-2010ADand it is expected to be as high as 60,000 to 88,000 PCUs by 2028AD. To cater to such highvolumes of traffic, four-laning is required urgently. Delhi to Agra Section of the NH-2 at thewestem end and Dhanbad to Calcutta Section at the eastern end of the corridor are eitheralready four-laned or are in the process of being four-laned. The remnaining about 1000km longcorridor falling between Agra and Dhanbad is still two-lane and is being considered for four-laning under the proposed World Bank NH Projects. The Third National Highway Project,presently under consideration, aims at strengthening and four-laning of 478 km. selectedstretches between Agra-Dhanbad stretch of the NH-2 as per the details given under Table 1.1..

The project corridor passes through the States of Uttar Pradesh and Bihar: Each of theproposed construction packages has been considered for Intemational Competitive Bidding(ICB). The selection of the proposed construction packages have taken into account theappropriate length, construction cost, the ease of handing over the site to the contractor, freeof encumbrances to attract large size international/domestic contractors.

Table 1.1: Third National Highways Project- Contract PackagesPadwages Contuc-Padcages for ICB Length Candidae for Indusion In

l(lkli(n) _ __uthis Projectj I ~~~~I-A (Agra - SNikohabad) 65.34

(Agra - Bognipur/ I-B (Shikohabad - Sarai Ikdil km330) 65.0oskandra) IC (arai Ikdil -Bhognipur/Sikandra) 63.00

- n - DI~~~-A (Sikandra - Bhaunti 61.60Ye(Sikandra - (km.393-470)Khaga) 11-B (Bhaunti - Fatepur Border) 51.33

U-C (Fatepur Border - Khaga)(km.38-115) 77.00 Yes

m In-A (Khaga - Kokhraj) 43.00 Yes(Khaga - (km.115-158)Varanasi) Ill-B (Kokhraj - Paharpur Village) 87.00

III-C (Paharpur Village - Raja Talab)(km.245-317) 72.00 Yes

IV IV-A (Varanasi Byepass - Mohania) 78.00(varanasi - IV-B (Mohania - Sasram Byepass)Aurangabad) (km.65 to 110) 45.00 Yes

IV-C (Sasaram Byepass - Sone River) 30.00IV-D (Sone River - Aurangabad)

(km.140 to 180) 40.00 YesV V-A (Aurangabad - Barachetti) 60.00 Yes*(Aurangabad - (km.180-240)Dhanbad) V-B (Barachetti - Gorhar) 80.00

V-C (Gorhar - Barwa Adda (Dhanbad)I (km.320-398.75) 78.75 Yes*

Packages V-A and V-C are being treated as part of one single large contract package.

1-1

Third National Highways Project

The Scope -'f this Consolidated EIA Report is restricted to the contract packages A &C of Package II, A & C of Package III, B & D of Package IV, and A & C of Package V.These contract packages are candidates being considered for implementation under Third NHProject (Phase I) (hereinafter referred to as the Project). The length of these contract-packagestotal to 477.35km. The remaining packages will be taken up in the subsequent phases of theproposed World Bank Project as mentioned before.

1-2


1.2 OVERALL SCOPE OF PROJECT WORKS

The objective of the Project is to upgrade the existing highway between Sikandra to Dhanbad tomeet the traffic needs for the next 20-30 years-. It entailed detailed analysis of the presenttraffic and their future projections, pavement and soil conditions, materials available, cross-drainage structures, environmental and social/resettlement features etc.

The scope of the project includes widening of the Sikandra to Dhanbad portions of the projecthighway to four-lane within the existing RoW, avoiding land acquisition as far as possible,except for locations where it is absolutely essential from traffic, engineering, environmental andsocial aspects and where a diversion from the existing alignment is absolutely necessitated (fordetails, see Box 1).

i Box 1: Scope of Work as stated in the ToR for Feasibility Studies and Detailed EngineeringConsultancy Services

-... The project stretch is proposed to be widened to four lane within the existing ROW avoiding landacquisition as far possible, except for locations where provisions of short bypasses, service roads,alignment corrections, improvement of junctions including provision of grade separators, etc., areconsidered practicable and cost-effective.

'...The scope will consist mainly widening of the existing two lane to four lane within the RoW, inter aliaincluding fixation of alignment, alignments of the proposed widening work, improvements, if any, requiredto the existing alignment, identification and fixation of alignments of short bypasses, identification oflocations of service roads, identification, location and design of toll plazas etc. Consultants shall assessthe condition of the pavement of the existing two lane with detailed surveys and will identify the cause ofthe distress and shall propose cost effective remedial measures. Consultant shall suggest the type ofpavement to be provided along with detailed design of pavement besides preparing detailed cost estimatesand other ICB documents etc.

.'The Consultant shall undertake a detailed environmental study in accordance with the standardsprescribed by Gol and World Bank and will make suitable recommendations and prepare appropriate,mitigation plan and resettlement action plans. The Engineering design of the project will absorb allacceptable recommendations emerging out of the environmental studies.

'.Scope of consultancy services will include testing of locally available materials like aggregates, sand,gravel, fly ash etc. to determine their suitability for use in construction of the proposed road works.

'...Consultants shall study possible suitable toll-plaza locations in the project stretch to intercepteconomically. as much non-local motorized traffic as possible and shall show them in the strip plan. Theywill also give typical design for toll plaza to facilitate toll collections.'

Source: NHAI. Gol.

1.3 PROPOSED IMPROVEMENT OF THE PROJECT HIGHWAY

The existing project highway (between Sikandra and Dhanbad) has a two-lane (2 x 3.5m)bituminous carriageway, with paved/unpaved shoulders. It is now proposed to widen thishighway by addition of a new 2-lane carriageway with paved shoulders and strengthening theexisting carriageway by overlays/rehabilitation/reconstruction (induding, in places replacing theexisting bituminous pavement by cement concrete rigid pavement) along with paved shouldersadjacent to the existing two-lane pavement. Existing cross-drainage structures on the highwayhave been thoroughly examined for their hydraulic and structural adequacy and wherever somestructures are found to be inadequate, these have been duly proposed to berepaired/rehabilitated. New cross-drainage structures would be provided on the new 2-lanecarriageway. Table 1.2 gives a summary of the proposed improvement.

1 The design life of a rigid pavement is 30 years, for flexible pavemert it is 20 years.

1-3

Table I 2 DETAiLS OF EXISTING HIGHWAY AND PROPOSED ROAD

Consultancy Package 11 Consultancy Package III Consultancy Package IV Consultancy Package VTotal I Average

PARTICULARS Package IIA Package Il-C Package Ill-A Package ll-C Package IV-B Package IV-D Package V-A Package V-C(km393 - (km38 -km15 (km115 - km158) (km245. (km8s - km110) (km140 - km1eo) (km18o - (km320 -km470) . km317 km240) km398.75)

Length (kmi) 477.35 61.6 77 43 72 45 40 60 78 75Annual Avaerage Daily Traffic (AADT)

Tranric (PCU/Day)- 1998/99 . 19996 16791 10768 18622 13631 16195 14595 12130Annual Aveaerage Daily TraMfc (AAOT)(PCU/Day) - 2015 . 88259 65508 52707 60118 49709 59827Traffic Growth Rates 6.10% e.10% 7.25 6.5 7.58% 7.56% 6.43% 8.97%Peak Hour Factor 8% 8% 8% 8% 8% 8% 8% 8%

Percent of commercial traffic 48% 68% 87% 59% 86% 85% 63% 65%

Existing Road Carriageway Width (m) 7 7 7 7 7 7 7 7 7

Paved Shouder Wdth (m) 1.5 1.5 1.5 0 0 1.5 1.5 1.5 1.5Earthen Shouder Wdth (m) I I 1 1.5 - 2.0 1.5 -2.0 0.5 0.5 1-2.5 1-2.5Embankment Height (m): Typical &Max 1.5 & 7.0 1.0 & 4.0 2.0 & 3.5 2.0 b 3.5 1.0 & 10.0 1.0 a 9.5 2. R 8.0 2 R8.0

Average Roughness Values (mmikm) 5887 3200 4080 3020 7400 8000 8200 8200Road Inventory No. of major inlersections 18 2 4 1 1 1 1 4 4

No. of minor intersections 760 95 156 24 99 78 86 92 132No. of culverts 711 92 111 1 37 54 59 149 148

No. of major bridges 13 2 . 0 0 0 1 6 4 0

No. ot minor bndges 73 9 6 4 2 16 7 , 9 20No. of Rail Overbridges 0 0 0 0 0 0 0 0 0

No. ot Raitway Level Crossing 2 0 0 0 0 0 1 0 1

No. of villages 272 39 67 9 . 13 44 21 . 40 39

No. of Towns 10 2 1 2 2 2 0 1 0No of Cities 2 0 i 0 0 0 1 0 0No. of water bodies 43 11 e 4 10 8 0 4

Roadside Forest Areas (ha) 5320 O 0 0 0 2100 3220

1-4

Table 1.2 DETAILS OF EXISTING HIGHWAY AND PROPOSED ROAD(Contd)Total i Average Consullancy Package i1 Consultancy Package 1Il Consullan,y Package IV Consultan Package V

PARTICULARS Package IIA iPackage Il-C Package Ill-A Package lll-C Package IV-B Package IV-D Package V-A Package V-C(km393* (km38 -kmi 15 (km1 15 - kml58) (km245 - (km65* kmrn10) (kml4O - kml8O) (km180 - (km320 -

.____________________________ _______ km470) km317) km240) km398.75)Proposed Road No.ofLanes 4 4 4 4 4 4 4 4 4

Carriageway Width (m) 2 x 7.25 2 x 7.25 2 x 7.25 2 x 7.25 2 x 7.25 2 x 7.25 2 x 7.25 2 x 7.25 2 x 7.25Paved ShoudlerVWcdth (m) 1.5 1.5 1 5 1.5 1.5 1.5 1.5 1.5 1.5Earthen Shoudler Width (m) I 1 1 . 1 1 I I 1 1Median Width (m) Max.& Min. 5.0/3.5 - 1.2/i 5 5.0 1 1.2 3.0 61.2 5.0 &1.2 5.0 & 1.2 5.0 & 1.2 5.0 & 1.2 3.5 & 1.5 3 5 & 1 5Embankment Height (m): Typical &Max . 1.56 17.0 1.0 6 7.0 2.0 e 3.5 2.0 b 3.5 1.5 & 10 0 1.5 a 10 0 2.0 & 8.0 2.0 & 8.0Design Speed (krn/h) 100 100 10D 100 100 100 100 100 100

Proposed New Carriageway Type Rigid Rigid Rigid Rigid Rigid Rigid Rigid FlexibleRigid I Rigid I Flexible Rigid I Flexible Rigld I Flexible

Flexible Oveiay Overiay OverlayPavement Existing Carriageway - Treatment to be . Overtay Rigid Rigid Rigid Flexible

Design Lite assumed (years) 20 & 30 30 30 20 1 30 20 1 30 30 30 30 20

Enhancement No. ot new Rail Overbridges 2 0 0 0 0 0 1 0 1No. o new lyovers 8 2 1 0 0 1 1 2 1No. fo new bypasses 3 0 2 0 0 0 0 0 1

New bypasses + realignments (km) 11.2 0.4 4.4 0 0 0 0 1 5.4

No. of new bus bayslstops 93 4 4 11 1 28 32 4 9

No. of new truck lay byes 10 2 2 1 1 3 1No. of new toll plazas 6 1 1 1. . I 0 I 1

New lined side drains (km) 93 2 NA NA 20 30 12.6 1 21 8.6

Environmenlt No. of trees to be cut 66534 16929 13048 3582 8943 11815 9321 1783 1133

Social No. oa Project Affected Persons 26143 4835 6071 1455 9095 359 568 1188 2572

No. of Projecl Displaced Persons 8935 3871 2277 335 728 180 465 355 724

LA (ha) for widening of roads 57.855 18 93 26.48 0.82 0 2 02 1.065 4 5 4 06

LA (ha) for bypasses / realignments 69 92 2.4 22.5r 0 0 0 0 3.46 41.5

1-5

Third National Hilghways Project

In addition to strengthening the existing carriageway, the project would improve the geometric&it:.5tncies including that at the various intersections. The proposed improvement aims at

improving the riding quality, improving journey speed and reducing congestion of traffic on thehighway. It is proposed to add service -roads, proper drainage, grade-separation, road furniture,utilities and amenities wherever required. Due attention has been paid through out the designto minimise resettlement problems, cutting of trees, shifting of cultural properties, etc. as far aspossible through engineering design.

The project highway passes through 2 cities, 10 towns and 384 village settlements. At most ofthe congested/built-up areas, the main four-lane carrieageway has been marginally raised andservice roads along with drains have been provided on both sides in an attempt to segregatethe through and local traffic, besides improving the drainage problems at such locations.Wherever major highways or district roads with substantial traffic are crossing the NationalHighway, an underpass along with suitable ramps have been provided. All the junctions havebeen improved with proper junction design connections. All these measures are going tosubstantially improve the environmental and traffic safety aspects. The details of the bypasses,realignments, junctions, etc. are furnished construction package-wise in Table 1.2 above. Table1.2 substantially corroborates the engineering efforts described above. -

1.4 SCOPE OF ENVIRONMENTAL IMPACT ASSESSMENT

The objectives of EIA of this project indude the following (for details, see Box 2):* Collection of baseline data on various components of the environment;e Determination of the magnitude of environmental impacts so that due consideration be

given them during planning/design, construction and operational phases of the projectimplementation;

* Identification of areas and aspects that are environmentally or socio-economicallysignificant;

* Preparation of environmental enhancement plan and environmental management plansfor enhancing and mitigating the negative impacts;

. Development of the road alignment broadly ensuring that the environment andsettlements are affected the least; and

* Conduction and documentation of community consultation on various aspects of theproject and the environment.

1.4.1 THE ENVIRONMENTAL IMPACT ASSESSMENT PROCESS IN THIS PROJECT-

Separate Environmental Impact Assessment (EIA) reports have been prepared for each of theconsultancy packages. Separate Environmental Management Plans (EMPs) have also beenprepared for individual contract packages. These documents were prepared based on the MoEFand the WB guidelines.

The environmental impact assessment in each of the consultancy packages employed areiterative approach in which environmental issues have been identified in successive levels ofdetail and specificity at each step in the process. Incorporation of feedback from the variousstakeholders as well as "public hearings" and analyzing were essential features of thismethodology.

1.4.2 THE STATUS OF OBTAINING ENVIRONMENTAL CLEARANCES FOR THE PROJECT

The project would need the following environmental clearances:

1. Environmental Clearance from the MoEF

2. Forestry Clearance from the MoEF regional offices

3. No Objection Certificate (NOC) from the State Pollution Control Boards

1-6


4. Clearance from the State Pollution Control Boards under the Air Act, the Water Actand the Cess Act, if stipulated by the State Pollution Control Boards while giving theNOC.

The NHAI has already obtained NOCs from the State Pollution Control Boards. The forestryclearances are in the advanced stages of clearances and final clearances from the concernedState Government are likely to be obtained soon. As the environmental assessmentrequirements for the Contract Packages IIIB, IV-A, IV-C and V-B were also completed, the NOCfrom the SPCBs for these packages are also obtained alongwith adjoining packages and theForestry Clearances for them are also in the advanced stage of clearances like adjoiningpackages. Thus the clearances are likely to be obtained for all other construction packagesfalling under consultancy package II to V, except construction package III-B (Allahabadbypass).

Prior to granting the NOCs, the Pollution Control Boards of Uttar Pradesh and Bihar organized"Public Hearings". Public Hearings were organized at Kanpur (Kanpur Nagar district), Kanpur(Kanpur Dehat district) and Fatehpur (Fatehpur district) for Package II, at Gopiganj (SantRavidas Nagar district) for Package III, at Moharlia (Kaimur district) for Package IV and at Barhi(Hazaribagh district) for Package V.

The environmental clearance (from MoEF) procedure is in an advance stage and would beobtained shortly.

1.5 STRUCTURE OF THE CONSOLIDATED EIA REPORT

This Consolidated EIA report, excluding the first chapter, has been structured into the followingchapters:

Chapter 2 Policy, Legal and Administrative Framework presents a review of the existinginstitutions and legislation relevant to the project, at the National and the State levels;

Chapter 3 Environmental Assessment Methodology discusses sequence of tasks carriedout in preparing EIA;

Chapter 4 Existing Environmental Scenario presents a consolidated picture of the existingenvironmental setting of the project;

Chapter 5 Assessment of Potential Impacts identifies and quantifies the potential impactson each of the environmental components due to the proposed project development;

Chapter 6 Analysis of Alternatives discusses the criteria for analysis of alternatives,description of the various alternatives and evaluation of the alternative options for the variouspackages;

Chapter 7 Mitigation Measures presents an elaborate listing of the nature of impacts oneach of the environmental components and the avoidance and mitigation measures suggestedthereof;

Chapter 8 Public Consultation details the stages and types of public consultation carried outduring the project preparation stage and people's perceptions of the project benefits and thepotential impacts;

Chapter 9 Environmental Enhancement describes the typical design options suggested toenhance natural environment components; and,

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Environmental Management Plans: Separate, stand-alone Environmental ManagementPlans for each of the contract packages have been prepared with this report.

Box 2: Scope of Work of Environmental Analysis, Design and Management Action Plan as stated inthe ToR for the Individual Consultancy Packages

The main objective of Environmental Analysis and Design is to improve decision making and to ensurethat the highway improvement options under consideration are environmentally sound, sustainable andcontribute to.the development of environmental assets.

... The scope of work comprises the following three main tasks:

...Environmental Analysis

* Carry out a preliminary environmental screening of the highway to determine the magnitude of actualand potential impact and ensure that environmental considerations are given adequate weight in theselection and design of the proposed highway improvements;

. Collecd information on existing environmental baseline conditions and undertake a preliminaryevaluation of the highway selected for improvement in order to define the focus of the environmentalassessment, design and management studies;

. Identify positive and negative impacts of upgrading the highway and propose cost-effective measuresto enhance positive impacts and to.avoid and/or mitigate negative impacts:

. Complete the relevant Environmental Assessment documentation for the respective State-level, Goland World Bank environmental reviews and clearances; and

. Carry out public consultation with affected groups and NGOs.'

'...Environmental Design

. From EA. identify adverse impacts which can be prevented through judicous design changes, identifyadverse impacts such as soil erosion, flooding, loss of tree cover, etc. which could be mitigatedthrough appropriate mitigation measures such as ground cover planting, installation of properdrainage, etc. Prepare cost-effective proposals to implement appropriate mitigation and remedialmeasures to upgrade and enhance the environmental quality along with the highway in a sustainablemanner; and

. Select stretches'along with the highway, which provide opportunities for environmental enhancementand the development of cost-effective sustainable environmental assets.'

Environmental Management Action Plan

. Produce an implementation schedule and supervision program with associated costs and contractingprocedures for the execution of environmental mitigation and design works.

. Develop a program for monitoring environmental impacts during construction and operation;

. Specify requirements for institutional strengthening and training: and

. Recommend any further studies of environmental issues which should be undertaken during projectimplementation9

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2 POLICY, LEGAL AND ADMINISTRATIVEFRAMEWORK

This section presents a review of the existing institutions and legislations relevant to this project,at the National and the State levels. Regulabons conceming procedures and requirements thatmay directiy concem the project, the capacity of the institutions and agencies conceming theability to successfully implement the environmental management plan have been assessed.

2.1 INSTITUTIONAL SETTING FOR THE PROJECT

Two levels of institutions hold responsibility directly in the planning and implementation of theNational Highways: the Ministry of Surface Transport (MOST) or the NHAI at the National level;and the Public Works Departments (PWDs) at the State level. However, in case of selected

* projects with the assistance of the World Bank, such as this one, the MOST/NHAI holds themain responsibility. A brief discussion on the level of responsibilities in this project is presentedin the following sections.

2.1.1 THE NATIONAL HIGHWAYS AUTHORITY OF INDIA (NHAI)

The present project has been initiated and is being carried out by the NHAI, established as anauthority, as a part of the Ministry of Surface Transport (MOST), Govemment of India. TheNHAI controls the planning, development and management of a portion of the nationalhighways' entrusted to it by the GoI forming part of the Golden Quadrilateral and the North-South, East-West Corridors. The remaining national highways are with the MOST.

T he NHAI, in order to facilitate the preparation and implementation of this project has dividedthe project corridor into five packages. Separate NHAI units (named as project implementationunits or PIUs) with a Project Director as its head has been established for each of thesepackages. International consultants have been appointed for the feasibility study andpreparation of the Detailed Project Reports for four-laning of the project packages. For theimplementation of the project, the NHAI will be undertaking the project activities themselves inco-operation with the respective State Public Works Departments of Uttar Pradesh and Bihar, asand where required.

2.1.2 PROJECT IMPLEMENTATION UNITS

These are separate NHAI units with a Project Director as its head. These have been establishedfor each of the project consultancy packages. These PIUs would play a key role inimplementation including the overall control of construction activities and implementation ofcontracts. Many of the environmental impact avoidance and mitigation measures are readilyachieved by the incorporation of appropriate bid document and construction contract provisions.The project preparation, the designs and the estimates have duly incorporated the relevantenvironmental concerns as reflected in this document as well as the individual EIA reports andthe EMPs carefully prepared for each of the contract packages. It is reasonably expected, on thestrength of these documents that these provisions will be enforced and that the PIU and theConstruction Supervision Consultants working under the direction of NHAI will have thecommitment and the necessary resources to do so.

Out of the total national highways network in India. the NHAI is entrus:ed with 12.500km forming partof the Golden Quadrilateral (about 5,500km of national highways connecting the four majormetropolitan cities in India, viz.. Delhi, Calcutta, Mumbai and Chennai) and the North-South and theEast-West Corridors (about 7,000km) connecting Kashmir to Kanyakumari and Silchar to Saurashtra.The remaining national highways are being improved by the MOST through the state PWDs.

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Third ha:,o,oal i,ghways Project

2.1.3 STATE PUBLIC WORKS DEPARTMENTS (PWDs)

These departments only play a supportive role in the implementation of this project, -as andwhere required.

2.2 INSTITUTIONAL SETTING IN THE ENVIRONMENTAL CONTEXT

The environmental regulations, legislation, policy guidelines and control that may impact thisproject, are the responsibility of a variety of government agencies. In all, as discussed in thesubsequent sections, five agencies would play important roles in this project.

2.2.1 MINISTRY OF ENVIRONMENT AND FORESTS (MoEF)

The primary responsibility for administration and implementation of the Government of India'spolicy with respect to environmental management, conservation, ecologically sustainabledevelopment and pollution control rests with the Ministry of Environment and Forests (MoEF).Established in 1985, the MoEF is the agency primarily responsible for the review and approval of

2EIAs pursuant to Gol legislation . The MoEF has a number of agencies and institutions toimplement the environmental policies.

2.2.2 MoEF REGIONAL OFFICES

The Ministry of Environment and Forests has set up regional offices, with each region having anoffice. The offices for the present project are located at Lucknow and Bhubaneswar. Theseoffices are responsible for collecting and furnishing information relating to EIA of projects,

- pollution control measures, methodology and status, legal and enforcement measures andenvironmental protection in special conservation areas such as wetlands, mangroves andbiological reserves.

2.2.3 CENTRAL POLLUTION CONTROL BOARD (CPCB)

A statutory authority attached to the MoEF and located in New Delhi. The main responsibilitiesof CPCB include inter a/ia the following:

* Plan and implement water and air pollution programs;* Advise the Central Government on water and air pollution programs;* Set air and water standards; and* Co-ordinate the State Pollution Control Boards.

The role of the CPCB will only be in an advisory capacity while the project shall adhere tothe norms and standards set up by the State Pollution Control Boards.

2.2.4 STATE POLLUTION CONTROL BOARDS (SPCB)

The SPCBs play the role of environmental management at the state level, with emphasis on airand water qualities. They are responsible for:

* Planning and executing state-level air and water initiatives;* Advising state govemments on air, water and industry issues;

2 Environmental (Protection) Act, 1986 Item No. 21 of Schedule-I specifies that any highway projectneeds environmental clearance from the Central Government in the form of an approved EIA, followedby the amendment in May, 1994 and in 1997. Under these notifications certain activities must obtainclearance from Central and State Govemments and obtain a No Objection Certificate (NOC) beforecommencement. EIA is a mandatory requirement in order to obtain clearance if a project falls underthe 29 prescribed activities in Schedule -I of the notification. For details on further amendments to1994 Notification, see Box 3.

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Third National Hignways Project

* Establishing standards based on National Minimum Standards;* Enforcing and monitoring of all activities within the State under the Air Act, the Water

act and the Cess Act, etc.;* Conducting and organizing public hearings for projects as defined by the various Acts

and as stipulated by the Amendment (April 1997) to the EIA Act; and,* Issuing No-objection Certificates (NOC) for industrial development, defined in such a

way as to include road projects as the Third National Highway Project.

2.2.5 DEPARTMENTS OF ENVIRONMENT AND FORESTS (DOEF)

They perform the functions similar to the MoEF at the state level.

2.3 ENVIRONMENTAL CLEARANCE REQUIREMENTS

.2.3.1 Gol REQUIREMENTS

The primary responsibility for administration and implementation of the GoI policy with respectto conservation, ecologically sustainable development and pollution control rests with the MOEF.The MOEF is responsible to enforce the regulations established pursuant to the NationalConservation Strategy, National Forest Policy, the Policy for Abatement of Pollution (1992) andthe Indian Environmental Protection Act 1986, revised in 1994 and amended subsequently in1997 (see Boxes 3 and 4).

The Environmental Impact Assessment Notification, 1994 identified highways (item 21 ofSchedule-I) as one of the projects requiring prior clearance from the MOEF. Therefore, theenvironmental impact assessment (EIA) is a statutory requirement for obtaining clearance (acomprehensive format for EIA has been prescribed in the notification)3.

Box 3: Govemment of India Amendment on EIA requirements in 1997

In April 1997, a notification was issued by MOEF amending Schedule-I of the EIA Notification, 1994 whichlists projects requiring Environmental Clearance. The'1997 Notification states:

-.. Environmental Clearance from the MoEF is not required for Highway project relating to improvementwork including widening and strengthening of roads with marginal land acquisition along the existingalignments provided the highways do not pass through ecologically sensitive areas such as NationalParks, Sanctuaries, Tiger Reserve, Reserve Forests etc.'Source: Gazette Notilication. Govemment of India. dated lc Apnl 1997

It is important to note that the present project is limited to improvement work including onlywidening and strengthening of roads along the existing alignment with marginal landacquisition4. Road sections included in this project also does not pass through any ecologicallysensitive area such as national parks, sanctuaries, tiger reserves or reserve forests, etc.

All the eight construction packages presently under consideration do not involve a landacquisition exceeding 20m width (on both sides) and there is no bypass costing more than

3 The Guidance for the preparation of ElAs within the overall framework for environmental dearance fornew development proposals are detailed in Gol (1994) Handbook of Environmental Procedures andGuidelines. Additional guidelines for road projects are provided in MoST (1989) EnvironmentalGuidelines for Rail /Road and Highway Projects-

4 Marginal land acquisition is defined by the MoEF as 'land acquisition not exceeding 20m on eitherside of the existing right-of-way".

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Rs.50 Cr. In view of the above, environmental clearances are not required for these eightconstruction packages (vide Box 4). However, the environmental clearances are being obtainedas per the established procedures and the same are likely to be obtained soon from the MoEFand the concerned State Govts. as per the established procedures.

Box 4: Definition of "Marginal Land Acquisition"

.As per the provisions of the EIA Notification of 27' January 94 and as amended on 10't April, 97,environmental clearance is required for highway projects except projects relating to improvement work

| including widening and strengthening of roads with marginal land acquisition along the existing alignmentsprovided they do not pass through ecologically sensitive areas such as national parks, sanctuaries, tiger

I reserves, reserve forests. It is hereby clarified that marginal land acquisition means land acquisition notexceeding a total width of 20 metres on either side of the existing alignment put together. Further, it is alsoclarified that bypasses would be treated as stand-alone projects and would require environmentalclearance only if the cost of the projects exceed Rs.50crores each."

Source. MOEF Circular No 21012126-99-IA-Ill dated 15 October 1999.

2.3.2 STATE LEVEL CLEARANCE REQUIREMENTS

Besides, the GoI environmental clearance requirements, the projects also require clearancefrom some of the state level line agencies as discussed below.

In 1986, when the MoEF enacted the Environmental Projection Act, linear stretches of roadsideplantation along many of the Highways (including in Uttar Pradesh, but not in Bihar) weredeclared as protected forest. Due to the protected status, clearance from the MoEF is requiredto cut roadside trees. Applicability of the provisions of Forest (Conservation) Act, 1980 to thelinear (roadside) plantations was modified by a notification from the GoI, MoEF dated 18m Feb1998. Now, in the case of the "notified, to be protected" roadside plantations, the clearancemay be obtained from concerned Regional Offices of MoEF, irrespective of the area of plantationlost. If the concerned Regional Office does not accord the decision within 30 days of the receiptof fully completed application, the proponent agency may proceed with the widening/expansionunder intimation to the State Forest Department and MoEF (see Box 4).

State Pollution Control Board (SPCB) Requirements

Projects also require obtaining NOC from SPCBs in pursuant to the Water (Prevention andControl of Pollution) Act of 1974, the Cess Act of 1977 and the Air (prevention and Control ofPollution) Act of 1981.

Public Hearings

In order to obtain a No Objection Certificate (NOC) from the State Pollution Control Board, orenvironmental clearance from the MoEF, "public hearing" has been made mandatory. .Therequirement was introduced in the MoEF notification, which came into effect on 10'h April 1997.

The NOCs of SPCB as well as the State Forest Departments are required before MoEF action onthe EIA can be considered complete.

2.3.3 WORLD BANK REQUIREMENTS

The World Bank environmental assessment (EA) requirements are based on a three-partclassification system such as Category A, Category B and Category C as defined by the WorldBank OP 4.01. A project designated as Category A, requires a full environmental assessment(EA) Category B projects require a lesser level of environmental investigation. Category Cprojects require no environmental analysis beyond that determination.

This project is a Category B project and therefore requires limited environmental analysis.However, emphasis of the World Bank is in integration of the mitigation measures into the

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Thtrd National Highways Project

project design and mainstreaming environment in all stages of planning, implementation andoperation..

The individual environmental assessments were initially prepared and processed as per theframework of OD 4.01. OD 4.01 has been recently replaced by OP 4.01. The environmentalassessments have been completed as per OD 4.01, since this was the directive in vogue duringthe environmental survey and assessment, the same may accordingly be considered for thisassessment on practical considerations.

2.4 THE LEGAL FRAMEWORK

The Government of India has laid out various policy guidelines; acts and regulations pertainingto the sustenance of environment and these have been explained in the following sub-sections.

