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Home , Balaghat district, Barela, Jabalpur, Jabalpur district, Mandla, Mandla district

KM-3/4 to 192/4-NH-12A --Chilpi Road

Justification of the Project 1.1 General National Highway No-12A, highway start from Jabalpur runs via , Udaipur, Bijadandi, Mandla, Madhopur, Anjania, and Bichhiya in . Its connect NH-12, NH-7, NH-43 and NH-200. This is officially listed as running over 280 km from Jabalpur in Madhya Pradesh to Simga in . The projects road also passes through Kanha National Park ,which is Famous National park in and after construction of the road traffic will increase. The project section of NH-12A it covers three districts of Madhya Pradesh i.e., Jabalpur, Mandla & some portion of . It starts from km 3/4 as mentioned in, and ends at km 192/4. The total length of the section is 189 km.The present stretch is generally 2-lane with earthen shoulder. The Project Road section is in rolling and hilly terrain. There are sections in cutting and embankment. Thus the embankment height is varying from very high to almost flat at some stretches. Poor drainage condition leading to pavement distress has been observed at sections. The height of embankments at bridge approaches from 2.00 m to 4.00 m. From visual observation the sub grade soil is observed as Medium Black Soil for almost the entire stretch. Except at few stretches where granular soils were also noticed. The Project Road passes through fairly populated area of Jabalpur, Barela, Udaipur, Bijadandi, Mandla, Madhopur, Anjania and Bichhia. It is proposed to develop the Project Road as Two Lane with paved shoulder.

Latitude and longitude of the project corridor lies between 23° 09' 48” N (Jabalpur) to 22º 35’ 55”N (Mandla), 21° 22' 45” N (Chilpi) and 79° 56' 41” E (Jabalpur) to 80º 22’ 14”E (Mandla), 81º 04’ 10” E (Chilpi) respectively. 2.2 Terrain

Classification of terrain (Table 2.1) Hill Terrain Rolling Terrain Plain Terrain Km 19- km 22 km 3/4- km 19 Km 23- km 25 Km 22- km 23 Km 27- km 28 Km25 - km 27 Km 32- km 34 Km 28 - km 32 Km 36- km 39 Km 34 - km 36 Km 40- km 45 Km 39- km 40 Km 46- km 51 Km 45- km 46 Km 58- km 65 Km 51 - km 58 NIL Km 67- km 69 Km 65 - km 67 Km 70- km 76 Km 69 - km 70 Km 80- km 81 Km 76 - km 80 Km 125- km 127 Km 81 - km 125 Km 133- km 134 Km 127 - km 133 Km 142- km 143 Km 134-Km142 Km 165- km 166 Km 143- km 165 Km168 - km 169 Km 166- km 168

M.P.Road Development Corporation Ltd. KM-3/4 to 192/4-NH-12A Jabalpur-Mandla-Chilpi Road

Km 186 - km 187 Km 169- km 186 -- Km 187- km 192 Total Length-44 Km Total Length-145 km

2.3 Land use The project road starts for urban area of Jabalpur running through urban area of Barela, Udaipur, Bijadandi, Mandla, Madhopur, Anjania & Bichhiya. This is due to extension of Jabalpur town. There after the Project road passes through generally agricultural and forest areas. Patches of village town exist along the Project Road. The details of Land Use are presented in Table 2.2. Land Use Pattern along the Project Corridor (Table 2.2)

Some of the section of the alignment is passing through forest area having some reserve forest also. So broadly forest and non-forest area identified and tabulated as under.

A Jabalpur Municipal limit is densely built-up along the road and the other township along the road is Barela, Udaipur, Bijadandi, Mandla, Madhopur, Anjania & Bichhiya. Mandla is also a district headquarter.

