Kaladan Multimodal Transport Project in Mizoram EIA-EMP Report Construction of road from NH-54 to Indo-Myanmar border Executive Summary

EXECUTIVE SUMMARY E1.0 INTRODUCTION E 1.1 Background

India occupies a strategic position in Asia, looking across the seas to Arabia and Africa on the west and Burma, Malaysia and the Indonesian Archipelago on the east. Geographically, the Himalayan ranges keep India apart from the rest of Asia. In India Mizoram State is bordering Myanmar in the east & south and Bangladesh in the West.

Map 1.1 Map showing position of Mizoram in India

Government of India is establishing good ties with the neighbouring countries especially with eastern neighbours, both economically and politically. With the growth of global economic development and Asia in particular the Govt. of India set up a new policy known as “Look East Policy” wherein a sectoral trade link will be established with the far East countries. River Kaladan, after meandering along the Indo Myanmar Boarder at North East India flows through the southern part of Mizoram (India) and finally empties itself at Sittwe, the seaport in Myanmar into Bay of Bengal. This river can be utilized as a Trade Route with the eastern countries by

Public Works Department Government of Mizoram

Kaladan Multimodal Transport Project in Mizoram EIA-EMP Report Construction of road from NH-54 to Indo-Myanmar border Executive Summary

Inland waterway up to the navigable point and by road transport where navigation is not feasible. Then the goods to imported can be distributed in other parts of the country especially among north eastern states by road or train .So the means of transport comprises of sea, inland water, roads & railways and land will serve as a Multi-Modal trade route.

Recognizing the current inadequate transportation infrastructure facility of the country and the vital role transportation sector plays in the accelerated economic growth of the country; Government of India has placed a high priority in this sector's development to meet the current and future highway transportation needs.

An agreement has been reached between Government of India and Govt. of Myanmar to develop a Multi Modal Trade Route between the two countries. The first part of the trade route is through the inland waterway of River Kaladan in Myanmar from its confluence point at Bay of Bengal at Sittwe up to the suitable navigable point at Kaletwa (Setpyitpyin), Myanmar. The second part covers from Kaletwa up to R. Zocha at Indo Myanmar border by road. The portion of the road now being surveyed and investigated covers from Lawngtlai town at NH-54, in Mizoram, India upto R. Zocha at Indo - Myanmar border to form the Indian part of the said Multi Modal Trade Route which is entirely within the Lawngtlai district of Mizoram, India. The length of the road along the surveyed alignment is 99.830 Km.

The feasibility study, carried out by RITES Ltd. during 1999-2000 revealed that the R.Kaladan is navigable from its confluence point with the Bay of Bengal near Sittwe upto Kaletwa (Setpyitpin) on the upstream side of the river. Beyond Kaletwa, towards the Indian border, the river is not navigable owing to shallow water and frequent rapids. The transport by road is, therefore, proposed for this stretch ( i.e from Kaletwa in Myanmar to Lawngtlai on NH 54 in Mizoram). The proposed road link from Kaletwa in Myanmar to Lawngtlai on NH – 54 in Mizoram forms a part of the proposed development of multi modal trade route along the river Kaladan between Mizoram (India) and Chin State in Myanmar. The road connectivity between Kaletwa in Myanmar and Lawngtlai on NH-54 within Mizoram India has been divided into two parts:  From Lawngtlai on NH-54 in Mizoram upto River Zocha at Indo Myanmar border – 99.830 Km.  From R.Zocha i.e. Indo Myanmar border upto Kaletwa in Myanmar - 62 .000 km (approx).

Public Works Department Government of Mizoram

Kaladan Multimodal Transport Project in Mizoram EIA-EMP Report Construction of road from NH-54 to Indo-Myanmar border Executive Summary

Map 1.2 Location maps of northeastern states (including Mizoram)

E 2.0 Project Road

E 2.1 Kaladan Multi-Modal Transport Route

The proposed Project Road takes off at 76.400km of NH-54 at Lawngtlai Town, running towards South and joins Kaletwa (Myanmar) to River Zocha road sector at Indo Myanmar border road. The Projected length of the road from Lawngtlai to the Indo Myanmar border is 99.830 Km. The Projected road alignment passes through frequently cultivated jhum land. It also crosses Lawngtlai to Diltlang Parva road, which runs towards south west of Lawngtlai town. It also crosses Nalkawn Chamdul Valley road at four points. The road also passes through the villages of Saizawh east and Zochachhuah . The height of the road at various locations varies from 56 m near River Zocha to 780 m Lawngtlai Town, above mean sea level (MSL).

Public Works Department Government of Mizoram

Kaladan Multimodal Transport Project in Mizoram EIA-EMP Report Construction of road from NH-54 to Indo-Myanmar border Executive Summary

The proposed alignment of the project passes through Lawngtlai District in North-South direction. The whole length of the project will be fresh cutting of mountainous as steep terrain with broken contours. The alignment of the project road traverses through frequently cultivated jhoom lands where the cycle of cultivation by cutting and burning of trees and bamboos is 4 – 5 years. At some places the project corridor is within few kilometers of natural forest and virgin land of thick undergrowth of evergreen bushes and creeping plants.

Proposed Road Segments

The road has been divided into four homogeneous segments I, II, III and IV with respect to physical features as given in following table

Table 1: Project road segments Type of Location in chainages Major River crossing Terrain Segmen Length (km) Name of Location From To Hilly Steep River at km

Segment Lawngtlai Leichhekawn -I (0.00) (40.980) 40.980 4.098 36.882 Ruankhum 34.634 Segment Leichhekawn R.Ngengpui -II (40.980) (56.500) 15.520 9.1568 6.3632 Ngengpui 56.500 Darnam Segment R.Ngengpui Saddle -III (56.500) (74.300) 17.800 5.874 11.926 - - Bawklawk 79.323 Lunghauka 81.530 Darnam R.Zocha Segment Khawrawp Saddle (Border) 25.530 18.892 6.6378 89.321 -IV (74.300) (99.830) Hmawngbu 94.204 Zochate 96.225 Zocha 99.800 99.830 38.021 61.809

 Segment I: Lawngtlai (0.000 km) to – Leichhekawn (40.980km) , 40.98 kms

At the project road take off point, the Lairam Isua Krista Baptist Kohhran (LIKBK) Church at chainage 0.00 kmp and Assam Oil Corporation (AOC) filling station will be required to be removed to have adequate area at junction point with NH-54 and also to accommodate bus bays and truck lay-byes at this junction. There are two cemetery locations, viz. Lawngtlai III cemetery at chainage 1.00 – 1.150 km and Chanmari Cemetery chainage 2.800 – 2.900 km. Some portions of this cemetery have to be acquired to have requisite ROW for the project. This segment, from take off point of the project road to Leichhekawn (Ch. 40.980), is mostly steep terrain with about 10% mountainous terrain and the rest being hilly terrain. New earth cutting to obtain the required formation will be required. In this segment the proposed alignment crosses LDP Road at Chainage 4.440 km and NCV Road at Chainage 38.150km. There is no

Public Works Department Government of Mizoram

Kaladan Multimodal Transport Project in Mizoram EIA-EMP Report Construction of road from NH-54 to Indo-Myanmar border Executive Summary crossing of big river or human habitation or settlements in this section. However, there are five villages which are located nearby but outside the project corridor, they will get benefit from the proposed road on its completion. The name of the villages, located nearby the project road corridor, which will be directly influenced by the project road are listed below –

Sl.No. Village Name Population 1. Nalkawn 20 2. Saikah ‘U’ 524 3 Paithar 517 4 R.Vanhne 120 5 Rulkual 670 Source: Mizoram PMGSY

There is one running stone quarry near Rulkual village which will be one of the main sources of stone material for construction purposes, especially the pavement works.

 Segment II : Leichhekawn (40.980km) to- R.Ngengpui (56.500 km) 15.520kms

In this segment the general topography is that the mountainous terrain is 59% and the steep terrain is 41%. The alignment also passes through Saizawh East village at chainage 47.9KM – 48.45KM The population of this village is 224. RCC double lane bridge will be required to cross the R.Ngengpui at chainage 56.500KM.

 Segment III: R.Ngengpui (56.5km) to Darnam Saddle (74.300km) 17.800kms

In this sector the general topography is 33% of mountainous terrain and the rest may be classified as hilly terrain characterized by several natural drainages and streams perennial and non- perennial. The project road crosses the zigzagging NCV road at three locations, viz. chainage 60.8km, 70.92km and 71.32km, 74.30km, 85km, 91.2 km & 98.28 km.

 Segment IV: Darnam Saddle (74.300km) to R. Zocha (Indo-Myanmar Border), (99.830km), 25.530km

This is the last segment of the project road meeting the Indo Myanmar Border at River Zocha (chainage 99.83 KM). About 74% of this sector is mountainous and steep terrain of 26%. In this sector the alignment crosses six rivers including the river at border

The alignment of the project passes through Zochachhuah Village, the last village in Mizoram along the project alignment before reaching the Myanmar side.

The Nalkawn Chamdur Valley (NCV) road, which was constructed by Border Roads Organization (BRO) and later taken over by Mizoram PWD recently.

There are four villages in the vicinity of the project road within segment III and IV.

Public Works Department Government of Mizoram

Kaladan Multimodal Transport Project in Mizoram EIA-EMP Report Construction of road from NH-54 to Indo-Myanmar border Executive Summary

Table 2 Villages in the vicinity of Project Road. (Segment III & IV)

Sl. No Village Name Population 1 Darnamtlang 408 2 Lunghauka 434 3 Hmawngbuchhuah 439 4 Hmawngbu 615 5 Sabualtlang 239 6 Kakichhuah 120 7 Tuithumhnar 420

Terrain

The alignment of the project road passes through mountainous and steep terrain exceeding 25 % ground slope across the alignment. The altitude of the project corridor is 56 mt. – 780 mt. a height from mean sea level at the take off point at Lawngtlai Town and end point at River Zocha (Indo-Myanmar Border). The average annual rainfall in the project area is 2540 mm and is also within the affected area of cyclonic storm and is frequented by cyclone from Bay of Bengal.