2.4.1 THE.FOREST (CONSERVATION) ACT, 1980

(Amended in 1988. For details, see Box 5 and 6)

The Forest (Conservation) Act, 1980 pertains to the cases of diversion of forest area and fellingof roadside plantation. Depending on the size of the tract to be cleared, clearance are appliedfor at the following levels of govemment:

* If the area of forests to be cleared or diverted exceeds 20ha (or, 10ha in hilly area)then prior permission of Central Govemment is required;

* If the area of forest to be deared or diverted is between 5 to 20ha, the Regional Officeof Chief Conservator of Forests is empowered to approve;

* If the area of forest to be cleared or diverted is below or equal to Sha, the StateGovernment can give permission; and,

* If the area to be clear-felled has a forest density of more than 40%, permission toundertake any work is needed from the Central Govemment, irrespective of the area tobe cleared.

2A.2 THE ENVIRONMENT (PROTECTION) ACT, 1986 AND THE ENVIRONMENTAL IMPACT ASSESSMENTNOTIFICATION, 1994

The Environmental (Protection) Act, 1986 is the umbrella legislation providing for the protectionof environment in the country. This Act provided for the Environment (Protection) Rules, whichare formulated since. The Environmental Impact Assessment Notification, 1984 and theAmendment thereto (April 1997) have been discussed in Section 2.3.1 above.

2.4.3 THE WILDLIFE (PROTECTION) ACT, 1972

The Wildlife Protection Act has allowed the government to establish a number of National Parksand Sanctuaries over the past 25 years, to protect and conserve the flora and fauna of thestate.

2.4.4 THE WATER AND AIR (PREVENTION AND CONTROL OF POLLUTION) ACTS

The Water (Prevention and Control of Pollution) Act, 1974 resulted in the establishment of theCentral and State level Pollution Control Boards whose responsibilities include managing waterquality and effluent standards, as well as monitoring water quality, prosecuting offenders andissuing licenses for construction and operation of certain facilities. The SPCB is empowered toset air quality standards and monitor and prosecute offenders under The Air (Prevention andControl of Pollution) Act, 1981. Additionally, as per the Gazette notification dated 10 April 1997,SPCB is also empowered for public hearing of all projects including road projects (see Box 5).

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Thtrd National Highways Project

2.4.5 THE MOTOR VEHICLES ACT, 1988

In 1988, the Indian Motor Vehicles Act empowered the State Transport Authority to enforcestandards for vehicular pollution and prevention control. The authority also checks emissionstandards of registered vehicles, collects road taxes, and issues licenses. In August 1997, thePollution Under Control Certificate (PUC) programme was launched in an attempt to crackdownon the vehicular emissions in the states.

Box 5: Applicability of the Forest (Conservation) Act, 1980

(Amended in 1998)

Roadside Strip Plantation

In 1986, when MoEF enacted the Environment Protection Act, the entire linear stretches of roadsideplantations along the highways were declared as protected forest in certain states. Although the land isunder the control of the, highways department, due to its protected status, clearance is required to cutroadside trees. Applicability of the provisions of the Forest (Conservation) Act, 1980 to the linear (road or!canal side) plantations was modified by a notification from the Gol, MoEF, dated 18 February 1998.

The new notification recognizes that the spirit behind the Forest (Conservation) Act was conservation ofnatural forests, and not strip plantations. In the case of the notifred to be protected roadside plantations,the dearance now may be given by the concerrhed Regional Offices of the MoEF, irrespective of the areaof plantation lost. While issuing the approval, in place of normal provision for compensatory afforestation,the Regional Offices will stipulate a condition that for every tree cut at least two trees should be planted. Ifthe concemed Regional Office does not accord the decision within 30 days of the receipt of fully completedapplication, the proponent agency may proceed with the widening/expansion under intimation to the StateForest Department, and MoEF.

Forest Land

Restrictions and clearance procedure proposed in the Forest (Conservation) Act applies wholly to thenatural forest areas. even in case the protected/designated forest area does not have any vegetaboncover.

Box 6: State Pollution Control Board Requirements

The project requires the submission of a questionnaire/application to the State Pollution Control Boardpursuant to the Water (Prevention and Control of Pollution) Act of 1974 the Cess Act of 1977 and Air(Prevention and Control of Pollution) Act of 1981. The State PCB establishes a review panel and circulatesthe application for public review and comment in each affected district. A state level hearing is alsorequired, taking all comments received from the districts into account. The State Pollution Control Boardissues a No-objection Certificate (NOC) after accepting the application for the project.

2.4.6 THE ANCIENT MONUMENTS AND ARCHAEOLOGICAL SITES AND REMAINS ACT, 1958

According to this Act, area within radii of 100m and 300m from the "protected property" aredesignated as "protected area" and'"controlled area" respectively. No development activity(including building, mining, excavating, blasting) is permitted in the "protected area" anddevelopment activities likely to damage the protected property are not permitted in the"controlled area" without prior permission of the Archaeological Survey of India (ASI) if thesite/remains/ monuments are protected by ASI or the State Department of Archaeology if theseare protected by the State.

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2.4.7 STATE LEVEL LEGISLATION AND OTHER ACTS

No specific state-level legislation relevant to the environmental clearance requirements, otherthan those mentioned above are in force in the two states of Uttar Pradesh and Bihar.

However, clearance will be required for setting up hot-mix plants, batching plants, etc., underthe Air and the Water Acts. Clearance from the State Department of Mining is required forestablishing quarries. Clearance from the Sate Ground Water Boards/Authorities is required forestablishment of new tube-wells/bore-holes, etc.

In addition, with respect to hygiene and health, during the construction period, the provisionsas laid down in the Factories Act, 1948 and the Building and Other Construction Workers(Regulation of Employment and Conditions of Service) Act, 1996 would apply.

With limited possibility, the provisions of the Hazardous Wastes (Management and Handling)Rules, 1989 and the Chemical Accidents (Emergency Planning, Preparedness and Response)Rules, 1996 would also apply during the construction and the operation periods.

2.5 CLEARANCE REQUIREMENTS FOR THE PROJECT

2.5.1 CLEARANCE REQUIREMENTS FOR THIS PROJECT

The project would need the following environmental dearances:

1. Environmental Clearance from the MoEF

2. Forestry Clearance from the MoEF regional offices

3. No Objection Certificate (NOC) from the State Pollution Control Boards (of Bihar andUttar Pradesh)

4. Oearance from the State Pollution Control Boards (of Bihar and Uttar Pradesh)under the Air Act, the Water Act and the Cess Act, if stipulated by the StatePollution Control Boards while giving the NOC.

2.5.2 APPROACH ADOPTED FOR THIS PROJECT

Separate clearances are required from the MoEF for each of the Contract Packages to beimplemented. Again, as the Contract Packages are located in two different states (Uttar Pradeshand Bihar), separate clearances are required from the state-level authorities.

Therefore, separate clearances are being obtained for each of the Contract Packages, i.e.,Contract Packages II-A, II-C, III-A, III-C, IV-B, IV-D, V-A and V-C.

2,5.3 THE STATUS OF OBTAINING ENVIRONMENTAL CLEARANCES FOR THE PROJECT

The NHAI has already obtained NOCs from the State Pollution Control Boards. The forestryclearances are in the advanced stages of clearances and final clearances from the concernedState Government are likely to be obtained soon. As the environmental assessmentrequirements for the Contract Packages IIIB, IV-A, IV-C and V-B were also completed, the NOCfrom the SPCBs for these packages are also obtained alongwith adjoining packages and theForestry Clearances for them are also in the advanced stage of dearances like adjoiningpackages. Thus the clearances are likely to be obtained for all other construction packagesfalling under consultancy package II to V, except construction package III-B (Allahabadbypass).

Prior to granting the NOCs, the Pollution Control Boards of Uttar Pradesh and Bihar organized"Public Hearings". Public Hearings were organized at Kanpur (Kanpur Nagar district), Kanpur(Kanpur Dehat district) and Fatehpur (Fatehpur district) for Package II, at Gopiganj (Sant

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Tmnrd National Higtmays Project

Ravidas Nagar district) for Package III, at Mohania (Kaimur district) for Packaae IV and at Barhi(Hazaribagh district) for Package V.

The environmental clearance (from MoEF) procedure is in an advance stage and would beobtained shortly.

The contractors would need to obtain clearances from the State Pollution Control Boards andfrom other regulatory authorities as per the conditions stipulated in the NOC issued by SPCB,MoEF, forest authorities, etc. These mostly relate to activities like setting up hot-mix plants,batching plants, etc. They would require clearance from the State Forestry Departments to usethe forestland, if any, for purposes such as setting up temporary construction camps, etc.Establishment of new quarries, if any would require clearance from the State Departments ofMining. Similarly, establishment of new tube-wellslbore-holes, if any, would require clearancefrom the State Ground Water Boards.

The contractors would ensure that all such clearances are obtained. They would also ensurethat any conditions imposed by the various authorities, while granting clearances, on NHAI willbe adhered to as much as these conditions apply to them.

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3 METHODOLOGYThis chapter gives an outline description of the methods and work-plan followed in preparation ofthe Environmental Assessment documents in this project. This also describes, as a naturalcorollary, the mainstreaming of the environmental considerations in this project.

3.1 THE "CONSOLIDATED" ENVIRONMENTAL ASSESSMENT

The consolidated Environmental Assessment documents have been prepared based on thefollowing:

1. Environmental Impact Assessment Reports of the Individual Packages (Packages,II, III, IV and V)'

2. Interaction with the Consultants for the individual packages, and theinformation/data obtained from the said Consultants pursuant to such interactions

3. Discussion with the NHAI and the World Bank.

The consolidated reports, in all places, abridge and extract data/information from the individualEIA reports in a sequential manner. The consolidated reports are supported with the detailedEIA reports prepared for each of the four packages. For details and further darifications, theindividual EIA documents may be referred to.

3.2 ENVIRONMENTAL IMPACT ASSESSMENT FOR INDIVIDUAL PACKAGES

The environmental assessment in this project employed a reiterative approach in whichpotential environmental issues have been examined in successive levels of detail and specificityat each step in the process. The incorporation of feedback from the various stakeholders andanalyzing was essential features of the methodology and became increasingly useful as thereiterative process proceeds. Major steps in the EIA process were as follows.

Environmental Pre-feasibility Study

This Environmental Pre-Feasibility Study examined medium-term construction strategies forexpressways in India and the development of the Third National Highway Project, highlightingpotential issues for further examination in the proposed improvement actions. Reportdocumenting the examination and its findings was prepared in 1995.

Scoping

Scoping is a process used to determine the anticipated range of issues to be addressed by, andthe depth of study required for environmental analyses. In keeping with the basic approach toenvironmental investigations, the scoping process was reiterative, i.e. the scope and depth ofthe analysis was refined and deepened as additional information came to light.

The International consuttants entrusted wtih the project preparation of the packages l-V were

Package li Sverdrup Civil Inc (USA)

Package III SNC Lavalin International Inc (Canada) in association with Engineers and Management Associates

Package IV. COWI Consulting Engineers and Planners AS (Denmark) in JV with SPAN Consultants Pvt. Ltd

Package V DORSCH Consult mDH in associaaon with Gherzt Eastem Lfmnec

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Third Natonal H,gnways Project

Reconnaissance Surveys

These were undertaken by all members of the study teams initiating with a joint reconnaissancewith the members of the NHAI, the World Bank and those responsible for the documentation ofthe environmental investigations and issues.

Assembly and Analysis of Data

This included both published and other recorded environmental data. Literature searches wereundertaken and relevant agencies (e.g., the Departments of Forest, the State Pollution ControlBoards, the Archaeological Survey of India) were contacted and appraised of the proposedproject.

Preparation of a Preliminary Environmental Screening Studies (PESS)

The purpose of the PESS was "to determine any significant economic, social or environmentalissues, which could require further analysis (including the analysis of short bypasses,improvement of junctions and others) to resolve such issues". The results of the analysis wereplotted on maps and tabulated to identify conflicts and potential resolutions.

Documentation of Baseline Conditions

The potentially influenced area (PIA) was defined considering MoEF requirements and otherstatutory requirements. Baseline conditions within the defined area were documented. As perMoEF guidelines for conducting EIA, the geographical scope of the EIA study will be of 10kmradius for new highway projects. However realistically speaking, as the project relates towidening of existing highway, the direct influence of the project is restricted to Right of Way(ROW) only. Therefore the baseline status has been documented at the micro or ROW level.

Assessment of Potential Impacts

Potential significant impacts were identified on the basis of: analytical review of baseline data;review of land uses and environmental factors; analytical review of the underlying socio-economic conditions with the PIA; and review of assessment of potential impacts as identifiedby previous highway projects.

Integration of Environmental Assessments in the Design Process: "Mainstreaming theEnvironmental Component"

The design and decision-making process integrated environmental and resettlement andrehabilitation issues and prompted the early identification of appropriate actions. Such actionsincluded, for example, shifts in alignments based on awareness of the locations of culturalresources, and biological resources such as significant areas of roadside trees and "greentunnels" and the early identification of short bypasses to reduce local impacts.

Assessment of Alternatives

Altematives were continuously assessed throughout the process. A more formal assessmentwas also undertaken as a part of the environmental assessment process, including theassessment of the "No Action" Altemative as is customarily included as a part of the formalassessment methodologies to ensure that it has been given proper consideration.

Identified Mitigation & Environmental Enhancement Measures

Positive actions to not only avoid adverse impacts, but to capitalize on opportunities to correctenvironmental degradation or improve environmental conditions were determined.

Community Consultations

Consultations with concerned officials, agencies and potentially affected persons continuedthrough the process and will continue as the project proceeds. The issues raised by the

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Third National Hgghways Project

communities and the various stakeholders were incorporated in the design andconstruction/operation plan of te project highway. Public Hearings, as stipulated by theEnvironmental Impact Notification. 1994 (amended 1997) was conducted in 6 locations. Theissues raised in the Public Hearings were incorporated in the project design.

Preparation of the Environmental Management Plans (EMP)

An EMP for each of the contract packages was prepared to specify the steps necessary toensure that the necessary measures have been and will be taken. This includes the monitoringplan and gives details of the resources budgeted and the implementation arrangements.

3.3 REPORTS

Apart from the pre-feasibility study report prepared in 1995 (N.D. Lea Intemational Ltd.,Medium Term Priorities for Construction of Expressways in India), the following reports wereprepared in the course of the environmental assessments carried out for the project:

1. Environmental Screening Reports for all .4 individual packages, at the FeasibilityStudy stage of the project.

2. Environmental Impact Assessment Reports for all 4 individual packages, at theDetailed Project Report (DPR) preparation stage of the project.

3. Environmental Management Plans for the 8 Contract Packages, at the DetailedProject Report (DPR) preparation stage of the project.

The consolidated reports consist of the following:

1. Executive Summary

2. Consolidated Environmental Impact Assessment Report

3. Environmental Management Plans for each of the Contract Packages.

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Third National Highways Proect

4 EXISTING ENVIRONMENTAL SCENARIOThis chapter assesses the nature, type and dimensions of the study area and describes the relevant physical andbiological environmental components along the project comdor. The database on the environmental componentsrelevant to dedsions about project location, design and operation have been assembled from vanous secondary sourcesand primary surveys conducted for the individual packages. As per MoEF guidelines for conducting EIA, the geographicalscope of the EIA study will be of l0km radius for highway projects. However realistically speaking the direct influence ofhighway projects is restricted to the ROW. Therefore the baseline status has been documented at the micro or ROWlevel.

4.1 CLIMATE

All the stretches of the Project Highway (the NH-2) to be covered under the present report arelocated in a sub-tropical region with marked monsoon effects. Due to large variations intemperature and rainfall, the climate has a characteristic seasonality. The climate isdistinguished by three distinct seasons of * Hot Summer (from April to June),* Warm humid Rainy season (from July to September), and* Cold Winter (from November to February).October and March constitute the transitional months between rainy, winter and summerseasons respectively. Following sections describe the four key elements of the climate, viz.,Temperature, Wind, Rainfall and Relative Humidity.

4.1.1 TEMPERATURE

The region enjoys fairly high temperature throughout the year, a distinct characteristic of thetropical climate. The summer season is usually dry with high temperatures ranging between 300to 470C. During rainy seasons the temperatures vary between 240 to 36°C. Temperature duringwinter varies between 100 to 260C. January is coldest month with temperatures dipping to lessthan SC. Table 4.i records the extreme temperatures recorded in different cities falling alongthe Project Highway. It can be inferred that the extremities of temperature gradually decreaseeastward along the highway from Sikandra towards Dhanbad

Table 4.1: Extreme Temperatures in Different Cities along the Project Highway

city Maximum Temperature Minimum TemperatureReported Month Temperature (°C) Month Temperature (C)

Package II Kanpur June 47.4 January 4.0

Package III Allahabad May 45.3 January 6.2

Package IV Varanasi May 40.6 January 5.0

Package V Dhanbad May 40.0 January 18

SOURCE: CONSULTANTS' SURVEYS ANDANALYSIS

4.1.2 WIND

Wind direction, speed and seasonal variation determine the manner in which air pollutants fromthe vehicle emissions are dispersed. High wind velocities may cause soil erosion both during thewet and dry seasons.

In all the stretches, the predominant wind direction is westerly and north-westerly from Octoberto April and shifts to easterly or south-easterly from June to September. Dust storms havingwind velocity of more than 75km/h are the typical features of the summer weather, but inOctober winds are variable both in direction and speed.

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wind velocity of more than 75km/h are the typical features of the summer weather, but inOctober winds are variable both in direction and speed.

4.1.3 RAINFALL

The project area receives rnost of its rainfall from the Bay of Bengal Current of thesouthwestern Monsoon, which normaily bursts over the region towards the last week of Juneand continues till October. The rainfall is derived mainly from the Bay of Bengal, which in northgets deflected by the Himalayas and sweeps up the Gangetic plan falling along the projecthighway. During winter, occasional light rains are received from retreating westem monsoon.The region enjoys a moderate annual rainfall of about 980mm of which over 90% occur duringthe four rainy months.

The following Table 4.2 records the months of maximum and minimum rainfall in different citiesfalling along the project highway, along with the months. Overall, the annual rainfall variesbetween 800mm and 1100mm per annum.

Table 4.2: Maximum and Minimum Rainfall in Different Cities along the Project Highway

City Maximum Rainfall (mm) Minimum RainfallReported (mm)

Month Rainfall Month Rainfall

Package II Kanpur JLuly 264.7 April 4

Package m Allahabad September 260.9 April NilPackage IV Varanasi August 469.1 Aprii NilPackage V Dhanbad July 533.2 April NA

SOURCE: CONSULTANTS' SURVEYS AND ANALSIs

4.1.4 RELATIVE HUMIDITY

The region, on an average records a relative humidity of 64%. The air is very humid duringrainy seasons when the relative humidity averages reach up to 79%O. The highest relativehumidity is observed during August (90.48%), which together with high temperature makes theweather sultry. Following Table 4.3 compares extremes of Humidity levels across four citiesfalling in different packages.

Table 4.3: Humidity Levels in Different aties along the Project Highway

Location Maximum Humidity Minimum Humidity

Month Humidity Month Humidity

Package II Kanpur August 86 April 24

Package III Allahabad September 85 May 22.9Package IV Varanasi August 90.48 April 27.5

Package V Dhanbad September 86 May 25

4.2 PHYSICAL SETTING

4.2.1 PHYSIOGRAPHY

In the stretch of the highway between km393-kmrl5 (Package II), which passes between theplains of the River Ganga and Yamuna, the land is generally plain with gentle slope. The part ofthe highway between km l5 and km203 falls in the lower Ganga-Yamuna Doab, while the partbetween km216-317 is located in the Trans-Ganga Region, both of which are also flat plains.The highway traverses further eastward through the eastern Gangetic plain of the sub-continent

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for about 85km. This part (Package IV) of the project highway is part of the flat flood plain ofthe Ganga and Sone rivers. The 1;1ghiway in Package V-A (kml80-km233) falls in theHazaribagh plateau, which is a gentle rolling terrain. The last stretch of the project highway(Package V-C) beyond km320 falls in the Chhota Nagpur Plateau.

From km338 to km348 the terrain is observed to have some rolling characteristic while thesame kind of terrain occur between km356 and km372. All in all, the entire stretch of theNational Highway 2 can be said to have a predominantly plain terrain.

4.2.2 GEOLOGY

The region through which the project highway passes is structurally a part of the Ganga plain.This has been formed by the in-filling of the Indo-Ganga trough during the Pleistocene period.It has an alluvial cover of 400-1500mm deep. Geologists distinguish the Gangetic plain betweenolder and the newer alluvium. The older is usually composed of agrillaceous beds where kanker,an impure carbonate of lime and pislitic ferruginous concretions are disseminated.

4.2.3 SEISMOLOGY

The entire stretch of the project highway traverses partly through seismic zone II and III asdefined by IRC 6:1966, seismic zoning classification system, i.e., a zone of relative stability. Thehorizontal Seismic coefficient for zone II is 0.02 and for zone III is 0.04 measured on a scalefrom I to V zones where zone I is most stable and zone V is considered to be least stable.

4.2A SOILS AND POTENTIAL FOR EROSION

Soils in the stretch of the project highway through out are sility clay or sandy loam, except in-construction package V-C, where soils in some stretches are residual soils duly covered withvegetation growth of forestland. As the soils mostly are of alluvial nature with medium to lowplasticity, as such, the soil erosion is not the problem in the entire project stretch. Soil betweenkm180 and km233 (in Package V-A) is alluvium while the stretch between km261 and km283passes over alluvium as well as bedrocks of Granite Gneissic complex. The stretch betweenkm352 and km356 (in Package V-C) suggests the typical character of old interfluves. Coarseand clear sands having high siliceous and feldspar minerals occur along riverbeds throughoutthe route.

Erosion is not considered to be an issue in this project, as major portion of the road runs in theIndo-Gangtic plain with practically no or very low grading. Embankment erosion may exist onhigh embankment in case of inadequate compaction/design. Under the proposed engineeringdesign, all such high embankments are provided with flat slopes with reinforced earth/retainingwall/turfing etc. to practically eliminate any chance of damage to such high embankments.

The so,l type and potential for erosion along various stretches at the NH2 has been given inTable 4.11.

4.2.5 QUARRIES AND CRUSHERS

Identification and assessment of suitability of materials (in the form of rocks for road metal andsoil for road base) suitable for use in the road construction is a very essential ingredient of thehighway design. The assessment of the environmental concerns of these quarry areas, fromwhich the materials are to be procured, normally becomes critical due to the following concerns:. Transport of Raw Material: Transportation acts as a principal source of pollution

depending upon the physical form of the raw material. Substantial amount of dust andother air pollutants like CO are generated, if long haul distances are involved over poorroads.

* Overburden: A sizeable overburden may lead to problems in its disposal or storage duringoperation of the mine.

* Drainage: Mining operation may alter the drainage pattern of the area. (This is notenvisaged in this project).

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Quarries, recommended to be used, in this project have been selected on the basis of theiroperational status and compliance with environmental laws. All the selected quarries are legaland in operation satisfying all the prescribed statutory requirements. In case, any new quarriesare selected, all-the legal and statutory aspects will befulfill before quarrying from such sourcesare resorted to. The lists of quarries are furnished in Table 4.12 to 4.14.

It needs however, to be noted that list of quarries as furnished in Table 4.12 to 4.14 arerecommendatory in nature to serve as a ready guideline to the prospective bidders. Thecontractor can, however, procure material from quarries other than those listed, provided that

* The material obtained is of acceptable quality.

* The selected quarries are either already in operation and in case the new selectedquarries are not in operation then the contractor will ensure that such quarry satisfythe statutory requirements prescribed for such purposes.

4.2.6 BORROW PITS

The soils to be used as sub-grade, select sub-grade and shoulder materials need to be hauledfrom designated borrow areas. Similar to the identification of suitable quarries, the individualconsultants identified suitable borrow areas for supply of soil to the new road formation. Basedon the total requirement and availability of each soil type, estimates of soil quantity to beobtained form each of the borrow areas were worked out in accordance with the NationalStandards, recommended by the Indian Roads Congress (IRC)1.

In the selection of the borrow areas, care was taken to ensure that:= Sufficient quantity of suitable soil is available from the borrow pit, The borrow areas are as close to the project road as possible= The loss of productive and fertile agricultural soil is minimum= There is minimum loss of vegetation- The borrow pits as per specification from temporarily acquired cultivated lands, the topsoil

to a specified depth will be stripped and set aside with microbial preservation methods.* Most of the area recommended to be used for borrowing in this project is, however, infertile

and therefore preservation of the topsoil will not be a major issue. Refer Tables 4.33 to4.35. The borrow areas details presented in the Tables are, however, indicative in natureonly.

- In case, the contractors prefer to borrow soil from other sources not indicated in Table 4.33to 4.35, then the contractor will adhere to protect the topsoil as per IRC norms.

A total of 20 borrows pits have been located along the vicinity of NH2 in Package II withaverage lead varying from 300m to 11km Ganga and Yamuna sand is available within 10km ofthe construction sites in Packages II-A and II-C. For the stretch the project highway betweenkmllS and km158 as well as km245 and km317 (Packages III-A and III-C), about 88 borrowpits have been identified for the proposed roadwork. Of these, 57 sites are privately ownedbarren lands with no tree cover. About 48 borrow pits have been identified for Package IV(B&D) with leads varying from 200m to 2.5km. Additionally, hillocks at km172, and overburdensof the Karwandia hills can be used for borrowing. Borrow material can also be obtained from thebanks of the river which is 7km south of Aurangabad. A total of 21 borrow pits for Package V-A(kml80-km240), and 24 sites for Package V-C (km320-km398.75) have been identified.Most of the borrow areas selected are either barren land or mounds. Some of these are to bedeveloped into ponds as per the scheme of Fishery Deptt. of State Govt. Agricultural parcels ofland have not been generally included in the list of borrow areas. However, in some cases, thelandowners themselves have requested to include their land in the list of borrow areas. Thereasons for this are two. First, some of the farmers want to create ponds (mainly forpisciculture) in their land. Second, sometimes the agricultural parcel of land is located on an

IRC (1989). Recommended Practice for Borrow Pits for Road Embankments constructed by ManualOperation.

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Third Nat,onal Highways Project

elevation above the immediate surrounding and lowering (by borrowing) would help suchparcels of land become better irrigable. Moreover, some other areas have been identified forborrowing, where the State Fisheries Departments wants to develop ponds for fisheries. Thedetails of the quantity of borrow material avaUable from these quarries along with details ofsize, land use, etc., have been listed in Tables 4.33 and 4.34. From the tables it may beobserved that not much borrowing is proposed to be done from fertile lands and as such impacton this account may not be considered significant.

4.3 WATER RESOURCES

Road Development projects often significantly alter the hydrological setting of an area and addto the siltation and pollution levels of the water resources, generally when new highway isdeveloped in the region. As this project involves widening and strengthening of an existinghighway, significant impact is not envisaged. All surface water resources (cross-drainagechannels, stagnant water bodies etc) and ground water resources and their characteristics wereidentified and critically examined along the project corridor.

4.3.1 SURFACE WATER

Along the project stretch, a number of water sources are found. These can be broadlyclassified in two categories:

F Flowing water resources viz. rivers, streams, canals- Stagnant water resources viz. ponds, lakes.

Flowing Water Res.ources

The project highway falls largely in the region of alluvial plains and traverse across the majorriver basins of the Ganga, the Yamuna and the Sone. The major surface water bodiesintersecting the project highway include rivers the Sengur, the Rind, and canals at km4, km2l,km23, km28, km461, km66 and km87 (Package II-A and II-C). The NH-2 in Package III-A andIII-C, is intercepted by several ravines and drainage channels including a tributary of the SasuoKhaderi River at kml31 and Upardahak Tal Nullah (km252). In Package IV, all the rivesintersecting the NH-2 are north-south flowing stream, the Ganga and the Sone being the largestrivers crossing at km136 at Varanasi-Ramnagar-Mugalsarai Bypass in Uttar Pradesh and atDehri-on-Sone in Bihar. The project highway intersects 40 streams and tributaries including 5major rivers (the Phalgu, the Mohane, the Barakar, the Damodar and the Uilajan) in Package V.

In addition, the other significant rivers in the project area in Package IV indude the Durgawati(km9O), the Kudra (km95), the Punpun-(kml48), the Adri (km165), the Batane (km156), theTerar (km169), the Kesar (kml76) and the Jhari (km182). The Mohar (km210), the Buddha(km211), the Gulshakari (km224), the Gokhle (km229) in Package V-A and the Bhaglata(km327) in Package V-C have protected forests on both sides. The other rivers in Package V-Care the Khedo (km328), the Awara (km342), the Kulgo (km348), the Rehana (km358), theRasna (359), the Sita (km363), the Banka (km372), the Madaldih (km379) and the Rajgaunj(km390).

The surface water resources intersecting the NH-2 have been summarized in Table 4.4 and thedetails of the various water resources package wise are listed in Tables 4.36 to Table 4.38.

Table 4.4: Water Resources along the Project Highway

Package Rivers/Streams Ponds* Canal NulIahII-A&C 2 11 15 -

III-A&C 1 14 1 4

IV-B&D 6 22 1 -

V-A&C 29 18 2 -

Total 38 65 19 4

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Third Ajabonai Highways Project

*Note: The ponds indicated in Table above are not the natural ponds anddo not have perennial nature water source. M'iost of them are local

depressions of small areas and retain water during the monsoon periodonly. During the remaining 8 to 9 months (summer and winter), most of

them are dry. These non-perennial water bodies are, however, alsoincluded and dassified as ponds in the Table above. These ditch type

depressions do not have any community and water use values, except thatduring rainy season, the collected water is used for animal bathing,

washing of clothes etc. All these ponds (including the small ditches) whichare actually impacted by road project improvement have, however, been

treated with protective measures. The number of actual ponds, as such, ismuch lower than the figures shown above.

Stagnant Water Resources

There are 65 stagnant water resources including ponds located along the project stretch. Thesignificant among these are at Rasdhan (km33), Mungisapur (km24), 4 ponds at Marai (km2l),and 2 ponds at Akbarpur (km5 and km4) in Package II-A. Water bodies in Package II-C includethose at Rawatpur (km4l), Kutto (km6O) and Sourgaon (km72). There are 14 ponds in PackageIII, all small and non-perennial. The Shivsagar pond at kmlO6 in Package IV-B is likely to bepartially affected by the project. This pond has some religious significance also. Package IV has21 other small (mostly non-perennial) ponds. Seven ponds (at kml80, 219, 221, and two eachat km186 and 205) are in Package V-A, of which the ponds at kml80 and km219 are likely tobe affected by the project, due to the proximity to the existing pavement. There are 11 pondsin Package V-C. Of these, 5 ponds (at km338, 349, 382, 388 and 390) seem to needembankment protection by virtue of the proximity to the existing pavement.

4.3.2 GROUND WATER

Surveys were conducted at various locations along the NH2 to assess the depth of water inwells and tubewells during summer and winter.

The ground water level in Package II varies from 4.Om to 19.7m in May and 4.2m to 20m inJune. Ground water level in Package Ill-A was found to be lowest at only one location i.eAthsarai (kml33), the water depth being 23m in winter and 26m in summer. At other locationsin package III depth of water table varies between 4.Om to 6.0m. Ground water level at RajaTalab (km315) was observed to be 4.Om in winter and 5.5m in summer. The ground waterlevels in Package IV (km. 65-110, km. 140-180) are mostly at depths of 6m to 8m except atSasaram, where it is more than 20m deep. Ground water levels in Package V-A were observedto be same as in Package IV while levels in Package V-C were around 15- 20m.