Summary of Land use pattern Table 2.3 Description Length in Km % Urban limits 27.200 km 14 Semi Urban limits 23.400km 12 Forest limits 53.800km 29 Agriculture limits 84.600 km 45 Total limits 189.000 km 100

2.4

Right of way (ROW) Due to presence of various types of land use along the Project Road, the ROW varies widely. The ROW is significantly low near the forest areas. However an average ROW width of 30m is generally

M.P.Road Development Corporation Ltd. KM-3/4 to 192/4-NH-12A Jabalpur-Mandla-Chilpi Road

available. Apart from requirement of geometric improvement, this ROW width is sufficient to accommodate the hard and paved shoulder. The available ROW width is presented in Table 2.4. 2.5 Carriageway and Shoulder width The existing carriageway is generally 7.0m wide with earthen shoulders on both sides. The earthen shoulders are of varying width. The details are presented in Table 2.5. The Table also indicates the average height of embankment and depth of cutting.

2.6 Culverts and Bridges

There are 361 culverts, 7 major bridges and 39 minor bridges along the project Road. The culverts are of stone arch, brick arch, slab and pipes. Most of these are old, narrow, weak and distressed. Out of 361 culverts, 244 are pipe culverts and 117 are box and slab culverts. However some of these are relatively new. Most of the culverts require widening to National Highway Standards or replacement. The summary of existing Bridges is presented in Table 2.6. The proposal of re- construction; widening and new construction of culverts is presented in Chp-4.

Detail of existing 2.7 Junctions and Intersections. There are total 109 road junctions. The junctions are mainly with village roads. There are junctions with NH, SH, MDR and ODR as well. The list of all road junctions is indicted in Table 2.7. The summary of road junctions is as follows: National Highways (NH) : Nil State Highways (SH) : 5 Major District Road (MDR) : 9 Other District Road (ODR) : 5 Village roads (VR) : 90

7 of the major junctions and 12 minor junctions. Details proposal have been given in Chapter 4: Improvement Proposals.

List of Road Junctions (Table 2.7) Major Junction No-07

Type of Existing Configuration S.No. Design Location Intersection Type Width(m) Surface 1 10/2 T MDR 4.0 BT 2 19/6 , Dindori T SH 7.0 BT 3 55/6 Manegaon, Singodha Y SH 3.8 BT 4 81/4 Niwas Y MDR 7.0 BT 5 102/8 seoni T SH-11 3.75 BT

6 150/4 Shamnapur T SH 6.0 BT 7 161/8 Mawai Y SH 3.75 BT

Minor Junction No-12 Type of Existing Configuration S.No Design Location Intersection Type Width (m) Surface 1 38/4 Dhanwahi, Jamkhar T ODR 7.0 BT

M.P.Road Development Corporation Ltd. KM-3/4 to 192/4-NH-12A Jabalpur-Mandla-Chilpi Road

2 45/10 Kalpi, Niwas T ODR 6.0 BT 3 58/4 Narayanganj T MDR 7.0 BT 4 71/10 Chiraidogri T ODR 6.0 BT 5 84/8 Mandla Town, Dindori T MDR 7.0 BT 6 111/10 Hirday nagar T ODR 3.75 BT 7 123/8 Bahmni Y ODR 3.75 BT 8 145/6 Dani tola Dindori T MDR 3.75 BT 9 147/2 Ghutash T MDR 3.75 BT 10 148/6 Khalodi T MDR 3.75 BT 11 157/10 Balaghat T MDR 4.75 BT 12 171/8 Balaghat T MDR 4.0 BT