Table 3: Terrain Classification Sl/No. Terrain % Cross slope 1. Plain < 10 2. Rolling 10 – 25 3. Mountainous 25 – 60 4. Steep > 60 Proposed Design Speed (km/hr) Sl/No Mountainous Terrain Steep Terrain Ruling Minimum Ruling Minimum 1. 50 40 40 30

Road Land Width

The desirable width of road land as given by IRC (Right of Way) for the stretches of project road, located in open and built up areas is given in table. Desirable Road Land Width (ROW)

Sl/No Open Areas Built up Areas Normal Exceptional Normal Exceptional 1. 24 m 18 m 20 m 18 m

Road Upgrading Proposals

The project road is proposed as a new link that is expected to develop as international trunk route in due course of time. The project road is proposed to be compatible with NH-54. Accordingly it has been proposed to provide carriageway width of double lane standards. The formation width has also been proposed for 12m. The cross-drainage structures and bridges are also proposed to

Public Works Department Government of Mizoram

Kaladan Multimodal Transport Project in Mizoram EIA-EMP Report Construction of road from NH-54 to Indo-Myanmar border Executive Summary be of two-lane standards. The proposed standards in respect of various cross-section elements for the project road are summarized in table below: Table 4: Road Upgrading Proposals Sl.No. Design Elements Dimensions Two lane 1. Roadway Width 12 m 2. Carriageway 7.50 m 3. Shoulder Width 0.90 m (1.5 m) 4. Roadway Width* At culverts 8.80 m At Bridges 7.50 m 5. Cross Slopes/Camber 2.5% *Roadway width is exclusive of width of drains and parapet wall.

Bridges and culverts

There are eight Bridges on the proposed Road.

Bridge across river Ruankhum 34.634 km Bridge across river Ngengpui 56.512 km Bridge across river Bawklawk 79.323 km Bridge across river Lunghauka 81.530 km Bridge across river Khawrawp 89.321 km Bridge across river Hmawngbu 94.204 km Bridge across river Zochate 96.225 km

Based on identification of the requirement of culverts, 530 culverts have been proposed. These are RCC Hume Pipe Culverts (222 nos), Slab culverts (146 nos) and RCC Box Culverts (162 nos).

Seismic effect

The entire state of Mizoram is earthquake prone and falls under seismic Zone V with reference to IRC-6. All structures has been designed with seismic effect as per stipulations in IRC-6.

Land Slide: There is no major potential land slide in the Project road. .

Land Acquisition

As free land is not available the Government of Mizoram needs to acquire land from the land owners to make the road to two lane standard having a formation width of 12m as per Hill Road Manual IRC: SP - 48 - 1998.

Total land requirement for the project is about 239.59 ha .The road passes through mainly degraded jhumland and private holding. Out of the total proposed 239.59 hectares, only 196.75 hectares is found to be forest area by the concerned authorities.

Notification had been issued by Government of Mizoram under Land Acquisition Act 1894 vide letter no.K-15011/102/05-REV/pt dt. 20.08.2008 and verification of land , building, crops etc likely to get damaged due to the proposed construction of the road been done by the Deputy

Public Works Department Government of Mizoram

Kaladan Multimodal Transport Project in Mizoram EIA-EMP Report Construction of road from NH-54 to Indo-Myanmar border Executive Summary

Commissioner, Lawngtlai District, representative of LADC(Revenue) and representative of State PWD and based on the assessment carried out, acquisition estimate is framed.

For diversion of 196.75 ha of forest land for non-forest purpose forest clearance from forest department is required.

The total value of property likely to be damaged estimated based on the above rates plus one- year interest @ 12 % works out to be Rs 14.20 Crores

Forest clearance

Forest clearance for the project road was sought from the concerned authorities in the prescribed Form vide Public Works Department, Mizoram letter dated 31.10.2008 for a land totaling 239.59 hectares (99.83 km by 24.00) right of way for construction of the road to required specification. The application, accompanied by a map showing the proposed alignment in the prescribed scale also clearly mentioned that the alignment was the best possible one.

The Forest authorities accordingly conducted a detailed survey of the alignment and the following is the findings of that survey:

 The proposed road alignment does not form part of National Park, wild life sanctuary, biosphere reserve, tiger reserve, elephant corridor, etc.  No rare/endangered/unique species of flora and fauna are found in the area.  No protected archeological/heritage site /defence establishment or any other important monument is located in the area.  The requirement of forestland as proposed by the user agency in is unavoidable and barest minimum for the project. No alternative for the project exists.  No work in violation of the Forest Act has been carried out.

The road passes through mainly degraded jhumland and private holding. Out of the total proposed 239.59 hectares right – of – way, only 196.75 hectares is found to be forest area by the concerned authorities.

After due verification and assessment, the Estimate for Net Present Value and Compensatory Afforestation has been been duly framed by the concerned Mizoram Forest Authorities.

E2.2 Objective of the Project The proposed Trade Route between the two countries will serve as a major intra and inter regional Trade Route, economically and culturally. It will also serve as one of the most important corridors for Freight Movement between the two countries. The proposed transport connectivity will also help in socio economic development of the north eastern region of India by allowing cargo to be transported from Kolkata, Haldia and other foreign ports via the ports of Sittwe/Kaletwa by coastal shipping, inland water transport and road transport modes with cheaper cost and vice versa. Once the proposed trade route is completed and put into use it will greatly boost the trade between the two neighboring countries, viz. India and Myanmar.

Public Works Department Government of Mizoram

Kaladan Multimodal Transport Project in Mizoram EIA-EMP Report Construction of road from NH-54 to Indo-Myanmar border Executive Summary

E 2.3 Advantage of the project

The proposed Trade Route between the two countries will serve as one of the major intra and inter Regional Trade Routes, economically and culturally. It will also serve as one of the most important corridors for Freight Movement between the two countries. The proposed transport connectivity will also enhance the socio-economic development of the north eastern region of India by allowing cargo to be transported from Kolkata, Haldia to the Port of Sittwe/ Kaletwe by Coastal Shipping Mode and Inland Transport and from the port of Sittwe in Myanmar with cheaper cost and vice versa. Once the proposed trade route is completed and put into use it will greatly boost the trade between the two neighbouring countries. It will also serve as the main export route for the North Eastern State to other countries especially to the Far East countries, etc.

Public Works Department Government of Mizoram

Kaladan Multimodal Transport Project in Mizoram EIA-EMP Report Construction of road from NH-54 to Indo-Myanmar border Executive Summary

Fig 1 Proposed Road and its linkage with NH-54

Public Works Department Government of Mizoram

Kaladan Multimodal Transport Project in Mizoram EIA-EMP Report Construction of road from NH-54 to Indo-Myanmar border Executive Summary

Photo 1 View of the terrain through proposed road will be developed

Photo 2 View of the existing road unfit for upgradation

Public Works Department Government of Mizoram

Kaladan Multimodal Transport Project in Mizoram EIA-EMP Report Construction of road from NH-54 to Indo-Myanmar border Executive Summary

E3.0 Policy, Guidelines and Legal Requirement

E 3.1 As per EIA notification, 2006 Requirements of prior Environmental Clearance (EC)

For Highway projects Category A projects include:

- New State High ways; and - Expansion of National High ways greater than 30 KM, involving additional right of way greater than 20m involving land acquisition and passing through more than one State.

Category B Project include:

- New State High ways; and - Expansion of National / State Highways greater than 30 km involving additional right of way greater than 20m involving land acquisition.

The project stretch considered for study falls under category ‘A’ projects as per EIA notification, 2006 because:  Almost a New State High way with NH standard  Any project or activity specified in Category ‘B’ will be treated as Category A, if located in whole or in part within 10 km from the boundary of: (i) Protected Areas notified under the Wild Life (Protection) Act, 1972, (ii) Critically Polluted areas as notified by the Central Pollution Control Board from time to time, (iii) Notified Eco-sensitive areas, (iv) inter-State boundaries and international boundaries. Hence get environmental clearances from Expert Appraisal Committee, MoEF, and Government of India.

E 3.2 Legal Requirements The relevant legal requirement, which has been considered for the present project, has been identified and the institutions responsible the same has also been identified and discussed in table 5

Table 5: Summary of Relevant Legal Requirements Considered for this Project

Act Year Objective Responsible Institution

Environmental (Protection) 1986 To protect and improve MOEF, DOF, SPCB, Act. the overall environment Notification on Environment 1994 To provide environmental MOEF, DOF, SPCB, Impact Assessment of clearance to new Development Projects (and development activities amendments) (referred to as following environmental the Notification on impact assessment. Environmental Clearance) Forest (Conservation) Act. 1980 To check deforestation by Forests Departments, restricting conversion of GOI, GO Mizoram

Public Works Department Government of Mizoram

Kaladan Multimodal Transport Project in Mizoram EIA-EMP Report Construction of road from NH-54 to Indo-Myanmar border Executive Summary

Act Year Objective Responsible Institution

Forest (Conservation) Rules 1981 forested areas into non forested areas Wildlife (Protection) Act 1972 To protect wildlife through Wildlife Division, conservation of National Forests Department, GO Parks and Sanctuaries Mizoram National Forest Policy 1952 To maintain ecological Forest Departments, National Forest Policy 1988 stability through GOI and GO Mizoram (Revised.) preservation and restoration of biological diversity Compendium of 1987 To determine which DOE, GO Mizoram Environmental Guidelines, developments require EIA. Rules of Business, Schedule II Water (Prevention and 1974 To control water pollution SPCB Control of Pollution) Act (and by controlling discharge of subsequent amendments) pollutants as per the prescribed standards

Air (Prevention and Control 1981 To control air pollution by SPCB & Transport of Pollution) Act (and controlling emission of air Department. subsequent amendments) pollutants as per the prescribed standards Coastal Regulation Zone 1990 To restrict the MOEF, DOE, SPCB Regulations, and Notification establishment or on Coastal Regulation Zone expansion of industries, operations or process 1991 between the High Tide and Low Tide Lines Central Motor Vehicle Act, 1988 To check vehicular air and Motor Vehicle Central Motor Vehicle Rules, 1989 noise pollution Department, Mizoram Uttar Pradesh Motor Vehicle Rules 1989

Ancient Monuments and 1938 Conservation of cultural State Dept. of Archaeological Sites and and historical remains. Archeology Remains Act. Archeological Survey of India The Land Acquisition Act 1894 Set out procedures for Land and Land Revenue National Highways Act 1956 acquisition of land by Department, Govt. of government Mizoram Public Hearing notification of 1997 Provide process of public SPCB. MOEF of 10th April, 1997 hearing

Public Works Department Government of Mizoram

Kaladan Multimodal Transport Project in Mizoram EIA-EMP Report Construction of road from NH-54 to Indo-Myanmar border Executive Summary

Act Year Objective Responsible Institution Noise (Regulation & Control) 2001 Noise pollution regulation SPCB Rules 2000 and controls Biological Diversity Act 2000 Prevents persons MOEF undertaking biodiversity related activities without approval from the National Biodiversity Authority. It extends to the whole of India, and approval is required from the National Biodiversity Authority. EIA notification, 14th 2006 Provide guideline for State Environment September, 2006 Environment clearance. Department

MOEF – Ministry of Environment and Forest, SPCB –State Pollution Control Board, Mizoram , DOE – Department of Environment, DOF – Department of Forest.