With the high water table, wells and tube wells are source of potable and irrigation water. Thereare about 70 wells in the zone of immediate impact of the proposed project. It is likely thatabout 20 wells in Package III might need relocation due to the project. Of the total hand-pumpsin the stretch of project highway, 78 will need to be relocated due to their close proximity to theexisting road. Table 4.39 gives details of ground water along the project highway.

4.3.3 CROSS DRAINAGE STRUCTURES

Various rivers, streams and canals at different locations have intersected the NH-2. The total noof Cross drainage structures along the NH-2 is 804. The following Table 4.5 summarizes theoccurrence of cross drainage structures on the project highway.

Table 4.5: Cross-Drainage Structures on the Project Highway

Contract Major Bridges Minor Bridges Culverts (no.) Total CDPackage (no.) I (no.) Structures (no.)

! I-A 2 9 92 103

II-C 0 6 111 117

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Contract Major Bridges Minor Bridges Culverts (no.) Total CDPackage (no.) (no.) Structures (no.)

111-A 0 3 64 67

III-C 0 2 38 40

IV-B 1 16 54 71

IV-D 6 7 59 72

V-A 4 9 149 162

V-C 0 20 148 168Total 13 72 715 800

Source: Consultants' surveys and analysis.

4.3.4 WATER QUALITY

Most of the physico-chemical characteristics of river water are found to be within the range ofacceptable limits of CPCB. Some of the rivers, however, showed higher BOD and total coliformcount. The values observed for different characteristics of canal water were within thestandards set by CPCB. Among the ponds, physico-chemical characteristics at Shivsagar pondare critical. The Shivsagar pond showed eutrophic condition with high BOD and colliform countand low DO. The water quality at various locations along the NH2 has been listed in Tables 4.16through 4.22. The Indian Standards for Drinking Water (IS:10500-1991) are given as part of theEnvironmental Monitoring Plan.

4.3.5 INUNDATION

The project highway, which traverses through the flood plains of the Ganga and the Yamunaand other smaller rivers is prone to water-logging and local flooding in some stretches.However, the NH-2 is a very old highway and normally pass through the ridge line along all itsalignment. The drainage problem, as such do not exist in terms of waterway requirements.Man-made drainage problems occur mosty at the built-up stretches due to raising ofshoulders/kerbs by the local residents. Detailed hydraulic and hydroligical survey have beendone through out the project stretch and all locations/stretches having even marginally possibleinundation have been suitably raised and additional drainage structure have been provided,wherever required. No inundation problem, therefore, is anticipated.

Drainage problems such as inundation have been identified along the stretch at Bara-Sikandra(km448), Rania Bazaar (km456-457) and several other urban areas in Package IIA while inPackage IIC, the problem is severe especially at Chaudagara Bazaar (km47) and the MalwaBazaar area (km63). Water logging has also been observed at Gyanpur and Varanasi Sadar.Overtopping occurs on the project highway at km245-246, km262-265, km282-282, km291-292,km312-313, km314-314 and km315-317 in Package IIIC. Drainage will be improved by raisingthe carriageway in these stretches of the project highway. In Package VA, drainage issues needto be resolved especially in the stretch between km219 to km220.

Detailed drainage surveys and hydrological investigations have been carried out in this project.Detailed engineering solutions have been provided in the design of the project. Service lanesand roadside drains on either side of the project highway have been proposed. The roadsidedrains will be cleaned by the NHAI periodically to ensure proper drainage during the operationstage of the project. With these provisions, the drainage problem would become minimal.

4.4 AMBIENT AIR QUALITY

4.4.1 NATIONAL AMBIENT AIR QUALITY STANDARDS(NAAQS)

The Central Pollution Control Board (CPCB) in India is responsible for setting air qualitystandards. The national ambient air quality standards (NAAQS) for gases monitored on routine

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basis were notitied under the Air Act in 1985. In India, only annual mean and 24-hour averagestandards hat. ;,een described, except for carbon monoxide for which 8 hours and 1-hourstandards have been notified. There are no Indian standards for hydrocarbons and aldehydes.European Union has regulated standard for airborne benzene at 10 Pg/m3. The permissible airquality standards for particulate and gaseous pollutants are presented in Table 4.6.

Table 4.6: National Ambient Air Quality Standards (CPCB, 1997)

Pollutant Time Weighted Concentration in Ambient air (pg/m3)Average Industrial Rural and Residential Sensitive

Sulphur Dioxide (SO2) Annual Average* 80 60 1524 hr** 120 80 30

Oxides of Nitrogen (NO2) Annual Average * 80 60 1524 hr** 120 80 30

Suspended particulate Matter Annual Average * 360 140 70(SPM) 24 hr** 500 200 100

Respirable particuliate matter Annual Average * 120 60 50(<10 micron) (RPM) 24 hr** 150 100 75

Lead Annual Average * 1.0 0.75 0.5024 hr** 1.5 1.00 0.75

Carbon monoxide mg/M3 8 hr 5.0 2.0 1.0

1 hr 10.0 4.0 2.0

.Annual Arithmetic mean of minimum 104 measurement in a year taken for a week 24 hourly atuniform interval.

** 24 hourly/8 hourly values should meet 98 percent of the time in a yearSources Anon (1996-97), Ambient Air quality Status and Trends in Delhi (1989-1993) National Ambient Air QualityMonitoring Series NAQMSIa/1996-97, Central Pollution Control Board, Delhi

4.4.2 AMBIENT AIR QUALITY

Ambient Air Quality was monitored at various locations having different land uses such asresidential, commercial, agricultural, industrial etc. Air Quality was measured with RespirableHigh Volume Sampler.

Ambient Air quality monitoring data suggest that SPM and RPM are major pollutants of concemthroughout the road corridor. Even during rainy season, the SPM concentration exceeded thenational air quality standards of 200 pg/M3 for 24 hours at many stations. SPM levels were inthe range of 200pg/m3 at Barajod, Bhaunti, Munisapur, Rasdhan and Akbarpur (all in PackageII-A) and at Sanwara, Malwan, Naubagh and Usraina (all in Package II-C). High SPM count(exceeding 500ug/m3) at Rania Padeo and Lalpur Brick kiln is explained by the industrialnature of these locations. Similarly, SPM levels were very high at Aung, Chaudagra and Bilinda.Chaudagra too being an industrial area justifies the high pollution levels. Hourly average SPMconcentrations varied from 160 to 925pg/m3,in Package III while RPM varied between35.3ug/m3 in Package V to 535,Pg/m3 in Package III. SO2 and NO2 concentrations were withinacceptable limits.

Carbon monoxide concentrations crossed the NAAQ standards at many locations in rainy seasonand at most of the locations during winter. The values ranged between 0.4 and 1.69mg/m3,except at Sherghat (km 210, Package V-A), where it is high (4.3 to 4.6mg/m3). Air-borne Pbconcentrations varied between 0.01ug/m3 to 1.25pg/m3. The ambient air quality as monitoredat various location along the project highway are as given in Tables 4.24 through 4.29.

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Third Nationial Highways Project

The condition as above is a reality under the existing road. One of the key reason for them isthe prese,'L c.,^Jition of the existing road, which get accentuated due to congestion, poorlymaintained flanks, higher roughness, pot holes, etc. , apart from the type, age of the vehicleand their maintenance level. As the proposed improvement provides a much improved- roadsurface along with hard shoulders, plantation of large number of trees etc., these indicators arelikely to have much reduced levels with the proposed improvement as compared to the presentscenario.

4.5 NOISE LEVELS

An unwanted sound affects the health of a person, his activities and interferes with the mentalability of a person. The noise issues from are addressed in two phases i.e., the constructionalphase and operational phase. During construction phase, different activities produce differentlevels ranging between 80-90 dBA. Road noise depends on factors such as traffic intensity, thetype and condition of the vehicles plying on the road, acceleration/deceleration/gear changes bythe vehicles depending on the level of congestion and smoothness of road surface (IRC: 104-1988). Excessively high noise levels are a concern for sensitive receptors, i.e., hospitals,educational institutions, wildlife, etc.

4.5.1 NATIONAL NOISE STANDARDS

Central Pollution Control Board, India has specified noise standards for different activities.Importance was given to the timing of exposure and areas designated as sensitive. Thefollowing Table 4.7 gives the noise standards set.

Table 4.7: National ambient noise level standards

Area Code Category Limits in Decibels (dBA)Day Time Night rime

A Industial 75 70B Commercial 65 55C Residential 55 45D Silence 50 40

Note: (1) Daytime: 6 AM to 9 P.M., Night-time 9 PM to 6 AM; (2) Silence zone is an area up to100 m around premises as hospitals, educational institutions and courts.

4.5.2 TRAFFIC NOISE QUALITY

Noise levels were recorded at two locations each in contract package II-A and II-C. In packageIII, noise levels were recorded at four locations in contract package III-A and five locations incontract package III-C. Locations such as congested junctions, industrial areas and sensitiveplaces were selected and the measurements were made with Cygnet hand held sound pressurelevel meter kept 15m away from the edge of the highway at a height 1.2m.

In package IV, noise levels were measured 30m away from the middle of the road and siteselection was done on the basis of habitation, congested roads, junctions, bridges and checkposts. Sound levels during the daytime varied from a minimum between 45-66dB(A) to amaximum between 65-94dB(A). During night, the sound levels were generally lower comparedto the day time and varied between a minimum of 40-6OdB(A) and a maximum of 51-85dB(A),except for a few locations in Package V such as at Barkhata(km 310) and Dumri(km 353).

In package V, noise levels were measured at 20 locations out of which six locations were inresidential areas2 and rest in commercial areas. In residential, the daytime average varied

2 The classification of roadside areas as residential, commercial or industrial is difficult. Most of theroadside built-up area, even if predominantly residential, has a commercial or mixed industrial

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Tn,d National Highways Project

between 60.5 to 77.5dB(A), while the nighttime average varied from 59.4 to 76.6dB(A). On theother hand, in commercial areas, daytime varialJon was between 63.9 to 78.OdB(A) andnighttime was between 63.3 to 83.3dB(A). Noise exceeded standards on all the monitoring sitesand noise levels were observed to be critically high at Barhi (km 283), km 182, kml90, rkm203,km227, km228 and at Bagodar (km333), Dumri (km353), Isri Bazar (km356), Topchanchi(km388), Rajaganj (km388) and Barwa Adda(km398). Noise mitigation measures are essentialat these locations (especially when sensitive receptors such as schools or hospitals are locatednearby) as with increasing traffic, the noise levels may increase further. However, provision ofnoise barriers must be judicious as most of these stretches are heavily built up either side(including street side markets). Noise barriers may not be feasible as these may reduceaccessibility and induce severance of communities. Provision of noise barriers may actuallycreate intolerable noise islands also. The noise levels recorded along various location on theproject highway are as given in Tables 4.30 through 4.33.

4.6 FLORA

Due to intense agricultural activities in the region, natural forests have depleted except in someparts in falling in the state of Bihar. However, plantations of orchards and groves of Mango,Guava, and Banana and Mahua have been reported in some of the stretches.

4.6.1 PROTECTED FORESTI RESERVED FOREST AREAS

There is no reserve forest within 10 km from both the sides of the project highway in all thepackages. There are three protected forest between km 180-240 and between km 320-398.75in Package VA and VC respectively, the details of which are given in the following Table 4.8.

There is no reserve forest within 10 km. on either side of project highway. However, there is aWildlife Sanctuary (therefore, a reserved forest) east of the project highway stretch of PackageV-A. (Package V-A ends at km240 and the Sanctuary starts at km242 on NH-2, on Package V-B,which is not part of this present project). The Sanctuary, its baseline condition and the probableimpact on the flora and fauna has been described in detail in the following sub-Section 4.6.2.

Table 4.8: Reserved/Protected Forest Areas along the Project Highway

Si. No. Chainage of Name of Reserved/ Forest Division Nature of SpeciesRoad Protected Forest

1 km237-249.5 Kahudag P.F. Gaya Mainly Teak, Sal, Khair2 km325-329 Barwadih P.F. on North and Hazaribag (West) Mainly Sal, Mixed jungle

Kirtodih P.F. on South

4.6.2 THE GAUTAM BUDDHA WILDLIFE SANCTUARY

The NH-2 (formerly the Grand Trunk Road) passes through the Gautam Buddha WildlifeSanctuary for a distance of about 18km from km242 (and lies on Package V-B, which is notpart of this project). The sanctuary starts 2km after the end of Package V-A of the projecthighway (at km240).

The Gautam Buddha Wildlife Sanctuary comprises of a total area of 258.4km2 and falls underthree forest divisions, viz., the Gaya Forest Division, the Koderma Forest Division and the Chatra(North) Forest Division.

In the sanctuary both riparian and patch forested corridors are prominent. However due toillegal tree felling, the green cover of the area has declined alarmingly. Forest fires have alsocontributed to this situation. In addition there are, within the jurisdiction of the sanctuary (both

ambience All the existing (predominantly) residential areas shovw a potential for increasingcommercialization, in absence of strict land use regulations. Considering the potential land usetransformation. these areas may all be considered commercial or mixed industrial areas.

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central and oer!- -eral) about 55 villages (158.4km2 or 61.3% of the total sanctuary area isunder suc' .:::. -. '.;nd). The high cattle population (more than 8500 bovine animals and 14000sheep and goz-,) of these villages has led to scarcity of herbivore tracts. The habitat of thesanctuary has been severely degraded due to anthropogenic activities of these villages, whichinclude collection of non-timber food products, overgrazing, deforestation and frequent huntingand poaching of the animals. As stated above, more than 60% of the sanctuary area has beentaken over by these villages, etc., causing to be degraded state.

The widespread existence of weeds especially lantana is one of the predominant reason for thedeterioration of the quality of habitat within the sanctuary. The uncontrolled growth of thisweed has led to loss of biodiversity due to loss of food for herbivores and nesting sites for avianfauna. In addition to the heavy vehicular traffic passing through the stretch, commercialactivities (such as Dhabas, truck parking, etc.) had sprung up long since, along the NH-2 andhad disturbed the ambience of the sanctuary.

The highway passes through the buffer area of the sanctuary3. The road has been operationalfor last 400 years and has already become part of the landscape. No major impact of theproject is envisaged on the sanctuary.

Moreover, environmental impact assessment and environmental management plan for PackageV-B (which passes through this stretch of forest) have also been prepared. This Package V-Bwould be taken up for implementation in near future. When such implementation is taken up,environmental preventive and mitigation measures as per the respective environmentalmanagement plan will also be implemented. Therefore, any impact of highway developmenteven if it exists will be mitigated adequately.

4.6.3 SOCIAL FORESTRY

State Government Forest Departments have planted a variety of trees under the social forestryand the plantation forestry projects from 1983/84 onwards all along the road on both the sides.Social forestry plantations in Uttar Pradesh are mainly comprised of Dalbergia sissoo (Shisham),Eucalyptus hybrid (Safeda), Cassia siamea (Kala sins) and Delonix regia (Gulmohar). Plantationin Bihar mainly comprise of Acacia arabica (Kateri Babul), Prosopis juliflora (Vilayati Babul),Albizzia lebbeck (Siris), Cassia siamea (Kalasiris), Dalbergia sissoo.(Shisham) Parkinsonia aculeta(Klkar), Tectona grandls (Saguan) and Eucalyptus hybrid (Safeda).

4.6.4 ROADSIDE TREES WITHIN THE RoW

Roadside trees will have an important impact pertaining to this project. This negative implicationneeds to be taken into consideration by compensating with new plantation along the proposedalignment, which in most parts will affect the (southern side of) road.

The stretch of NH-2 between Package II-A and II-C has multiple rows of various species oneither sides such as Eucalyptus, Sheesham, Jarmun, Neem, Peepal, Mango, Kandhi and Babul.Package III has in addition to the trees mentioned above, Barpad, Amaltas Gulmohar, Mahua,Tamarind, Guava, Ashoka, Pakar and Gular. Package IV and V have similar kind of trees asmentioned in Package II. However, in parts of the Package V, teak, Sal, Khairare also found.

The total number of trees existing on the RoW (or within 30m on either side of the existing roadcentre line) is 181,851 (77,143 in Package II, 58,157 in Package III, 38,451 in Package IV and8100 in Package V). Of these about 36% would need to be felled due to this project.

4.6.5 GREEN TUNNELS AND GIANT TREES

Green Tunnels along the project stretch have been observed on km.469 (Package II-A), while inPackage II-C there is a 6 km long stretch of green tunnel from km38 to km44. Continuous

3 The area under the highway is not, and has never been considered a part of the forest area. Due toexistence of the road, areas on either side are treated as buffer areas

4-11


stretches of trees also occur on km55-56, km7l-72, km93-94, km44-45, km55-'%. km71-72 andkm93-94. As the package enters Bihar, green tunnel formation becomes rare. t-rom Dehri-on-Sone to Aurangabad and Aurangabad to Dhanbad, green tunnels are practically non-existent.

Giant trees were found between Mohania (km7O) and Kudra (km92) in Package IV. Kudra has ahigh density of trees/green tunnels. Giant trees are sporadically present in Package V withoutforming closed canopy. These trees are mainly Neem, Peepal and Bargad with girths varyingfrom 2 to 4m.

4.7 FAUNA

Domesticated animals constitute the major proportion of faunal density in the area surroundingthe project highway. No endangered species has been reported in the area. Aquatic birds arereiatively very less in the project area. Common bird population comprises bater, sone cherae;a,crow, maina, woodpecker, etc. Six types of rare birds have been reported at Rajpur near SAILChowk (Kanpur district). However, no endangered species of avian fauna has been recorded inthe influence zone of the proposed. project.

4.8 CULTURAL ENVIRONMENT I PROPERTIES

The project highway traverses through a number of settlements and is often dotted withreligious and cultural properties, which though not of archaeological significance arenevertheless, very significant to the community. Cultural properties along the project highwaywere identified and documented based on site surveys and during strip mapping.

The city of Varanasi itself is an important Hindu pilgrimages center serving very intense touristtraffic in Package IV-A, however, the city of Varanasi has already been bypassedthrough a new alignment. Punpun River crossing the highway at km148 is being used bylocal population for some ritually obligatory halting/bathing place for pilgrims going to Gaya.The Shukla Talav in Package II-A (more than 100m away from the project highway) isabout 5km from Bara and is the only important archaeological property in the vicinity to theproject highway. None of these places are likely to be impacted by the project.

The proposed project is likely to moderately affect .a number of smaller cultural properties(small roadside temples). Most of these temples do not have much significant religiousimportance and can be easily shifted to alternative locations through persuation. As a matter offact, necessary consultations have already been held with the concerned people and they havebroadly agreed for the shifting. Necessary provisions for relocaiton of these temples hasalready been made in the EMP budget. In cases where any big temple etc. have beenencountered, then at such locations alignments have been suitably modified to avoid anyadverse effect on such temples. In fact, the alignment in Package III-C needed modification tosave the Vinayak Temple at Mirzamorad and the Shiv Temple at Madhosingh.

Table 4.9 summarises cultural properties (mostly small temples/mazars) that have beenidentified along the project highway. Tables 4.40 through 4.43 gives details of the culturalproperties identified along the project highway (both within and outside the RoW).

4-12

Third National H:ghLvavs Project

Table 4.9: Small Religious structures within Right of Way

Package Temples Mosque Mazar/Shrine Total

II-A 25 0 3 28

II-C 16 0 1 17

III-A 6 4 13 23

III-C 18 4 3 25

IV-B 17 0 0 17

IV-D 9 0 0 9

V-A 2 2 12 16

V-C 36 4 0 40

TOTAL 129 14 32 175

SOURCE: CONSULTANTS' SURVEYS AND ANALYSIS

4.9 OTHER AMENITIES

There are number of amenities and utility services located along the highway like schools,n1haba, hospitals, etc. Of these, schools and hospitals are important community facilities andimpact on them should be looked into. Some schools are located within close proximity of thehighway. All these amenities/utilities wherever encountered have been duly mitigated.

4.10 HUMAN HEALTH

The survey of human health problem along the roads suggests that inhabitants of urban areasmostly complain about the increase in respiratory illnesses in form of asthma, recurrence of coldand cough. Occurrence of Water borne diseases was observed in localities using river water,especially during rainy season.

4.11 ROAD SAFETY

Human safety is an important issue along the road as road is used by pedestrians, cyclists,animals, herdsmen as well as bullock carts, scooters, cars, buses, vehicles carrying hazardousindustrial goods and trucks. These combinations create hazardous conditions for all the roadusers. Poor pavement structure and lack of warning/informatory signs and incidental parkingespecially in urban stretches seem to be the reasons for accidents on the road.

The number of serious accidents is correlated with the total number of accidents involvingheavy vehicles. It has been observed that accidents involving trucks and buses constitute 88%of the total accidents.

Road safety is an issue that needed to be resolved through realignments, geometricimprovements leading to improved visibility and greater (road) turning radii. For example, thestretch of the project highway between km157 and km'58 has poor visibility. Road safety maybe improved in this stretch by providing better illumination, and by putting up signals betweenkml20 and kml30 in Package III-A. Safety measures in Package III-C are needed at km245-248, km288-295 and km308-315. The busy railway level crossing in Package IV-D is an issue ofconcern and an over bridge might be required to reduce the risk of accidents. Dumri Isri Bazaar(km352-357) in package V-C, which is a very busy area, needs some form of grade-separationto ensure safety of pedestrians and vehicular traffic.

4-13


4.12 GENERAL ECONOMIC ENVIRONMENT

The project area represents a typical rural cum semi-urbanized economy, mainly based onagricultural industries with its out-dated modes and methods indicating lopsided development.

UP is a key producer of food grains and oilseeds in the country and leads in the production ofwheat, maize, barley, gram and sugarcane. The State produces more than 50% of thesugarcane produced in the country.

Bihar is also an agro-based economy though it leads in mineral production, which is based onthe mines located in the eastern and southern parts of the State. The major crops aresugarcane, oilseeds, potato and jute. The state accounts for nearly 40% of the mineralproduction in the country.

4.13 GENERAL SOCIAL ENVIRONMENT

Majority of people living in the project area belong to the lower middle class with the exceptionof people in Package II wherein more than 50% of the population are well off. Caste hierarchyseems to exist in the social strata. Literacy levels in the study area are below the national levels.Primary occupation of the people living along the corridor is agriculture or transport relatedactivities. Activities also include services like small workshops, dhaba, etc. People in Package IIIseem to be predominantly involved in business activities.

The socio-economic analysis of people, structures and property likely to be impacted by theproposed project has been presented in the Resettlement Action Plan of the respectivepackages. Following Table 4.10 gives the breakup of the likely social impacts due to theproposed project.

Table 4.10: Likely Social Impacts of the Proposed Project

S. No. Location l Package Projected Project Project Affected(km) Affected affected Structures

I People a rea (ha) Residential Commercal

1 393-470 IIA 4835 68 965

2 i 39-115 IIC 6071 _ 244 934

3 115-158 IIIA 2340 2.0 97 238

4 245-317 IIC 9095 2.0 245 818

5 65-110 IVB 359 2.02 15 20

6 1 140-180 IVD 568 1.065 20 53

7 l 180-240 VA 1188 7.96 68 65

320-398.7 VC 2572 45.56 233 142

Total 27028 60.605 990 | 3235

Source: Consultants'SurveysAnduAnalysis

Table 4.11: Soil Type And Potential For Erosion Along Project Highway (Package III & IV)

Location Type of soil 1 Potential for Soil Erosion

115-158 Alluvial pale brown to whitish and deep 1 Low

245-317 Alluvial pale brown to whitish and deep Low

42-111 Mostly clay of low plasticity Low

112-180 Clay of medium to low plasticity and silty clay of Lowmedium plasticity

Source: Consultants'Surveys And Analysis

4-14


Table 4.12: Quarries and Crushers identified along the Project Highway (Package III)

Si. ] Place Distance from Project RemarksNo. _PlaceHighway I __Remarks___

I Kabri|233 Hard Stone; suitable both for bituminous and1 Kabrn 23 Iconcrete work

2 Banda 1 193 jHard Stone; suitable both for bituminous and!concrete work

3 | Shankaragarh i 45 ISoft stone; fit for sub-base work

4 ! 1 45 !Soft stone; fit for sub-base work

5 Birohi (Mirzapur) 110 (30 from Aurai) !Stone ballast for sub-base work

6 Dalla 245 (125 from Varanasi) lHard stone; suitable for concreting jobs

7 Sukrat 170 (50 from Varanasi) Stones suitable for sub-base

Source: Consultants'Surveys And Analysis

Table 4.13: Quarries and Crushers identified, along the Project Highway (Package IV)

Si. No. I Km. Place ! Distance from NH2

1 I 117 Tarachandi, 7

2 125 Karwandia 3

3 182 Sandal Hills 3

4 182 Salupra Hills f)

5 I 176 Salaiha 12

6 17 Dalla 1307 17 Mirzapur 130

8 222 Manpur j 35

9 222 Karjara On Gaya Navada Road

Source. Consultants'Surveys.

Table 4.14: Quarries and Crushers identified along the Project Highway (Package V)

Si. No. Km Place I Remarks

1 124-50 | , Karbandia Stone

2 210-17 | L Kalona Pahar

3 222-32 Gaya Stone Quarries

4 222-50 Bela Stone Quarries

5 222-65 Barwar Pahar Stone Quarries

6 283-27 Ambadah i Stone Quarry

7 283-33 Purnadi Stone Quarry

8 283-36 Navelsalvi & Katariat Stone

9 283-49 I Nawadih Stone

10 362-3 Sita Nallah Stone Quarry

Source: ConstLtants Surveys.

4-15


Table 4.15: Ground water Quality along the Project Highway (Package II)*

- -- ~~~~~~~~~~~~I TotalSi. Water pH Conductivity I I . Coliform TotalNo.S Resource micro TSS TDS DO BOD COD Chlonde Alkalinity Count Hard Icium

mhos//cm g ~~~~~~~~MPN1100 mi.Rania Kanpur -8.33 449 42.1 25.8 560 56

Sarsaul 7.7 275 35 42.7 .480 1827.15 6~~27 356 42.3 Fatehpur 7.15 6 48 3500

- _ _ _ _ I. _ _ _ _ _ 8 8Bilinda 7.97 6.x10 340 112 24.7 330 324 240.48

D Km87 9.13; 2.1x10io 88 48, 8 32 7.12 88 156 100.2

All values are in mg/I, except pH, conductivity and total coliform count.Source: Consultants' Surveys.

Table 4.16: Ground water Quality along the Project Highway (Package III)*

Si. Conductivity f Alkalinit TotalNo. W R micro mhos//cm D D C y Hardness

1 Sujrahi (HP) 7.6 600 ! 300.0 13 19 460.0 315.0

2 Ma)irgaon (HP) 7.3 444 222.0 6 11 330.0 267.5

3 Gulamipur Tube-well 7.9 411 1 206.0 9 13 312.0 272.535-6.0 6 10 578.0 320| 4 Handia (HP) 8.3 7.11 5325.0

5 Bhiti (HP) 7.0 127 64.0 18 24 96.0 112.5

6 Janglganj Well i 7.9 480 240.0 10 13 644.0 280.0

7 Babu sarai well 8.1 132 660.0 1.8 10 390.0 495.0

All values are. in mg/I, except pH, conductivity and total coliform count.

Source: Consu/tants'Surveys.

Table 4.17: Ground water Quality along the Project Highway (Package IV)*

SI. Total ColiforPH DO BOD COD Chloride Alkalinity Count MPN/100 ml Total HardnessNo. _ _ _ ount__ _ _ _ _N_ _1 _ _r_ m__ _ _ _ _ _ _

1 ' 7.70 7.0 1.9 31 100 I 339 48 169

7.90 7.3 1 1.7 14 121 410 1552 39

3 7.50 7.6 1.2 19 141 245 40 141

All values are in mg/I, except pH, conductivity and total coliform count.

Source: Consultants'Surveys.

4-16


Table 4.18: Ground water Quality along the Prr: ect Highway (Package V)*

No. Waer Resource PH TSS TDS Chloride Alkalinity Lead Turbidity Total Calcium

1 Barwa Adda 7.00 1.0 146 17.04 110 <0.01 0.60 124 24

2 Bagodar 6.50 5.0 748 238.5 275 <0.01 2.00 608 152.6

3 Barhi 6.80 11.0 1106 423.2 305 <0.01 3.10 752 226

4 Bhalua R.F. 6.40. 9.0 296 56.8 155 <0.01 1.10 192 40

5 Madanpur 7.30 1.0 407 73.85 325 <0.01 0.20 244 49.7

* All values are in mg/l, except pH, conductivity and total coliform count.


Table 4.19: Water Quality along the Project Highway (Package II)*Si. ~~~~~~~~~~~~~Total Coliform Cacu

No. Water Resource pH TSS DO BOD COD|Count MPN/100 mlCidum

1 Sengur River 3 51 2000 240.48

2 Rind River Rania 7.84 675 5.5 4 28 2500

3 Pandu River (SAIL 8.52 132 6.5 3.3 41 | 2800Chowk-Bhaunti _ _

* All values are in mg/I, except pH, conductivity and total coliform count 5-ore: Ca'sultants'Survres.

Table 4.20: Water Quality along the Project Highway (Package m)*

iSi. Km WtrRsuc H Conductivity Totalt lKm |Water Resource |PH |jconmhtvly |TDS BOD COD AlkalinityHrdeNo. micro mhos//cm '"" Hardness

1 133 Sasur Khaderi River 7.9 244 122 27 32 170 85.0

2 Naulakha Singh 8.3 304 152 32 44 226 100.0Talab

3 Bheski Talab 7.6 213 107 24 28 156 112.5

4 248.1 Basupur (Pond) 7.1 230 161 22 26 148 157.5

5 255.4 Bhiti (Pond) 7.8 522 .261 21 24 412 307.5

6 264.4 Junglganj (Pond) 7.4 | 116 58 8 12 86 92.5

7 | lunglganj Nullah 8.2 287 144 18 27 195 150.0

8 282.4 Madheo Singh Pond 8.5 849 424 9 12 428 550.0

* All values are in mg/I, except pH, conductivity and total coliform count. Source: Crsultant'Surveys.

Table 4.21: Water Quality along the Project Highway (Package IV)*

Conductivity Total ColifonrnNo. Km Water Resource pH| micro TSS TDS DO BOD COD Chloride Alkalinity Lead Oil and Count

No. ~~~~~~~~mhos//cm ___ ___ ___MPN/100 ml.

7.2 1450 100 500 6.0 2.4 8.0 16.02 95 Not|1 148 gRiver Punpun detect 0.01 Not detected

________ ~~~~~~~~~~~~~~~~~~ed _ _

2 156 River Batane 8.0 1540 400 500 7.0 1.8 1.5 14.02 130 Not Not | dL2 1156 |River Batane | ll l l l l l l ||eetd °dtce ed det Noedetcte

Adri 1 7.4 1420 - . - 6.0 2.3 4.3 16.02 135 Not Not | d3 165 Adri N W detected

______ _ _ _ _ _ ed ~~~~~~~~~~detected

L4 169 j Terar 7.7 1510 - - 6.0 2.1 4.8 14.02 35002 -

4-17


L5 ! - Keshar | 7.1 1280 55 5.8 | 2.8 j140.0o 8.5 27.00 69 |0.08| 0.04 400

All values are in mg/I, except pH, conductivity and total coliform count.