Other Junction No-90 Existing Configuration Ex. Village Name Side Type Width S.No Chainage Type Surface (m) 1 3/10. Gora bazar Left Side T Village Road 7.0 BT 2 4/10 Cant Right Side T Village Road 3.8 BT 3 8/2 Tilhari Right Side T Village Road 3.8 BT 4 8/8 Saliwara Left Side Y Village Road 3.75 BT 5 9/2 JamtraParwara Right Side T Village Road 3.75 BT 6 13/6 KosamGhat Left Side T Village Road 3.75 BT 7 17/2 Barela Left Side T Village Road 4.0 P.C.C 8 19/6 Richhai Right Side T Village Road 3.0 BT 9 23/6 Dobhi Right Side T Village Road 3.8 BT 10 26/2 Udaipura Left Side T Village Road 3.8 BT 11 26/8 Factory Road Left Side T Village Road 3.75 BT 12 27/10 Udaipura Left Side T Village Road 3.75 BT 13 32/2 Nagaraksha Left Side T Village Road 3.75 BT 14 34/10 Ghughri Right Side T Village Road 3.8 BT 15 42/2 Khasusar Right Side T Village Road 3.75 BT 16 46/6 Khutseda Right Side T Village Road 3.75 BT 17 52/2 Kuramaily Right Side T Village Road 3.75 BT 18 52/6 Chargaon Right Side T Village Road 3.75 BT 19 53/4 Maragarh Left Side T Village Road 3.8 BT 20 55/6 Maragarh Left Side T Village Road 3.0 BT 21 55/8 Tikariya Left Side T Village Road 3.6 PCC 22 57/8 Shankar Ganj Left Side T Village Road 3.75 BT 23 57/8 Tonarryaganj Right Side T Village Road 3.75 BT 24 58/4 Pararia Right Side T Village Road 3.6 BT 25 58/6 Khairi Right Side T Village Road 3.0 BT 26 58/6 Maghigaon Left Side T Village Road 3.0 PCC

M.P.Road Development Corporation Ltd. KM-3/4 to 192/4-NH-12A Jabalpur-Mandla-Chilpi Road

Existing Configuration Ex. Village Name Side Type Width S.No Chainage Type Surface (m) 27 59/6 Chamarva Right Side T Village Road 3.75 BT 28 61/10 Kumha Right Side T Village Road 3.0 BT 29 64/2 Barbaspur Left Side T Village Road 3.75 BT 30 64/2 Vhiri Right Side T Village Road 3.75 BT 31 65/8 Amdara Left Side T Village Road 4.0 BT 32 67/8 Bhavel Left Side T Village Road 3.0 PCC 33 70/6 Sahajani Left Side T Village Road 3.0 PCC 34 72/2 Garhar Left Side Y Village Road 3.0 BT 35 72/8 Mangalganj Left Side T Village Road 3.75 BT 36 72/8 Mangalganj Right Side T Village Road 3.0 BT 37 77/10 Babeha Left Side T Village Road 4.0 BT 38 78/10 ----- Left Side T Village Road 3.0 BT 39 82/4 ----- Right Side Y Village Road 3.0 BT 40 85/2 Sakari Left Side T Village Road 3.0 PCC 41 87/10 Left Side T Village Road 3.75 BT 42 86/6 KhairmaiMandi Right Side T Village Road 3.75 BT 43 89/6 Chatuamarr Left Side T Village Road 3.75 PCC 44 90/6 Jantipur Left Side T Village Road 3.0 BT 45 99/2 Baishadhalak Right Side T Village Road 3.0 BT 46 100/2 Narshinghpur Right Side T Village Road 3.0 BT 47 100/8 Ghansour Right Side T Village Road 3.0 BT 48 100/8 Sangam Left Side T Village Road 3.0 BT 49 102/2 Ghansour Right Side T Village Road 3.0 BT 50 106/6 Hirdaynagar Right Side T Village Road 3.0 BT 51 109/8 Piperpani Left Side T Village Road 3.0 BT 52 111/10 Padmi village Right Side T Village Road 3.0 BT 53 111/10 Phoolnagar Left Side T Village Road 3.0 BT 54 112/6 Hirdaynagar Right Side T Village Road 3.0 BT 55 114/2 Oughatkhapi Left Side T Village Road 3.75 BT 56 114/6 Oughatkhapi Right Side T Village Road 3.75 BT 57 114/10 Bargava Left Side T Village Road 3.0 BT 58 119/2 Kasamghat Left Side T Village Road 3.8 BT 59 120/2 Tomrartola Right Side T Village Road 3.0 BT 60 121/10 Kariyagaon Right Side T Village Road 3.3 BT 61 122/10 Nareni Left Side T Village Road 3.8 BT 62 125/4 - Left Side T Village Road 3.75 BT 63 125/10 Ahmadpur Left Side T Village Road 4.0 BT 64 129/8 Toratanpur Right Side T Village Road 3.75 BT 65 131/4 Barkh Left Side T Village Road 3.75 BT 66 132/4 Ghonta Right Side T Village Road 3.75 BT