E3.3 Road Construction Standards, Norms and Management

Following the road construction standards, norms and management procedure has been adopted to keep the standards and guidelines maintained by the Indian Roads Congress (IRC):  Guidelines for Environmental Impact Assessment of Highway Projects, IRC: 104-1988.  Recommended Practice for Treatment of Embankment slopes for erosion control, IRC: 36-1974.  Recommended Practice for Borrow pits for Road Embankment for Road manual operation, IRC: 10-1961.  Recommended Practice for the construction of Earth Embankments for Road Works, IRC: 36-1970.  Highway Safety Code, IRC, special publication no. 44.  Guidelines on Bulk Bitumen Transportation and Storage Equipment, IRC, special publication 39.  Recommended Practice for Tools Equipment and Appliances for Concrete Pavement Construction, IRC: 43-1972.  Recommended Practice for use and Upkeep of Equipment, Tools and Appliances for Bituminous Pavement Construction, IRC: 72-197.Road Accident Forms A-1 and 4, IRC: 53-1982.

Public Works Department Government of Mizoram

Kaladan Multimodal Transport Project in Mizoram EIA-EMP Report Construction of road from NH-54 to Indo-Myanmar border Executive Summary

E4.0 Environmental Assessment The methodology adopted for the EA is as follows: E4.1 Reconnaissance Surveys These were undertaken by all members of the Environmental & Social teams initiating with a joint reconnaissance with the representatives of the PWD, to find out different Environmental & Social issues related to this project. E4.2 Screening & Scoping A separate screening report has been prepared for the project. Scoping is the outcome of the environmental and social screening report. It is a process used to determine the anticipated range of issues to be addressed by, and the depth of study required for environmental analysis. In accordance with the basic approach to environmental investigations, the scoping process was reiterative, i.e. the scope and depth of the analysis was refined and deepened as additional information came to light. E4.3 Assembling and Analysis of Data This included both published and other recorded environmental data. Review of literature was undertaken and relevant agencies (e.g., the Departments of Forest, the State Pollution Control Boards, and the Archaeological Survey of India) were contacted and appraised of the proposed project. Standard statistical methods were used for analysis of the socio-economic data, tree count etc. Laboratory tests carried out for the primary data (on air, water, soil and noise and planktons) collected in the field. In addition to this forecast of future impact on air, water, soil and noise being carried out with the help of different mathematical simulation models. E4.4 Documentation of Baseline Environmental Conditions A 7.5 Km wide strip on both side of the bypass alignment was defined as potentially impacted area (PIA) as per MOEF guidelines and other conditions into account. Both secondary and primary data were collected for various baseline environmental parameters. A detail baseline conditions within the defined area were documented and discussed later in Chapter 5 of EIA report E4.5 Assessment of Potential Impacts Potentially 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, within the PIA and review of assessment of potential impacts as identified by previous highway projects. This has been discussed in detail in chapter 6 of EIA report. 4.3.6 Integration of Environmental Assessments in the Design Process: "Mainstreaming the Environmental Component”

Environment and Social issues were integrated in design and decision making process for finalization of the alignment, by pass, finalization of the location of underpass, overpass and pedestrian crossings, shifting of cultural properties, biological resources and other amenities along the alignment.

4.3.7 Assessment of Alternatives

Alternatives were continuously assessed throughout the process. A more formal assessment of different alternatives (like alternative alignment, material sources etc.) were also undertaken as a part of the environmental assessment process on the basis of field investigation, secondary data and public consultation.

Public Works Department Government of Mizoram

Kaladan Multimodal Transport Project in Mizoram EIA-EMP Report Construction of road from NH-54 to Indo-Myanmar border Executive Summary

4.3.8 Identification of Environmental Enhancement Measures

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

4.3.9 Community Consultations

Consultations with concerned officials; agencies and potentially affected persons (PAPs) continued throughout the process and will continue as the project proceeds. The issues rose by the communities and the various stakeholders were incorporated in the design and construction/operation plan of the project highway improvement.

Public Hearings, as stipulated by the Environmental Impact Notification, 2006 are to be conducted by the SPCB and the relevant issues to be raised in the hearings are to be incorporated in the project design and EA report if deemed to be necessary.

4.3.10 Preparation of the Environmental Management Plans (EMP)

An EMP for each of the contract packages is to be prepared to specify the steps necessary to ensure that the mitigation measures have been and will be taken. This includes the monitoring plan and gives details of the resources budgeted and the implementation arrangements.

Public Works Department Government of Mizoram

Kaladan Multimodal Transport Project in Mizoram EIA-EMP Report Construction of road from NH-54 to Indo-Myanmar border Executive Summary

Project Planning

Project Feasibility study

Screening of the Project

Submission of Form – 1 & approval of TOR/ Scope of EIA

Preparation of EIA report

Collection of Baseline Data on Physical Environmental Features

Study of Alternatives and Selection of Alternative

Positive & Negative Impacts of Selected Alternative

Mitigating Measures Overall Assessment of Environmental Impacts

Environment Management Plan (EMP) EIA report

Submission to Expert Appraisal Committee, MoEF (EAC)

Environment Clearance

Figre: 2 Steps for Environment Clearance of the project

Public Works Department Government of Mizoram

Kaladan Multimodal Transport Project in Mizoram EIA-EMP Report Construction of road from NH-54 to Indo-Myanmar border Executive Summary

E5.0 BASELINE ENVIRONMENTAL SCENARIO

E5.1 Natural Environmental Setting of the project corridor

Temperature and Climate It is generally cool in summer and not very cold in winter. The temperature varies between 18 and 30 degree during summer and between 11 and 21 degree in winter. Pre-monsoon rains are experienced from March to May while regular south-west monsoon commences from June till October. The average relative humidity is 85%. Rainfall Annual rainfall of the State is about 2500mm with 124 numbers of rainy days, but is concentrated between June to September. Except in the month of October and November when rainfall of <200mm and >70mm, respectively is received, there is practically no rainfall (>30mm) in the subsequent months (December - January). Although the pre- monsoon rainfall is more than 700mm, the distribution of rainfall in February and March is scarce (<110mm).

E5.2 Physical setting Land Use Buffer zone land use

The land use pattern of the project area was studied during field studies and survey of India topo-sheets and land sat satellite imagery. For the entire alignment of 108.761 km, 5 km buffer zone along the Kaladan Mayanmer Multi Modal road network, land use and land cover map of that area was prepared using LANDSAT ETM satellite data.

Steps followed here:

 Digital copies 1:50000 scale toposheets were supplied by the client. Proposed road network was also marked on the map.  Digital/raster copy of toposheets were first geo-referenced with the help of available and most accurate coordinate intersection points using PCI OrthoEngine.  Geo corrected toposheets were mosaicked.  Proposed road network digitized in PCI Focus environment and data was saved in...pix or .dxf file format.  A 5 Km buffer zone created along the both sides of proposed road.  LandSat ETM data of corresponding area were also geo-referenced against the toposheet and mosaicked to generate the image of entire project area.  Image was clipped and subsetted for the buffer area only.  Subsetted image was classified using Nearest Neighbor classification method in Definiense Developer software. We have taken the help all visible and NIR bands in LandSat ETM during classification. As the image was mostly vegetation covered, we use NDVI index in classification.

Inferences

 The area is mostly covered (93.26%) with dense to moderately dense forest/vegetation. Water bodies like river and small submerged land area are the smallest landuse unit (1.30%) in the area. Open land (some times water logged) near by habitation are interpretated as degraded Jhum cultivation. This open land and

Public Works Department Government of Mizoram

Kaladan Multimodal Transport Project in Mizoram EIA-EMP Report Construction of road from NH-54 to Indo-Myanmar border Executive Summary

habitation class occupied nearly 5.45% of total buffer area. Following table and pie distribution chart shows overall landuse and landcover distribution. Class name Area (sq. km) Class percent Water Bodies 8.252 1.30 Dense Forest 293.450 46.07 Moderately Dense Forest 252.370 39.62 Sparse vegetation 48.244 7.57 Open land/Habitation 34.715 5.45 Total Area 637.032 100.00

From the classified map it is interpreted that though the area of interest is mostly covered by dense forest, but the proposed road network in most cases passes through the moderately dense or sparsely vegetative area. It does not affect too much the dense/thick vegetation land.

40%

Water Bodies Dense Forest Moderately Dense Forest 8% Sparse vegetation

5% Open land/Habitation 1%

46%

Fig: Distribution of Land Use

It is not possible to determine appropriate demarcation among different vegetation types using in this imagery (LansSat ETM). Higher resolution imageries like IKONOS, QUICKBIRD, WORLDVIEW, and ORBVIEW may be used for further detailed study of the proposed area. Vegetation type, individual tree crown etc can be detected correctly using this imageries. Ground checking with these data will be more informative. Land use pattern of the land on which proposed road alignment has been proposed i.e. the land which is to be acquired for the project has following land use pattern: Total Land Requirement = 239.59 Hectares

Total Forest Land = 6.36 % (15.24 Hectares)

Total Private Land = 17.88% (42.84 Hectares)

Degraded Jhum Land = 75.78% (181.51 Hectares) (Deem Forest)

Public Works Department Government of Mizoram

Kaladan Multimodal Transport Project in Mizoram EIA-EMP Report Construction of road from NH-54 to Indo-Myanmar border Executive Summary

Forest Land Forest Land Habitation Private Land Water body Degraded Jhum land Degraded Jhum land

Figure 5.2 Land use pattern of project Figure 5.3 Land use pattern of Proposed Influence area project road alignment Seismicity

The project area is part of Northeast India, which is seismically one of the six most active regions of the world, the other five being Mexico, Taiwan, California, Japan and Turkey. The complete project alignment falls in Zone V of the seismic zoning classification of India. Though the project area is not reported to have originated any earthquakes, but has experienced many shocks/tremors due to earthquakes occurring in the neighbouring region till recent past. Physiography

The project road alignment passes through the Southwestern part of Mizoram, which is characterized, by alternating ridges and valleys. The terrain of the project corridor is mostly mountainous to hilly with a series of parallel North-South ridges. Due to its topography the area is well drained even though it receives high rainfalls with annual average of 2700 mm. The project road follows the pattern of the ridges and traverse through the hill or mountainous sides mostly running at an altitude of 907m – 55m above mean sea level at the start and end point at in the Myanmar Border. Drainage

In the project area the Koldoyne (Chhimtuipui) that originates in Myanmar, is an important river in the south Mizoram. It has four tributaries and the river is in patches. The Western part is drained by Karnaphuli (Khawthlang tuipui) and its tributaries. A number of important towns including Chittagong in Bangladesh is situated at the mouth of the river. Before Independence, access to other parts of the country was possible only through the river routes via Cachar in the north, and via Chittagong in the south. Soil Sand stone, shale, slate and mudstone are the main components of the soil in the project area. The project area has mostly residual soils withered from shale. The soils are matured and leached. Soils samples along the alignment had been collected from various locations to study its characteristics and test its suitability for the road foundation. The project area has mostly residual soils weathered from shale. Red soils predominate with thin patches of Laterite over the higher ridges.