Source: Consultants'Sunveys.

Table 4.22: Water Quality along the Project Highway (Package V)*

SI. No. Km. Water Resource pH TDS DO Lead Oil and Grease

1 180 Pond at Madanpur 8 286 3.6 <0.01 0.68

2 210 Morhar River 8.1 208 8.4 <0.01 0.36

3 212 Budh River 7.05 248 8.2 <0.01 1.17

4 221 Lilajan Canal 7.7 180 11.0 <0.01 1.07

5 242 Stream at Bhalua 8.05 206 6.8 <0.01 0.35

6 247 Mohana River 8.1 176 6.2 <0.01 0.36

7 311 Lehari Nadi 8.01 184 7.1 <0.01 0.35

8 312 Pond at Madanpur 7.03 246 8.4 <0.01 1.15

9 317 Gorhar River 8.3 280 3.6 <0.01 0.62

10 334 Pond at Madanpur 7.98 298 5.2 <0.01 0.74

11 367 Kulgo Nadi 7.04 196 9 <0.01 1.12

12 388 Pond at Madanpur 8.2 288 3.7 <0.01 0.66

13 388 Pond at Rajgaunj 8.04 284 4.1 <0.01 0.67

A ll values are in mg/I, except pH, conductivity and total coliform xount


Table 4.23: Baseline Ambient Air Quality along the Project Highway (Package II)

Si. 5PM No, O PbNo Place 3SPm No, lP 3 1t/3 RemarksNo. pg/rn3 pg/rn pg/ni pg/rn eak

1 Bhognirpur crossing 265 19 * 8 0.5 The SPM levels are high due

Rania Padav to traffic congestion,.2 (Industrial Area) 710 26 14 0.15 settlements, an

_ . a~~~~~~~~~~~~~~~~nthtroptogenic activities3 Lalpur Brick Kiln 394 15 8 0.21

4 (InChaudagra 648 28 12 0.21(industrial_area) __ _ _ _ _ _ _ _ _ _ _ __ _ _ _


Table 4.24: Baseline Ambient Air Quality along the Project Highway (Package II) (Minimum)

NSo. Km. Place SPM RPg/M gM 1 SMO Cg/m3 Pg/M3 Remarks

1 254 Handia 598 365 39 32 920 0.25 The SPM levels are high due

2 275 Gopigang 820 360 40 1 33 887 0.36 to traffic congestion,3 l l l | settlements, an

3 286.5 Aurai 685 465 30 { 32 827 0.15 anthropogenic activities

4 301 - Hospital 465 320 28 | 35 825| 0.15

5 305 School 585 355 26 J 35 819 0.15

Source: Consu/tants'Suvreys.

4-18


Table 4.25: Baseline Ambient Air Qiaii'-M zong the Project Highway (Package m) (Maximurn)

SI. Km. RPM No S0 c PbReakKm. t0Place SgM3 RPM jr j g/gM3 Prg/M P 3 RemarksNo.3 3 3

1 254 Handia 695 425 43 35 1140 1 The spm levels are high due

2 275 Gopigang 915 525 45 38 1130 1.5 to traffic congestion,I~ _ _settlements, an

3 286.5 Aurai 825 535 40 36 1075 0.75 anthropogenic activities

4 301 Hospital 925 410 40 42 1014 1

5 305 School 725 387 38 42 1025 1


Table 4.26: Baseline Air Quality along the Project Highway (Package IV) (Rainy Season)

Si.] SPM RPM No. So2 CO Pb No Km. Place g/rn 3 g/rM3 jig/r 3 Pg/rM3 mg/M 3 pg/M 3 Remarks

11 69 Mohania 180 121 28 21 1.05 0.67

2 93 Kudra 210 135 17 14 1.09 0.62

3 152 Preetampur 206 90 20 18 0.4 0.82

4 179 Rani Ganj 160 62 17 16 0.5 0.645 162 Aurangabad 24 16

Source: Consultants'Surwys.

Table 4.27: Baseline Air Quality along the Project Highway (Package IV) (Winter Season)

Si. 5PM RPM No, SO,2 co HC PbNo. Km. Place jo/r 3 jg/r 3 jg/r 3 jg/rn mg gr jg/rn Remarks

1 69 Mohania 205 145 40 30 1.95 0.67 0.81

2 93 Kudra 24 160 35 33 1.65 0.62 0.85

6 152 Preetampur 265 110 35 29 0.65 0.82 1.257 179 Rani Ganj 180 78 23 17 0.7 0.64 0.87

"1-0 162 Aurangabad _______ 24 20


Table 4.28: Baseline Air Quality along the Project Highway (Package V)

SI.I | |SPM RPM No. S02 CO | HC Pb

No. 3 3 3 3 3 3 grneS Km. Place j"!ig/njg/r ig/rnjig/rn ipg/rn ig/rn Iglm Remarks

The CO levels in certain210-283 Locationi 322.3 170.5 145.2 <1.7 4332 326 0.01 stretches or higher than

1 (Sherghat) _____ ~~~~~~~~~~~~~CPCB limits and this areLocation2 497.6 290.3 156.2 <1.7 3420 342 0.11 attributed totraffic and

indUstrial activitiesLocation 3 220.5 120.6 101.3 <1.7 4560 342 <0.005

283-356 Location 1(Barhi) 689.8 365.6 37 <1.7 3306 646 0.09

| 2 : | Location2 189 102.8 61.6 <1.7 3306 582 0.11

Location 3 318.8 162.3 59.1 <1.7 3876 I 582 0.08

3i395875 BLocaioznar) I 159.8 85.4 105.1 <1.7 3306 706 0.07

4-19


SPM RPM No. S02 CO HC ISi.Plc pgrMgrpgr grpgn I Pb

Km. Place pg/nn /g/m pg/m mpg/m pg/m pg/m UM 3 RemarksNo. _ Lcain 37. 40. 32. 31. 239 <15 003________

Location 2 64.5 35.3 47.3 <1.7 2736 326 i <0.005

_ ~~~~~Location 3 74.2 40.2 132.4 1<1.7 2394 <125; 0.07


Table 4.29: Baseline Noise levels along Project Highway (Package II)

Si. Km. Place Day Time (6am to 9pm) Night Time (9pm to 6am)No. Noise levels dB(A) Noise levels dB(A)

=__ Maximum Minimum Maximum j Minimum

1 Bhognipur 77 77 71.0 45

2 Rania Padao 80.4 55 87.5 45

3 Rama Devi 82.49 55 87.37 45

4 Naubasta 86.38 55 84.01 45

5 Chaudagara 75.87 55 79.58 45

6 Fatehpur | 81.3 55 79.1 45

Sou,re: Convtants'Suveys.

Table 4.30: Baseline Noise levels recorded along Project Highway (Package M)

1 -I Night Time (9pm to 6am)No. Km. ace Noise levels dB(A)

.l Maximum

1 118.4 Kanwar 63

2 130 Ajuha 79

3 139 Saini 74

4 145 Gulamipur 78

5 254 Handia 75

6 275 Gopiganj 73

7 286.5 Aurai 81

8 301 Hospital 75

9 305 1 School 61

Seurce: Consultants'Surveys.

Table 4.31: Baseline Noise levels recorded along Project Highway (Package IV)

No. P Day Time (6am to 9pm) Night Time (9pm to 6am)No. Km. ace Noise levels dB(A) Noise levels dB(A)

= _ _______ Maximum Minimum Maximum Minimum

1 133-135 Dehri-on-Sone 86 50 74 48

2 |159-162 Aurangabad 80 52 | 65 43 l

3 J 178-180 End of Project 78 50 | 55 40

Source: Consu/tants'Surveys.

4-20


Table 4.32: Baseline Noise levels recorded along Project Highway (Package V)

I Day Time (6 to 9am) Night Time (9pm to 6am)SI. No. Km Place Noise levels dB(A) Noise levels dB(A)

Maximum Minimum Maximum Minimum

1 187 Madanpur 99.5 57.2 91 69

2 210 Sherghati 92.2 58.5 89.3 61

3 216 Gopalpur 86 58.8. 69.9 55

4 222 Dobhi 104.4 53.2 97.5 54.2

5 234 Barachatti 85.5 50.7 81.3 55.5

6 1 240 Bhalua 95 57 92 57.5

7 1 247 Near Mohana river 104.2 56.2 94.4 62.7

8 264 Chauparan 85.4 52.8 79.3 55.2

9 375 Topchanchi 93.8 64.3 92.3 72.3

10 1 278 Singhrawan 98 61 86.4 62

11 283 Barhi 101 65 86 60.4

12 310 Barkatha 78.9 58.5 92.3 65.3

13 317 Near Gorhar Bridge 77.8 58.7 76.6 58.3

14 333 Bagodar 92.3 60.2 98.4 67

15 353 Dumri 85.7 64.5 94.3 65.4

16 355 Isri Bazar 94.3 .65.2 94.3 72.3

17 349 Near Kulgi Nadi 85 55.9 78.9 57.718 | 385 Agriculture Field 93.5 40.3 93.3 53.8

19 388 Rajganj 93.2 -65 94.5 75.6

20 398 Barwa4Adda 92.3 65. 93.8 68.5

Source: Consitalt'Surveys.

Table 4.33: Borrow Areas Identified along the Project lighway (Package II)

Distance from NH-2Si. No. Km. Place I

1.13-15 Along the highway or vici (in m)1 13-15 Along the highway or vicinity 20-30

57-9 Along the highway or vicinity [ 20-30

3 5-8 Along the highway or vicinity 20-30

4 1-3 Along the highway or vicinity 20-30

5 437-439 Bara Bhaunti 140

6 450-453 _ 27 57-59 Along the highway or vicinity 30

8 61.2 Along the highway or vicinity 50

9 66-68 Along the highway or vicinity 30

10 74-80 Along the highway or vicinity 30


12 87.9 Along the highway or vidnity 70013 90.1 Along the highway or vicinity 400



4-21


Table 4.34: Borrow Areas Identified along the Project Highway (Package III)

SI. No. Km. Place Type of Road Distance from Size/Quantity Ownership Remarks_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ N H -2 (k in)_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _

PACKAGE-11 1

1____ 115.5- Sujrahi Kutcha 0.3 10000m3 Private 12 trees; Partly low lying and partly raised upland; owner__ 115.5- ______ ________ wants to develop the area into pond

2 115.8 Garaulipur Kutcha 0.9 15000m3 Private Low lying area; No trees; Owner wants to develop pond;________ ______________ ~~~~~~~~~~Scanty paddy cultuvation

3 Garaulipur Kutcha 0.1 20000m3 Private Low lying area with Babool shrubs; No trees4 _ ___ 116.2- Sujrahi Pukka 0.5 6000m3 Private Flat land;Usar; No trees5 118.6 Khuslaripur Pukka 1.1 12000m3 Private Raised land;3 trees and shrubs

6 Katoghan Pukka 1.2 2500Dm3 Private Shrubs only; Raised land;Usar7 Akodhia Pukka 0.1 1200Dm3 Gram Sabha Raised and flat terrain; No trees8 Katoghan Pukka 0.2 10000m3 Private Shrubs and grasses; No trees; Partly usar land9- 121.8 - Porain Pukka 0.15 15000m3 Gram sabha A low lying area with small ditch; Seven trees10 123 Porain Pukka 0.3 1500Dm3 Gram Sabha Raised land; No vegetation

11 Chhimi Pukka 2.2 30000m|3 Private Flat, level land; No vegetation; Owner wants to develop it in__Chii_u_ ka.2 3Privat_ pond

12 Chhimi Pukka 2.7 80000m3 Private Raised land with grasses only13 Porain No road . 02 20000m3 Private Infertile low land14 123.1 Porain Kutcha 0.15 85000m3 Private Raised land; No trees

15 125 Bagaha Kutcha 0.6 15000m3 Gram Sabha Upland without vegetation16 128.8- Bhoula Pukka 0.2 20000m3 Private No trees; Slightly raised land17 B129.6 houla Pukka 0.4 200Dm3 Private Uneven land with ditches and eight trees

18 Ken Pukka 0.6 3000Dm3 Gram Sabha Raised land and grasses; Road passes through the village19 Ken Pukka 1 3000Dm3 Gram Sabha Flat land; No vegetation; Road passes through the village20 _Ken PUkka 1 13000Dm3 Private Raised land; Infertile: Usar

21 Bhairon Pukka 2 9500Dr3 Gram Sabha Infertile land; the area is raised

4-22

Thtd National Highways Project

Si. No. Km. Place Type of Road Distance from Size/Quantity Ownership Remarks___ __ __ ___ __ __ _ __NH-2 (k )_

22 Ken Pukka 1.2 80000m3 . Private Land mostly infertile; Road opens in Ajuha market

23 Bahuan Pukka 1 3000Dm3 Gram Sabha Flat land covered with wild grasses only Road opens in Ajuha

24 131 Mariamari rasulpur Kutcha 0.5 18500M3 Private Slightly raised land with cultivation of maize

25 133.5 Athsarai PUkka 0.4 8000m3 Private Raisd land surrounded by shrubs and under trees

26 134- Athsarai Pukka 0.2 8000m3 Private Elevated land without vegetation

27 135.2 Sadho PUkka 0.8 25000m3 Private Barren land; Five trees

28 Sadho Pukka 0.9 5000Dm3 Private Flat, barten land; NO vegetation

29 Doorma Kutcha 0.4 15000m3 Gram Sabha Pond + Shrubs, non fertile land two lanes

30 137.7 Melal medura Kutcha 0.7 1000m3 Private Cultivatat land, surface uneven

31 141.2 Peharpur Kutcha 0.9 900Dm3 Private Infertile level; No trees

32 143.8 Gulamipur No road 0.03 10000m3 Private Wasteland with bushes only

33 154.6 Kasla west Kutcha 1.5 1200Dm3 Gram Sabha Raised land, No trees

34 155.2 Kasla west Pukka 1 15000m3 Private Though cultivable land, but the yield is poor

35 252.5 Upardhan Pukka 0.35 14000Dm3 Private. Heap of soil; Infertile; 1 Bnabu tree & 2 Neem trees

36 252.5 Upardhan Pukka 0.2 130000m3 Private Heap of soil; 2 trees of Babul, 2 Mahua; Infertile

37 255.3 Barautn Pukka 0.15 3000Dm3 Private Heap of soil; Infertile; 1 Babul tree

38 255.4 Barautn market Pukka 0.05 40125m' Private Heap of soil; Infertile; 2 Babul trees

39 248.4 Basupur Pukka 0.3 93000m3 Private Heap of-soil; Infertile: No trees

40 249.8 Chakda Pukka 0.2 3800Dm3 Private Infertile land; No trees

41 257 Lasar Pukka 0.2 2700Dm3 Private Down land; Infertile; No trees

42 264.9 Sufi nagar Pukka 0.1 30600m3 Private Big heap of soil; Innfertile

43 269.5 Holopur Pukka 0.02 300Dm3 Private Raised Infertile land; No trees

44 278.5 Lala Nagar Pitch road 0.2 6000m3 Private Infertile land; No trees; Can be converted in to pond for44 278.5 Lala Nagar Pitch road 0.2 600Dm3 Private ~~~~~~~fisheries

45 265.6 Daurahl Pukka 0.2 6000Dm3 Private Cultivated land; No trees

46 265.6 Daurahl Kutcha 0.3 3000Dm3 Private Cultivated land; No trees

47 269.2 Holapur Pukka 1.2 7500pm3 Private Raised land; Infertile; No trees

4-23

I had Nallotnal Highways Project

Distance from

Si. No. Km. Place Type of Road DHi-2 (km) Size/Quantity Ownership Remarks.. , ... _ ., ._ .___ _- .(kin _______.__

48 269.3 Holapur Pulka/Kutcha 1.3 180000m3 Private Cultivated area;; No trees49 280.3 Auranga bad Pukka 1.2 150000m3 Private Raised land; Infertile; No trees50 273.3 Chakri Renjanpur Kutcha 4.1 200000m3 Private Raised elivated & Infertile, 1 Mango tree, 1 Babul51 273.3 Chakri Renjanpur Kutcha 4 200000m3 Private Infertile land52 283.8 Bagwan pur Kutcha 4 1000Gm3 Private Heap of soil; Infertile land53 283.8 Jairam pur Kutcha 1.6 40000m3 Private Raised; Infertile; No trees54 285.4 Hamirpur Kutcha 1 34000m3 Private Raised; Infertile; 2 Mango trees & 1 Mahua tree55 291.4 Maharajgang Kutcha 0.7 21800Gm3 Private Cultivated areas; No trees56 291.4 Maharajgang Kutcha 0.8 24000m3 Private Cultivated; Slope; No trees57 294.4 Bhitli Kutcha 1.5 30000mm3 Private Cultivated; Uneven land58 291.4 Bhitli Kutcha 2.7 150000m3 Private Cultivated raised land; No trees59 294.2 Karahar Tara Kutcha i 360000m3 Private Infertile; Raised land; No trees60 298.1 Guria Pukka 0.2 3800Gm3 Private Down land; Infertile; No trees61 298.1 Guria Pukka 0.4 350000m' Private Barren, raised land62 298.4 Dehru Kutcha 0.8 19200m3 Private Heap of soil; Infertile; No trees63 302.8 Chitrasenpur Pukka 0.2 7200m3 Private Small raised land, unfertile64 306.5 Shiv Rampur Pukka 0.1 32000Gm3 Private Big area of upward soil; Barren65 308.4 Mirzamurad Kutcha 0.9 1800Gm3 Private Cuktivated land; No trees66 308.5 Kalishpur Kutcha 2 20000m3 Private Cultivated area67 312.9 Badi Kauri Kutcha 37000m 3 Private Cultivated area

Source: Consultants' Su,veys.

4-24


Table 4.35: Borrow Areas Identified along the Project Highway...CONTINUED.. (Package IV)

Distance Sie

Si. No. Km. Place from NH-2 Ownerhip Remarks

Karwanda hills (kin) QuantityOwespRmak

1 Karwandia hills 1.3 Hillocks

2 Banks of Domuhan 7 km. south of Aurangabad town

71 1.5 20230 m3 Private High agricultural land

4 73 0.2 10115 m3 Pnvate High agricultural land

5 75 Kariaram 0.2 12500 m3 Private High agricultural land

6 75 Kariaram 0.2 6069 m3 Barren land

7 76 0.2 50000 m3 Barren land

8 84.3-85 0.2 84000 m3 Private High agricultural land

9 95.3-95.8 0.2 60000 m3 Barren land

i 10 97 1.0 50000 m3 Barren land

11 97 0.5 62500 m3 River bed

12 96-97 0.5 60000 m3 Hilkcks

13 97-98 1.0 60000 m3 Barren land

14 98-99 0.S 150000 m3 Barren land

15 101.4 ________________ 1.5 48552 m3 Barren land

16 106 2.0 30345 m3 Barren land

17 143 _Tendua 1.0 3641 m3 Barren land

18 144. Sinduna I 0.2 9710 m3 Private High Mound

19 147 0.5 48000DM3 High Mound

20 147 0.5 13500 M3 High Mound

21 152 0.2 6000 m3 High Mound

22< 155 0.2 18000m3 High Mound

23 4 155 0.2 12000 m3 High Mound

24 155.7 0.2 9000 m3 High Mound

25 155.7 0.5 24000 m3 River bed

26 159 Jasuya/Hannsoli 1.0 50575 m3 Private High agriculture land

27 165 Rawal Bigha 1.5 80920 m3 Private High agriculture land / Barren land

28 167 Munshi Villa 0.2 12000 m3 Barren land

1 29 167 Munshi Villa 0.2 12000 m3 Barren land

30 167-168 Munshi Villa 1.0 24276 m3 High agriculture land

A 31 168-169 Munshi Villa 1.0 24276 m3 High agriculture land

32 170-171 Karhara 1 1.5 24276 m3 High agriculture land

33 171 Kanbehri 1.0 24276 m3 High agriculture land

34 171.8 Kanbehri 0.1 20000 m3 Private Shallow pond

1 35 172 Bheriya 0.2 38842 m3 Barren land

36 172 1Bheriya 1.5 24276 m3 High agriculture land

37 172.5 0.2 15000 m3 Barren land

38 174.5 Sherganj j 0.2 22500 m3 Barren land

39 175.5 |Sherganj 0.2 6000 m3 |Barren land

4-25

Third National Highways Prfoect

Distance Size/,Si. No. Km. Place from NH-2 Quantity Ownership Remarks

(kin) _______________(km)_Quantity

40 175.5 Sherganj 0.2 9000 m3 Barren land

41 175.5 Teldiha 1.0 16184 m3 Private High agriculture land

42 175.5 Teldiha 1.5 12138 m3 High agriculture land

43 176-177 Datpi 0.5 24276 m3 High agriculture land

44 178-179 Sherganj 0.2 30000 m3 Barren land

45 178.5 1.0 I 24276 m3 Barren land

46 179.5 Raniganj Mor 0.2 iooo ml Barren land

47 179 Mirzapur (Bao) | 0.2-2.5 121380 m3 High agriculture land

48 180 Raniganj Mor 0.2 5000 m3 Private Barren land

Source: Consultants'Suwveys.

Table 4.35: Borrow Areas Identified along the Project Highway ... CONTINUED ...(Package V)

SI. No. Km. Place Distance from Size/Quan Remarks

1 181 Kusaha 100 4.8 Pond

2 185 Patbyn | 1000 1.2 Pond

3 186 Madanpur 1000 2 Agriculture

4 187 Valuvan 500 16 Agriculture

5 197 Bnndawan l 2 1.6 Barren Land

6 198 Shawkala 500 2.4 Barren Land

7 202 Muraniya 500 12 Barren Land

8 205 Hamjapur S00 2.4 Barren Land

9 212 Uddan Bigha 1000 4 Agriculture

10 213 Gopalpur 200 1.2 Agriculture

11 214 Gopalpur 200 2.4 lBarren Land

12 214 Gopalpur 200 2.4 jBarren Land13 221 Dobhi 1000 2.8 Agriculture

14 | 223 |Amarua 1000 4 !Agriculture

15 224 |Surajmandal 100 1.6 lAgriculture

16 224 Surajmandal 100 1.6 iAgriculture

17 228 Bachdeya 500 2.4 |Pond

18 236 Kahudag 100 3.6 lPond

19 237 Nayagardan 2000 1.6 lBarren Land

f 20 l 237 TKanudag 100 2 Agriculture

21 | 238 IKanudag 1000 9.6 Barren Land51 320 !Atka 100 5acre !Agriculture

52 { 322 lBanwari 1500 5acre |Agriculture

53 324 lBanwari 500 3acre lAgriculture

5 54 1 326 |Soneturpi 500 8acre lBarren Land

55 330 lSoneturpi 500 Sacre !Barren Land56 337 Hasla 1000 10acre l Barren Land

57 338 Haisla I 100 l5acre Barren Land

4-26

Third Nvational Highways Project

Si. No. Kmn Pit-e Distance from Size/Quan Remarks______ T1 gdce NH-2 (m) tity (ha) ___ ___ __

58 339 lHaisla 500 5acre Barren Land

59 342 1000 10acre Agriculture

60 344 Ghanghari 1000 20acre Agriculture

61 348 Kulgu 105 5acre Agriculture

62 350 Kulgu 1000 ilacre Agriculture

63 352 Ghoutwali 200 7acre Barren Land

64 354 Khakikala 500 7acre Barren Land

65 360 Balutunda 2000 6acre Pond

66 363 Baltharia 2000 3acre Barren Land

67 365 Vikhnidihi 1000 6acre Agriculture

68 367 galagi 1000 4acre Agriculture

69 368 Kalyanpur 1500- - 5acre Agriculture . -

70 370 Chalkaric 200 19acre Agriculture

71 371 Chalkaric 300 8acre Agriculture

72 375 Rangnitam 2000 10acre Agriculture

73 386 Bartanr 500 20acre Agriculture

74 395 Udaypur 500 Bacre Agriculture

75 397 Banglatanr 500 Sacre Agriculture

Source: Consuatant&'Surveys.

Table 4.36: Flowing Water Resources along the Project Corridor (Package UI & I)

- Krn. | Water Sources |

15.000 Sengur Rive

464.000 .Rind River

131.5 Sasur Khaderi river252.8 UpardahaTal Nulah

Souere: Cotnsuxatwns'utyeys.

Table 4.37: Flowing Water Resources along the Project Corridor (Package IV)

Km. Water Sources Remarks

PACKAGE-I __ _ _ _ _______-- ___ ._

93 Canal In Bihar

97 Kudra In Bihar

148 Punpun In Bihar

156 Batane In Bihar

165 Adari In Bihar

169 Terar In Bihar

176 Kesar In Bihar


4-27

________________7_ Third National Highways Project

Table 4.38: Flowing Water Resources along ti.- Project Corridor (Package V)

Km. Water Sources Direction of Flow Remarks

PACKAGE- - . . . .V ._._._.

182.642 Ihari Nadi South to North Leading to Major River Lilajan

182.882 A Stream South to North Leading to Major River Lilajan

193.128 Badi River South to North Leading to Major River Lilajan

197.865 Brindavan South to North Leading to Major River Lilajan

210.328 Mortar River South to North Leading to Major River Liiajan

211.647 Buddha River South to North Leading to Major River Lilajan



223.764 Lilajan River South to North Leading to Major River Lilajan

229.108 Gulshakri River South to North I-Leading to Major River Lilajan

234.300 Gokhle River South to North !Leading to Major River Lilajan

A stream named Atak nala, within the protected325.070 forest area South to North Leading to Major River Barakr

327.700 A stream named Baghiata, within the protected South to North Leading to Major River Barakarforest area _ _ _ _ _ _ _ _ _ _

328.190 Two streams, names Manthitila and Khero Nala South to North Leading to Major River Barakarwithin the.protected forest area SuhtNrhLaitoMjrveBrb

328.580 Khedo river South to North Leading to Major River Barakar

342.200 A stream near Awara nala village Joining Jamuria Nala on Leading to Major River DamKodarSouth

347.290 A stream joining Ghanghri Nadi Joining Kulgo on South Leading to Major River Damodar

348.660 Kulgo River Leading to Major River Damodar

356.570 Two streams,Isir Nala and Canal. Joining Kulgo river Leading to Major River Damodarflowinig Ko Na - Leading to Major River Damodar

358.810 A stream named Rehna Joining Kulgo Nadi o Leading to Major River Damodar

359.020 A stream, named Rasana flowing from Parasnath Joining Kulgo Nadi on Leading to Major River DamodarHill south

363.010 Sita river nmFlowing north to south Leading to Major River Damodarjoining Kulgo

363.950 A steam, named Praiyia Nala flowing from Joining Kulgo Nadi on Leading to Major River DamodarParasnath Hill south

368.700 A stream, named Murlidhar flowing from Joining Kulgo Nadi on Leading to Major River DamodariParasnath Hill south

372.690 Banka river flowing down from Topchanchi Joining Kulgo Nadi on Leading to Major River Damodareservoir on the north south Laigt ao ie aoa

3785.80 A stream flowing from small mounds on the The joining Katr Nadi lLeading to Major River Damodar3880 northi flowing on the south Laigt ao ie aoa

379.750 Madaldih river The joining Katri Nadi Laigt ao ie aoa_________________________________flowing on the south Laigt ao ie aoa

Astreamflowing from Nara Reserve Forest on JiigKtiNd385.300 oud onn ar ai Leading to Major River Damodar

389.389 A Reamnaed Nakati flowing down from Joining Katri Nadi Leading to Major River DamodarTundi Reserved Forest on Mounds


4-28


Table 4.39: Underground Water Levels along the Project Highway

Water Level (m)

Place Rainy (June)/Average Summer (May) Winter

Jallapur 17.17 17.25 (Rainy)

Rashdhan 6.85 6.91 (Rainy)

Khojaphool 7.02 7.06 (Rainy)

Bhognipur 16.2 16.35 (Rainy)

Barra 4 4.15 (Rainy)

Rania 8.4 8.3 (Rainy)

Maharajpur 12.7 12.76 (Rainy)

Macharia Gaon . 8.47 8.7 (Rainy)

Bhaunti 7.98 8.7 (Rainy)

Chakeri 8.8 8.92 (Rainy)

Sachendi 5.51 5.73 (Rainy)

Tharion 7.15 7.75 (Rainy)

Bilinda 7.89 8.4 (Rainy)

Bindki More 16.4 16.54 (Rainy)

Aung 19.7 20.07 (Rainy)

Khaga 9.99 - 10.05 (Rainy)

Sujrahi .25 26.7 23.3 (Winter)

Kanwar 20 22.6 20 (Winter)

[Athsarai 23.3 26 23 (Winter)

Handia 16.9 18 16.9 (Winter)

Sufinagar 5 6.6 5 (Winter)

Gopiganj 4.5 6.6 4.5 (Winter)

|Babu Sarai 4.5 6 4.5 (Winter)

Raja Talab 1 4 5.5 4 (Winter)

Sourre: Consultants'Surveys.