M.P.Road Development Corporation Ltd. KM-3/4 to 192/4-NH-12A Jabalpur-Mandla-Chilpi Road

Existing Configuration Ex. Village Name Side Type Width S.No Chainage Type Surface (m) 67 133/6 Changriya Left Side T Village Road 3.8 PCC 68 139/10 kanharikalan Left Side T Village Road 3.0 BT 69 140/10 Kanhari Kala Left Side T Village Road 3.75 BT 70 146/10 Khalodi Left Side T Village Road 3.75 BT 71 150/4 Pararia Left Side T Village Road 3.0 BT 72 151/8 Mangh Left Side T Village Road 3.75 BT 73 155/6 Ganera Right Side T Village Road 3.75 BT 74 156/8 Badatok Right Side T Village Road 3.75 BT 75 157/10 Karjayami Right Side T Village Road 3.8 BT 76 158/6 PadariyaRajo Left Side T Village Road 3.8 PCC 77 164/4 Parsamal Left Side T Village Road 3.0 BT 78 164/6 Garhi Right Side T Village Road 3.0 BT 79 166/2 Kudela Left Side T Village Road 3.75 BT 80 166/6 Gar Right Side T Village Road 3.75 BT 81 166/8 Tikaria Left Side Y Village Road 3.75 BT 82 175/8 Nevsa Left Side T Village Road 3.75 BT 83 176/2 Chand gaon Right Side T Village Road 3.0 BT 84 177/4 Tikariya Left Side T Village Road 4.0 BT 85 179/8 Murkuta Right Side T Village Road 4.0 PCC 86 182/4 Khurshipar Left Side T Village Road 3.0 BT 87 183/2 Karada Right Side X Village Road 3.8 BT 88 184/8 Katma Left Side T Village Road 3.0 BT 89 185/6 Harratola Left Side T Village Road 3.75 BT 90 190/0 Manohari Left Side T Village Road 3.8 BT

2.8 Pavement Crust Pavement Condition Survey has been carried out on the project Road to identify the type of distress and to estimate the extent of distress like cracking, raveling, rutting, pot holes and patching. From the condition survey a subjective rating in the form of Condition Index (CI) has been calculated on the basis of various distress measurements. The Condition survey data of pavement has been presented in Table 2.8. The existing road is 2-lane road with earthen shoulders in very poor condition. Most of the section is passing through the black cotton area where raised embankment with imported granular soil in proposed. This soil is almost available in the vicinity of alignment so in these sections complete reconstruction is proposed. Some of the sections of project alignment is running through the area where soil with good bearing capacity where flooding effect is almost nil. Since the 2 lane road has been in use for long time so it is consolidated. It was prudent not to disturb the existing formation, only crust removal and reconstruction is proposed. Subsequently the road is widened to 2 lane with paved shoulder, the formation width at widened portion is added. The entire crust is proposed under reconstruction so it was observed very poor. Detail extracted from the site is shown in as under

M.P.Road Development Corporation Ltd. KM-3/4 to 192/4-NH-12A Jabalpur-Mandla-Chilpi Road

Physical Infrastructure Transportation Roads Roads carry 80 per cent of the goods and passenger traffic in Madhya Pradesh. Hence, systematic development of the road network is a pre-requisite for the overall development of the state. The total length of roads spanning MP is 67,600 km. About5,200 km of national highways (NH) run through the state. The road network provides convenient linkages to ports on the west coast, including Kandla and Jawahar Nehru Port Trust. There are 18 national highways in the state, including trunk routes of -, Delhi-, Delhi- and Delhi-. The total length of state highways (SH) is9,885 km.