Geology and Minerals The geological composition of the region is mostly sand stone, siltstone, shale conglomerates and limestones. The investigation has shown that the geological ages of these stones are Pre-

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Cambrian to recent. The area has ferruginous and argillaceous rocks, granites, gray in dull yellow coloured bedded sandstone with laminated iron stained shale and thick zones of pelagic shale and mud. The present main mineral exploration in the project area is only hard rock of tertiary formation, which is mainly utilized as building materials and road construction work. The project district or the alignment is devoid of any mineral of commercial importance. Material Quarry Road Construction activities are closely linked with the quarry sites around the work sites. Stone, sand and granular materials are needed in large quantities for the highway construction. Material engineering section have sort listed those quarries which are already in operation. Another important factor that has been considered is material transport distance as far as practically suitable from haulage point. The distance has been kept at minimum. The present potential users of the quarries are the local contractors. As per the engineering investigation it has been found that sufficient amount of stone material are available in these quarries for the construction of the road.

E5.3 Ambient Air Quality Baseline air quality with respect to SPM, RPM, SO2, NOx, CO, HC and Pb were monitored at three different monitoring locations within the stretch in Pre-Monsoon (April to May 2009). Locations of ambient air quality monitoring stations are:  At village Nalkawn  At village Rulkual  At village Bungtlang 24 hourly monitoring were carried twice a week for 4 weeks in the eason. Average air quality has been given in Table . Data generated has been compared with the ambient air quality standards as furnished by the Central Pollution Control Board (CPCB) Ambient Air quality of the Project Corridor Location Pollutant Concentrations (g/m3) SPM RPM SO2 NOx CO Pb HC Nalkawn 48 21 8.0 14 315 BDL BDL Ruikwal 31.2 18 16.0 7.5 BDL BDL BDL Bungtlang 78 27 21.0 18.0 468 BDL BDL Data indicate that the concentration of pollutants is with in limit. The area is not polluted.

E5.4 Surface Water Rivers The project area is under the influenced of Chhimtuipui (Kolodan/Kaladan) river. Chhimtuipui has four tributaries such as Mat, Tuichang, Tuipui and Tya. The first three are within Mizoram state and the last in Myanmar. All these rivers are fed and influenced by monsoon rain. The discharge during monsoon and dry period is having high difference. Water Quality In order to assess the base line water quality status samples from different locations were tested. These samples are collected from rivers and springs within the project affected area. The results of the analysis of the water sample show that the quality of water is good and fit for drinking purposes. The different elements and compounds are tested as required by IS: 10500 1991: Drinking Water specification are within permissible limits. There is no water treatment facility within the project affected area.

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Ground Water Quality As per earlier field investigation reports, it is found that water samples collected from springs indicate pH value ranges from 6.9 to 8.3. Electrical conductivity of spring water is found to vary O from 31 to 249 micromhos/cm at 25 C except at few places. The concentration of bicarbonate ranges from 12 to 158 ppm. The concentration of Calcium varies from 4 to 22 ppm and that of Magnesium varies from 1 to 10 ppm respectively. Concentration of Iron ranges from 0.02 to 0.3 ppm and is within the permissible limit of 0.3 ppm. In general, the chemical quality of ground water in the district is fresh and potable and is suitable for domestic and industrial purposes.

E5.5 Ecological Environment

The ecological environment mainly concerns forest, flora and fauna and other wild lives. The project affected area is situated within the tropical belt having the tropical wet evergreen, mix deciduous forest and other wild plants. However, the project corridor alignment passes through mostly the area where shifting cultivation or jhuming cultivation is still in practice. That means the project corridor traverses frequently cultivated jhum land of mostly bamboo and secondary forest.

The areas that will be traverse are mainly covered with bamboos of clump and non-clump species with small and other creeping plants underneath. The main species of the bamboo is Meloccana cf. baccifera, constituting about 90-95% of the total stock. The density of bamboo clumps is about 68 -100 nos/hac while that of non-clumps is 3300 nos/hac. The main forest produce is bamboo and cane (which is further used in making furniture, temporary houses etc), timber, grass, fruits, boulders, etc.

Flora

The natural forest which have been untouched till now, nearby the project corridor, are characterized by three-tiered structure with towering, buttressed, deciduous, emergent, followed by middle and tertiary, canopy trees. There are few tropical semi-evergreen growths with thin density of flora within the project corridor. The common species in the forest of the project district are Mechelia champaca (local valuable timber species), Gmelina arborea, Callicarpa arboria, Mesua ferra, Schima wallichii, Emblica officinalis, Castonopsis spp, Quercus Pinus, Techtona grandis, Oroxylum indicum, Musa paradisiaca, Anthocephalus cadamba, Canarium strictum, Protium serratum, Ziziphus mauririana, Phoebe attenuata, Terminilia myriocarpa, Garcinia spp, Aporosa roxburghii, Pinus kesiya, Erythrina variegata, Ficus spp., Dillenia indica, Hydnocurpus kurzii, Juglans regia, Dipterocarpus turbinatus, Cassia nodosa, Cordia spp, Cassia fistula, Cedrela toona, Artocarpus chaplasha, Bauhinia variegata, Bamboo spp., etc.

Orchid Species

There are some orchid species in the project area such as Aerides multiflora, Aundina graminifolia, Vanda coerulae, Renanthera imschootiana, etc.

Medicinal Plants

The state is rich in medicinal plants and herbs. The project area is having wild medicinal plants species like Achyranthes aspera, Alstonia scholaris, Actephila exelsa, Aporusa octandra, Heyotes scandens, Mimosa pudica, etc.

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Fauna

The species found in the project area are reported as Scarlet minivet, Black drongo, Maroone oriole, Sparrow, Brown shrike, Spot bellied eagle owl, Mountain bulbul, Brown wood owl, Jungle crow, Crimson sunbird, Magpie, Cuckoo, Kingfisher, Pheasants, Hornbill, Parakeet, Vulture, Falcon, Wagtail, Pintail, Jungle fowl, Hill myna, Moorhen, etc.

Mammals Squirrel, Indian field mouse, wild dog, monkey, hoolock gibbon, tiger, golden cat, leopard, capped langur, hog badger, Indian bison, common otter, India elephant, barking deer, Indian porcupine, wild boar, Indian pangolin, goral, jungle cat, sloth bear, serow, small Indian civet, common mouse rat, Bengal fox, Rhesus macaque, small Indian mongoose, etc. The amphibian of the area is Common Asian Toad.

Reptiles Cobra, Garnot geeko, common calotes, common mock viper, Burmese python, Tortoise, Gliding Lizard, etc. The snake species are hunted and at times consumed as food.

Fisheries Of the approximately 806 species inhabiting fresh waters of India, it is reported that the North Eastern region represents 267 species belonging to 112 genera, amounting to 33.13% of total fish. Kaladan and Ngengpui are the major rivers of project area. Fisheries of these rivers are seasonal and the catch is meant mostly for domestic consumption. The project area hold high promise for the growth of fishery but in the absence of properly organized fishery production and marketing system, the fishery potential has also not been adequately explored and developed.

Wildlife Sanctuaries/Park

The project alignment passes close to Ngengpui Wildlife Sanctuary. The alignmenth traverses from east to south side of boundary of the sanctuary keeping a distance varying from 4 km to 6 km. The nearest edge is at 3.8 km at southern most boundary. The total area of this sanctuary is 110 sq.km and ranges in altitude from 200 m to about 1200 m above MSL. Virgin sub-tropical evergreen/semi-evergreen forests are found in the sanctuary. The wild animals found in this sanctuary are tiger, clouded leopard, elephant, gaur, barking deer, sambar, wild boar, hoolock gibbon, rhesus macaque, leaf monkey, common langur, etc.

E6.0 Potential Impacts and Mitigation Measures E6.1 Physical Environment Meteorology No change in the macro-climatic setting (precipitation, temperature and wind) is envisaged due to the project. The microclimate is likely to be temporarily modified by vegetation removal and the addition of increased pavement surface. This will result in an increase in daytime temperature on the road surface and soils due to loss of shady trees and vegetative cover.

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Mitigation Measures: Impacts to the micro-climate will be unavoidable, but will be significant over a short term. In the long term, the impact is reversible and will be mitigated by the establishment of new vegetation, including the addition of trees. The short term impact will be minimized to the extent possible by minimizing the number of trees to be removed through minor adjustments to the road alignment.

Geology, Soil and Mineral Resources Construction phase: Large quantities of sand and aggregate materials are required for road sub-base/base/pavement construction, and asphalt mixing. The volume of material required will depend on the volume of suitable material that is excavated during construction. Impacts resulting from the import of sand and aggregate materials are highest if a new quarry is required. The impacts of establishing a new quarry are typically extensive, including impacts to soils/geology, agriculture or other land use, air quality (dust), noise/vibration (from blasting and/or scraping), traffic (truck hauling) and permanent aesthetic impacts to the landscape. In addition to these impacts, environmental effects will also be generated by the establishment and operation of concrete and asphalt plants that may be installed during operation. These plants result in air quality impacts (e.g., dust, noxious gases), noise impacts (from crushing and loading activities), and impacts from truck traffic (e.g., noise, dust, safety concerns, and highway congestion). There is also potential for contamination of soils from spilled fuel, engine oil, bitumen / asphalt, etc. Some contamination of soil can be expected due to the deposition of dust, NOx, SOx and other vehicle emissions, although this is not expected to be significant. In extremely rare events, some spills of fuel, oil and possibly other chemicals could occur as the result of accidents. Routine runoff will also contain some contamination from fuel, oil and grease, but contamination of soils is unlikely due to drainage controls.

Loss of cultivated top soil is expected due to the movement removal of topsoil for construction purpose as well as acquisition of cultivated land for proposed bypasses.

Mitigation Measures: The primary mitigation to reduce the impacts of sand and aggregate material excavation is to maximize the use of materials excavated from the construction site. Although specific quantities are not available at this stage of road design, it is expected that even with maximum use of available materials, some additional material will have to be excavated from borrow areas near the project. Mitigation to minimize this impact is to maximize the purchase of materials from pre-established quarries. Any new borrow areas or quarries that are established within the vicinity of the road project, for the purposes of this road project, should be operated and closed in the context of a management plan, established prior to construction. The management plan should include provisions for minimizing noise and dust impacts during operation, and should provide details for rehabilitation at closure. Waste soils that are not suitable for construction will be used as much as possible to balance out fill areas, and residual volumes will be used in the rehabilitation of borrow areas for grading.