Table 4.40: Cultural / Religious Properties along the Project Highway (Package II)

S. No. Km. Type S. No. Km. Type

1 32-33 Temple 2 31-32 Temple


5 21-23 Temple/Mazar 6 19-20 Temple

7 17-18 2 Temples 8 14-15 Temple


1.1 4-5 Temple 12 0-1 Mazar

13 449 Temple 14 454-155 Temple/Temple

15 457-458 2 Temples/Temple 16 460-461 Temple

17 464-465 Temple 18 468-469 Temple & Mazhar

19 469-470 Temple 20 38-40 3 Temples

21 [ 45-46 2 Temples 22 46-47 12 Temples

4-29

Thfrrl National Highways Project

S. No. Km. Type S. No. Km. |TYir.



5 21-23 Temple/Mazar 6 19-20 Temple

7 17-18 2 Temples 8 14-15 Temple


11 4-5 Temple 12 0-1 Mazar

23 52-53 Temple 24 58-59 Temple

25 60-61 Temple 26 70-71 Temple

27 74-75 Temple 28 86-87 Temple & Mazhar29 109-110 Temple 30 114-115 Temple/Temple


Table 4.41: Cultural / Religious Properties along the Project Highway (Package III)

S. No. Km. Place Type ISize Distance from Carriageway (m)1 118-119 Katogan Temple Medium 72 128-129 Ajhuwa Temple Small 30

3 129-130 Ajhuwa Temple/Mosque Small/Big 7/54 130-131 Ajhuwa Temple Small 75 131-132 Athsarai Temple Small On pavement6 133-134 Athsarai Temple/Mosque Small/Small 87 138-139 Sajni Temple Medium 88 141-142 Paharpur Temple Small 159 143-144 Gulamipur Mosque Medium 2010 144-145 Gulamipur Mosque _ 25

11 145-146 Gulamipur |Temple Small 312 147-148 Mosque Medium 1013 148-149 Mosque Small 30

14 151-152 _Mosque Small

15 153-154 Kakaroha Temple Small 8

16 154-155 Kasia jTemple Big 1.5; on pavement17 155-156 Malaka Temple Big 718 156-157 Mosque Medium 10

19 245-246 Handia Temple/Mosque Small/Big 20/2520 248-249 Temple/Mosque Medium/Medium| 20/50

21 249-250 Temple Medium 2022 | 255-256 iBaraut |Temple Big 3023 255-256 _ ITemple Small 30

24 257-258 LBhiti ITemple Small 1025 259-260 ! ITemple Small 1026 260-261 | [Temple |Small 8

I- 4~i 27 | 262-263 [ Temple/Mosque Medium/Small 25/1028 1 264-265 | Temple IBig 28

4-30

_____________ _____________ _________________________________ Third National Highways Project

S. No. Km. Place Type Size J Distance from Carriageway (m)

29 266-267 Jungiganj Mosque Small 2

30 267-268 Mosque Big 25

31 269-270 Mosque Small 20

32 270-271 Gopiganj Temple Small 10

33 270-271 Temple Small 10

34 271-272 Temple Medium 30

35 1 276-277 Temple Medium 10

36 281-282 Madhosingh Temple Small 10

37 282-283 Temple Big 11

38 284-285 Aurai Temple Small 10

39 292-299 Mirzapur Temple Medium 12

40 | 308-309 Mirzamurad Temple Medium 5


Table 4.42: Cultural / Religious Properties along the Project Highway (Package IV)

S. No. Km. Direction S. No. Km. Direction S. No. Km. Direction

1 68.1-68.2 North 2 69.7-69.8 North 3 70.6-70.7 South

4 B2.4-82.5 South 5 91.3-91.4 South 6 91.6-91.7 South

7 93.2-93.3 North | 8 93.3-93.4 South 9 94.1-94.2 North

10 97.2-97.3 South 11 97.3-97.4 North 12 100.2-100.3 North

13 101.4-101.5 North | 14 105.1-105.2 North 15 105.4-10.5.5 South

16 105.6-105.7 South 17 105.8-105.9 South 18 141.4141.5 South

19 144.6-144.7 South 20 147.4-147.5 South 21 147.8-147.9 South

22 151.3-151.4 North 23 152.8-152.9 South 24 171.4-171.5 North

25 176.2-176.3 North 1 26 176.3-176.4 North

Sourre. Cdrtants'Surveys.

Table 4.43: Cultural ! Religious Properties along the Project Highway (Package V)

S. No. Km. Type Distance from Carriageway

1 207.850 Mosque 7 m away from the pavement

2 212.550 Temple 18 m away from the pavement edge

3 228.200 Mosque 8 m from the pavement

4 235.940 Temple 3 m from the proposed road

5 322.300 Temple edge of the shoulder

6 329.650 Temple 7m from the edge of the proposed shoulder

7 333.900 Mosque 5m away from the proposed NH alignment

8 333.975 Temple

9 334.350 Temple inside at the edge of the proposed shoulder

10 334.940 Temple l

11 337.580 Temple 8m from the proposed pavement

12 338.060 Mosque I 3m from the edge of the proposed shoulder

13 338.260 | Temple 5m from the pavement edge

14 342.420 ! Temple !15 j 342.470 I Temple 12m from the proposed pavement

4-31


S. No. Km. Type Distance from Carriageway

16 347.760 Temple 10m from the shoulder of the proposed pavement

17 350.870 Temple 5m from the shoulder edge

18 352.930 Temple 3m away from the edge

19 353.300 Temple edge of the shoulder

20 355.200 Temple 14m away from the edge of the proposed shoulder

21 . 358.500

22 360.150 Temple 6m away from te edge of proposed shoulder

23 361.800

24 364.350 Temple edge of the proposed shoulder





29 374.800 Gurudwara 12m away from the edge of the proposed shoulder


31 376.700 Temple


33 383.400 Mosque 16m away from the edge of the proposed shoulder



36 387.900 Temple 16 m away from the edge of the proposed shoulder

37 389.850 Mosque 8m away from the edge of the proposed shoulder38 390.250 Temple 4m away from the edge of the proposed shoulder


40 390.750 Temple 12 m away from the edge of the proposed shoulder41 390.750 Temple 12Om away from -the edge of the proposed shoulder




45 180-240 Small Shrine 12 nos. within the RoW at various locations

Source: Consultants'SUIrveys.

4-32

5 ASSESSMENT OF ENVIRONMENTALIMPACTS

This chapter discusses the impacts due to the proposed project on the various environmentalcomponents. The impacts have been identified based on secondary and primary data and furtheranalysis carried out for the project. The description of the impacts on the individual componentshas been structured as per the discussion in Chapter 4: Existing Environmental Scenario of thisreport.

5.1 INTRODUCTION

This chapter focuses on the impacts of the Third National Highway Project on naturalenvironmental components. Since the project involves widening to four-lanes along the existingtwo-lane highway, the impacts are expected to be mostly direct and confined to the RoW. Onlyat critical locations where the engineering, environmental and social aspects have warranted, ashift from the existing alignment, bypasses/realignments have been proposed.

The impacts on the various environmental components can occur at any of the following stagesof the project planning and implementation:

* Planning and design stage;

* Construction stage; and,

* Operation stage.

The descrption and magnitude of impacts for the various environmental components asvisualised for different packages leads to the following observations.

5.2 ASSESSMENT OF POTENTIAL IMPACTS

5.2.1 CLIMATE

By and large, no change in the macro-climatic setting (precipitation, temperature and wind) isenvisaged. The microclimate may also not be significantly affected because project is on a linearpattem and temporary nature negative impacts during construction stage like removal of topsoiland vegetation during cleaning and earth borrowing operations, possible decrease in surfacewater due to extra consumption of water during construction, etc. are not going to besubstantial. The negative impacts could at the worst be mainly restricted to the areas adjacentto the road. On a long-term basis the impacts are going to be positive due to the proposedimprovements to the existing project road.

5.2.2 ToPOGRAPHY

The proposed project is not likely to have any significant impact on the topography of theproject region. Throughout package II, III, IV the existing as well as the proposed road ispassing through a flat terrain and the gradings are gentle meeting the prescribed IRC norms.The embankment is mostly going through fills and cuttings are practically non-existant. Inpackage V, the road initially passes through gently rolling terrain between km180 and km233;between km233 and km243, i.e. V-A. In the following stretches (V-C) road elevation betweenChauparan (km263) to Barhi (km283) the terrain is gently rolling (gradient 0.3%) and thenbetween km338 to km348, the existing elevation falls by 84m; and in the last 43km stretch, theelevation drops by 30m. Through out these stretches, the embankment is mostly on fills and notmuch cutting is proposed. As such, topography is least affected for-the entire project stretch.

5-1

7_hird National Highways Project

The entire alignment is on a gentle gradient totally fulfilling the requirements prescribed by IRC,which are broadly similar to different codes of practices followed internationally. The rockyterrain encountered in the last part of the stretch (V-C) belongs to Chhotanagpur plateau, whichis geologically stable and, as such, no impact on topography is anticipated even in this stretch.

5.2.3 DRAINAGE

The proposed project is not expected to alter any natural drainage system. The surface waterflow in the project area is pre-dominantly from the north to the south. A few local depressionsare observed between km245 to km317 in package III. These mostly relate to deficiency in thevertical profile of the existing road. All such locations have been proposed for raising withadequate drainage structures, which will mitigate the problem.

The present project will not obstruct the existing course of the surface water flow; rather it willhelp in mitigating the existing man-made problems1. Detailed drainage surveys and hydrologicalinvestigations were undertaken in the project. Suitable engineering design of bridges andculverts has been proposed in this regard. All the existing cross-drainage structures will bereplicated and additionally, cross-drainage structures will be provided at locations, where theflow is obstructed at present. In many places (e.g. over the river Punpun in package IV) largerwaterway would be provided.

Locations where drainage problems exists have been identified. These falls mosty along thebuilt up areas near in the urban/semi-urban stretches. Such locations are occuring frequentlythrough out the project stretch. An engineering design solution has been provided by makingprovisions for raised main carriageway, service roads and roadside drains ensuring their efficientfunctioning by proper maintenance during operation stage.

Given the above preventive and mitigation designs incorporated in the project, it is expectedthat the impact of the project will be beneficial only.

5.2.4 SOIL

Borrowings of soils have been identified from locations, which are mostly barren land/infertileland like high mounds, existing ponds, etc. These have been consciously planned throughconsultation with the concerned departments like Fishery Deptt. and people/owner, who havethemselves offered their high/infertile land -to be developed by proper grading etc. so that theycan use this piece of land for some gainful purpose. With this action, the borrowing of the

* earth is mostly confined to non-fertile area of otherwise a fertile terrain. Theoretically thefollowing impacts might be likely to result on soil.

Loss of productive soil

The loss of productive soil, especially the topsoil is a major direct and adverse long-term impact,since development of soil profile and its natural micro-flora/fauna takes millions of years todevelop. Such loss would be further significant in the project area, located in the fertileGangetic Plain. This loss of topsoil especially in the irrigated areas, can be a long-term residualimpact. However, as very little acquisition of fertile land has been proposed (for widening,realignment, borrowing, etc.), the significance of the impacts would not be high.

The existing drainage problems, again, are not natural but are man-made, As described in Chapter 4,the project highway passes through the ridge and minimises drainage problems. The project highwayget inundated in the built-up stretches, where the local residents have raised the shoulders/kerbs.

5-2

Third National High ways Projec:

may temporarily interfere with spawning of fish, especially during construction of cross-drainagestructures.

As the road widening would be mostly confined to the existing RoW, except in the cases ofbypasses and stretches where the RoW is insufficient, no habitat loss is envisaged. Whereverthe bypasses are proposed, the impacted land is either barren or intensely cultivated.Therefore, the bypasses also do not affect any habitat.

5.2.11 CULTURAL PROPERTIES

There are a number of cultural properties located in the project area of the proposed projectand few archaeological properties beyond the RoW. The impacts can be either beneficial oradverse depending upon the interaction between the cultural property and the project corridor.The proposed project implementation is likely to adversely impact some of these culturalproperties, either directly or indirectly. The nature and magnitude of impacts may varydepending upon its location such as displacement or loss of part there of, vibration, noisepollution, damage from air pollution, dust accumulation, vehicular collision etc.

There are 175 cultural properties existing in the influence area of the project corridor. Theseproperties include temples, mosques, shrines and any other religious structures. In Package II,a few of the cultural properties would be impacted directly. 28 of the 45 cultural properties aresaved by careful design of the roadway in Package II. In package III, most of the culturalproperties have been saved except for 7 nos. of small temples, which are coming within theRoW and are unavoidable. In Package IV, 16 out of 26 cultural properties are saved by carefuldesign. Similarly, in Package V, 22 of the 55 cultural properties were saved. None of the culturalproperties proposed to be relocated are significant from cultural, architectural or community(worship) point of view.

Except for the two masonry tanks at Akbarpur in Package II, no archaeological sites or remainsare close to the highway to be impacted. The two tanks of Akbarpur may need some protectionfrom indirect impacts. No direct impact is expected as the nearest of the tanks, the ShukaTalab, is at 100m distance from the project highway.

5.2.12 HUMAN HEALTH

The proposed activities for development of existing two-lane highway to four lanes would haveboth benefit and adverse impacts on the human health. The pollutants generated duringconstruction period are likely to have adverse impact on the health of workers and nearbyhabitation area. However, this is temporary in nature. Project allied activities such as unhygienicactivities if any in construction camps may induce some new vector bome diseases among thelocal communities, which is not in the area at the moment. However these adverse impactscan be effectively mitigated through enforcement of proper mitigation measure as outlined inthe Environment Management Plan.

It is envisaged that the pollution levels with the project scenario will be significantly less than inthe existing and without project scenario due to better geometric design, improved pavementquality, increased vehicle speed which will result in decreased vehicle operating costs, reducedcongestion and pollution loads. This will have a direct positive benefit on human health in theproject area.

Thus while construction phase might have some temporary adverse impacts on human health,on a whole it can be said that human health will significantly improve due to the project.

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5.2.13 ROAD SAFETY

The Project has improved the road safety through design measures identified during the variousroad surveys. Additionally significant inputs were obtained through community consultationsessions to identify local issues of concern and resolve them accordingly. Road Safety will beenhanced in the project through engineering (design) enforcement (safety measures, signagesetc) and Education. The following table highlights design aspects of the proposed roads, whichwill improve road safety in the various Packages.

Table 5.3: Potential Impacts - Increased Road Safety through Design

Package II Package III Package IV Package V

The proposed project The planning and The increase in speed of vehicles due The proposedimplementation would designing of the to road widening and strengthening development of theimprove the road safety proposed road is in will pose risk to the non-motorist and road would solvefor the highway users as accordance with the other slow speed vehicles. many of relatedwell locals living by the safety measures. By Nevertheless, the project would benefit problems causingside of the road. The including things such the society at large at following places: accident. Such hotfollowing measure are as widening of Durgawati - due to proposed widening spots from accidentincluded in the project for carriage way, and underpass - 90% increase in point of view havethe road safety: strengthening of safety been identified andRaised carriage way, pavement, improvng Kud k9)det rpsdimprovements haveMedian, By pass, Truck upon curves and Kurda (km91) due to proposed been madelaybyes, Intersection geometry, service underpass - 100% increase in safety accordingly. Thisimprovement, Grade lanes, road crossing, Mohania (km7O) due to proposed would eventuallyseparator, Underpasses, putting signals etc. service road and junction modification benefit the societyService road and footpath, would decrease - 90% increase in safety at large byGuard rail, Pedestrian accident up to 80%, Aurangabad crossing and by pass reducing mishaps.crossing with blinker light, decrease accident at (kmA 62-166) due to proposed flyoverKerb of 0.425m height, curve up to 85% and and underpass - 100% increase inPick - up bus stop, Harcl nraeinvsblt safetyshoulder, Signage & by 20%. Shivganj (krnm76.4) due to proposedstriping, Antiglare screeni I underpass - 100% increase in safety

The issue of road safety is one of the key issues that may surface in construction and operationstages. Durinci the construction stage, dismantling of structure, cutting trees, haulage materialobstructing vision, spillage of lubricants on road making slippery are generally cause roadaccidents. Similarly, in operation stage, increase in traffic and increase in speed would tend toincrease in accidents. In spite of these, the social benefits from the project are quite significantand it could be even more if mitigation measures are implemented each phase of the project.

It is likely that there will be some concern of safety for highway users during constructionperiod, as haulage of material and other equipment would restrict movement of vehicles. Inoperation phase, increase in vehicle speed may cause thereof to the safety of pedestrians andfor cattle for crossing road. Accident-prone areas were generally found near intersection and arebeing improved.

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6 ANALYSIS OF ALTERNATIVESThe chapter tries to systematicalty compare feasible altematives to the proposed project site,technology, design, and operation, including the "without project" situation-in terms of theirpotential environmental impacts; the feasibility of mitigating these impacts; their costs; and theirsuitability under local conditions.

This chapter refers to reasonable and potential alternatives warranting documentation includingthose, which warrant brief description of reasons for their elimination and those, which warrantmore detailed investigations and analysis. Consideration of environmental issue3 has been anintegral part of the project and has been undertaken to ensure early identification andappropriate corrective actions.

6.1 THE NO-ACTION ALTERNATIVE

The existing environmental conditions along the project stretch due to traffic are mostly thecontribution of the surface condition of the roads. The No-Action alternative is likely toaggravate the existing environmental scenario. The contribution of existing road conditioncould be better understood through the parameters as mentioned in the following table.

Table 6.1: Existing Road Condition along the Project Stretch

S. Item Packages Effect

No. . Il-A Il-C Il1-A III-C 1V-B IV-D V-A v-C

1. Rcugrnress 8.2 4.5 5.71 4.27 10.6 10.8 11.S 11.5 Air/Noise pollution

,,IRI' I

2. Pot,oie c 0.1 0.003 - - 9.6 8:6 0.01 0 Air/Noise pollution

3. Cracks ' 17.8 20.4 23 27 39.6 35 27.7 23

4. Speed 45 45 45 45 30 30 27 27 Airkmph kmph

S. Ribbon 22.15 17.20 15.1 3 7.35 14.98 congestion, air/nofsedev.Q %) _ _ _ _ _ _ _ _ _ _ __ !__ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _

6 Siow moving 28 30 8.2 17.8 11 1S congestion, air/noiseven.cies`'C,) i

7. No. of | Air/noise

juncLon i n

(a) Mapor 2 4 1 1 1 ' 2 i I 4

(b) Mirorr 95 156 9 16 74 56 92 i 132


From the perusal of the above Table, roughness along the project highway varies between 4.27(Package III-C) and 11.5 (in Package V). Similarly, the crack and pothole area is highest inpackage IV. These surface conditions are major factors contributing to high level of SPM andRSPM prevailing in package IV and V. Ribbon development and slow moving vehicles aremostly located in Package II and Package V. Noise levels in these areas are comparativelyhigh.

The no-action alternative is, thus, neither a reasonable nor a prudent course of action in theproject area, which will impede economic development. Further, the capacity of all the packagesis insufficient for the volume of traffic. These unsafe conditions and the adverse environmentalconsequences would continue to worsen in the absence of the proposed improvements.

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Cross-section Alternative Purpose/ Benefitrural areas thick girth shade trees

All trees on the opposite side will be savedNo need of traffic diversions

Provision of retaining structures on the To save up to 3m in cross-sectionedgeDelaying construction of drains and tree Drains can be built at a later stage when land acquisition isplantations in the first phase complete.

Reduced median width to 1.2m but with Displacement of people can be avoided and direct impactanti-alare screen can be minimised at restricted ROW

I Raised CW to 3m with widening on one Segregation of local trafficside Reduced Accidents and Air & Noise pollutionService roads and underpasses for slow Less expensive than viaduct or bypassmoving traffic as well as pedestrian and No disturbance to the socio-economics of the areacattleProviding a bypass with minimum length Displacement of people and direct impact can be completely

-_______________________________ _ iavoided

6.5.2 PACKAGE IlIl

Cross-section Alternative | Purose/ Benefit jOne side wideninq g To save treesMedian reduced to 1.2m To minimise displacementCentral widening at market places and To minimise displacement

j congested areas lICarriageway raised to 1.5m j' To segregate through traffic and safe movement of local trafficCarriageway____________raised_____ To prevent inundation in low-lying and submersible stretchesService roads To provide access to sensitive areas like schools and hospitalsRaised carriageway of 1-1.5m has been proposed between km.262.300- km.255.900,km.282.500- km.282.822, km.291.000- km.292.000, km.312.800- km.313.300, km.314.300-km.314.900 and km.315.000- km.317.000.

6.5.3 PACKAGE IV

Following cross-sectional solutions have been analysed:* Widening to full 4 lane standards with 5m median in rural areas and 1.5m in urban

areas;* Grade separation in urban areas and provision of underpasses for pedestrians,

two/three wheelers and cars;* Service roads in densely populated urban areas; and

6.5.4 PACKAGE V

Two alternatives have been examined:

Alternative 1: To remain strictly within existing South of way and to avoid any freshacquisition of land/which may be sensitive from natural or social environmental aspects; and

Alternative 2. To retain the existing alignment and avoid any sensitive environmental featurealong the existing alignment.

Choice of direction (North of South) for widening was considered as a set of two alternatives. Ithas been established that south side has lesser impact as it only removes 36% of the totaltrees.

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6.6 ANALYSIS OF BYPASS ALTERNATIVES

Bypass alternatives have been analysed in Package II. There is sufficient RoW available inPackage III rendering unnecessary any kind of Bypass analysis. In package II, bypasses as analtemative .has been analysed at four places viz. Kanpur, Rooma, Bilinda and Thariyaon. AtKanpur, three alternatives were examined of which competing option of at-grade wideningwith proposal of total 8 lane has been considered. This, however, is not a part of the presentgroup of packages under consideration as it falls in the package II-B. At other places, choiceof bypass has been compared with the option of building a raised carriageway.

Table 6.5 provides the comparative advantages and disadvantages of alternatives for buildingbypasses at Rooma, Bilinda and Thariyaon

In Package III that there is sufficient ROW available to accommodate 4-lanes. Most of thestructures to be relocated are kuchcha/ makeshift type. This has lead to the conclusion thatthere is no need for any bypasses in any of the sub-Packages.

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buaLJOUItjL t( L .ci Ilti I\,Jl l .P(JyseUQ S IL) C


Table 6.5: Justification foe bypasses at Rooma, Bilinda and Tharlyaon In Package II

Bypass Length ROW Area to be Cost Competing Disadvantage of Cost of theacquired Alternative the Competing Competing

__ __ __ __._.___ Alternative AlternativeRooma Bypass 2.032km Average ROW in 12.19 Ha Rs 93 Million Raised Carriage Necessitates Rs 100 Million

km 16 = 48.1m Way demolition andAverage ROW in acquisition ofkm 17 = 40.5m large number ofBetween 15.600 structuresand 16.100 =14.0m

Bilinda Bypass 2.2 km Corridor width = Rs 105 Million Raised Carriage ROW in congested Rs 81.5 Million30.3m Way area of 200m inRCW width = length = 12.5m17.8m Temple and

Graveyard on RHSvergeNecessitatesacquisition ofurban landResidents willing

_______________ to have a bypassThariyaon Bypass 2.2 km ROW varies Rs 105 Million Raised Carriage Necessitates Rs 76.75 Million

between 30 to Way acquisition of35m urban landAvailable width Residents willingbetween building to have a bypasslines = 12m for a

________ length of 400m _ _ _____

6-8

Thinrd National Highways Prni-

7 MITIGATION MEASURESThe chapter gives a brief description of the various mitigation measures opted and designed forthe project. This chapter has been structured as per the impacts those have been identified inChapter 5: Assessment of Environmental Impacts. The description here is an overview of thespecific measures provided in the individual Environmental Management Plans. The individualenvironmental management plans, which have been prepared as stand-alone reports, may bereferred to for further details.

7.1 APPROACH TO MITIGATION MEASURES

The Third National Highway Project is envisaged to alter (both beneficially and adversely) thevarious environmental components within its area of influence. To minimize the adverse impactsof the project, avoidance and mitigation measures have been formulated and will beimplemented during the project implementation. The mitigation measures would be directedtowards the restoration of the dynamic balance of nature. The avoidance and mitigation ofnegative impacts involve, reduction in magnitude of the adverse impacts during various stagesof the project through:

* Alterations during design, site clearance, construction and operation phases of the roadproject to avoid adverse impacts, and

- Additional mitigation measures for unavoidable negative impacts on the environmentalcomponents.

These measures were incorporated into the various stages of the project. Based on theirapplicability, both general and case specific measures were incorporated as follows:

* Standard: The 'Standard designs' of various road sections, were arrived at afterdetailed deliberations between the Highway Design and the Environment teams.

* General measures: To avoid or mitigate impacts on environmental components,general mitigation measures were identified based on the characteristic features.

* Specific: At various sensitive locations site-specific designs.Designing of the road corridors was seen as an iterative process between the design and theenvironment teams. Several site-specific designs and construction techniques were finalisedafter the preparation of draft designs.

7.2 MITIGATION MEASURES

The mitigation measures for the various environmental components for the different projectpackages are described below. The Measures have been proposed separately for the differentphases of the project. These measures have been fully and adequately incorporated in theEnvironmental Management Plans prepared for each of the 8 contract packages (i.e., ContractPackages II-A, II-C, III-A, III-C, IV-B, IV-D, V-A and V-C).

7.2.1 SOIL

Construction Stage

Soil Erosion

The problem of soil erosion during the construction stage is likely to be more pronounced alongbridge-end fills, over steep banks and embankment slopes.

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-________ Third National Highways Project

The slope of the road embankment has been fixed at 1:2 to 1:3, which is fairly stable andreduces the possibilities of slope failures. To check soil erosion on critical road embankmentslopes turfing with shrubs and grasses will be carried out, in accordance with the recommendedpractice for treatment of embankment slopes for erosion control, IRC: 56-1974.

Along Package III, the RoW being covered with a wide range of plants and grasses issusceptible to higher erosion once the vegetation is cleared. Cutting of trees will be carried outin phases to reduce the magnitude of erosion. On embankment slopes with high cutting andfilling, to check soil erosion, stone pitching will be provided along the project corridor in PackageII C.

To check the slope stabilisation of the borrow pits, the depth of the pit will be regulated that thesides of the excavation will have a slope not steeper than 1:4, from the edge of the final sectionof bank. Soil erosion checking measures as the formation of sediment basins, slope drains, etc.,will be carried out at construction sites. To avoid embankment slippage and erosion, borrow pitsshall not be dug continuously.

Loss of topsoil

The alignment has been selected to minimise the acquisition of productive agricultural land, asthe entire stretch falls in the fertile Gangetic plains. Agricultural areas will be avoided forborrowing of materials.

Wherever unavoidable, the topsoil from all areas of cutting and all areas to be permanentlycovered will be stripped to a specified depth and stored in stockpiles of specified height . Thestored topsoil will be spread back to maintain the physico-chemical and biological activity of thesoil. Water will be frequently spread during construction to stabilise the topsoil.

Compaction of Soil

To prevent the compaction of soil and the trampling of the vegetation around the constructionsites and temporary access roads, it will be ensured that the construction machinery andequipment will move, or be stationed in the designated area. If the equipment and machineryare operating on temporarily hired land, it will be ensured that the topsoil for agricultureremains preserved and not destroyed by storage, material handling or any other constructionrelated activities. To minimise compaction of soil, all the vehicles will as far as possible, followpre-designated routes.

Borrowing of Earth

For the borrowing of earth for the project, several borrow area locations have been identifiedand recommended. However, in case of any new borrow area being selected by the contractor,it will be ensured that no earth will be borrowed from within the RoW. If new borrow areas areselected, it will be ensured by the contractor that, there will be no loss of productive soil, andthe requisite environmental considerations are met with.

To avoid any embankment slippages, the borrow areas will not be dug continuously, and thesize and shape of borrow pits will be decided by the Supervision Consultant. The borrow pits willbe redeveloped, wherever required, by creating ponds for fisheries, etc; or by leveling anelevated, raised earth mound. Re-plantation of trees in borrow areas will also be carried out asspecfied.

Precautionary measures as the covering of vehicles will be taken to avoid spillage duringtransport of borrow materials. To ensure that the spills likely to result from the transport ofborrow and quarry materials do not impact the settlements, it will be ensured that the

7-2


excavation and carrying of earth will be done during day time only. The unpaved surfaces usedfor the haulage of borrow materials will be maintained properly.

Along Package III, suitable locations for borrow areas have been identified in close co-ordination with the Uttar Pradesh Department of Fisheries. Locations with a potential for beingdeveloped as fisheries ponds or for pisciculture have been identified. As part of theenvironmental mitigation, redevelopment plans have been worked out for the borrow areas andaround the fisheries ponds.

In Package V, the borrow areas have been selected based on community consultation, atlocations where the villagers were interested in lowering the levels of the raised fields and atlocations where they were interested in developing water tanks, which could be used fordomestic purposes as well as provide scope for development of fisheries.

Ouarries

The quarry material will be obtained from licensed quarries, which operate with properenvironmental clearances, including clearances under the Air Act. A recommended list of suchoperationalised, licensed quarries have been provided. If the contractors decide to use quarriesnot in the recommended list, they would requfre to obtained materials from licensed quarriesonly.

Contamination of soil from fuel and lubricants

At the various construction sites, the vehicles and equipment will be maintained and refueled insuch a fashion that oil/diesel spillage does not contaminate the soil. It will be ensured that thefuel storage and refuelling sites are kept away from drainage channels and important waterbodies.

Contamination of soil from Construction wastes and guar materal

Cutting and filling will be minimized, balanced and would be carried out as per design. Earth, ifrequired, will be dumped in selected area approved by the Supervision Consultant. All spoils willbe disposed off as desired and the site will be fully cleaned before handing over. Theconstruction wastes will be dumped in selected pits, developed on infertile land. Non-bituminouswastes from construction activities will be dumped in borrow pits and covered with a layer ofthe conserved topsoil. Bituminous wastes will be disposed off in an identified dumping siteapproved by the Supervision Consultant.

7.2.2 WATER RESOURCES

Design Stage

Surface water bodies and other water resources

The impacts on ponds and other surface water bodies have been avoided by suitable designmodifications. At locations where the encroachment onto the ponds and surface water bodieswas necessitated due to other engineering and social concerns, the loss due to the project hasbeen compensated for. Site-specific enhancement designs have been contemplated for variouspond locations that offer scope for environmental enhancements.

7-3

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_ _ _ __ - ional Highways Project

Based on community consultation with the local residents, the relocation of water sources likewells and hand pumps have been worked out.

Drainage

Raising the road level has been proposed to avoid future inundation in the inundated stretchesalong the corridor. Along the settlements, as part of the engineering design, provision has beenmade for drainage along the sides of road. To ensure efficient cross-drainage and to preventwater logging along the sides, adequate size and number of cross-drainage structures havebeen provided.

Construction Stage

Drainage and run-off

At cross drainage structures, the earth, stone or any other construction material will be properlydisposed off so as not to block the flow of water. All necessary precautions will be taken toconstruct temporary or permanent devices to prevent inundation or ponding.

Contamination of water from construction waste

To avoid contamination of the various surface water bodies and drainage channels in thevicinity of the construction site, construction work close to the streams or other water bodieswill be avoided, especially during monsoon period. All necessary precautions will be taken toconstruct temporary or permanent devices to prevent water pollution due to increased siltationand turbidity. All wastes arising from the project will be disposed off, as per SPCB norms, so asnot to block the flow of water in the channels. The wastes will be collected, stored and taken toapproved disposal sites.

Contamination of water from fuel and lubricants

To avoid contamination of the water bodies and drainage channels from fuel and lubricants, thevehicles and equipments will be properly maintained and refueled. The slopes of embankmentleading to water bodies will be modified and re-channelised so that contaminants do not enterthe water body. Oil and grease traps will be provided at fuelling locations, to preventcontamination of water.

Sanitation and waste disposal in construction

The sewage system for construction camps will be properly designed and built so that no waterpollution takes place to any water body or watercourse. The workplace will have proper medicalapproval by local medical, health or municipal authorities.

Use of water for construction

The contractor will make arrangements for water required for construction in such a way thatthe water availability and supply to nearby communities remain unaffected. Due to the non-availability of water required for construction, if a new tube-well is to be bored, prior sanctionand approval by the Ground Water Department will be obtained. Wastage of water during theconstruction will be minimized.

7-8

__________ _ ______________________________________ Third National Highways Project

7.2.3 AIR QUALITY

Design Stage

Removal of bottlenecks and relieving congestion in built-up stretches were incorporated throughimproved design and improving road geometry and widening of road to smoothen traffic flow.Tree plantation scheme has been proposed for attenuating air pollution.

Construction Stage

The asphalt plants, crushers and the batching plants will be sited at least 500m in thedownwind direction from the nearest human settlement. All precautions to reduce the level ofdust emissions from the hot mix plants, crushers and batching plants will be taken up. The hotmix plant will be fitted with dust extraction units.

'All vehicles, equipment and machinery used for construction will be regularly maintained toensure that the pollution emission levels conform to the SPCB norms. Regular monitoring ofSuspended Particulate Matter at crusher sites, during the construction, will be conducted.