Under the Madhya Pradesh State Road Sector Development Programme funded by the Asian Development Bank, 1,750 km of state roads were also upgraded by 2006 at a cost of $150million. The Madhya Pradesh government has accorded high priority to improve the road infrastructure and has been successful in attracting private sector participation (PSP) in the developmentof highways. It has constructed 17 bridges and bypasses to four of its cities through PSP. Maintenance of three state highways has been outsourced to the private sector. Currently, IJM Corporation of Malaysia is implementing two SH projects totaling 380 km with an investment of $50 million. 3.4.2 Registered Vehicles The number of registered vehicles rose to 4.6 million in 2005-06. The highest increase has been in the number of motorcycles, scooters and mopeds in the Tenth Plan period (2002-2007). Thenumber of commercial vehicles like taxi cabs and three wheelers, buses and trucks increased substantially during this period. There were 500,000 such vehicles in 2005-06, constituting 10.83 per cent of the total registered vehicles 3.4.3 Railways The significant presence of mineral-based industries in the state and availability of efficient railway links is critical to fully exploit the potential. The total length of the railway network in Madhya Pradesh is 5,992 km. Of this, almost 1,880 km is electrified. Currently, railway up gradation projects include adding 1,151 km of railway lines at a cost of $460 million and implementing a major track modernization programme to convert 285 km of existing meter gauge routes to broad gauge at a cost of $112 million. The completion of these projects will further strengthen the railway network in the state. 3.4.4 Airports To provide a boost to the tourism sector, the state aims at positioning air transport as a reliable all-weather, low-cost transport option. The state has five operational airports and 25 airstrips with regular services. The State has shown significant growth of air traffic. There are convenient flights from Delhi and Mumbai to , Jabalpur, , and Khajuraho. Indore airport has the capability to handle international cargo. An international airport is being proposed for Bhopal. The data below indicates the growth of air traffic up to 2004. After introduction of private airlines the air traffic has almost doubled during the period from 2004 to 2009. Madhya Pradesh - Growth in air traffic

Airport 2001-02 2002-03 2003-04 Bhopal 71,294 87,784 113,700 Indore 170,963 195,072 226,900

M.P.Road Development Corporation Ltd. KM-3/4 to 192/4-NH-12A Jabalpur-Mandla-Chilpi Road