Concrete and asphalt plants to be deployed for the project will be established at suitable distances from sensitive areas such as forests and residential areas. Equipment used in the plants must meet regulatory air and noise emission standards as per CPCB norms.

Soil contamination will be limited through the establishment of management procedures that prevent spillage. It is particularly important that equipment storage/maintenance areas are

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Kaladan Multimodal Transport Project in Mizoram EIA-EMP Report Construction of road from NH-54 to Indo-Myanmar border Executive Summary designed and operated in accordance with environmental procedures, established in the Environmental Management Plan, including procedures for fuel and vehicle oil storage and transfer and waste oil storage. Similar procedures have been established for the development and operation of concrete and asphalt plants. Contaminated soils that do not meet quality guidelines established for fill material will be removed by the construction Contractor from the area and disposed off-site in accordance with state and national laws governing hazardous waste.

The impact of erosion will be minimized by adopting the following measures:

 avoiding steep slopes;  Minimizing cut & fill;  Minimizing the establishment of quarries / borrow pits;  Minimizing soil contamination through responsible vehicle maintenance, waste management and drainage controls;  Adopting stable embankment slopes (slope angles in excess of natural angle of repose) and providing retaining structures where necessary such as metal fencing, stone pitching, riprap and rock material embedded in the slope face, as well as gabions and cribs to protect stream/river embankments.  Replanting in disturbed areas immediately after construction is completed in each segment (i.e. on an on-going basis prior to completion of all project construction)

Re-vegetation of embankment slopes with grasses and other herbs and fast growing plants is to be ensured to limit erosion potential. The net environmental impacts to soils, geology and mineral resources could be significant during the construction stage of the project. Implementing mitigation measures, as outlined in this document and the Environmental Management Plan will help to reduce the significance of these impacts.

Operation Phase

In general, impacts to geology, soils and mineral resources during the operation stage of the project are limited to the potential contamination of soils from the spill of contaminants, usually as a result of vehicle accidents.

Mitigation of these impacts is addressed in the Environmental Management Plan, largely as institutional arrangements for emergency service personnel, including training in emergency response and contingency planning, plus the provision of suitable spill containment and clean-up equipment.

Re-vegetation of embankment slopes with grasses and other herbs and fast growing plants to limit erosion potential.

Water Environment Construction Phase The project road crosses several tributaries, streams and rivers . Potential impacts on surface water hydrology include flow modification that can lead to flooding (low level) and channel modification, although significant drainage modification is unlikely. Construction activities can potentially lead to water quality degradation in the form of increased concentration of suspended solids (increase in turbidity by 5-20 NTU), resulting from surface runoff (exposed soils within the construction area) and/or erosion of the channel (potentially

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Kaladan Multimodal Transport Project in Mizoram EIA-EMP Report Construction of road from NH-54 to Indo-Myanmar border Executive Summary resulting from increased flow velocity) and / or river or stream banks, as well as windblown dust. Uncontrolled spills of chemicals, fuels and oils from construction machinery could also deteriorate water quality. However these effects will be minor as most of these watercourses remain dry in most of the year. Drilling and piling could potentially cause local ground water flow modifications leading to localized deterioration of vegetation and increased susceptibility to erosion, as well as water table depletion, potentially resulting in impacts to local (ground) water supplies.

Mitigation Measures

Impacts to surface water hydrology will be controlled throughout the construction period by working primarily in the dry season when flows are very low to nil. Any watercourse diversions will be designed so as not to result in velocity impacts that could cause erosion of the stream channel, by incorporating energy dissipation into the diversion design. No work, including bridge pier or abutment construction, will be conducted directly in flowing water.

Water quality impacts will be minimized by ensuring that erosion controls such as silt fencing, are put in place in all work areas near watercourse crossings or drainage channels. The quality of all drainage channels and ditches will be monitored and corrective actions taken where turbidity is unacceptably high. Only "clean" fill materials will be used around watercourses, and stockpiles will be controlled to prevent uncontrolled runoff/erosion.

Fuel management and vehicle maintenance will be controlled to ensure that spills are minimized. Procedures provided in the EMP will ensure that contractor personnel are trained in the proper handling of fuel and other chemicals (e.g. bitumen) and emergency response and contingency planning. The Contractor will also be required to ensure that containment and clean-up equipment is readily available in the event of a spill.

Alternate water supplies, in the form of rain water harvesting structures will be provided to residents where de-watering of groundwater results in water supply impacts. Concrete and asphalt plants, equipment storage and maintenance areas, and construction camps will be located at a reasonable distance away from watercourses.

Operation Phase

Routine water quality impacts during operation will result primarily from the runoff of contaminants from the surface of the roadway into local watercourses. Routine runoff is likely to contain sediment (soils), and trace concentrations of hydrocarbons from fuel, oil and tire wear. Sedimentation could also result from windblown dust, as well as the potential for deposition of traces of NOx and SOx, although any increase in concentrations of these elements will result from the future increase in traffic volume rather than from development of the project. The potential for major contamination is very limited, and would result only from very low frequency events such as traffic accidents which could potentially result in the spill of contaminants such as fuel, oil, chemicals, etc. Mitigation Measures:

Runoff into surface receivers during operation will be limited by the provision of storm water drainage ditches, and where considered necessary, sedimentation ponds to settle out suspended solids. Post-construction monitoring of surface receivers should identify the need for any

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Kaladan Multimodal Transport Project in Mizoram EIA-EMP Report Construction of road from NH-54 to Indo-Myanmar border Executive Summary additional measures should it be demonstrated that turbidity levels and contaminant concentrations (predominantly hydrocarbons) exceed state and federal water quality standards as a result of highway runoff.

The mitigation of impacts arising from low frequency uncontrolled spills shall be addressed in the Environmental Management Plan, largely as institutional arrangements for emergency service personnel (fire and police), including training in emergency response and contingency planning, plus the provision of suitable spill containment and clean-up equipment.

Air Environment

Construction Phase

Impacts to the air environment during construction will largely result from the generation of dust. Dust will be generated as a result of site clearing and grading, heavy machinery travelling over exposed soils, truck traffic, and the production of construction materials at borrow pits and off-site quarries. Dust generation impacts will be most significant along new alignments.

Elevated levels of SO2, CO and hydrocarbons are likely from hot mix plant operations.

Operation Phase

Air quality monitoring reveals that the current air quality of the study area is within permissible limits. However, emission levels are expected to increase with the increase in vehicle numbers. Predictive modelling was conducted on the basis of emission rates and vehicle types as prescribed by EPA. Data indicate that after 20 years with design speed air quality in the project area will be within the limit of National Ambient Air Quality Stanadards (NAAQS) for residential areas.

Mitigation Measures

During construction, water will be sprinkled regularly on exposed surfaces to reduce adverse effects caused by dust and particulate matter. Vehicles delivering construction materials will be covered to reduce spills and dust, and stringent control measures will be exercised on the maintenance of construction equipment, machinery and vehicles. Borrow pits, quarries concrete plants and asphalt mixing plants will be located more than 500 m away from any settlement.

Noise Environment Construction Phase Monitoring of some representative areas throughout the study area indicates that ambient noise levels vary from very low in the rural / agricultural areas (daytime average of 45dB(A) to 60db(A), to levels approaching national standards in the urban, built-up areas .

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Noise impacts due to various construction activities are likely but are expected to be confined to the immediate vicinity of the project corridor. Increased noise levels are expected due to the movement of construction machinery, concrete and asphalt plant operations and blasting/scraping in the vicinity of borrow pits and quarries. The likely noise generated during excavation, loading and transportation of material near the borrow areas will be in the range of 90 to 105 dB(A). In general, noise impacts would be expected to be greatest when activities are conducted close to built-up areas where ambient noise levels are already high (i.e., above 60 to 65 dB(A)), and in areas where ambient (pre-construction) noise levels are very low, such as sensitive locations. The potential impacts of noise pollution include deteriorated human health and reduced quality of life (e.g., reduced enjoyment of outdoor amenity areas). However, due to the short term nature of elevated noise levels during construction, hearing problems are not expected, and reduced quality of life would be a short-term impact. Operation Phase During the operation stage of the project, increased traffic volumes along the highway result in increased noise levels. Long-term noise level increases were assessed at various sensitive receptor locations along the corridor, using the model developed by Federal Highway Administration called FHWA Transportation Noise Model. Receptor locations were set at 20 m, 50m and 100 m from the centre of the outermost traffic lane.

It can be seen from data that the variation in equivalent noise level are expected to increase by about 5 to 10 dB(A) within a 100 m distance, and by over 8 dB(A) within 20m. The value found at 50 m distance is 65.56 dB(A), which is near to the permissible limits of 65 dB(A) for congested zones..

Mitigation Measures

In order to minimize the rise in noise levels, mixing plants should be located at least 500m away from built-up areas. The contractor will be directed to provide earplugs to workers to reduce the impact. Noisy operations will be scheduled to prevent night time activities when increases above ambient levels are higher. In addition to the above, the contractor will follow guidelines given in CPCB for the operation of construction machinery:

Other mitigation measures that could be implemented include:  Purchase of most unseverely impacted properties;  Noise barriers at selected locations,  Signals to alert riders and underpasses at selected locations, especially at sensitive receptors i.e. temples and schools  Restriction of blowing of horns and specifying silence zones in selected areas, especially at sensitive receptors i.e. temples and schools.

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Socio-Economic Environment Land Acquisition Construction Phase

The acquisition of about 259 hectares of land will cause changes in the land use pattern of the area. Major portions of the land to be acquired are used for agricultural purposes. The displacement of these lands will result in loss of agricultural production, employment and traditional livelihood for affected farmers. The acquisition of land will result in the following losses:

 Productive agricultural soils and operating farms;  Community space (common gathering places,);  private properties, residences and businesses and amenities;

As per Government of Mizoram policy, affected people should be (a) compensated for their loss at full replacement cost, and (b) assisted in their efforts to improve their living standards, income earning capacity and production levels by construction of this road.

Land Use Changes Changes in land use are most likely to occur in in the development of the road , as increased roadway access will increase the desirability of the land for purposes such as residential and commercial / industrial development. The increased attractiveness for these uses is likely to result in increased land values, which in turn could lead to land speculation. Often agricultural land which has been purchased for speculative purposes will not be managed with the same degree of interest by the new owner / developer as it was by the farmer, and may not be operated as agricultural land. The availability of cheaper labour in the rural areas combined with increased access to urban markets could result in significant changes to land use and community dynamics in the areas that were previously agricultural. Changes that might occur would include residential / commercial and industrial development along the roadway. Mitigation Measures

A Resettlement Action Plan has been developed for the project which details the specific losses anticipated as a result of the acquisition of private properties for ROW expansion and re- alignments (e.g. by-passes). The RAP also outlines the financial compensation that is recommended to cover the financial loss associated with property acquisition, in accordance with applicable laws, government guidelines and practices.