Water will be sprayed in the lime/cement and earth mixing sites, asphalt mixing site andtemporary service and access roads. After compacting the earthwork, water will be sprayed onregularly to prevent dust.

To avoid dust emissions likely to result from the spills of construction materials and borrowmaterials, the vehicles delivering material will be covered.

Operation Stage

During the operation stage of the project, vehicular emissions of critical pollutants (SPM, RSPM,CO, S02, No, and Pb) will be monitored. Roadside tree plantation will be maintained.

7.2.4 NOISE LEVELS

Design Stage

Removal of bottlenecks and relieving congestion in built-up stretches through improved design,as has been prepared, will help in reducing the noise level. Noise absorbing tree plantationscheme have been proposed as noise barriers at locations where sufficient land width isavailable for the planting of tree barriers. At critical locations, especially along sensitivereceptors and land uses, such as schools and hospitals, noise barrier walls have been proposed.

Construction Stage

The plants and equipment used for construction will strictly conform to CPCB noise standards.Vehicles and equipments used will be fitted with silencer. To protect construction workers fromsevere noise impacts, noise standards of industrial enterprises will be strictly enforced, andworkers shall be provided with protective devices such as earplugs. In construction sites within150m of human settlements, noisy construction will be stopped between 10.00 p.m. and 6.00a.m. except in case of laying of cement concrete pavement for which lower workingtemperature is a requirement.

Blasting will be carried out as per the Indian Explosives Act. Prior intimation of the operationalhours of the blasting will be given to the people living near such blasting sites. Blasting will notbe undertaken in night hours. Blasting is, however, not expected in the project stretch otherthan those required in quarries for which only licensed quarries are recommended.

7-9


Construction of noise barriers in form of walIs and vegetation at locations with high noise levelsexceeding CPCB norms will be done subject to the results of noise level monitoring (as proposedin the environmental monitoring plans for the individual contract packages).

7.2.5 FLORA

Design Stage

A large number (as much as 64%) of trees was saved by widening the road on one side inuninhabited stretches and other design modifications. Trees earmarked for felling will beremoved as per design, with prior approval of the District Forest Officer.

Construction Stage

The tree plantation cleared will be replaced and compensated for according - to theCompensatory Afforestation Policy under the Forest Conservation Act-1980. Apart from treesearmarked for felling, no additional tree clearing within the RoW will be carried out.

Plantation of shrubs and under trees in the median shall be undertaken to prevent the glare ofthe vehicles coming in the opposite direction. Construction vehicles, machinery and equipmentwill move or be stationed in the designated area only (RoW or Col, as applicable), to preventcompaction of vegetation. While operating on temporarily acquired land for traffic detours,storage, material handling or any other construction related or incidental activities, it will beensured that the trampling of soil will be avoided.

7.2.6 FAUNA

Since the project does not pass through any sensitive wildlife / protected areas, nor is likely tohave a significant impact on the faunal species, no specific mitigation measure has beenproposed to avoid/minimise impacts on fauna. However, general measures such as preventionof hunting have been recommended.

7.2.7 CULTURAL PROPERTnES

Design Stage

Alignments have been worked out to minimise impacts on cultural/religious properties along thecorridor. At locations unavoidable, and where the community was willing to relocate thereligious property, relocation has been proposed. Detailed discussions with the community andvarious stakeholders will be further conducted before relocation or shifting of culturalproperties.

Construction Stage

All necessary and adequate care will be taken to minimize impacts on cultural properties. Duringconstruction stage also, necessary steps may be taken to avoid relocation of cultural properties.

If any valuable or invaluable articles such as fabrics, coins, artifacts, structures, or otherarchaeological relics are discovered, the excavation will be stopped and ArchaeologyDepartment of Uttar Pradesh or Bihar, as the case may be. will be intimated. At these chancefind locations, Archaeologists will supervise the excavation to avoid any damage to the relics.

7-10


7.2.8 HUMAN HEALTH

Construction Stage

At every workplace, good, and sufficient water supply will be maintained to avoidwaterborne/water-related and water-based diseases and to secure the health of workers.

Adequate drainage, sanitation and waste disposal will be provided at workplaces. Preventivemedical care will be provided to workers.

7.2.9 ROAD SAFETY

Design Stage

Design Improvements at curves, segregating slow moving traffic in the market places by servicelanes, provision of wider median in rural stretches and plantation of shrubs under trees to avoidthe glare of vehicles moving in opposite directions during night are some of the design solutionsprovided. Provision of proper signage, proper lighting arrangements will be made.

Construction Stage

Traffic management plan will be developed, especially in congested locations. Traffic controlmeasures including speed limits will be enforced strictly. Further growth of encroachment andsquatting within the ROW will be discouraged.

7.3 BUDGEET FOR ENVIRONMENTAL COMPONENTS

The environmental budget for the various environmental management measures proposed inthe environmental management plans, the environmental monitoring plans and the trainingprogramme is given in Table 10.3(chapter 10). Further details with respect to the location, unitsof measurement, and rates applicable are given in the respective EMP documents.

Of the total environmental budget of Rs.155.2 million, Rs.106.6 million towards the cost ofcompensatory afforestation.

7-11

8 COMMUNITY CONSULTATIONThis chapter presents the community consultations carried out in the project stretch (all construction packages underthe consultancy packages 11, 111, IV & V) and the incorporation of various issues in the project.

8.1 INTRODUCTION

Public participation and community consultation has been taken up as an integral part of socialand environmental assessment process in the various project packages of the Third NationalHighway Project. Carried out at various stages of the project preparation, the publicparticipation has been viewed as a continuous two way process, involving promoting of publicunderstanding of the processes and mechanisms through which developmental problems andneeds are investigated and solved.

8.2 OBJECTIVES

The community consultation process was taken up in the various project packages with thefollowing objectives:

* To educate the potentially impacted communities/individuals about the proposed courseof action and the project altematives.

• To solicit the views of affected communities/individuals on environmental componentsand the significance of impacts.

* To allow the affected communities/individuals to provide input into crucial decisions asproject design and the selection of mitigation, compensation and monitoring strategiesbefore any irrevocable decisions are taken.

* To stimulate community self evaluation and analysis* To serve as an important tool for collecting information about both the natural and the

human environments, much of which would never be accessible through moretraditional approaches of data collection and

* To ensure lessening of public resistance to change by providing them a platform in thedecision making process.

8.3 PUBLIC CONSULTATION METHODOLOGY

The consultation process established for the project has employed a range of formal andinformal consultative tools including in depth interviews with key informants, Focus GroupDiscussions (FGDs), Meetings and Workshops. The enactment of the participation andconsultations with the stakeholders, was done at three levels throughout the project preparationstage.

Local/Village level Consultations

These consultations were held in rural, suburban and urban areas along the corridor of impactof the project road to inform people about the purpose and preliminary design of the project inorder to get peoples opinion and issues of concern. Village/local level consultations were held atlocations having substantial no of likely project affected people.

8-1


District Level Consultations

The second phase of public consultations was conducted at the district level wherein concernedGovt. authorized leaders, NGOs and PAPs were involved. These consultations were organized bythe District Magistrate of the concerned district.

State Level Consultations

State level consultations were conducted as the lost level of consultation, involving theconcerned state organizations such as State Pollution Control Boards, Public Works Departmentsetc.

The consultation sessions are proposed to be continued during the implementation andmonitoring stages of the project.

8.3.1 PUBLIC CONSULTATION SESSIONS

The Public Consultation has been carried out at various stages of project preparation, includingat the environmental screening stage, Feasibility stage and the Environmental AssessmentPreparation stage. Table 8.5 lists the locations where Public Consultation was conducted alongthe various project packages. Following Table 8.1 gives a summary of the public consultationprocess in this project.

Table 8.1: Public Consultation Sessions in the Project

Door to Focus Group Expert Stakeholders' District TotalDoor Discussions Consultation Consultation Level

Personal (district) (district) (district) PublicInterview Hearing

_____i (disbrict)

II 2 2 2 2 3 11

III . 5 5 - 1 1 12

IV 5 5 4 1 15

V 4 2 1 4 11

Total 16 14 2 a [ 9 49

The process of Public Consultation started with familiarization of people with the basic conceptof the project and the proposed widening. The process of data collection was not restricted tosimple question and answer sessions but an effort was made to address the apprehensions andqueries of the people living along the project highway and therefore likely to be impacted by theproject. Further, Focus group Discussions were held at locations where a specific type ofcommunity was likely to be affected.

The extent or the likely level of adverse impacts was one of the major criteria in decidinglocations for public consultation sessions.

8.3.2 DISTRICT LEVEL PUBLIC HEARINGS

Realising that the Public Hearings serve as an excellent means of consultation and participativeprocess, the Environmental Clearance procedures of the Government of India has made a PublicHearing at the District level, to be conducted by the State Pollution Control Board, mandatoryfor development projects of such magnitude.

8-2

Thfrd National Highways Project

Public hearings were conducted at various districts under the chairmanship of the respectiveDistrict Magistrates. The details of the public hearings have been listed in the following Table8.2.

Table 8.2: Locations of Public Hearing Meetings

S. No. Package District Location Date1. Fatehpur Fatehpur 26 July, 1999

2. II Kanpur Dehat KAnpur 30 July 1999

3. |________ Kanpur Nagar Kanpur 19 August 1999

: T III Sant Ravidas Nagar Gopiganj 5 July, 1999

6. VN Kaimur Mohania 19 August 1999

| _7. | v Hazaribag Barhi | 21, August, 1999

Source: Individual EIA Reports.

8.3.3 MECHANISM FOR ONGOING PUBLIC CONSULTATION

In all the four project packages of the project, it has been fully realised that, to redress theenvironmental issues likely to surface during construction and operational phases, a constantcommunication needs to be established with the affected communities and the road users. Thishas been ensured by regular progress monitoring of the construction and inviting suggestions/complaints through grievance redressal cells under the PIUs and with cooperation of the NGOs.Meetings will be organized with the project affected and the various stakeholders at regularintervals at the potential hotspot/sensitive locations before and during the construction period.

8.4 COMMUNITY CONCERNS

Consultation with the communities resulted in arriving at design solutions, appropriate andconducive to the felt needs of the people. Comprehensive documentation about ecosystemcomponents, hotspots and community networks enabled minimising the possible impacts. Someof the concerns and issues raised by the people were applicable for the whole project whereassome were specific to certain- locations. The issues more pertinent to the natural environmentonly are being discussed in this section, although there were other significant social issuesparticularly on impacts to individual properties, displacement of people etc.

8.4.1 ISSUES RAISED BY THE COMMUNITIES

The concerns and issues surfaced during the community consultation process have beenbroadly summed in the following sub-sections. For further details, see Table 8.3.

Air and Noise Pollution

Residents of Rania Padao, Rama Devi, Chaudagara, Bagodar (km333), Singhrawan, Chauparan,Bara Chatti, Sherghati, Barhi and Isri Bazaar were very much concerned regarding the dust andair pollutants from vehicle emissions. It was a general opinion that in the congested areas, thenoise level are higher. The participants felt that the widening of the highway or provision of abypass or a flyover could reduce the noise level. Road condition and traffic delay along withdust, air and noise pollution due to bad road condition and overloading of trucks were the majorissues people felt need to be resolved immediately.

8-3


Traffic Congestion

Another issue found critical was congestion and associated traffic delays. Suggestions in thisregard were four laning of highway, bypasses for congested areas, improvement ofintersections, etc. Truck Drivers, residents and almost all road users at Thariyon, Bhaunti,Muredpur, Usraina, Rania, Rama Devi, Fatehpur and Bilinnda wanted the project to address (onpriority basis) the problem of traffic congestion and bottlenecks created due to inadequatewidth of the highway. They noted that this issue was severe at bridges, road intersections andmarket areas along the road and underpasses at busy location would solve their problems.

Roadside Trees

Regardirig the removal of roadside trees, local people were concerned. At several locations, thelocal people were willing to trade the temporary damage of losing the community trees againstthe future 4-lane and well-paved road. In some areas, people showed their interest ingetting the roadside eucalyptus trees removed as they were proving to be a menace.Instead, people suggested the plantation of fruit bearing trees and flowering trees to improvethe aesthetics and visual quality of the road. The choice of the trees to be replanted should becarefully made, must be local and traditional in nature and not exotic species as has beenplanted under social forestry plan. Almost all the participants of the meetings conducted inBara. Sikandra, Rania, Rama Devi Fatehpur, Bilinda showed their concern about cutting of trees.The general view was that fruit bearing and shade trees should be planted along the projectroad. Forest officials of Allahabad and Kaushambi District were concerned about the number oftrees being cut due to the proposed project and necessary norms and regulations concerningafforestation. The Panchayat and Social Welfare Department of Kaushambi and DFO of Gayaand Hazaribagh were especially concerned about local and traditional species of trees beingselected for afforestation.

Water bodies

People were concerned regarding the quality of the surface water bodies and streams along theproject -corridor. These water bodies are mainly used for irrigation and for various domesticpurposes as bathing, washing clothes and washing cattle or vehicles and religious functions.Participants were concerned about their community resources especially the ponds likely to beaffected by the project. Villagers of Madanpur (kml86) and Bagodar (km333) reiterated thatwater quality of ponds and water resources along the project road should not deteriorate due toroad construction and allied activities. People of Mohania felt that the project could contribute toincreasing the depth of ponds in their locality.

Accidents and Safety

Road safety was a major concern in settlement stretches along the road and at various sensitivelanduses as schools, hospitals etc. Such areas, prone to accidents, would become morevulnerable in terms of road safety, particularly in the operation phase, when the vehicle speedswould increase. There were suggestions for safe passages and underpasses in such areas. Incase of raised embankments also people were concemed for proper road crossings and accessroads. It was observed that all the participants living close to the NH-2 were primarilyconcemed about safety. Truckers as well as other road users shared this view. They suggestedprovision of service lanes, especially in congested areas such as Ajuha Market (kml29-130).The unanimous view was that the vehicular traffic should be segregated from pedestrian trafficby provision of footpaths, proper road signs and signals, especially near schools residential andmarket places. Participants at Mohania suggested crossings at locations of high embankmentswhile people at Aurangabad suggested design of flyover at the Barun Railway Crossing.

8-4

Third Nationai h,gnkways Project

Roadside Drainage

Problem of water logging was reported in settlement areas. In some areas people showedconcern for provision of better roadside drainage. Drainage issues figured prominently andvaried from place to place during the public consultation meetings. The residents living aroundindustrial township of Rannia falling under the district of Kanpur Dehat complained about theuntreated effluents of the nearby industries being flowned along the national highway. It wassuggested by them that the effluents should be treated and then taken along a channel to theoutlet point. People broadly objected for out-letting these untreated effluents in any river/channel since it may endanger their health. It may be noted that the treatment of the industrialeffluents is an activity to be undertaken by the Department of industries. The project may onlytake up the people's grievance to the concerned department for putting up an industrial effluenttreatment plant at Rannia, A drainage channel is, however, been proposed to be constructed bythe project. Participants of Mohania felt that the roadside drains should be connected to theexisting drainage system. All in all, water logging and poor road side drainage were the issuesthat the residents felt should be resolved by the project.

Roadside Amenities

Suggestions were given for roadside toilets, particularly in urban areas. Service lanes wererequested in market places. Rest areas and better bus stands were also talked about. Parkinglots near urban and market areas were suggested. Some of the participants at Mohania andAurangabad wanted highway amenities such as public conveniences, dhaba, restaurants,telephone booths, to be put up at convenient locations along the highway. Truck drivers whoattended the meetings at Chaudagara and Bhognipur suggested truck parking lay byes beprovided especially at Gulamipur and proper lighting and signages be put up along the road.Residents of Rani, Rama Devi, Fatehpur and Bilinda suggested that rest areas be planned attheir localities along the highway.

CulturaUReligious Structures

Local communities were anxious about the impact on their religious structures. They alsoprovided suggestions for protection, relocation and enhancement of these structures. Impactson religious structures were viewed with concern in all the project consultations. Residents ofShivsagar strongly felt that these should be no impact on the Shivsagar temple and the sacredpon. Participants felt that religions structures should be protected from all adverse impacts.

8.4.2 ACCOMMODATION OF THE ISSUES RAISED IN THE PROJECT

The issues identified during the community consultation exercise formed valuable inputs intothe design process and subsequently formed the basis for design of mitigation measures forspecific locations. The community consultation exercise not only helped to identify and prioritisethe issues of concem but also provided solutions for the same through this interactive process.Various mitigation measures suggested by the people themselves have been listed in thefollowing Tables 8.3 and 8.4. The measures have been weighed for their suitability andaccordingly incorporated, in the details of which can be referred to in chapter 7 on mitigationmeasures and in the Environmental Management Plans prepared separately for each of the 8Contract Packages.

8-5

Thi,rd National highways Project

Table 8.3: Issue wise mitigation measures

S. E Issue Mitigation measures suggested -No.|

Dust and Air Pollution . Trees & shrubs known to be natural sink for air would beplanted along the highway & medianR* oad widening, provision of laybyes to avoid congestion

. Turfing on earthen slopesl Roadside tree plantation to be restored and maintained, New sites (for gram panchayat land, etc) near the road to be

identified for afforestation.

Increased noise levels . Noise attenuating wall will be provided

* No horns sings will be posted near schools, colleges andhospitals

* Tree plantation and development of green belts along theproject corridor abutting the settlement to attenuate the noisedue to traffic

Congestion and traffic . Improvement of intersectionsjam i Provision of Flyover

! Provision of bypass

Road widening to remove traffic jams

* Erecting the service lanes

r It . ~~~~~~Developing underpasses at markets

Loss of trees . Tree deanng within RoW will be avoided beyond what is directlyrequired for construction activities and or to reduce accidents

. Giant neighbourhood trees recognized locally as important willbe preserved and engineering designs modified to accommodatethem.

. Fruit bearing trees and shade trees should be planted

l Trees dearing with!n RoW should be avoided beyond what isrequired for construction activities

Impact on cultural . Identified sites of cultural heritage are to be preservedproperties * At location where unavoidable, the religious structures within

RoW should be shifted only after consultation with localcommunity. Proper relocation of such structure will be done.

Road side amenities * Facilities like dhaba, restaurants, repair and spare parts shops,toilets, resting places, parking lots, PCOs etc. should be providedat the rate of one or two per 100km.

| Rest Areas to be provided along the highway

I . Truck stoppage site (lay bye) to be provided

I Dividers to be provided to segregate traffic

| Proper lighting should be done at accident prone locations

Road safety . Service lane to be provided to separate local traffic from throughtraffic

8-6

Third National Highwp-' Project

S. Issue Mitigation measures suggestedNo.

* Provision of service roads

. Vehicular and pedestrian traffic to be -segregated by providingfootpaths

. Proper highway signals to be provided

. Widening of bridges to avoid accidents

. Contingency plans for accidents. Location of traffic control roomat regular intervals of 100 km.

. Traffic management plan to be developed, especially incongested locations

* Traffic control measures including speed limits to be enforcedstrictly

. Grade level pedestrian crossingDrainage . At locations where flood waters (12 to 15 years return period)

rise up to the road level or overtop of the road, the sections areto be raised suitably along with the cross-drainage structures.

* The length of some of the bridges has been increased to includeflood flows of high intensity.

Loss of water bodies * Community ponds will be avoided as far as possible. In case of filling required equal replacement would be done.

Table 8.4: Specific issues Raised and measures taken - Project Packages II through V

Brief Description Relevant Road w Individual or Measures Taken.of issues/ Section /Area a Organisation

Suggestions Raising it

AirThe dust and other Settlement areas II Local . Trees & shrubs known to be natural sink forair Pollutants from Residents of air would be planted along the highway &the emission of the Rania Padao, median.! vehicles, which Rama Devi & . Provision of raised carriageway

i causes the | Chaudagradeterioration in the . Improvement of intersectionsair quality. . Road widening, provision of laybyes to avoid

congestion! |*. Turfing on earthen slopes, turfing of earthen

shoulders

I Checking of vehicular emissions of SPM, RPM,SO2, NO%, CO, Pb, HC.

8-7


Brief Description Relevant Road v Individual or Measures Taken.of issues/ Section /Area m Organisation


Settlement areas IV Local . Roadside tree plantation to be restored andResidents maintained

. New sites (for gram panchayat land, etc.)near the road to be identified forafforestation.

-Monitoring of air quality for various pollutantparameters thrice a year should be conductedto record the levels and judge the success of

_____________ .mitigation measures

Bagodar V Local Air monitoring during costruction and(km333), Residents. operation stages-Singhrawan,Chauparan, BaraChatti,Sherghati, Barhi,Isri Bazar

NoiseThe noise level is In congested II | Local | . Noise attenuating wall will be providedhigher because of areas and Residents of No homs signs will be posted near schools,heavy vehicular intersections Rania, colleges and hospitalstraffic and honking Jainpur,of horns Rama Devi, Provision of raised carriageway; Improvement

Chaudagra & of intersectionsAung . Tree plantation and development of green

belts along the project corridor abutting thesettlement

Near hospitals, IV Local . Tree plantation will help reducing noiseschools and residents, spread to near by areascourts, teachers. * No hom signs for sensitive/silence zonessettlement areas (Hospitals/Schools/cpurts) would be erected.

Bagodar, V Local People . Noise monitoring would be conductedSingharawan . of Bagodar

andSingharawan.

Traffic congestion i

Congestion and All along the 11 Truckers in . Provision of raised carriagewaytraffic jams due to highway FGDs and . Improvement of intersections

1 inadequate width of particularly in People livinghighway and jcongested areas near the e Road widening, provision of laybyes to avoidaccidents during bridges and Highway in congestionovertaking intersections. Thariyon, . Provision of bypass at Bilinda and Thariyaon

Bhaunti,Mureedpur,Usraina,Rania, RamaDevi,Fatehpur, &Bilinda

8-8

Third IVational highways Project

Brief Description Relevant Road w Individual or Measures Taken.of issues/ Section /Area a Organisation

Suggestions X Raising it'L

Market areas III Road users . Road widening to remove traffic jams.

. Erecting the service lanes

. Developing underpasses at markets

Barhi, Isri, V Truck . 5.5 km long existing portion of the highway atGorhar Bridge Drivers/ Local Barhi has been provided with bye-pass on the

Residents northem side, about 1 km away from theexisting alignment.

. 5.35 km diversion road as a bye-pass hasbeen provided to avoid the most critically

- . -congested area at Dumri- Isri Bazar.

Flora

Save trees as much Throughout the II Local . Tree clearing within ROW will be avoided1 as possible highway Residents of beyond what is directly required for

Rania, Rama construction activities and or to reduceDevi, accidents.Fatehpur & . Giant neighbourhood trees recognised locallyBilinda as important will be preserved and

i ____________ . _________ .___________ engineering designs modified to

Eucalyptus trees Bara -Sikandra II Public in Bara- accommodate themshould be removed Area -Sikandraas they cause area

| damage to thecultivation and fruitBearing trees andshade trees shouldbe planted instead

New plants shouldbe planted beforeolder trees are cut

Tree cutting and Roadside III Forest . Trees will be removed as per Design, withAfforestation officers of prior approval of DFO

Alahabad and . Areas of tree plantation cleared will beKaushambi replaced according to compensatoryDistrict Afforestation Policy under Forest Conservation

Act-1980. (Two trees planted to oneremoved)

. Trees clearing within ROW should be avoidedbeyond what is required for constructionactivities.

. Planting grasses and herbal cover at theembankment of new carriage way.

Roadside IV Local . Compensatory afforestation at the ratio of 1:2Residents as per forest conservation act.

* Minimising tree cutting through shifting of89 alignmcnt.8-9-

. Giant trees will be saved till they do not provedangerous to the traffic


Brief Description Relevant Road j Individual or Measures Taken.of issues/ Section /Area m Organisation


* I Mohania IV Participants,district levelmeeting at

i | _______________ _____ M ohania

V LocalResidents

Species of trees to Villages of III Panchayat * Plantation scheme would contain keystonebe planted Kaushambi and Social species to maintain biodiversity.

Welfare . Improvement of density of vegetation byDepartment plantng such species.officers of! Kaushambi. . Selection of species as per DFOs suggestion

Local and Roadside V DFO GayaTraditional species andto be planted Hazaribagh

Plantation in areas Rural area of III Panchayat . Plantation of trees and shrubs throughout the.where there is no Khaga and NGOs of highway and medians.vegetabon presentiy Khaga

Bypasses

Bypass to avoid Bhognipur, II Residents of Flyover at Bhognipursettlement Rajpur, Bilinda, the respectve . Bypasses at Bilinda and Tharnyaon

Malwa, settlement inThariyon, FGDs. . Shifting of alignment to south at Aung, MalmaSanwara . Shifting of alignment to north at Khaga and

Usraina.

Aung II GramPradhan ofAung inDistrict levelworkshop

South side Aung II Participantsalignment to avoid of FGD atTemple Aung

Bypass to save Saidraja IV Participants, . Bypasslarge scale district leveldismantding, Big meeting atMosque, Shnine, ChandauliTemple

Cultural properties

8-10


*Brief Description Relevant Road w Individual or Measures Taken.of issues/ Section /Area m Organisation

Suggestions u Raising it

Protection of Shiv Shiv Sagar IV Local . Avoidance by shifting the allignmentsagar temple and Residents . Identified sites of cultural heritage are to besacred Pond preserved

. At location where unavoidable, the religiousReestablishment of Mohania IV Participants, structures within ROW should be shifted onlyreligious structures district level after consultation with local community.

I coming within CoI. meeting at Proper relocation of such structure will beThey requested to Mohania donethink over theHanuman templesituated at thechandani chowk

! Road side amenities

Highway side Urban Areas IV Raja Talab, . Provided as far as applicable and possible.amenities to be Mohania andprovided eg., Sulab AurangabadToilet

Yatri sheds Various locations IV Mohania____________________ along highway

Rest Areas to be Rania, Rama II -People livingprovided along the Devi, Fatehpur & near thehighway | Bilinda Highway

Facilities like l Pukhrayan II Truckers, * Shopping complex of 20-25 shops coveringDhabas, bypass, Chaudagra the repair shops, medicine shops, restaurantsrestaurants, repair Machcha, and and recreation. Planting omamental andand spare parts *Nabipur, Bhognipur shade trees to improve the complexshops, toilets, Bhaunti, aesthetically.resting places, Barajode,parking lots, PCOs Chaudagra andshould.be provided Bhognipurat the rate of one ortwo per 100 km.

Truck stoppage site Gulamipur III Local people . Provision of a Lay-byl l and Petrol-

_____________ _ lpump owners

t Dividers must be [ Throughout the II Truckers in . Segregation of through traffic and local trafficprovided to Corndor FGDs will be carried out in congested areas throughsegregate traffic in service lanesto avoid accidents.

the opposite . Providing median to prevent head-on collisiondirection

Proper Lighting Bridges and II Truckers inshould be done at Congested Areas FGDsaccident prone |

I locations

Road safety

Service Lane should Congested Areas II Truckers in | Provided.1be provided to_I_I

8-11


Brief Description Relevant Road w Individual or Measures Taken.cmof issues/ Section /Area X Organisation

.Suggestions u Raising it'UA.M

separate local traffic FGDs

Provision of service Ajuha market III People living . Erection of service lanesroad km129-130 near the

Highway

Urbanised areas IV Participants, . Service lane provided at major urban areas.on Aurangabad district levelbypass meeting at(Existing). Aurangabad.

Madanpur, V Truck drivers . 500m service road on sides has beenl Sherghab, and local provided at MadanpurDobhi, . Residents . 830m service roads on both sides have beenChauparan l provided with a underpass at Sherghati

* 600m service road on both sides with gradeseparation; with provision of 16m wideunderpass to segregate Gaya - Chatra traffic.This intersection design will segregate thecross traffic movement from the highwaymovement at Dobhi

Vehicular traffic and Urban areas and II Truckers in . Providing median to prevent head-on collisionPadestrian traffic Congested areas FGDs . Providing antiglare screen where medianshould be width <5 m/RCW

lsegregated by lsegrevidingafooted ths b Signages at curves and junctions, schools,providing footpathscieges and hospitals

Proper highway II Truckers in colesian ospilssignals l FGDs . Provision of guard rails where

embankment/RCW height >2.5 m. ROBs andWidening Df Bridges II Truckers ih bridgesto avoid acdidents FGDs

. Segregabon of through traffic and local trafficContingency plans II Truckers in will be carried out in congested areas throughfor accidents. FGDs service lanes to avoid acddents.Location of trafficcontrol room at . Providing adequate sight distance at curves

on highways by removal of all existingregular intervals of obstructions.

Road Safety near Raja Talab III Teachers and . Traffic management plan to be developed,school local MLAs especially in congested locations

. Traffic control measures induding speedlimits to be enforced strictly.

. Further growth of encroachment andsquatting on ROW to be discouraged.

Road Safety IV Participants, * Through realignment and proper signageStart of VRM Idistrict levelbypass, Raja | meeting atTalab | Raja Talab

lanka Chitaipur IV Partiapants,I l ~~~~Lanka Chitaipur ditrc leve...................l

crossing, Kml2 distrct levelVRM ~~~~~meeting at

I Raja Talab

1l 1 { 1 8-12

Th,rd National Highways Project

r~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ .Brief Description Relevant Road j Individual or Measures Taken.

of issues/ Section /Area i I OrganisationSuggestions I Raising it

Sherghati V Local * Service roads n settlement areas(210km), Isri, Residents/ * UnderpassesGorhar, Barhi, Truck DriversSinghrawan,Mad and Police * Safe access to schoolsanpur. * Grade level pedestrian crossing

l _________________ _______________ _____________ Improved intersection design

| Proper crossing at. Mohania urban IV Participants, a Underpasses provided with service roadshigh embankments area district level

meeting atMohania

Flyover Barun Railway IV Participants, * ROB proposed at Barun railway crossing atcrossing district level km. 143

meeting at|_ __ _ Aurangabad

Drainage

Rania II DM, Kanpur . Water quality monitoring in Rania industrialDehat at area

!Industrial effluent Distict Level . Matter will be taken up with the concemedtreatment plant P. departments for setting up of the industrial

I t ; effluent treatment plant. Project plans to! construct drainage channel for the treated

effluents.

Problem of water Chaudagra II FGDlogging Industrial Area

Roadside Drainage Chandauli IV Participants, . At locatons where flood waters (12 to 15market district level years return period) raises upto the road level

meeting at or over top of the road, the sections are to beChandauli raised suitably along with the cross-drainage

Outlet of roadside- Mohania IV Participants, structuresdrainage should be district level * The length of some of the bridges has been

i in the drain situated meeting at increased to indude flood flows of highat the crossing of Mohania, intensity.station road, which | Rajesh Kumar * The existing course of the river and canals oris presently Singh (CO streams maintained at all locations.connected to Mohania)Durgawati river.

Water logging and Isri Bazar, V Local . Proper drainage providedpoor roadside Chauparan, ResidentsDrainage Sherghati, during FGDs

Barachatti,Bagodar

Water bodies

Increasing the | Mohania (69 km) J IV Participants, . All the ponds have been saved except thedepth of Ponds district level shivsagar tank which will be partly

meeting at affected.For the required filling, equalMohania replacement would be done

Protection of Madanpur V Villagers from . Community ponds will be avoided as far asCommunity Ponds (186)and Madanpur possible

Bagodar(3343 and Bagodar . In case of filling required equal replacement8-13 would be done.