Total 242,257 282,856 340,600 Source: Review of Madhya Pradesh Economy, CMIE, August 2004 3.4.5 Water Supply The state has several major rivers including Mahi, Narmada, Tapti, Chambal, Betwa, Wainganga, Ken, Sindh and Pench, which offer 56.85 MAF (million acre feet) of water. Of this, 69.74 per cent has the potential to be harnessed for irrigation purposes. Besides, 23.55 MAF of ground water is also available, of which 50 per cent can be utilized for irrigation purposes. The net irrigated area in the state in 2005-2006 was 5.68 million ha, which was 37.69 per cent of the net area sown. The state has developed an irrigation potential of 2.4 million ha; the utilization, however, is only about 50 per cent. Besides this, the Narmada Valley Development Authority (NVDA) has developed a potential of 230,000 ha. The Rural Development and Agriculture departments are also contributing to water harvesting and creation of irrigation potential. 3.5 Socio-Economic Profile in the Project Area 3.5.1 General Socio-economic data play a key role in identification of environmental parameters likely to be affected due to the project. This also facilitates the decision maker to assess a particular environmental parameter which needs further detailed investigation. With rapid strides in economic development, the need to rationalize the development is imperative. During the process of development, there has been intensive use of natural resources, very often leading to ecological imbalances. In a road project like this involving wide ranging construction activities, conservation of flora, fauna and the ecosystem forms important aspect of overall sustainable development process. The data / features documented hereunder have been collected through field investigation, interaction with local population and desk research and published data sources. The environmental baseline data comprise the features present within a strip of 10 km on either side of the existing road. This area is referred to as study area in the report. It includes environmental features such as forest areas, conservation areas, water bodies (rivers, lakes ponds and reservoirs), industries, wildlife and, places of historical importance, tourism etc. As mentioned, project road is situated in the districts of Jabalpur, Mandla and Balaghat hence can be described as influenced districts along this project road. Jabalpur, Mandla and Balaghat districts are located in East part of the Madhya Pradesh State. 3.5.2 Socio-economic Features This section deals with the description of existing socio-economic profile if the project Influence Area. The data have been collected from various sources and field visits. Data has been collected on the following aspects: Climate Land Environment, Water Environment, Air Environment, Noise Environment Biological and Ecological Environment Cultural and Socio-Economical Environment. These have been described in detail in the chapter related to environmental studies. The socio-economic features of the three districts are presented in the following sections.

M.P.Road Development Corporation Ltd. KM-3/4 to 192/4-NH-12A Jabalpur-Mandla-Chilpi Road

3.5.3 Population The population of the three districts and the corresponding figure for the whole state in the year 2001 is presented in Table 3.1. It may be seen that Jabalpur is the most populated district with population density almost twice of the whole state. Whereas the two other districts have population density, lower than the whole state. Area versus Population in the three districts (2001) (Table 3.1)

District Area (sq km) Population Nos/ sq.km Serial in state Jabalpur 5,211 2,151,203 413 2 Mandla 5,800 894,236 154 38 Balaghat 9,229 1,497,968 162 16 Whole State 308,245 60,348,023 195 Source: Statistical Handbook, Madhya Pradesh The growth of population for the three districts as well as for the whole state is indicated in Table 3.2. Growth Rate of Population (Table 3.2) District 1981-1991 (%) 1991-2001 (%) Jabalpur 19.12 21.67 Mandla 24.17 41.32 Balaghat 19.00 9.67 Whole State 27.24 24.26 Source: Statistical Handbook, Madhya Pradesh The above clearly indicates that there had been phenomenal growth of population in in the second decade whereas the growth declined in . The growth rates in other cases are comparable with the whole state. Due to major urbanization of Jabalpur and Mandla towns, the population is concentrated in the towns only for Jabalpur and Mandla. Whereas for Balaghat district the urban population is far too low. The figure is almost same as per the census of 1981-1990 and 1991-2001.The details are shown in Table 3.3. Growth Rate of Population (Table 3.3)

District 1981-1991 (rural: urban) 1991-2001 (Rural: urban) Jabalpur 43:57 43:57 Mandla 88:12 90:10 Balaghat 90:10 87:13 Whole State 75:25 81:19 Source: Statistical Handbook, Madhya Pradesh As per census of 2001.The main work force comprises a small per cent of the total population. Considering the children students and female share in the population, the percentage comes down to a low figure. However this is comparable with the main work force of the whole state. The details are presented in Table 3.4. Distribution of Work Force (nos) (Table 3.4)

District Main Work Force (no.) % of total population

M.P.Road Development Corporation Ltd. KM-3/4 to 192/4-NH-12A Jabalpur-Mandla-Chilpi Road