PAPs owning agricultural land and assets will be paid cash at replacement cost. The replacement value will be arrived as per rates prevailing in the area.

Monuments / Historical Areas There is no monument / historical feature in the immediate study of project road.

Operation Phase

Traffic volumes and vehicle speeds are expected to increase after the proposed improvement / widening. Widening of the roadway / ROW will result in alterations to access roads / driveways

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Kaladan Multimodal Transport Project in Mizoram EIA-EMP Report Construction of road from NH-54 to Indo-Myanmar border Executive Summary to religious properties, shrines and other religious structures. In addition, access and egress from these access points will be more difficult due to increased vehicle movements and speeds. This in turn could result in increased risk of collisions, especially at night.

Mitigation Measures

Geometric adjustments / refinement to the alignment will help to minimize the relocation of religious structures and a number of conflicts. In addition, improvements to driveways / access roads, such as culverts, increased turning radii, turnarounds (to prevent backing onto the highway) and intersection lighting would help to reduce the inconvenience of restricted access and reduce the risk of collision.

All community assets will be replaced and cultural properties will be conserved by means of special protection and relocated or replaced in consultation with the community. Places of worship that are affected will be relocated in consultation with the local community and where the location is not viable, the project will go for a change in the road alignment.

Health, Safety and Hygiene of Construction Workers

The most significant impact of the project on public health is likely to arise from construction camps. These camps are anticipated to house up to 200 people for a period of 30-40 months. Given this concentration of people, the potential for disease and illness transmission will increase.

Mitigation Measures

Construction workers will be fully trained and will be provided adequate safety measures such as safety helmets, safety boots, earplugs, and gloves. During construction regular training will be given to construction workers in respect of safety measures as well as environmental protection measures. Construction workers will also be provided ready access to on- or off-site heath care facilities to reduce the transmission of infectious diseases, and provide first aid for minor injuries.

Impacts to Indigenous Communities

Scheduled tribe communities like Lai, Reang (Bru), etc., inhabited the villages along the project road. Details of the tribal villages are not available at this stage of assessment. However, it is known that the villages rely primarily on agriculture and animal husbandry for their main source of income, and follow a traditional subsistence lifestyle. All vulnerable persons whose source of income is affected will be entitled to a one-time grant of Rs.2000/- towards training.

Ecological Resources Vegetation Construction Phase

Development of the proposed highway will result in the removal of some trees and shrubs / plants. Most of the trees to be cut are of girth size G3 and G2 i.e. mature trees. The removal of

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Kaladan Multimodal Transport Project in Mizoram EIA-EMP Report Construction of road from NH-54 to Indo-Myanmar border Executive Summary these trees and the loss of vegetation cover will have some effect on local ecological balance, such as the disruption of habitat for small birds, mammals, etc., that will be forced to migrate to other areas. The removal of vegetation may also lead to minor climatic changes such as altered surface hydrology, increased temperatures due to reduced shade cover, etc.

Mitigation Vegetation such as grasses and small shrubs will recover quickly, and for each tree that is removed, 2 trees will be planted within the ROW. Although it will take time for the trees to mature, the long term impact of removing the trees is expected to be minimal.

Operation Stage In the operation phase no further impacts are likely on plantations along the project road. Environmental quality will be considerably improved by adopting environmentally sound engineering designs and by maintaining the aesthetic quality through appropriate landscaping and arboriculture practices. Impact on the wildlife is expected to be negligible.

Mitigation Measures

Number of trees to be cut has been kept at the minimum level by modifying alignments. No construction vehicle will be allowed to enter into the interior of forest area. During construction proper care would be exercised to avoid additional loss / cutting of trees. Construction camps will be sited at least 1 km away from the dense plantation. Trees with G1 girth size (30 to 60 cm) will be transplanted as per plan. To balance the ecological loss compensatory afforestation (thrice in number against each tree to be cut) will be done according to the arboriculture and landscaping plan. For wildlife, underpasses for wildlife movement, proper signage indicating presence of wild animals, speed limit control, no horn signboards and avoiding night time traffic to minimum level.

E 7.0 Environment Management Plan (EMP)

E7.1 Introduction

In order to mitigate the adverse effects of the proposed road construction an ‘Environment Management Plan (EMP)’ has to be prepared to ensure that the environment quality of the project influence area does not deteriorate beyond the expected level due to the construction and operation of the facility. The baseline assessment is expected to list the impacts on physical, ecological/ biological and social environments likely to arise during the execution and operation of the project.

The recommendations of the ‘Environment Management Plan’ are expected to be implemented right from the conception till commissioning and operation phases. For the sake of implementation the recommendations can be divided to the -

(a) Preconstruction and design phase, (b) Construction phase and (c) Operation phase.

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It may be necessary to give additional measures, in the EMP, to provide for enhancement measures to mitigate the impacts.

E 7.2 Pre-Construction Phase

The mitigation measures against the foreseen impacts on the natural or built up environment of the project influence area need to be taken up, with a holistic approach, in the preconstruction and design phase and systematically presented in the following categories:

 Environment Management Plan for implementation of mitigation measures against the foreseen impacts on physical environment  Environment Management Plan for implementation of mitigation measures against the foreseen impacts on ecological/ biological environment  Environment Management Plan for implementation of mitigation measures against the foreseen impacts on social environment

A brief description of the background of the issue is discussed along with the mitigation measures.

E7.2.1 Pre-Construction Phase consideration for the Environment Management Plan for implementing of Mitigation Measures against the foreseen impacts on Physical Environment

The impacts due to the project on the physical environment are evaluated in quantitative as well as qualititative terms during environment assessment and measures to mitigate these impacts worked out in EMP during the pre-construction and design phase. For this purpose it is essential to quantify the existing levels of various impacts and to ensure that the construction of the facility does not increase these beyond acceptable levels. These measures are based on the design philosophy, analysis of alternatives and its impact on the environment and ecology of the project influence area. The measures are generally proposed over following components of ‘Physical Environment’;

i) Impacts due to Air Pollution and Fugitive Dust Generation  Measurement of ‘Ambient Air Quality’ at few locations along the project corridor, making a detailed analysis of the causes for air pollution and working out alternate to mitigate ill effects.  Estimating the likely effect on the air quality that may be caused by increase in vehicular traffic due to development of road network.  Working out alternates decisions for proper management of traffic to reduce Traffic Jams etc  Making suggestions for improving Driving Habits  Put in place a system for increasing awareness of drivers against evils of Air pollution and its relation to vehicle maintenance

ii) Impacts due to noise Pollution  Measurement of Noise level along the corridor, at junctions and at cultural and academic institutions and suggesting mitigation measures to ensure these remain in tolerable limits during the Construction and Operational Phases by providing suitable mitigation measures

Public Works Department Government of Mizoram

Kaladan Multimodal Transport Project in Mizoram EIA-EMP Report Construction of road from NH-54 to Indo-Myanmar border Executive Summary

 Increase awareness among people against Noise pollution by placement of hoarding, better geometric designs, improved vehicular maintenance etc  Limiting overloading of vehicles leading to high noise generation from engine and mechanical components  Suggesting ways and means for improving driving habits

(iii) Impacts on the Hydrological System of the Project Influence area

 Measurement of various parameters about the quality of water flowing in the streams, anticipating additional pollution due to road construction and making suggestions for mitigating the adverse effects  Anticipating water shortage if any due to its use for construction during dry seasons  Ensuring that water bodies are not adversely affected due to construction or dumping of construction waste

E7.2.2 Impacts due to excessive Soil Erosion, Land Slides, and Mass Wasting etc. due to the proposed highway project.

The project roads would be aligned through hilly areas and would result in cutting of hills resulting in instability of existing hill slopes. Adequate mitigation measures must be designed to protect the slopes and mitigate erosion. Major part of soil erosion and slope protection measures are based on Bio-Engineering Techniques

(i) Impacts due to Soil Contamination due to normal prevailing practices  Soil contamination due to burning of Bitumen-Practice to be stopped  Soil Contamination due to leeching from the dumps of waste material from cut- Avoid dumping of toxic material in such dumps and protecting the toe

(ii) Impacts due to change of Land Use  Loss of Trees and Green Cover along road under- Creation of similar land under the process of ‘Compensatory Afforestation’ for the affected number of trees and green cover (iii) Impacts due to transfer of Forest Land for Permanent Conversion into Non- Forestry Land Use  Same as above

(iv) Impacts due to Cut and Fill Exercise, Mass Movement of Excavated Natural Material  Effort to be made to ensure minimum amount of construction waste that may need disposal  Identification of site for disposal of such construction waste and to ensure such dumps do not effect the drainage of the area/ region  To protect the dump fills to ensure that the waste does not slip further

(v) Impacts due to introduction of Construction Material in the Ecological System in and around project Influence Area  Introduction of large quantities of construction material such as bitumen cement etc- Identify proper storage sites and to ensure these materials are not mishandled

Public Works Department Government of Mizoram

Kaladan Multimodal Transport Project in Mizoram EIA-EMP Report Construction of road from NH-54 to Indo-Myanmar border Executive Summary

 Introduction of large volume of Exhaust and Burnt gases by Hot-mix Plant-Keep adequate provision for use of environment friendly Hot-mix plant with clearance from State Pollution Control Boar vi) Impacts due to Solid Waste Generated as Road construction activity

 Introduction of non-biodegradable materials such as Polythene Bags, wrappers, water bottles due to the habit of throwing these away haphazardly- Coordination with construction and supervision authorities and developing proper system of safe disposal  Physical introduction of Biological Solid Waste in ecosystem- Disposal as above with proper coordination  Threat due to solid waste generated by labor- Disposal with friendly coordination with local authorities

E7.2.3 Pre-Construction Phase consideration for the Environment Management Plan for implementing of Mitigation Measures against Ecological and Biological Impacts

The Biological Environment is very rich in the state of Mizoram with extensive forest cover. The development of road network would result in transfer of large tracks of land for non forestry, felling of trees and clearing (uprooting) of shrubs. The roads may also cause fragmentation of ecosystems and may effect free movement of wild and other animals. It may have a severe adverse impact on the biodiversity of the project influence areas. These problems must be carefully analyzed and mitigation measures provided. Some of the following measures will be considered while finalizing the detailed project report:

i) Mitigation Measures for environment management against loss of Forest Cover  Work out compensation package to regenerate the loss of trees and green cover  Loss of Biodiversity- Provide similar species of plants in ‘Compensatory Afforestation’ by doubling the number which is lost so that ecological balance is not lost  Ensuring actual regeneration of plants-Keeping strict watch and replanting of lost plants  Minimizing damage to existing plants ii) Mitigation Measures for environment management against Impact over flora under non Forested Area- Most of the measures suggested above would be required iii) Mitigation Measures for impacts on Wildlife  Normally avoid aligning the road through sanctuary. Plan for alternate alignment  For each case specific prior consent is required under the wild life act by making application.  Specific recommendations of Chief Wild Life Warden should be strictly followed iv) Mitigation Measures for environment management for the impact over components of Biodiversity.  Loss of Biodiversity- Provide similar species of plants in ‘Compensatory Afforestation’ by doubling the number which is lost so that ecological balance is not lost

Public Works Department Government of Mizoram

Kaladan Multimodal Transport Project in Mizoram EIA-EMP Report Construction of road from NH-54 to Indo-Myanmar border Executive Summary

E 7. 2.4 Pre-Construction Phase consideration for the Environment Management Plan for implementation of mitigation measures against the foreseen impacts on social environment The issues identified during the Environment Assessment need to be analyzed and mitigation measures included in the Environment Management Plan. The salient features of the socio- economic characteristics and the impacts over the socio environment and the mitigation measures will be worked out under the following heads:  Mitigation measures for impacts over Cultural and Religious Heritage  Impacts due to Displacement of Population  Consideration for Loss of livelihood  Consideration for Impacts over Educational System and Academic Institutions . Consideration for Impacts over Health services and System . Consideration for Impacts over Loss of Drinking Water Source  Consideration for Impacts over Tourism  Consideration for Impacts over transports Services.  Consideration for Impacts over Communication . Pre-construction Phase for Impact over Culture and Values.