. in sections along the river, earth and stonesshould be property disposed of so as not to


Brief Description Relevant Road ii Individual or Measures Taken.of issues/ Section /Area E Organisation

Suggestions I.X Raising it.~~~~~~ Raiin it

'U

Water quality of Madanpur and V Villagers fromstreams Bagodar Madanpur! _________________ - ______________ and Bagodar

Table 8.5: Public Consultation at Different Stages of Project

Date Level Type Location District Key Participants

Package-II

July/Aug. Individual Door to Door Entire Project Kanpur People living along the Project1998 Personal Stretch, Ramia District Highway

Contacts Padao, JainnpurJuly & Individual Door to Door Entire Project Fatehpur People living along the ProjectAugust Personal Stretch and Highway1998 Contact .

12 feb. 98 Village Focus group Bhima, Ramia Kanpur Women, agricutturists, weaker-to Feb. 99 discussions secion, truckers

I 20,22 and Village Focus group Bilinda, Malwan Women, agriculturists, weaker .23 Feb. 99 discussions an Thariyaon section, truckers

I (FGDs)_r _ = __

.26 July District District Level I Shabhagar, DM Fatehpur Stakeholders, Gram Pradhans, rep1999 Public Office Fatehpur of Govt. Deptt, Public reps, Opinion

Hearing leaders & DM

20.3.99 District District level CGrcuit house, Kanpur Stakeholders, Gram Pradhans, repstakeholder Kanpur of Govt. Deptt, Public reps, Opinionconsultation ieaders & DMworkshop

16 apr. 99 District District level Shabhagar, DM Fatehpur Stakeholders, Gram Pradhans, repstakeholder Office Fatehpur of Govt. Deptt, Public reps, Opinionconsultation leaders & DM

______ workshop .__ _i

July 1992 State & Consultation Kanpur, Lucknow - Director MoEF Model Officer, DFOto May Centre with Experts and New Delhi & Rangers UP Forest, RO, Member1999 Govt. sEcy, CEU PPCB, VC, KDA, CE,* t _________ KDA, DM and CDO Kanpur Dehat

JULY 1998 State & Consultation Kanpur, Fatehpur, Directors MoEF, Model Officer, DFOTO May Centre with experts Lucknow & New & Rangers Forest Deptt UP,1999 Govt. j Delhi Member Secy, CE, RO, UPPCB,

i Coommissioner Kanpur,. CE, VC,Package KDA DM & CDO Fatehpur District

Package-III|

August98 Individual Door to Door Ajuha Fatehpur Intellectuals and shop keepersPersonal IContacts I

8-14


Date Level Type Location District Key Participants

August 98 Individual Door to Door I Saini Kaushambi Businessmen-and local publicPersonalContacts

August 98 Individual Door to Door Handia Allahabad Teachers and studentsPersonalContacts

August 98 Individual Door to Door Gopiganj Sant People on ROWPersonal RavidarContacts Nagar

August 98 Individual Door to Door Raja Talab Varanasi SquattersPersonalContacts

December Village Focus group Khaga Fatehpur Literate and illiterate villagers98 discussions

(FGDs)

December Village Focus group Gulamipur Kaushambi Having earning on ROW & private98 discussions owners of shops, petrol pumps,

(FGDs) Dhabas etc.

December Village Focus group Handia Allahabad Forest officers, Tahsildars, people98 discussions from utility departments etc.

(FGDs)

December Village Focus group Jangiganj & Sant Police officers,owners and users of98 discussions Madhosingh Ravidas religious structures, officers of

(FGDs) Nagar Municipality etc.

December Village Focus group Raja Talab Varanasi Owners and workers of carpet98 discussions industry, brick kin makers and

_________ (FGDs) common people

17 July 99 District District level Saini Kaushambi Press reporters of both English andstakeholder Hindi newspapers, K.S. Mishraconsultation District Social welfare officer,workshop Kaushambi, NGOs, Forest officers,

Project economist, ConsultantsBridge experts, Sarpanch, BDO,CDO etc.

5 July 99 District District level Gopiganj Saint District Maistrate Sant RavidasPublic Ravidas nagar,Pradhans of villagers, LocalHearing Nagar NGOs, MLA, Social workers, CDO,

BDO,K.K. Srinivastav - PollutionDepartment, DFO, Executive,Engineer - electricity Department,Director- Jal Nigam Director -

___________ ___________ - ____________ Fisheries etc.

Package-IV

0.5.10.98 | Individual Door to Door km318.12_VRM VaranasiPersonalContacts

14.5.98 Individual Door to Door km32.41 ChandauliPersonalContacts

18.598 Individual Door to Door km58, 69, 93 KaimurPersonalContacts

8-15

__Third National Highways Project

Date Level Type Location District ;-Key Participants

21.5.98 Individual Door to Door kmlnB, 134 Rothas |PersonalContacts

24.5.98 Individual Door to Door km159, 175 AurangabadPersonal

i _________ Contacts

22.9.98 Village FGD km318 Varanasi

23.9.98 Village FGD km28, 31, 40, 45 Chandauli _

24.9.98 Village FGD km59, 70, 92 Kaimur l

25.9.98 Village FGD kmlO6, 120, 133 Rothas

26.9.98 Village FGD km148, 153, 159, Aurangabadl ~~~~~~~175

09.9.99 Distrct District level Raja Talab Varanasi Addl. D.M., Varanasi; P.D., NHAI,stakeholder Alilahabad; Manager,NHAI,consultation Varanasi; Manager NHAI,workshop Allahabad; Lokpal, Other officers &

public

06.3.99 District District level Chandauli Chandauli P.D., NHAI, Varanasi, DFO,stakeholder Manager, NHAI; E.E. PWD; E.E.consultation Jalnigum; SDO, Sakaldiha; SDO,workshop Chandauli; P.D, D.R.D.A.; B.D.O,

Thanapur; BDO, Niamatabad; BDO,Barhani; BDO, Sadar; Tahasildar,Other officer & public

06.04.99 District District level Mohania Kaimur, P.D., NHAI, Varanasi; Manager,stakeholder NHAI, Varanasi; S.D.O, Mohania;consultation C.I., Durgawati ; C.I., Durgawati;workshop D.C.L.R., Mohania ; CO.,

Mohannia; E.E., N.H. Marg,Mohania; A.E., N.H. Marg,Mohania; P.D., NHAI, Varanasi;S.E. (Electrical), Sasaram;Manager, NHAI , Varanasi ; Addl.D.M.,, Sasaram; M.L.A., Sasaram;D.P.O., Ssaram; ChairmanMunicipality; AddI. D.M. (Retd.)Sasaram; Advocate/Reporters;Social workers; ADM, Sasaram;D.D.O., Sasaram; Reporter; OtherOfficers & Public

District District level Aurangabad Aurangabad P.D., NHAI, Varanasi; ADM,| stakelolder Aurangabad; D. Mining Officer,

consultation Aurangabad; Asst. Engg.workshop (Electrical), Aurangabad ; C.O.,

Aurangabad ; Manager, NHAI,Varanasi ; S.D.O, Aurangabad;

___________ l___________ l____________ _ lCOther officer & Public

19.8.99 | State & District level Mohania Bihar Chairman PCB, Bihar; SuaraCentre Public village; D.F.O. Sasaram; C.O.Govt. Hearing Mohania; SDO Mohania; Senior

___________ - ___________ L ____________ ________________ l ________ _ | Citizens; ADM Sasaram ; D.F.O.8-16


Date LLcvel Type Location District Key ParticipantsSasaram; Deputy Advisor; PCBPatna; Journalist Sasaram; MLARepresentative, Durgawati; MLARepresenntative,; Mohania; VDORepresentative, Mohania; A.E. NH,Durgawati, CO Mohania; ZonalOfficer PCB, Patna ; ManagerNHAI, Varanasi ; Scientist SPCB;Biihar; PD NHAI, Varanasi -Manager, NHAI, Varanasi; Ex-Chairman, Nagar palica; Sasaram

Package-V

June 1998 Individual Door to Door Dobhi Gaya/Hazari Forest,DepartmentPersonal bag/Giridih/Contacts Dhanbad

June 1998 Individual Door to Door Madanpur Gaya/Hazari Local residentsPersonal bag/Giridih/Contacts Dhanbad .

June 1998 Individual Door to Door Sherghati Gaya/Hazari Truck driversPersonal bag/Giridih/Contacts Dhanbad

June 1998 T Individual Door to Door Bhalua Gaya/Hazari Dhaba ownersPersonal bag/Giridih/

I=_______._ Contacts Dhanbad

June 1998 Individual Door to Door Bagodar Gaya/Hazari Shop ownersPersonal bag/Giridih/Contacts Dhanbad .

June 1998 Individual Door to Door Isri Bazar Gaya/Hazari ResidentialPersonal bag/Giridih/Contacts Dhanbad

June 1998 Individual Door to Door Rajgaunj Gaya/Hazari NGOsPersonal bag/Giridih/Contacts Dhanbad

Sept. 98 Village Focus group Chauparan Gaya & Nari Jagaran kendraI discussions Hazaribag

Sept. 98 Village Focus group Barachatti Gaya & Jana Jagaran kendradiscussions Hazaribag

Sept. 98 Village Focus group Bhalua Gaya & Forest wildlife divisiondiscussions Hazaribag DFO's of Gaya/Hazaribag

May-Aug. District District level State Pollution Control Board99 stakeholder

consultationworkshop _ __!

8-17

Third National Highways Projert

9 ENVIRONMENTAL ENHANCEMENTS

For last 300 years, the Grand Trunk Road, re-christened later as National Highway No. 2, hasbeen a conduit for transportation of goods and people. It has been one of the importantlandmark features of Indo-Gangetic Plain by socially as well as economically linking its differentparts. Many historical texts have reference to this road as one of finest and grandest facilities inits class. The Third National Highway Project gives us a rare opportunity to retain some of itslost glory and ensure that a journey on any of its part is an enjoyable experience.

This chapter refers to the additional measures to be taken during the execution of theproject for the benefit of the road users and the surrounding communities of the Grand TrunkRoad. This does not include several other enhancements that occur inherently because of thenature. of the project such as improved drainage, pedestrian facilities, illumination in urbanstretches, prevention of existing erosion, overtopping and flooding etc. as these improvementsare in-built in the Highway design. Following are the objectives of environmental enhancementmeasures being described in the chapter.

* To enhance the appeal and environmental quality of the project corridor to its users,* To enhance visual quality along the highway, and* To generate goodwill among the local community towards the project, by the

enhancement of common property resources.

The various enhancement measures proposed for the different contract packages include:. Enhancement of road-side facilities (bus stops);* Improvement of aesthetic qualities of the project corridors (landscaping, selective tree

plantation);, Management of existing problems (dust pollution from crushing units, lack of shade to

the slow moving traffic);* Landscaping along the project corridor,a improvement of the natural resources for the local population (provision of fodder, fuel

wood, etc. by careful selection of species to be planted within the RoW) and,E Enhancement of cultural properties along the road.

In Section 9.1 and 9.2, enhancement measures of general nature applicable to all contractpackage II to V have been discussed while Section 9.3 covers details of enhancement asproposed under each package individually.

9.1 NATURAL ENVIRONMENT

9.1.1 LANDSCAPING

The stretch of NH-2 (Packages-II, III, IV and V) is proposed to be strengthened and reinforcedusing various techniques of soft landscapes, principally through planting of various types. Theplant materials proposed can be categorized into trees, shrubs, and ground covers.

Tree plantation schemes

Some basic norms to be followed in tree plantation scheme are:

1) Pure avenues plantation with single species (only to be) planted for a number of kilometers(or, the stretch between two market places) provide harmonious and pleasing look, and aregular and wavelike skyline. This row of trees forms the first and innermost line.

2) There is a remarkable coordination between the topography, shape of tree and sky.Accordingly, the umbrella-like acacias and gulmohars and semi-umbrella like neem, mahua,banyan, mango, and pipal of the alluvial plains of North India are admirably suited to theflat nature of the country.

9-1

Third National Highways Pnc-":"

3) Selection of tree species in outer rows (where multiple rows are to be grown' wereconsidered from economic point of view. Therefore, trees that provide fuel and fruit as wellas small timber for agricultural implements have been suggested. Some fuel and smalltimber producing trees include babul, bakain and mesquite (all of them are fast-growingtrees); the fruit producing trees are varieties of mango, kathal, guava and mahua.

4) Bamboos can easily be planted near ponds and have many uses in the farm and cottageindustry.

5) The plantation of trees according to different densities may be:* Sparse plantation: one linear row of trees plantation.* Medium density plantation: Two rows of tree plantation with this flowering shrub

plantation* Dense plantation: More than two rows of tree plantation with dense shrubs.

Criteria for selection of tree species

The planting type was decided based on their requirement and feasibility at various sites alongthe project corridors. Physical growth characteristics of trees, like form and shape, foliage androoting characteristics, growth rate, canopy type and branching pattern were the major criteriain the selection of plantation type and density. From climatological point of view, elimination ofsolar glare during low elevations of the sun was considered in the design decisions. Water tabledepths helped in the choice of plant material from the point of their survival rate afterplantation. In a tropical country like India, where the temperature during summer months mayrise up to a maximum of 46°C or more, the shade' is of greatest value to the travellers.Following are criteria for selection of species to be planted along the road at different locations.

- In stretches where the soil is largely alkaline, some salt-resistant varieties like Shisham,babul, Neem, Casuanna and Sins have been selected.

* In stretches where water logging occurs, on both sides of the road, the selection of treespecies should be from amongst the moisture loving trees, for example, Lagerestnoemaflos - reginae, ariuna (Terminalia arjuna), species of Cassia like C marginata. Cnodosa, C, siamea, and a variety of jamun, Syzygium operculala (the fruits are smalland not edible), Eucalyptus, Tanarix, Salix, etc.

a The tree species to be grown near the ponds and other water bodies indude Kadamba(Anthocephalus Cadamba), Sita Ashok (Saraca Indica), different varieties of Kachnar(Bauhinia Purpurea. B. Varnegata. B. Racemosa), Lagerestroemia Flos-Reginae,Peltophorum Ferrugineum Temple Tree (Pumaria Alba and P Acutitolia) etc.

i Some of the trees like Neem-Chameli (Milingtoni Hortensis), Gular (Ficus Glomerata),Jamun (Syzygium Jambolana) have very week wood and break easily in a wind storm.As a result, after the storm, roads become blocked and traffic is stopped for a longtime. Such trees are unsuitable for roadside avenues and should only be planted inouter rows.

. Near market places and congested areas, the trees known for behaving as 'pollutionsink' have been proposed. Though, trees in general absorb the pollutants, filter the airfrom pollutants, and act as noise barrier, but some trees like Neem (AzadirachtaIndica), Mango (Mangifera Indica), Ashok (Polyalthia Longifolhi), Putranjiva Roxburghil.Moulshree (Mimusops Elengf),Ficus Retura, Pakur (Ficus Infectoria), Shisham (DalbergiaSisso), Imli (Lamarindus Indica), Mahua (Bassia Latifolia) can do it in a better way.Near sensitive areas like schools and hospitals, tall trees with thick canopies can createa wind screen through which the air can be filtered and the noise levels be considerablyreduced. Some such trees are Ashok (Polyalthia Longifolia), Putranjiva Roxburgh,i andAlstonia Scholaris.Thorny trees like Acacia Arabica and Ber (ZizyphusjjuIuba) should be avoided since theirthorns are a nuisance for the pneumatic tyres- of motor vehicles.Along curves, especially in accident - prone areas, soft trunk trees shall be planted toreduce the impact of vehicle.In order to prevent glare from the headlights of incoming vehicles, various kinds ofshrubs and low-height trees are proposed in the median. The objective is to prevent

9-2


glare withes' blocking vision. Some recommended species are: Casuanna (Casuninaequisetioliia), Chandani (Tabernemontana), Kachnar (Bauhinia purpurea), PlumefiaRubra, P/umeria alba, Hamelia patens, Thespesia populnea, Jackaranda Mimosaefolia,Kaner (Thevetia nerifolia), etc.

.

On basis of the above criteria, the tree species recommended for landscaping of the Highwayhave been described in Table 9.1.

Table 9.1: Trees recommended for Plantation along Project Highway

Species of Plants / Bushes / Herbs r Minimum No. of Rows Distance from theBotanical Name Local Name edge of Cw (i)

Mangifera indica Mango 3 (Depends upon the 3 to 4I availability of space)

Azadirachta Indica ! Neem 2 3 to 4

Eucalyptus Atriodora Eucalyptus Only where stagnant water 3 to 4Globulus| exists

Bouhunia Pupuria Kanchan 3 3 to 4Acacia arabica Imli 2 3 to 4

| Ficus bengalensis Bargad - 2 5 to 6Delonix regia Gulmohar j 2 | 3to 6

Dalbergia sisso Shisham 2 3 to 6Ficus religiosa Pipal 3 3 to 6Acacia arabica Babul 3 3 to 6

Nyctanthes Harsingar 1 2 3 to 6Bauhinia variegata Kachnar l 2 3 to 6

9.1.2 UNDER GROWTH AND EDGES ALONG CLEAR ZONE

The clear zone along various corridors is of varied nature depending upon the differentembankment heights. Some areas have steep gradients that need intensive stone pitchingtreatment. In order to increase the structural stability of this type of treatments, plant materialssuch as shrubs and ground covers have been introduced in the interstices. They have beenused with emphasis on their rooting characteristics so that they help in binding the stonepitching treatments. In areas of high water table or water logging, special emphasis has beengiven on the selection of plant materials that can survive in moist conditions.

Developing herbal cover and turfing with grasses reduces the degree of soil erosion. The mostimportant grasses recommended at the outmost boundary of the RoW include Khas, kans andsarpat. The khas has an added advantage since its roots produce the scented oil used inperfumaries. Small cottage industries of perfumery can be developed in certain areas if suchplanting is carefully implemented.

9.1.3 ENHANCEMENT OF WATER BODIES

There are several water-bodies, drainage channels and canals along and across the projectcorridor. Depending upon their location and nature, they are used by different groups. In orderto make these water bodies more accessible and to enhance the water-front, landscapeproposals have been prepared based on the type of water body. Classification of water bodiesand their typical landscape design treatment are described in the following sub-sections.

Enhancement of Ponds

The ponds are used for various purposes including bathing, washing, fishing, growing water-fruits, livestock drinking and often irrigating the agricultural fields. The landscape treatmentincludes

9-3


* Provision of stepped access to the edge of water* *roviding flat boulders for washing* Stone pitching for slope stabilization towards roadside* Plantation of trees and shrubs for stabilisation of pond edge

* Provision of steps, washing ghats, sitting space etc on pond/lake periphery

Fig. 9.1: Provision of Stepped Access Fig. 9.2: Plantation of trees and shrubs

The water bodies proposed for enhancement in the various project packages have beenpresented in Table 9.2.

Table 9.2: Enhancement of Ponds

Package Location Distance from CL SideIIIA km 156-km 157 10 m North

11C km 248-km249 17 m South

IIIC km 255-km256 30 m South

IIIC km 264-km 265 20 m North

In C km 282-km283 10 m South

V km 186.900 27.5 m South

V km 334.000 30m. South

V km 338.240 15m North

V km 348.900 N.A. North

V km 381.800 N.A. South

V V km 387.750 N.A. North

V km 389.500 N.A. | South

Enhancement of Natural cross-drainage channels

The branch of Sasur Khaderi river crossing the Highway at km 131.5 in Package III-A requireslandscape treatment. The treatment involved are:

* Stepped access to the waterfront* Stone pitching on the bank* Plantation of trees and shrubs

9-4


9.2 PHYSICAL ENVIRONMENT

9.2.1 ENHANCEMENT OF EXISTING Bus STOPS

A visual survey of rural bus stops in the entire stretch revealed the inefficiency of the existingbus stop structures. The existing design is not suited to the local climate and thus only finds useduring the rainy season. Further, utility of these facilities varies according to the traffic volume,intensity of user groups, visibility of the moving traffic from the bus stop and comfort conditionswithin the bus stop. In places where bus stops already exist, changes should be incorporated toincrease the utility of these structures. Figure 10.3 shows generic enhancement measures forBus Stops identified in Table 9.3.

Table 9.3: Location of Bus-Stops along NH-2

Package } Location [ ChainageII Rasdhan 32.400- 32.550

Akbarpur RHS 3.750 - 3.900, LHS 3.900 to 4.050

Aung 41.9-42.050

Malwan 62.950-63.100Bara 448.950 - 449.100

IV In every village and semi-urban town along the

corridor

Soft landscape treatments like planting of shade trees and shrubs based on the solar path tocreate comfortable spaces for waiting passengers and other allied activities shall be done. Hardlandscape treatments like the provision of the proper frontage for the bus bay for smoothcirculation of vehicles is also proposed.

9.2.2 DESIGN OF NEw Bus STOPS

New Bus Stops would be provided with shade, benches and railings. Interpretative signagewould be displayed in Hindi and English that could deliver information about the bus numbers,origin & destination and routes of buses.

These areas would be paved slightly away from the proposed highway so as to reduce theeffect of congestion as well as air pollution.