Jabalpur 624,580 29.00 Mandla 322,151 36.00 Balaghat 493,229 32.90 Whole State 19,102,572 31.70 Source: Statistical Handbook, Madhya Pradesh 3.5.4 Food Production Main crops of Madhya Pradesh are wheat, rice, chana, Jowarand groundnuts. Soybean is also produced to some extent. The quantities of production of the chief crops for the three districts are presented in Table 3.5. The area under irrigation is not much in Madhya Pradesh. In the whole of Madhya Pradesh only 37.67 per cent of the total agricultural land is under irrigation. The distribution is varying for different districts. Balaghat has vast areas having agricultural land and the area under irrigation is more than 40 per cent till 2007. The same figures for Jabalpur are high. Mandla district is in hilly area and the area under irrigation is significantly low. The comparative analysis is indicated in Table 3.6. 3.6 Mining and mining products Madhya Pradesh is very rich in mines. Mining forms a very important industry in the state. The following are the main mining and mineral products of Madhya Pradesh.:

 Coal   Copper  Iron  Manganese  Silica  Lime stone  Laterite  Kaolin  Dolomite  Fire Clay  Rock Phosphate

 Slate  Stalactite  Diamond

Apart from these there are several minor mining works. There is no documented record of distribution of the minerals in the districts. However the State earns huge revenue out of export of the mineral products. The details of revenue earnings from the mineral products from 2003 to 2007 are presented in Table 3.5. Table 3.5 Revenue earned from Mineral products (Rs in lakhs)

Items 2003-2004 2004-2005 2005-2006 2006-2007 Primary minerals 633.47 682.52 726.90 795.91 Secondary minerals 45.74 66.42 92.48 128.00 Total 679.21 748.94 819.38 923.91 % of primary minerals 93.27 91.13 88.71 86.14 % of secondary minerals 6.73 8.97 11.29 13.85

Source: Indian Mines Bureau, , , Mining Authority, Madhya Pradesh It may be seen that revenue earned from the minerals over years are ever-increasing. Particular attention may be given to the secondary mining products, the earning from which increased at very high rates over the years. 3.7 Forest The forest area for the whole state is covered earlier in this chapter. The State has large areas of

M.P.Road Development Corporation Ltd. KM-3/4 to 192/4-NH-12A Jabalpur-Mandla-Chilpi Road

reserved forests and even wild life sanctuaries. The area of forest started increasing from 2004-2005. Thereafter it is more or less stationery. The distribution of forest areas in the entire state and the PIA Districts are presented in Table 3.6.

Table 3.6 Forest Areas in 2006-2007

Description Jabalpur Mandla Balaghat Whole State Total Area (sq km) 5,211 5,800 9,229 308,245 Total Forest Area (sq. km) 699.64 4,197.1 4,775.54 94,689.38 Reserved Forest (sq. km) 446.51 3,952.22 3,798.55 61,886.49 Protected Forest (sq km) 221.08 15.16 976.99 31,098.04 Undefined Forest (sq km) 32.05 229.72 0 1,704.85 % age of Forest Area 13.42 72.36 51.74 30.71

It may be seen that the PIA districts of Mandla and Balaghat have areas higher than the state average. Whereas the percentage of forest area is far less for . 3.8 Electricity Generation and Distribution Records available from 2002-2003 to 2006-2007 indicates that there had been a steady increase in electricity consumption. However there had been not much significant growth in production in electricity. Indicates the production and consumption of electricity from 2002-2003 to 2006-2007. The corresponding consumption for the PIA districts is indicated in Table.The rural electrification in the three PIA Districts isshown in Table 3.7.

Table 3.7 Rural Electrification in PIA Districts No of rural consumers No of electric Pumps No of electrified Districts 2005-2006 2006-2007 2005-2006 2006-2007 village Jabalpur 90,220 NA 22,382 22,616 1,345 Mandla 65,019 NA 3,385 3,574 1,156 Balaghat 1,13,354 NA 13,968 14,378 1,173

The above gives a brief outline of the socio-economic characteristics of the PIA Districts. 3.9 Summary of Objectives with Respect to Road Transport The State Government is committed to upgrade the road network in the State to the best of National standards within the forthcoming plan period. Following are the objectives over the plan period:  All the national Highways will be up-graded to two-lane carriageway at least.