E7.3 Construction Phase The construction phase is the most important phase in the entire life cycle of the project since all the Mitigation Measures, planned during ‘Pre-construction Phase’ are implemented and actually executed. It is important that the EMP is followed both in letters and spirit. Any let down may have long term affect on the operation of the facility created at a huge cost and may also cause misery to the community.

The mitigation measures planned in the in the Pre-Construction Phase for physical Environment have to be implemented during the Construction Phase. Some of the activities which have to be executed to mitigate the adverse impacts on Physical Environment are as under: i) Mitigation measures against Impacts due to Air Pollution and Dust Generation  Excessive generation of dust and rise in SPM due to construction activity- continuous sprinkling of water during entire process, control of quality of fuel and public awareness  Continuous monitoring of ambient air quality within the project corridor  Monitoring of Wind Velocity to ascertain dispersal pattern of Dust and pollutants  Public awareness against the rise of fugitive dust, air pollution and degradation in the ambient air quality and its impacts over the people residing in the adjoining areas  Public awareness for possible impact bovver persons suffering from Asthma and Other respiratory disorders ii) Mitigation measures for the Impacts due to Noise Pollution  Regular Noise Monitoring of noise pollution  Workers safety from noise pollution- providing protective devices  Rise in noise level due to use of blasting for hill cutting- Use limited explosives and take necessary steps and provide protective devices  Rise in noise level due to use of construction machinery- Use of modern machines and timely maintenance

Public Works Department Government of Mizoram

Kaladan Multimodal Transport Project in Mizoram EIA-EMP Report Construction of road from NH-54 to Indo-Myanmar border Executive Summary

 Rise in noise level due to crushers, hot mix-plant and batching plant etc- Use proper muffling devices and keep machinery in good working condition by timely maintenance  Rise in noise level due to construction in the vicinity of educational institutions- The location of plant and machinery away from such institutions iii) Mitigation measures for Impacts on the Hydrological System of the Project Influence area -Besides the recommendations made in the ‘Pre-Construction Phase’ some additional recommendation specific to the ‘Construction Phase’, are as under:  Dumping of construction waste in the water body and streams-Project Proponents to monitor and ensure that unwanted materials are dumped only at the appropriate identified site  Leaching of bituminous or oily materials in the river- Project Proponents to monitor and ensure that unwanted materials are dumped only at the appropriate identified site to avoid contamination of water  Contamination of water due to cement or concrete- Project Proponents to monitor and ensure that unwanted materials are utilized in the sub-grade or stacked only at the appropriate identified site for later use  Water contamination due to anthropogenic activities/ labor settlement etc. during ‘Construction Phase’- To ensure that labor camps are sited away from the river and proper water needs are provided as per the Factory Act. Labor department officers are expected to inspect these facilities.  Consumption of water from natural streams for construction purposes- It need to be ensured that the basic requirement drinking water for the community is not adversely impacted. iv) Mitigation measures against Impacts due to excessive Soil Erosion, Land Slides, Mass Wasting etc. due to the proposed highway project  To monitor and ensure that the mitigation measures suggested in the Pre- Construction Phase are followed and hill slopes suitably armored to avoid soil erosion and slippage v) Mitigation measures for Impacts due to Anticipated Soil Contamination due to normal prevailing practices during ‘Construction Phase’  Soil contamination due to spillage of Bitumen and other oils-Contractor to ensure that Handling of Bitumen Diesel and other fuels shall be carried out with adequate precaution leaving no room for wastage. Proper oil traps to be provided at labor camps and workshops where machines are repaired and overhauled. Further he shall ensure that such material do not leech into adjoining areas.  Recycling of Bituminous Material along the abandoned stretches- Effort to be made to use such materials in the new construction by recycling to the extent possible and disposing the balance at safe identified locations.  Contamination due to heavy materials and other Toxic materials- The contractor shall dispose such materials at safe locations Project proponents to monitor and ensure that disposal of waste is carried sites away from water source and piled in a way that it does not get washed away during rains.  Contamination of ground water due to leeching from the human waste in and around labor camps- Project proponents to monitor and ensure that such waste is disposed properly away from source of water vi) Mitigation measures against Impacts due to change of Land Use within Forest Areas as also in non-forest areas

Public Works Department Government of Mizoram

Kaladan Multimodal Transport Project in Mizoram EIA-EMP Report Construction of road from NH-54 to Indo-Myanmar border Executive Summary

 Contribute towards Re-plantation  Maintenance of Green Cover with local grasses  Re-plantation and Naturalization of land after De-mobilization and removal of plant and machinery vii) Mitigation measures for Impacts due to Cut and Fill Exercise, Mass Movement of Excavated Natural Material  Mass scale cut and fill- Project proponents to monitor and ensure that the treatment of slopes are executed in a coherent and homogenous manner with local topography using technically sound and environmentally friendly and sustainable technology without impacting biodiversity of the project influence area.  Most of the cut material, if found suitable, shall be utilized for filling. The balance of excavated material shall be dumped and previously approved site, properly compacted and covered with vegetation.  Loss of grasses and shrubs shall be made good by plantation on the slopes and in the ROW. Project proponent to monitor the growth  Disturbance of regional hydrology due to dumping of waste material in the natural stream-Contractor to be restricted to dump waste material in the natural stream viii) Mitigation measures for Impacts due to introduction of Construction Material in the Ecological System in and around the project Influence Area  Introduction of large quantity of the construction material such as Bitumen and cement-Contractor to ensure creation of proper storage facility at identified site sand to ensure that these materials are not mishandled or dumped in the natural streams ix) Mitigation measures for Impacts due to Solid Waste Generated as Road construction activity  Physical induction of non biodegradable materials such as polythene bags, wrappers and used water bottles- Contractor to maintain general cleanliness and make arrangement for the removal of such waste material from the corridor of influence  Physical introduction of Biological Solid waste along the corridor of influence due to lack of civic sense among road users-Increase awareness amongst the community by putting hoardings and through media, providing Garbage Bins and by cleanliness drive  Estimated Threat due to the Introduction of substantial quantity of Solid Waste by Labor-Providing adequate Facilities for proper disposal of such waste\\\

The mitigation measures planned in the in the Pre-Construction Phase for impacts on Biological Environment have to be implemented during the Construction Phase. Issues identified for implementing, during ‘Construction Phase’ and details of the mitigation measures are as under: i) Mitigation Measures for Environment Management against loss of Forest Cover  It is recommended that project proponent should monitor the success rate of plantation and replace any of the dead plants  The project proponent is expected to ensure that the construction work is restricted to ROW and felling of trees restricted only to those required for removal due to construction and other trees left undisturbed even within ROW. ii) Mitigation Measures for Environment Management for the Impacts over Flora under Non-Forested Area  The above criteria would be applicable even in the non-forested areas

Public Works Department Government of Mizoram

Kaladan Multimodal Transport Project in Mizoram EIA-EMP Report Construction of road from NH-54 to Indo-Myanmar border Executive Summary

iii) Mitigation Measures and Environment Management for the impact over Wild Life  Impact on Aquatic wild life- Under no circumstances any type of debris or the construction waste shall be thrown in the water bodies  Impact on resident Wild life- Construction of animal crossings at identified locations  Disturbance of Drainage Pattern- The project proponent should monitor and ensure that the drainage pattern is not adversely impacted by blockage and no debris should be dumped in flowing water or water bodies  Loss of Grasses, Shrubs etc- Local species of shrubs and grasses planted on the new faces of slopes and disturbed areas. This should be monitored by project authorities

i) Mitigation Measures and Environment Management- For Impacts on Social Environment during ‘Construction Phase’. Many of the mitigation measures planned in the in the Pre-Construction Phase for Social Environment have to be implemented during the initial stages of Construction Phase.  It is expected that the affected parties having some infrastructure within the ROW would have implemented the relocation during the Pre- construction Phase. However there may be some overlap. The problems faced by any party should be sorted out by mutual discussion or by intervention of the project supervision authority. ii) Consideration for the Impact over Culture and Values of the Region  The induction of large number of outside workers may, sometimes, impact the cultural values of the local community. Mizoram expects that workers from other states shall seek and obtain inner line permits to work within the state. This needs to be made known to the contractors iii) Consideration for Workers Camp- Construction workers are generally a much neglected group and the environment issues of construction site management cannot be implemented unless they are trained properly and provided with basic amenities. The following recommendations are made for the Environment Management of Workers Camps. It needs to be understood that it is the responsibility of the contractor to provide basic amenities and they will be liable to penal action in case of any Violation.  Location- Construction Camps will be located away from Water bodies and streams and at least 500m away from habitations.  Construction- Construction of these Camps/ Housing shall be protective enough to provide appropriate comfort to the workers.  Water-Clean and potable water for drinking and Household shall be provided by the contractor  Sanitation-Contractor shall provide the facilities for adequate sanitation at the workers Camps  Waste Management-The contractor to arrange for proper disposal of solid waste and sanitary waste from the workers Camps  Creche for the children of Workers-Contractor is expected to provide crèche for the children of the workers as per Labor law  School for the Children of Workers- The civic authorities to arrange for admission of the children of workers in the nearest school

Public Works Department Government of Mizoram

Kaladan Multimodal Transport Project in Mizoram EIA-EMP Report Construction of road from NH-54 to Indo-Myanmar border Executive Summary