*j4 owJ! Q ah-Of .OV IRE!

~~~~~~~~~~~~~~~~~~~~~~~~~~~S;, PA I

Figure 9.3: Generic sketch showing enhancement of bus stop

9-5

Third National *H!^h.toays Prject

These will be provided with toilet facilities and designed as per IRS: 80-1981. The oroposedbcations are on both the sides of places given in Table 9.3.

9.2.3 ENHANCEMENT OF MAJOR ROAD INTERSECTION AND ISLANDS

Road intersections are main nodal spaces along any corridor in terms of road aesthetics. Properlandscaping of the traffic islands and the surrounding areas shall integrate these features withthe surrounding landscape. A sense of place can be established by landscaping these areas,based on a theme that is characteristic of that locality.

The lay out of traffic intersections shall be fixed by the traffic needs of the junction. Thelandscape design has considered the basic standards of height limitations, appropriate sightlines and other geometric design elements that are applicable to each type of trafficintersection.

9.2.4 LAY-BYES

The lay-byes have been proposed where congestion of heavy commercial vehicles wasobserved. The proposed locations of lay-byes have been given in Table 9.4. The enhancementfacilities supporting the functioning of the lay-byes shall be as follows-

. An additional 12 m wide and 500 m long pavement on both sides (but alternating witheach other) shall be developed so that the flow of traffic in carriageway is notobstructed.

= Each location shall have 20-25 shops covering the repair shops, medicine shops,restaurants and recreation.

* The location of petrol pumps shall be close to such complexes.* Ormamental trees, shade trees and shrubs shall be planted in order to develop the area

aesthetically

Table 9.4: Proposed Lay-byes along NH-2

Package Place Chainage Remarks47.400-47.900 On LHS

49.400 - 49.900 On RHSnI 109.700-110.000 On RHS

km 455.600 to 456.200 - On both sides

km 469.150 to Km 469.650 On RHS of road

Gulamipur -

III Jangiganj -

jAural -

65-66,68-69,69-70,70-71,74-75,75-76,78-79,79-80,96-97,97-98,100-101,101-102,105-106,107-

IV ~~~~~108,108-109,109-110,141-142,143-144,144-145,148- BuBaspoieIV 149,149-150,150-151,153-154,154-155,155-156,158- Bus Bays provided

159,160-161,162-163,165-166,170-171,172-173,175-176

km 235.150-231.1

v BarachaKi km 288.7-289.00 Parking Places

km 343.225-343.595

9-6

Third National Highways Pro)ect

9.2.5 WAYSIDE FACILITY COMPLEXES (REST AREA)

Wayside facilities are planned to enhance the travelers' experience as well as the roadsideenvironment. The provision of a wayside facility has been proposed at Bara at km 450 inPackage II-A.

9.3 PACKAGE WISE DESCRIPTION OF ENHANCEMENT MEASURES

The various enhancement measures proposed under the different packages - II to V have beenpresented in the Table 9.5 and Table 9.6.

Table 9.5: ENHANCEMENT AREAS/ZONES - PACKAGE II TO V

Details I A II C III A III C IV B IV D VA VC

No. of major intersections 2 4 1 1 2 2. 4 6

No. of water bodies (lakes, rivers, ponds, canals) 7 3 4 4 12 8 N.A: 4 2

No. of new fly-overs 2 1 I I l N,A, 2 1

No. of new bus-bays/ bus-stops 4 2 1 6 45 N.A. 7 9

No. of new truck lay byes 2 2 1 6 1 N.A. 2 1

Table 9.6 summarises all the individual sub-heads discussed in the text above that would becovered under the enhancement plan.

Table 9.6: Enhancement measures proposed under different packages

Package Objectives | Features

provision of comfort to travellersimprovement of ecological conditons road-side plantations

aesthetics and landscape improvement provision of lay-byesstabilisation of roadside slopes & provision of wayside facility complexesembankments provision of bus-stops

maximization of benefits for the local provision of underpasses, service roads and footpathspopulation .

l1* Enhancement of road side facilities such as bus stops, restareas etc.

to increase the acceptability of the project Improvement of aesthetic qualities along the project road

to improve the over-all environmental Improvement of natural resources for local populationIII quality of the surrounding areas

Provision of pilgrimage pathwayto generate goodwill amongst thecommunity Enhancement of cultural properties and their access

Plantation of ornamental and shade providing trees indifferent densities.

Rest areas

Specific plantation schemes different types of cross sections

Lay-byes

Service Roads

Provision of better safety provisions Raised Carriage way

V Provision of better roadside amenities BypassBus stops and parking places at every 70 km along the

Improvement of natural environment hiwa

eating joints and repair & service station

L ______________________________________________ tprotecting the embankment of the pond with brick lining

9-7


Package Objectives Features

improvement or wildlife habitat areas

SOME SALIENT FEATURES PROPOSED UNDER EACH OF THESE PACKAGES ARE DISCUSSED IN THE FOLLOW1NGSUB-SECTIONS.

9.3.1 PACKAGEII

Under the enhancement plan prepared for Package II Enhancement measures have beensuggested with the following objectives:

* provision of comfort to travellers* improvement of ecological conditions* aesthetics and landscape improvement.* stabilisation of roadside slopes and embankmentsa maximization of benefits for the local population* road-side plantations. provision of lay-byes• provision of wayside facility complexes* provision of bus-stops* provision of underpasses, service roads and footpaths

Extensive roadside plantation and avenue plantation, especially around urban areas, have beenenvisaged. In order to improve aesthetics, planting of ornamental trees in pure formations or inconjunction with other trees has been proposed. In the former case, a group of flowering treesshall be planted at specific distances to break the monotony of a continuous green canopy ofavenue trees. Planting of omamental trees shall be done for about one and a half kilometerbefore & within the city limits. The spacing between the trees in the first row of shady orornamental trees shall be wider than that between -the trees in the remaining rows.The crownspread of the species to be planted shall determine this spacing. The criteria for selection ofsuitable species has been governed by the following considerations-

- Adaptability to local dimate and soil* Good survival. and growth in improverished sitesi Ability to combat specific types of air pollutantsi Minimum maintenance and assistance requirement for growth* Quick establishrment with a reasonable growth rate.• Eucalyptus trees are proposed to be felled in Bara - Sikandra stretch and replaced by

trees of other species* Act as a windbreaker by the height of the crown and moderate even a minimal pollution

effect.

The species recommended for plantation at different locations along the National Highwaywithin Contract Package II have been presented in Table 9.7.

Table 9.7: Recommended Species

Location Botanical Name Local Name

On both sides of Project Mangipera indica MangoHighway Agaclirachta indica Neem

Bauchunia pupuria Kanchan

Ficus Bengha lensis Bargad

Near School/colleges Polyalthia Longifolia AshokCassia fistula AmaltasDelonix Regia Gulmohar

Near Hospitals/Dispensary Polyathia Longifolia AshokThevetianerifolia i Kaner

9-8

Third Nation- -- Sys Project

Location I Botanical Name 1 Loca .4n

Ervatamia divericala Chanowo

Duranta Plumerii Duranta

On the Median Thavetia nerifolia Kaner

Ervatamia Divericala Chandini

Juominum Grandiflorum Chameli

Hibiscus Rosa sinensis Gurhal

Lay-byes have been proposed where heavy congestion of trucks/tempos is expected. Thesehave been proposed at the following sections -

* km 455.600 to 456.200 (both sides)* km 469.450 to km 469.650 (RHS)* km 47.400 to km 47.900 (LHS)* km. 49.400 to km 49.900 (RHS)* km 109.700 to km 110.000 (RHS}

Wayside facilities would be developed near Bara (km 450) to enhance comfort of travellers. Thiswould also serve a large number of devotees visiting the temple at this location. The facilities tobe provided here would include -

* Toilets * Restaurant* Drinking Water . Petrol pump

Fountain* Repair/spare . Dormitories for trui dnvers

part stiop* Transit . Traffic police, traffic contro" and first aid

accommodabon* Parking areas . Kiosks/shops of general nature.

Bus stops would be provided with shade, benches and railing. They would have signage & bus-route details displayed in Hindi and English along with toilet facility. The design would be as perIRS: 80-1981. Service roads would be provided in urban, rural and other areas of concern tosegregate the local & highway traffic. Also, in order to provide safe and easy crossing of loaltraffic, underpasses would be provided at Akbarpur, Rannia, Aung, Chaudagara and Malwan.

9.3.2 PACKAGE 111

Enhancement measures for this contract package include improvement of roadside natural,physical and aesthetic environment. The objectives for including such measures within theproject are -

* to increase the acceptability of the project* to improve the over-all environmental quality of the surrounding areas* to generate goodwill amongst the community

To achieve these objectives mentioned above, the following measures have been suggestedunder the enhancement plan -

* Enhancement of road side facilities such as bus stops, rest areas etc.* Improvement of aesthetic qualities along the project road* Improvement of natural resources for local population* Provision of a pilgrimage pathway to Kara Temple* Enhancement of cultural properties and their access* Plantation of ornamental and shade providing trees in different densities.

9-9

Th.rd National Highways Project

9.3.3 PACKAGE IV

The enhancement nmeasures have been detailed out under the aesthetic and landscapemanagement plan for this contract package. It covers extensive roadside plantations aimed toprovide shade and shelter to the road users along with improvement in over-all ecology of thearea. Unbalanced continuous lineardesign would be adopted for road plantations This patternwill emerge since different species would be planted at alternate avenues interspersed withornamental trees.

The choice of species is based on climate, site condition and objective of planting andoccurance of damaging agents. Following are the criteria for selection of species in thispackage:

* The species should be either truly evergreen or nearly evergreen* The species should be able to grow in open and on soil subject to modifications during

road construction.* Species should be fairly hardy, long leaved, quick growing and resistant to insect pests

and diseases.. The species should be capable of developing a straight and clean trunk up to a height

of 2 to 3 m to ensure better visibility.* The species selected should afford a collective beauty.* The species if possible should be of high economic value.

Specific plantation schemes have been formulated for the following different types of crosssections -

* Urban areas* Rural areas* High Embankments* Bypasse Areas devoid of any plantation- Specific cross section such as underpass, flyover, toll. station, rest area, bus bays, etc.

Rest areas have been proposed at the following locations along the National HighwayNaubatpur, Mohania and Barun.

9.3.4 PACKAGE V

The enhancement of quality of physical environment has been ircorporated in this package inthe following ways -

Better safety provisions

Lay-byes in most of the semi-urban areas along the Highway have been provided. Provision ofservice roads to segregate the local and Highway traffic has also been incorporated to enhancesafety for all road users. These service lanes could also be used by non-motorized traffic, whichensures safety from the fast moving traffic of the Highway. Table 9.8 summarises theenhancement measures in this package.

Table 9.8: Enhancement Measures Incorporated in Highway Design

Location Name Provision Incorporated in the Highway Designkm 185- km 187 Madanpur 500 m service roads on one side have been provided

Km 210 - km 211 Sherghati 700 m service roads on both sides have been provided with al ________________ l ____________ underpass

| km 221 - km 224 Dobhi 600 m service road on both sides with grade separation andprovision of 16 m wide underpass to segregate the Gaya-Chatratraffic.

km 281 - km 284 Barhi By-passkm 332 - km 333 Bagodar 1.2 km service road on both sides with raised NH-2. Pedestrian

crossing at grade level has been provided.

km 352 - km 357 | Dumri-lsri 5.35 km diversion with bye-pass road

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Location Name Provision Incorporate& in the Highway Designkm 375 - km 376 Topchanchi 1100 m service road provided at grade level

km 235 - km 231 Barachatti Parking place with all necessary amenities for users of thekm 288 - km 289 highway.

km 343 -km 343

* Provision of better roadside amenities, important for road-users and local communities

* Bus stops and parking places at every 70 km along the highway including, rest area,eating joints and repair & service station has been provided under road-sideenhancement.

* Improvement of natural environment

* Some community ponds along the Highway will be provided with protection measuresand would be enhanced by protecting the embankment of the pond with brick liningalong with plantation of trees. Also, a bathing ghat along with a shaded changing placeis being provided.

* In a case where a highway passes through a protected area, improvement of wildlifehabitat areas, particularly along the animal migration route close to a river would beensured through plantation of thick vegetative growth including trees, plants andshrubs. Some designed water holes would also be provided as additional enhancementmeasures to ensure the availability of water to wild animals and to keep them awayfrom human interference as much as possible.

9.4 CULTURAL ENVIRONMENT

9.A.1 ENHANCEMENT OF CULTURAL PROPERTIES

The ultimate aim of enhancement of cultural properties is to promote qualitative developmentand infuse greater meaning in the road environment. The cultural properties lying along roadcorridors are not to be viewed as hindrances but are to be viewed as assets contributingtowards meaningful and pleasurable travelling experience. The landscape and designimprovements include the folowing -

* Providing and improving acoess to cultural properties* The precincts of such properties should be defined or redefined* Provision of parking should be made to avoid haphazard parking activities* Seating space and rest areas around the cultural properties to be developed.* Plantation of trees and shrubs for shade and aesthetics

The major cultural properties located in different areas under each of the contract packageshave been presented in Table 9.9.

Table 9.9: Location of Cultural Properties

Package No. Location DescriptionII A km 21 - km 22 Temple and Mazar

km 22 - km 23 Two temples


km 468- km 469 Temple and Mazarkm 469 - km 470 Temple

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Package No. Location DescriptionII C km 45 - km 46 Two Temples


km 86 - km 87 Temple and Mazar

km 114 -km 115 Two temples

III A Km 118 - km 119 Temp!e

I(M 138 - KM 139 Temple

Km 154 - km 155 Temple

Km 155 - km 156 Temple

III C KM 248 - KM 249 TempleKM 249 - KM 250 Temple

KM 262 - KM 263 Temple




KM 282 - KM 283 TempleIv-c km 117

Punpun river Pilgrimage spot

Of all these cultural properties, the following places/centres hold special religious or culturalsignificance -

* Temple near Sengur river (Package II A)i Shukla Talab near Akbarpur (Package II A )i Varanasi Citya Samath, situated 20 km away from the National Highway* Tomb of Sher Shah Suri at Sasaram (km 117) (Package IV-C)* The Punpun river crossing (km 148)

9.4.2 PROVISION OF PILGRIMAGE PATHWAY

Enhancement of the route taken by pilgrims shall be done on basis of the following measures.* Strengthening of the access* Providing drinking water and shade facilities on the side road for every 100 m* Plantation of trees and shrubs for aesthetics

j~~~i PtPC¢S T ItVA N

Table.9.10: Proposed pilgrimage pathways in NH-2

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Package Location Temple foc Remarkswhich pathwd j

has beerproposed l _ -_-

Package Banks of The Kara temple The Kara temple of Godess Shitla Devi located at theIII River of Godess Shitla bank of the holy river Ganga, is a great religious

Ganga Devi pilgrimage site. The temple is located 8 km north ofthe NH-2 from Saini intersection in Package A.

Because of this temple the pressure on the Highwayincreases, especially during the festive months of

Navratri falling in October and March.

Package IV j River Religious Site There is only one pilgrimage site along the highway atPunpun River Punpun. This site is very Cimportant for Hindus

as it is used for the first pind dan before proceedingto Gaya. Suitable crossings under the new proposed

bridge or a pedestrian sub-way will be provided

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rE n,In-nceimnt nf i4inhwvasid Pond! Parkanp v - Tvnical Plan and Section (Not to Scale)

- VW~~~. 1 7iT ~ I -

- ~( 6, 11,1 - %I_|* *

- T M D IDEAAA14" E NT -. 5pF ,r AVeM T

LilidilLelnielilt 1 otmmniunity Pond: Package V - lypical Plan andl Section (Not to Scale)

'.~~~~~~~~~ -

: '

: A{AiYF^tMEWT r,> ~5l--- ftr. OEMEUJT-

.; 'A 1~~~~~~~~~~~~~~~~~~~~~

l IIJLIII ilWC6MM[ 6ITY P

_rr-rC it FMwJJKMEI r Lt\ v-IV, E ri.

e9 15

10' CAPACITY BUILDING & IMPLEMENTATION ARRANGEMENTS

This chapter gives a brief of the environmental capacity building initiatives being undertaken forNHAI as part of this project. This describes the implementation arrangements for environmentalcomponents of the project, compliance monitoring and reporting mechanisms, the trainingassessment and budget. These requirements, some of which are medium and long term, are alsodefined by the environmental management plans prepared for each of the contract packages, andthe borrower's project implementation plan (BPIP).

Environmental capacity building is important for the NHAI, not only for successfulimplementation of the present project, but also to ensure mainstreaming environmentalcomponents in all the upcoming projects. The NHAI has a plan to develop trunk highwaysnetwork in the country on a priority basis in the next 10 years. The NHAI is geared up to buildcapacity in every sphere of its activities, including the environmental components of highwaysprojects.

10.1 CAPACITY BUILDING AT THE CENTRAL LEVEL

As a first step towards establishing mechanisms to address the environmental issues in thehighways projects, it is proposed that an Environmental Manager (HQ) will be appointed at theNHAI. The Environmental Manager (HQ) will co-ordinate environmental activities for all projectimplementation units. The intention is to facilitate incorporation of the environmental issues inall the stages of design, implementation and operation of this and other upcoming highwayprojects. A ToR has already been prepared for the Environmental Manager (HQ) to beappointed to the NHAI (see Box 7 for details). This post will be created through internal transferwithin NHAI.

Box.: Terms of Reference for the Environmental Manager (HQ)

Qualifications and Experience

Bachelors degree in Civil Engineering. Preferably a Masters degree in transportation engineering.

Over 5 years of working experience related to the design, construction and operation of highwayprojects. Experience in project management, construction management and operational maintenancewill be an asset.

* Ability and interest in acquiring and assimilating information, and implementing the relevant state-of-the-art practices in the engineering-environment interface.

* Interest in gathering experience to develop an integrated perspective towards the management ofroad projects which includes the incorporation of GOI and WB environmental safeguards.

* Good verbal and written communication skills in English and Hindi

Principal Duties

* Ensure that the project design and specification adequately reflect the Environmental ManagementPlan (EMP).

* Ensure that the Construction Contractors develop and implement Environmental Implementation Planswhich are in line with the EMP.

* Liaise with the Contractors. Supervision Consultants and the Project Directors of the differentpackages on the implementation aspects pertaining to the environmental manters.

• Liaise with the relevant Gol agencies such as Forest Departments, SPCBs and MoEFs onenvironmental and other regulatory matters.

* Establish an ongoing dialogue with the NGOs and Community Groups impacted due to the project andensure that their legitimate concerns and suggestions are incorporated in the project.

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. Re.--4 environmental performance of the project through an asessment of periodic environmentalmonitoring reports (air, water, soil, tree plantation/survival, enhancement measures, etc.) submitted bythe Supervision Consultants; provide a summary of ongoing environmental issues to the Chiefr,pnprnl Mnnanpr anci initiatp nprpqqqrv fnllnw-, in i.tinnc

. Provide support and assistance to the Government Agencies and the World Bank to supervise theimplementation of the Environmental Management Plan during the cogstruction and operationalphases of the project.

* Collate and prepare good practice/guidance notes on integrating environmental issues intoengineering design and on implementing environmental measures in the road construction andmaintenance programs. Disseminate the same to other NHAI staff, PWD/consultants and contractors.

. Assist the PIU staff and Supervising Consultants with environmental issues assoaated with theproject.

* Coordinate with the Manager (Social) on an ongoing basis.

| Report to the Chief General Manager of the NHAI projects on environmental engineering matterspertaining to the World Bank-funded proposed Third National'Highway project.

Source: The World Bank.

The environmental expert at the NHAI will be responsible for co-ordination and reporting of thepresent project also. S/he would advise and co-ordinate the project level environmentalagencies/body.

10.2 PROJECT LEVEL ENVIRONMENTAL CAPACFTY

The NHAI is the implementing agency for the proposed project. To facilitate the effectivesupervision and monitoring of the work, the NHAI has set up Project Implementation Units(PIUs) for each of the packages. The PIU has the overall responsibility for the execution of theproject, induding planning, budgeting, accounting, procurement, implementation, co-ordination,management, monitoring and for the all-round implementation.

During preparation of this project, the Project Directors and the Managers in the PIUs havegained valuable insights into the environmental aspects of highway development projects. ThePIU staff worked in dose coordination with the consultants and developed many of theenvironmental mitigation and management designs proposed for the project. It would beworthwhile to sustain this initiative of the NHAI.

10.2.1 PROPOSED SET-UP AT PROJECT LEVEL

The Project Director functions as the head of the Project Implementation Unit and is assisted bytwo managers on technical and administrative functions of the PIU and supported byconsultant's staff.

* Manager (Technical)* Manager (Technical & i/c R&R)* Environmental Officers (Consultant's staff)

In addition to the PIU, the works will be directly supervised by construction supervisionconsultants, selected through International Competitive Bidding (ICB). The constructionsupervision consultants are expected to supervise implementation of the environmentalcomponents of the project also. Implicitly, the construction supervision consultants will need tohave specialists for such implementation'. The contractors for this project, who would also beselected through ICB and are, expected to have substantial environmental capacity with respectto the process, equipment, methods and quality of construction. The contractor and the

This has been provided for in the Terms of Reference for the Construction Supervision Consultants tobe procured under internationally competitive bidding. The team of construction supervisionconsultants would include an Environmental Specialist, with suitable qualification and experience inimplementing highways projects.

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construction supervision consultants are the primarily responsible agencies -:; ring theimplementation period. The Environment officer has, however, the supervisory (see Box 8 fordetails).

Box 8: Draft Terms of Reference for Supervision Consultants (Environmental Officer)

Third National Highway Project

The Third National Highway Project, financed by the World Bank, integrates environmental and socialissues in the design of the Highway. An Environmental Management Plan (EMP) has been prepared and isintegrated in the technical specification and contract documents. The prime duty of the SupervisionConsultant (Environment) is to supervise the implementation of the EMP by the Contractors and to ensurethat the day-to-day construction activities are carried out in an environmentally sound and sustainablebasis. The scope includes development of environmental procedures and good construction practices,development and delivery of training programmes, etc.

Qualifications and Experience

| A civil engineer preferably with post graduate specialization in environmental engineering.

* 5 years of working experience related to the integration of environmental and social issues in thedesign, constnuction and operation of transport projects. Experience in construction management andoperational maintenance of highways is preferred.

Principal Duties

. Hold regular consultation meetings with the Managers of the Environment and Social units in theNHAI.

. Review the Contractors' Environmental Implementation Plans to ensure compliance with theEnvironmental Management Plan (EMP).

. Supervise the implementation of the EMP by the Contractors.

. Organise periodic environmental training programmes and workshops for the staff of the Contractors,Construction Supervision Consultants and the Project Implementabon Units (PlUs).

. Develop good practices construction guidelines to assist the contractors in implementing the EMP.

. Monitor tree plantation programmes and the periodic environmental monitoring (air, noise, water, etc.)programmes to ensure compliance with the State requirements and the EMP.

j Prepare and submit regular environmental monitoring and implementation progress reports.

10.2.2 NEED FOR FURTHER STRENGTHENING

To ensure the effective implementation of the mitigation and enhancement measures envisagedin the Environmental Management Plans, is required continuous monitoring and supervision byadequately trained staff within the NHAI, although a large part of such responsibility may bedelegated to the construction supervision consultants. The key elements involved for themonitoring of the environmental activities would include:

* To demonstrate technical competence in natural environmental issues and managementof impacts

* To implement and manage mitigation measures as defined in the EMP* To undertake compliance monitoring of contractors and evaluation of mitigation

measures.

The now proposed set-up, is an important step towards environmental capacity building. Duringimplementation of the project, the efficacy of this would be evaluated by the NHAI. Based onthe evaluation further capacity building would bee attempted. The stress would preferably lie inintemal capacity building rather than outsourcing.

However, in the absence of any formal background/training on the environmental aspects ofhighway planning and development, enhancement of the technical competence of the Managers[all the Manager(HQ) and the Environment officers)] in tackling environmental issues assumesgreat importance in the project context. Also, as the provisions for engaging the construction

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supervision consultants and contractors, with respect to enviro,,i.renital competence are notexplicit, there is a need to include their personnel within the ambit of environmental trainingprogramme also.

10.2.3 REPORTING RESPONSIBILITIES

There are two important aspects of reporting i.e reporting on progress and on environmentalcompliance monitoring. The compliance monitoring and the progress reports on environmentalcomponents may be clubbed together and submitted to the NHAI (through the PIU) quarterlyduring the implementation period. The operation stage monitoring reports may be annual orbiannual, provided the Project Environmental Completion Report shows that the implementationwas satisfactory. Otherwise, the operation stage monitoring reports will have to be prepared asper specified in the said Project Environmental Completion Report.

During the implementation period, a compliance report may include description of the items ofEMP, which were not complied with by any of the responsible agencies. It would also report themanagement and field actions taken to enforce compliance. It may however, be noted thatcertain items of the EMP might not be possibly complied with in the field due to a variety ofreasons. The intent of the compliance report is not to suppress these issues but to bring out thecircumstances and reasons for which compliance was not possible (such as jurisdictional issues).This would help in rationalizing the implementation of the EMP during the remaining duration ofimplementation. Solutions for further effective implementation should also come out as a resultof the compliance monitoring reports.

10.3 INTERNALI0NG ENVIRONMENTAL EXPERTISE IN THE NHAI

The benefits of the project need to be sustained in the NHAI and possibly needs to bedisseminated to the other highway agencies in the country. Environmental capacity is one suchbenefit. The institutional capacity with regard to environmental management that is createdduring the course of the project should not degenerate when the projects are completed.

Moreover, as a long chain of projects is envisaged over the next decade or so in the highwayssector in India, the acquired capacity needs to be fully internalized. Two things becDmeimportant in this respect One, here should be substantial environmental capacity beyond thestaff directly responsible for implementing the EMP in different projects. This may be achievedthrough training and dissemination of information. Two, there should be a distinct career pathfor the Managers (Environment) once the projects are completed.

The training aspect of the intermediate term capacity building and intemalisation is describedbelow. The career path or incentives to the Environmental Manager and the Managers (i/cEnvironment) is a long-term issue and is not within the scope of this assignment. However, it isexpected that steps in this direction will be taken.

10.4 OPERATIONALISATION

Operationalisation of the environmental setup for this project would involve two distinctelements. These are:

* Identification and appointment of Staff

. Training

Each of these are described below.

10.4.1 IDENInFICATIoN AND APPOINTMENT OF STAFF

At the project level, the PIU has already been fully functional. All two managers are in place.One Manager) has already been involved in the design of the project and preparation of EMP asan associate..

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Th,ir N3tMi.olI Highways Proect

10.5 TRAINING

10.5.1 TRAINING NEEDS

The Environmental Manager (HQ), the Managers (Technical), the personnel of the ConstructionSupervision Consultant and the Contractor, who would be responsible for the implementation ofthe EMP, need to be trained on environmental issues of road development project. To ensurethe success of the implementation setup proposed, there is a high requirement of training andskill upgradation.

10.5.2 TRAINING PROGRAMME

The proposed training programme incorporates the project needs as well as the intermediate-term capacity building needs of the NHAI. The programme consists of a number of trainingmoduies specific to target groups.

10.5.3 TARGET GROUPS

All members of the PIUs/NHAI, staff of the contractors, supervision consultants, thecollaborating govemment agencies represented by the officials identified to be directlyresponsible for delivery of collaborating services with their field staff will all be impartedtraining. They are divided into the following target groups.

As the needs of these groups are different from each other, training deliverables would also bedistinct. This would be attained by specifying a combination of training modules for each targetgroup.

Group I

The group that potentially needs training in EMP implementation; environmental design, re-design and environmental conflict resolution. Includes the Managers (Technical) of the PIUs andthe-representative staff of the Construction Supervision Consultants.

Group 11

The group that potentially needs training in environmentally acceptable processes, methods andequipment of road construction. Indudes the full PIU, representative staff of the ConstructionSupervision Consultants and the Contractors.

Group Ill

The group that would require an understanding of the environmental policies and programmes.Includes the full PIU and the Senior NHAI staff.

Group IV

The group that needs to be included into the environmental awareness programmes. Includesstaff of the collaborating government agencies and all staff of the NHAI.

10.5.4 TRAINING PROGRAMME

The training would cover the basic principles and postulates of environmental assessment,mitigation plans and programmes (particularly the World Bank Operational Guidelines andNational Policy Perspectives), implementation techniques, monitoring and mranagement methodsand tools.

Looking into the potential requirements of each of the target groups, several training modulesare suggested below.

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Module l: Environme? t3l Overview

* General environmental issues* Environmental issues associated with highways development* Principles and policies for (natural) environmental mitigation in development projects

Module Il: Environmental Regulations and Acts

* Air Pollution Act* Water pollution Act* Hazardous Materials (Transportation and Handling) Rules* Forest (Conservation) Act* Other environmental acts, rules and regulations relevant in highways development* Role of environmental planning, conservation and enforcement authorities

Module Ill: Pollution* Pollution and Wastes* Highways and pollution* Generation of wastes in highways programmes* Possibilities of abetting pollution and waste-generation

Module IV: Environmental Impact Assessment

* Why EIA is required* Direct, indirect, cumulative and cross-environmental impacts* How to assess environmental impacts (EIA methodology)* Importance of EIA in decision-makinga Environmental feasibility studies* Procedural requirements of conducting EIA* EIA in construction and operation stages of a project

Module V: Environmental management Plan* Basic features of an EMP* Planning and designing the environmental mitigation measures* Incorporation of environmental components in design, construction and operation

stages* Environmental monitoring, evaluation and review techniques

Module VI: Highway Projects and Environmental Issues* Natural resource management and bio-diversity* Green tunnels and roadside vegetation* Natural vegetation- selection of species* Wildlife protection* Protection of water bodies and water resources* Protection and replacement of trees* Wastewater disposal* Soil conservation

Module VIl: Environmental Issues in the Project

* Legal and institutional aspects; project mandates including the WB operationalguidelines

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Introduction to the designs and implementation scneoule for the Third NH ProjectProbable natural environmental impacts and losses in highway widening projects

* Basic features of the EMP

Module Vill: The Environmental Management Plan for Highway Projects

* Construction stage environmental concerns and mitigation.* Environmental design and implementation plans in highway projects

Module IX: Environmentally Sound Construction Management

* Laws and other statutes associated with the highway project such as the Labour laws,various pollution control acts, Environmental (Protection) Act, Mining Act, Forest(Conservation) Act, Land Acquisition Act, Factories Act

* Clean highway construction technology* New and altemative technology and materials* New equipment, machines and their environmental/pollution performance* Effluent control systems for construction processes and equipment* Waste minimization and management in construction* Efficient construction activity monitoring; compliance monitoring* Environmental clauses in contract documents and their implications* Good practices for road construction

Module X: Planning for Environmentally Sustainable Operation of Highways

* Controlling pollution in highway operation* Cross-agency responsibilities and co-ordination* Monitoring requirements; monitoring techniques* Environmental evaluation techniques* Performance indicators* Reporting requirements and mechanisms for the Project

Module Xl: Long Term Environmental Issues in Highway Management* Environmental surveys including ambient air, noise, biological and water quality surveys* Data storage, analysis and retrieval* Contract documents and incorporation of environmental clauses* Community consultation and participatory technology generation methods• Risk assessment and management* Contingency planning and management.

10.5.5 TRAINING SCHEDULE

The training modules are combined into different training components. There are overlaps inthe composition of the target groups and the constitution of the training components. However,each training module would need to be developed keeping in view the composition andresponsibilities of the target group members. The training schedule for the various targetgroups would be as given in Table 10.1 below.

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T le 10.1: Training Schedule for Different Target Groups

Target Groups T?-get Group I Target Group nX Target Group nlr Target Group XV

Participants- Managers PIU, staff of the PIU and the Senior Collaborating(Environment), staff Construction NHAI staff Govemmentof the Construction Supervision agencies and allSupervision Consultants, the staff of the NHAIConsultant Contractors

Forums of Lecture Sessions, Seminars, Short-term Audio-VisualTraining Workshops, Workshops, Training Courses, Communication,

Group Discussions, Lecture Sessions Visits to Case Informal TrainingStudies,

Short-term Training SeminarsCourses

Training Depending on the Components 2A to To start before the ContinuingSchedule start of the Project be completed commencement of training

Implementation; before the start of project programmeTraining on - - implementation. implementation, during the projectComponents 1A and Training in other may continue implementation1C must be Components may throughout the period.completed before the be imparted during implementationstart of the initial 6 period.implementation; months of projectOther Components implementation,may be held in the preferably on site.initial 2-3 months ofprojectimplementation.

Contents of Component IA Component 2A Component 3A Component 4ATraining (Modules I, IIand (Modules 1, 1 and (Modules 1, II and (Modules I, II and

III) III) III) m)Component 1B Component 23 Component 38(Modules IV and V) (Modules IV and (Module VI)Component 1C V) Component 3C(Module VI) Component 2C (Module VIII)Component ID (Module VI) and(Modules IX and X) Component ZDand - (Module VII)

Component 1E(Module XI)

10.5.6 IMPARTING TRAINING

It is proposed that the training be imparted by a combination of training/academic institutionsand individual experts. It would further be important to bring in trainers experienced inimplementing EMPs in developing countries and who are experts in the environmentally soundroad construction techniques and processes.

10.5.7 FURTHER ASSESSMENT OF TRAINING NEEDS

The training needs assessment herein has been part of an all-encompassing assignment. It isrecommended that a full-fledged training need assessment (with respect to environmentalcapacity building of the NHAI) is carried out. Looking at the potential work programme of NHAIin the next few years, this exercise is of paramount importance.

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10.5.8 TRAINING BUDGET

The total budget requ !-ed for implementing the training programme is RslO.1 million. Thedetails of the training budget are provided in Table 10.2.

Table 10.2: Budget for Implementation of Environmental Training Programme

No. of Training Components TotalForum Unit Cost Target Target Target Target Budget

(Rs/sessi Group I Group II Group III Group IV (Rs)on)

Informal Training 5000 2 10,000Sessions

Audio-Visual 25,000 1 25,000Communications

Case Studies 35,000 3 105,000

Lecture Sessions 45,000 5 - 4 405,000Workshops 20,000 5 4 180,000

Group Discussions 10,000 5 50,000

Short-Term Training 50,000 5 3 400,000Courses

Seminars 100,000 4 3 700,000

Grand Total 1,875,000

10.6 ENVIRONMENTAL MANAGEMENT PLANS

Separate Environmental Management Plans (induding Environmental Monitoring Plans) havebeen prepared separately for each of the eight Contract Packages. The EnvironmentalManagement Plan (EMP) consists of the set of mitigation, monitoring and institutional measuresto be taken during the design, construction and operation stages of the project to eliminateadverse environmental impacts, to offset them, or to reduce them to acceptable levels. Theobjectives of the EMPs in different stages of the project are the following:

Design Stage• To have minimum impact on roadside trees, forestation and ground cover* To keep land acquisition and building demolition at a minimum* To provide maximum safety to the highway users and roadside communities as well as

segregation of local and slow moving traffic in the congested areas* To develop a design that incorporates environmental safeguards and* To provide mitigation measures to all expected environmental degradation.

Construction Stage. To prevent and reduce the negative environmental impacts of the project by

implementable mitigation measures, to be carried out by the Contractor.* To ensure that the provisions of the EMP are strictly followed and implemented by

strengthening implementation arrangements.

Operation Stage* To prevent deterioration of natural environment components of air, water, soil, noise

etc.* To improve the safety of the highway users and roadside communities.

The Individual EMP documents for each of the Contract Packages may be referredfor further details.

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o0.7 ENVIRONMENTAL MONITORING PROGRAMME

To ensure the effective implementation of the EMP, it is essential that an effective monitoringprogramme be designed and carried out. The broad objectives are

* To evaluate the performance of mitigation measures proposed in the EMP* To evaluate the adequacy of Environmental Impact Assessment* To suggest improvements in management plan, if required* To enhance environmental quality* To satisfy the legal and community obligations.

Performance Indicators

The physical, biological and social components identified as of particular significance in affectingthe environment at critical locations have been suggested as Performance Indicators and arelisted below.

Air quality (SPM, RSPM and CO)Water quality (DO, BOD and Coliform count)*Noise levels around sensitive locationsReplantation success / survival rateSedimentation rate in the downstream where bridges, culverts, etc., are built

* Vital statistics on health* Accident frequency.

These indicators have been further detailed in the respective EMP documents for each of theContract Packages.

Monitoring Plans

The monitoring plans during construction and operation stages have again been described indetail in the respective EMP documents for each of the Contract Packages. For each of theenvironmental components, the monitoring plan specifies the parameters to be monitored;location of monitoring sites; frequency and duration of monitoring.- The monitoring plan alsospecifies the applicable standards, implementation and supervising responsibilities.

10.8 Environmental BudgetBudget for Environmental components of the ProjectThe environmental budget for the variousenvironmental management measures proposed in the environmental management plans, theenvironmental monitoring plans and the training programme is given below (Table 10.3).Further details with respect to the location, units of measurement, and rates applicable aregiven in the respective EMP documents.

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Third Niational Highways Project

TABLE 10.3 ENVIRONMENTAL BUDGET IN THE PROJECT (RUPEES IN MILLION)

CONTRACT PACKAGES_____________ _ Item II-A II-C III-A III-C IV-B IV-D V-A V-C TOTAL

Construction Stage I

Clearing of Roadside plantation 0.123 0.154 0.086 0.144 0.090 0.080 0.120 0.158 0 955

Compensatory afforestabon 22.854 17.615 4.841 12.060 15.95 12.583 2.407 1.530 89.84

Landscaping / Plantation on Median 0.610 0.627 0.516 0.864 0.540 0.480 0.720 0.945 E.302Additional plantation on availability 0.675 0.675 0 0 0.675 0.675 6.750 6.750 16.200

Redevelopment of borrow areas Covered in Engineering cost

Relocation of hand pumps 0.740 0.200 1.000 0.500 2.000 0.740 1.320 0.980 7.480

Provision of noise bamers: Trees 0.347 0.051 0 0 0.068 0.068 0 0 0.534*

Provision of noise bamers: Walls 1.080 1.310 0.609 0.600 0 0 0.300 0.500 4.390

Relocation of cultural properties Covered in R&R cost

Protection of cultural propertes 1.600 0 0 0 0 0 0 0 1.600

Ambient air quality management 0.036 0.036 0.036 0.036 0.036 0.036 0.072 0.072 0.360

Noise level management 0.090 0.09 0.090 0.090 0.036 0.090 0.090 0.090 0.666

Water quality management 0.045 0.045 0.045 0.036, 0.009 0.045 0.036 0.036 0.297

Enhancement of ponds 0.700 0.300 0.100 0.400 0.100 0 0.100 0.600 2.300

Enhancement of cultural properties 0.700 0.420 0.700 0.4901 0.630 0.490 0.210 0.980 4.620Highway Fadlities (Toilets/dnnking 0.500 0.6001 °0 0 0.500 0.5001 0 0 2.100water) ____ _ !.

Prwision of pond protecton Work 0 0 0.210 0.80 | 0 0.280 0.560 1.330

Others(pathways/drainage, etc.) 5. 000 0 1.184 0 0 0 0 0 6.184

E Environmental Monitoring Plan |

Air quality monitonng 0.012 0.012 0.024 0.024 0.012 0.012 0.036 0.048 0.180

Noise quality monitonng 0.030 0.03 0.012 0.012 0.006 0.030 0.030 0.030 0.180

Water quality monitonng 0.015 0.015 0.015 0.003 0.003 0.003 0.006 0.009 0.069Vegetabon monitonng 0.090 0.090 0.090 0.090 0.090 0.090 0.090 0.020 0.650

Soil monitoting 0.002 0.002 0.030 0.030, 0.001 0.002 0.002|- 0.030 0.099

Environmental Training

Environmentltraining _ Centralised Training | 1.875

|Moilisation for monitoring 0.100 0.100 0 0 0-100 0.100 0.100 0.100 0.600I Sub-TOTAL 35.349 22.372 9.579 15.659 20.846 16.024 12.669 13.438 147.811

C Contingency @5% | 1.767 1.119 0.479 0.783. 1.042 0.801 0.633 0.672 7.391

Grand Total 37.116 23.491 10.058 16.442 21.888 16.825 13.302 14.110 155.202

* Item included in Engineering Estimate ( BOQ)

Of the total environmental budget of Rs.147.811 million(Rs. 155.202 million including 5%contngency), Ps.106.574 million is budgeted towards the cost of afforestation.

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Third Vat,onal Highways Project

The cost for for following items are covered in engineering cost! R&R cost

ITEM COST

Turfing of Embankment

Redevelopment of borrow areas

Dust control

sewage & other waste disposal

Accident risk mitigation

--Sevice road, underpasses,Bus stops Covered in Engineering Cost.& lay-byes

Way side amenities.,-

Signages

Water spraying

health issues

relocation of cultural properties

protection of of cultural properties Covered in R&R Cost.

The budget for enhancement of cultural properties has, however, been covered in the EMPs.

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world bank document€¦ · 6.2 criteria for analysis of alternative 6-2 ... 7.2.3 air quality 7-9...

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