 Four-lane will be provided where traffic demands.  All the State Highways will be upgraded to 2-lane configuration.  All Major District Roads will be upgraded to Intermediate lane configuration.

M.P.Road Development Corporation Ltd. KM-3/4 to 192/4-NH-12A Jabalpur-Mandla-Chilpi Road

 Improvement of roads in major urban cities.  Almost all major rivers are connected by the bridges. All are being up-graded to at least two- lane bridges on State Highways and Major District Roads.

 Construction of minor bridges for all weather connectivity in rural areas under various schemes. 3.10 Future Growth in Economy Madhya Pradesh has witnessed economic growth in the last Five Year Plan. The following key variables require to be considered in right earnest to sustain the economic growth achieved so far and to continue with it.

 To make the state attractive for Private Investment.  The State should take the full advantage of the Central investments already made.  Permitting the development of downstream industries from existing Central investments  Better management of usage of raw materials of the state to meet the energy deficiency.  The State has to succeed in harnessing its rich water potential through the optimum utilization of resources and adoption of new technology  Madhya Pradesh has many towns Class-B towns of category of Jabalpur. The State should attempt for more urbanization, to create a few classic towns, which will attract investments. This will lead to generation of more business and employment.  The State has vast mineral and forest resources. It is necessary to harness these resources to the maximum for maximum revenue generation. The forest reserves can be developed into classified reserved categories and wild life sanctuaries, which will lead to more tourism.  Good governance and stable policy framework to initiate more private investment, which will brighten the economic future of Madhya Pradesh. 3.11 Justification of Project Impacts and Benefits Any road improvement project brings economic development to the area. This project is no exception but in a different manner. This road is in hilly terrain and in very poor condition. Improvement to two-lane road can be viewed as boosting tourism, economic growth and more specifically reduction of distance among tourist locations around the PIA. The possible direct and indirect positive impacts are listed below.  The immediate benefits of road improvement will come in the form of direct employment opportunities for the roadside communities and specially those who are engaged as wage laborers, petty contractors and suppliers of raw materials;  Improved road networks provides for improved linkages between the village communities and urban centre, which provides wider marketing facilities;  Road networks not only links the village communities to better markets, but also opens up wider work opportunities in distant places. People can shuttle to distant work sites and towns and engage in construction, factories, business as well as domestic works. In this case Jabalpur and Mandla are the main destinations:  Improved road networks encourage urban entrepreneurs to invest in far and remote areas in commercial farming and industrial activities;  Improved roads also help people building strong institutional network with outside agencies. Essential and emergency services can be availed fast like schools, health centre, public distribution system etc.  Increased frequency of interaction with outsiders will increase the awareness level of the people in the village with regard to their health and nutrition, living style, value of education and proper utilization of available resources; and

M.P.Road Development Corporation Ltd. KM-3/4 to 192/4-NH-12A Jabalpur-Mandla-Chilpi Road

 Interaction with the government, non-government and other development agents, help people gain new knowledge on improved farming, land development, development and maintenance of natural resources through the formation of various economic and social development committees.  To enhance project benefits for roadside communities and road users, the project design will incorporated the following:  Saving in vehicle operating cost  Time saving – freight and passenger movement  Employment potential – direct employment in road construction and allied activities and greater mobility  Lower accidents, quick access to services like hospitals, markets, offices etc.  Improvement of geometric deficiencies;  Effective surface and sub-surface drainage system to ensure that there will be no sinking and sliding zones;  Safety measures such as pedestrian rails, barriers, highway signs, pavement marking, traffic signals, landscaping, illumination, road furniture, truck lay-bys, and bus-bays  Addition of truck parking for improved road safety and reduced road congestion;  Development of public amenities such as rest rooms, telephone booths, facilities for public conveniences.

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