 First Aid and Other Health Facilities-First Aid kit shall be provide at the camp site. And information about the nearest medical facilities made known to the worker. The Contractor is expected to arrange for immediate transport of workers to the nearest trauma centre in case of any accident.  Fuel for Cooking- The contractor is expected to provide for Fuel and cooking media to the workers so that they may not cut the trees for fuel

E7..4 Operational Phase The roads are generally planned to strengthen the life style of the area, linking the areas directly to the rest of the country and establishing linkages agricultural, industrial and commercial areas to boost the economic development. The issue of environment friendly ‘Operation Phase’ should be planned to ensure that foreseen adverse impacts get mitigated by providing mitigating measures in the Environment Management Plan. The issue of environment friendly ‘Operation Phase’ which needs to be included in the EMP for mitigating the foreseen impacts in the post construction scenario can be under the following heads: Mitigation Measures for Impacts on Physical Environment-The ‘Operation Phase’ Impacts over Physical environment need to be thoroughly evaluated and mitigation measures planned against adverse impacts. The following mitigation measures need to be considered and provisions made in EMP: (i) Mitigation Measures and Environment Management for the Impacts due to Air Pollution and Fugitive Dust Generation It is expected that all the recommendations made in the Pre-construction and Construction Phases have been fully complied. In order to control over the Ambient Air Quality, it is recommended to permanently establish air quality monitoring stations along the road corridor. Further action to identify the dispersal pattern and mitigation measures shall be planned based upon the pollution scenario during the ‘Operation Phase’. (ii) Mitigation measures and Environment Management for the Impacts due to Noise Pollution As above, it is expected all the recommendations made in the Pre-construction and Construction Phases have been fully complied. It is recommended to permanent establish “Noise Pollution Monitoring Stations” to carry out regular monitoring along the road corridor. Further action to identify the mitigation measures can be suggested after review of the noise pattern along the corridor. (iii) Mitigation Measures and Environment Management for the Impacts over the Hydrological System of the Project Influence Area  The post construction period is expected to be completely different and possible threats reduced and limited in the ‘Operation Phase’. But the system may continue to have threat due to various anthropogenic activities. The following mitigation measures are suggested against the possible threats:  Throwing of Non-Biodegradable waste, Sanitary waste solid waste in the water bodies and natural streams-Increase awareness among Road Users against such habits and imposing penalty on habitual offenders (iv) Mitigation Measures and Environment Management for the Impacts due to Soil Contamination The road operating agencies are expected to follow the recommendations made in the project DPR for the protection of slopes against erosion during the

Public Works Department Government of Mizoram

Kaladan Multimodal Transport Project in Mizoram EIA-EMP Report Construction of road from NH-54 to Indo-Myanmar border Executive Summary

‘Construction Phase’. The success of the protection measures shall be monitored during the ‘Operation Phase’. Further mitigation measures can be suggested after review of the adopted measures. (v) Mitigation Measures and Environment Management for the Impacts due to change in Land Use  The recommendations made during the ‘Construction Phase’ will be valid during the ‘Operation Phase’ (vi) Mitigation Measures and Environment Management for the Impacts due to transfer of Forest Land for Permanent conversion for road use  The boundaries of the ROW having been demarcated, it shall be ensured that no further encroachment takes place on the forest land

(vii) Mitigation Measures and Environment Management for the Impacts due to Cut and Fill exercise, Mass Movement and dumping of Excavated Natural Material  It shall be ensured that the implementation of recommendations of Pre- construction and Construction Phases are achieved before the start of Operation Phase and the road sites cleared of all debris and waste materials. Further the road authorities shall start awareness drive for cleanliness. (viii) Mitigation Measures due to Introduction of Construction Material in the Ecological System in and around Project Influence Are  The recommendations made during the ‘Construction Phase’ will be valid during the ‘Operation Phase’ (ix) Measures and Environment Management for the Impacts due to Solid Waste generated as a result of Construction Activity  The recommendations made during the ‘Construction Phase’ will be valid during the ‘Operation Phase’

1.4.2 Mitigation Measures for Impacts on Biological Environments  The Biological Environment is expected to establish the equilibrium once the construction is completed. It however requires sensible treatment towards the various components. The following recommendations are being made towards these considerations:  Implementation of recommendations made during pre-construction period during the Operation Phase  Regeneration of green cover over the new ROW and the freshly cut slopes  Increase awareness among people against threatened aquatic and other wild life and issues related with its conservation, by placement of hoarding etc.  Putting in place a system for immediate removal of carcass of dead animals to avoid foul smell and spread of diseases

1.4.3 Mitigation Measures for Impacts (Benefits/ Losses) on Social Environments

Operational Phase is expected to bring large number of positive benefits over the Social Environment, in the form of increased opportunity for the local population as well as for the road users. The recommendations made in the ‘Pre-construction Phase’ and ‘Construction Phases’ will pave the way for larger socio-economic benefits. However specific Mitigating Measures on some of the issues are as under:  Impact over Cultural and Religious Heritage-Increased accessibility

Public Works Department Government of Mizoram

Kaladan Multimodal Transport Project in Mizoram EIA-EMP Report Construction of road from NH-54 to Indo-Myanmar border Executive Summary

 Displaced Population- Road may bring new accessibility to general population especially displaced persons  Loss and Gain of Livelihood- Better connectivity would new set of opportunity and result in increased employment  Impact on Educational System and Academic institutions- Provide better Educational opportunities due to ease of access  Impact on Health Services- Provide better Health Facilities due to ease of access of habitants  Impact over Tourism-Due to improvement of Infrastructure and improved modes of transport  Impact on Transport System- Would result in general improvement of safe Road network  Impact on road safety- Road safety may improve due to improved geometrics but number of accidents may increase if proper controls are not exercised  Impact over communication – Postal and other modes of communications would improve  Impact over Culture and Value of the Region- Provide an opportunity for propagation of culture and values of the region \ While study of the environment setup of the project influence area and working out the mitigation plans for the environment management of the road network, some of the issues require enhancement of the corridor

1.5 Environment Enhancement . These additional requirement need identification and provision made in the EMP. Some of the requirements are as under: 1.5.1 Road Service Facilities  Underpasses  Parking Spaces  Lay-byes  Road median  U-turn Facilities 1.5.2 Public amenities  Policing of management of traffic  Cattle crossings/ cattle rest areas  Traffic signs 1.5.3 Water Bodies/ beautification  Landscaping  Fencing and crash barriers  Public rest areas and toilets 1.5.4 Tourism Entertainment and Pilgrimage  Location of fuel filling station/ auto repair shops  Hotels, Motels, rest places etc  Tourist view points  Enhancement of existing religious places of worship 1.5.5 Availability of Emergency Health Services  First aid posts  Information about availability of trauma centers and other primary health centers

Public Works Department Government of Mizoram

Kaladan Multimodal Transport Project in Mizoram EIA-EMP Report Construction of road from NH-54 to Indo-Myanmar border Executive Summary

E7. 5 Measures to be adopted during dumping of debris or waste material

 During the site clearance and disposal of debris, the Contractor will take full care to ensure that public or private properties are not damaged /affected, there are no dwellings below the dumpsite and that the traffic is not interrupted. Adequate measure is to be provided to protect the vegetation and habitation down below the dumping site.

 Contractor will dispose off debris only to the identified places (identified and described in EIA report) or at other places only with prior permission of PWD / Engineer (Supervision Consultant).

 In the event of any spoil or debris from the sites being deposited on any adjacent land, the Contractor will immediately remove all such spoil debris and restore the affected area to its original state to the satisfaction of the client and PWD / Engineer.

 The Contractor will at all times ensure that the entire existing stream courses and drains within and adjacent to the site are kept safe and free from any debris.

 Where possible, the vegetation below should be already disturbed, avoiding mature forest to the extent practicable.  Contractor will utilize effective water sprays during the delivery and handling of materials when dust is likely to be created and to dampen stored materials during dry and windy weather.

 Materials having the potential to produce dust will not be loaded to a level higher than the side and tail boards and will be covered with a tarpaulin in good condition.  During cutting of hills and disposal of debris, proper warning signs to be installed to the satisfaction of PWD / Engineer.

 Any diversion required for traffic during disposal of debris shall be provided with traffic control signals and barriers after the discussion with local people and with the permission of PWD / Engineer.

 During the debris disposal, Contractor will take care of surrounding features and avoid any damage to it.

 While disposing debris / waster material, the Contractor will take into account the wind direction and location of settlements to ensure against any dust problems.  Adequate arrangements will be made to ensure that the debris / waste material is disposed off nearest to the designated dumping site. The report on this activity shall be prepared regularly by NGOs / Village Council Presidents (VCPs).

GUIDELINES FOR REHABILITATION OF DUMPING SITES

The dumpsites filled only up to the ground level could be rehabilitated as per guidelines below and to be decided by the Engineer and the Supervision Consultant

 The dumpsites have to be suitably rehabilitated by planting local species of shrubs and other plants. Local species of trees (e.g. bamboo etc.) has also to be planted so that the landscape is coherent and is in harmony with its various components.

 In cases where a dumpsite is near to the local village community settlements, it could be converted into a play field by spreading the dump material evenly on the ground. Such playground could be made coherent with the landscape by planting trees all along the periphery of the playground.

Public Works Department Government of Mizoram

Kaladan Multimodal Transport Project in Mizoram EIA-EMP Report Construction of road from NH-54 to Indo-Myanmar border Executive Summary

 Some of the dumpsites could be used either for plantation or for growing agricultural produce such as growing agricultural produce such as ginger, turmeric or oranges etc.

 Care should always be taken to maintain the hydrological flow in the area.

E 8.0 Recommendations

On the basis of data analysis, nature of impacts and observations of the various affected groups due to project, it is concluded that the proposed highway expansions can be developed without causing significant adverse environmental impacts to the natural, social, economic or cultural environment of the study area, assuming the mitigation measures identified in EIA report are incorporated into design and implementation stage; the most important of these are:

 The widening of the road should be limited to available RoW especially at congested locations to the extent possible,

 The preferred alignment which has minimum effects from the overall environmental, social as well as economical perspective.

 Appropriate mitigation measures as suggested in environmental assessment report shall be incorporated  In general, it is suggested that the choice of developing additional lanes symmetrically or to the right or left side of the existing carriageway, and / or the routing of re-alignments should be made so as to minimize:

. The acquisition of properties, . The relocation of residences, business / industries and or institutional facilities such as government buildings and schools, . Disturbance to natural water courses especially tanks / rivers . The relocation of cultural properties (temples / mosques), . The removal of trees, especially old / sacred trees, . The removal / relocation of other significant features such as wells, bore wells, hand pumps etc.

Public Works Department Government of Mizoram