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EnvironmentalAssessment Summary Report

Public Disclosure Authorized Project Co-ordinatingConsultancy Services (PCC) for the KarnatakaState Highways Improvement Project IBRD Loan/Credit No. LN-4114

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EnvironmentalAssessment Summary Report ProjectCo-ordinating Consultancy Services (PCC) forthe KarnatakaState Highways Improvement Project IBRD Loan/Credit No. LN-4114

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December2000

Karnataka State Highways Environmental AssessmentSummary Report Improvement Project

VOLUME-I: ENVIRONMENTAL ASSESSMENT SUMMARY REPORT

TABLE OF CONTENTS

ENI'IRONMENTAL ASSESSMIENTSUNNIARY REPORT ...... 1I

I. OBJECTIVE ...... - 1 2. STRUCTUREOF THE EIA REPORT...... 5 3. INTRODUCTIONTO THE EIA ...... 7 4. POLICY, LEGAL AND ADMINISTRATIVEFRAMEWORK ...... 8 5. PROJECT DESCRIPTION.1...... 1 6. ANALYSIS OF THE ALTERNATIVES...... 12 7. BASELINE ENVIRONMENTALSETUP ...... 13 8. IMPACTASSESSMENT AND MITIGATION MEASURES ...... 6 9. PUBLIC CONSULTATION...... 20 10. ENVIRONMENT MANAGEMENT PLAN ...... 21 11. RESETTLEMENT ACTION PLAN ...... 30

I. Table 1: Road-links for Upgradation& Major Maintenance in First Phase...... I 2. Table 2: Road-linksfor Upgradation& Major Maintenance in Second Phase ...... 2 3. Table 3 :New Road Links included under Major Maintenance in Second Phase ...... 2 4. Table 4: Roads selected for upgradation in Phase-I ...... 5 5. Table 5 : Roads selected for Major Maintenance in Phase-I ...... 5 6. Table 6: Legal Statutes applicable on KSHIP ...... 10

Figure 1: Project Routes Phase I and Phase 11...... 3 Figure 2: Upgradation and Major Maintenance Routes Phase I ...... 6 Figure 3: Organisation Structure of the EMPIU ...... 24

Ex-i Scott W'llson / CES / IIIE

Kamataka State Highwavs Environmental AssessmentSummary Report Improvement Project

ENVIRONMENTAL ASSESSMENT SUMMARY REPORT

1. Objective The Kamataka State Highways Improvement Project (KSHIP) is an initiative by the Public Works Department of the Govemment of Karnataka (GOK) to undertake improvement of 2490 km of roads consisting of State Highways and major District Road. These roads were selected on the basis of a Strategic Options Study (SOS) carried out in 1996, the objective of which was to formulate a policy for developing an effective network of regional roads.

The Government of Kamataka appointed M/s Scott Wilson Kirkpatrick UK and Scott Wilson Kirkpatrick India in association with Consulting Engineering Services (I) Ltd., New Delhi and India Intemational Infrastructure Engineers Ltd., as the Project Co-ordinating Consultants (PCC) to carry out the feasibility study for the road upgradation and major maintenance. The objectives of the PCC were to conduct a Detailed Feasibility of these 2490-Km of State Highways and Major District Roads. These roads were subjected to thorough evaluation under economic, environmental and social criteria for qualifying for improvement options.

The environmental evaluation involved Environmental Screening of the 2490-Km of roads and Sectoral Environmental Assessment as per World Bank Guidelines described in Operational Policy OP-4.01 of the roads selected under Upgradation and Major Maintenance options.

Based on the Feasibility Study the Government of Kamataka selected 940 Km of roads for upgradation work and 1100-Km for major maintenance. At the time of the feasibility study about 428 Km of roads were found to be economically unviable and hence were excluded from any type of improvements.

The project preparation was divided into two phases. In Phase 1 394 Km of roads were to be upgraded and 1041 km of road to be taken up for major maintenance. In phase II some 546-Km of roads were to be taken up for upgradation and some 57-Km of road for major maintenance. The Govemment recently decided to upgrade coridor 12 from Bijapur to Hubli (193 Km) to National Highway standards. This led to the exclusion of this coridor from the Phase I major maintenance list. Therefore, Phase I major maintenance road length has reduced to 848 Km.

Table 1 and Table 2 list the roads selected under Phase I and Phase II improvement respectively. Table 1: Road-links for Upgradation & Major Maintenance in First Phase Lipgradation . MajorMaintenanc Link Location Link Length(Km) Link Location Link Length IA Raichur-A.P.Border 19.331 IE Mudgal-Hungund 39.670 IB Kalmala-Raichur 11.807 2B Tikota-Shedbal 92.510 2A Bijapur-Tikota 20.149 2C Shedbal-Chikodi 34.170 5A Kalmala-Stndhnur 76.673 2D Sankeshwar-Chikodi 21.320 5B Sindhnur-Gangawati 50.577 6A Srirangapatna-Nelhlgere 62.960 5C GanRawati-Munirabad 26.960 6B Nelligere-Kibbanahalih 47.010 6L Hattigudur-Shahpur 11.982 6C Kibbanahallh-Huhivar 36.460 6M Shahpur-Jevargi 37.931 6D Huliyar-Hinyur 48.720 6N Jevargi-Gulbarga 37.347 6H Bellary-Sindhnur 83.897 60 Gulbarga-Homnabad 55.757 6J Sindhnur-Lmngsugur 52.160 6P Homnabad-Bidar 45.417 6K Linesugur-Hanigudur 68.380 9A Mariyanmuanahalli-lttigi 41.110 9B ittigi-Harpanahalli 23.270 9C Harpanahalli-Hanhar 42.516 9D Harihar-Honnali 34.545 9E Honnali-Shimoga 39.041 ___ I IA Belur -Chikmagalur 23.910 i IB Chikmagalur-Tarikere 56.570 Total Length 393932 Total Length 848.219

Ex- I Scott Wilson / CES / IIIE KamatakaState Hiehwavs EnvironmentalAssessment Summary Report ImprovementProject

Table 2: Road-links for Upgradation & Major Maintenance in Second Phase (Length in Km-Based on Odometer Survey) Upgradation Major Maintenance Link Location Link Length Link Location Link Length IF Hungund-Bagalkot 41.53 8B Alnavar- Yellapur 57.094 IH Gaddankeri- Lokapur 28.166 iJ Lokapur -Yargatti 44.431 1K Yargatti-Belgaum 56.500 3A Biiapur-Mudhol 81.458 3B Mudhol-Lokapur 22.480 4A Hulihatti-Nargund 20.837 4C Sankeshwar-Yaragarti 73.288 6E Hiriyur-Challakere 40.866 6F Challakere-Hanagal 49.496 6G Hanagal-Bellary 52.115 8A Khanapur - Alnavar 35.186 Total Length 546.376 Total Length 57.094

An economic analysis was again carried out for the unviable links following the reduced cost of construction obtained during detailed engineering. The feasibility of the previously unviable links totalling to 428 Km was reworked and these road links were found to be economically viable. The PWD has included these road links under the Phase II major maintenance in November 2000. Table 3 :New Road Links included under Major Maintenance in Second Phase Road Link Number Location Length (km) IC Kalmalato Lingsugur 76.7 ID Lingsugur to Mudgal 19.9 4B Yargatti to Hulikatti 29.2 8C Yellapur to Sirsi 48.2 8D Sirsito Siddapur 37.0 8E Siddapurto Mavingundi 12.0 IOA* Mysoreto Manantawadi 60.6 13A* Londa to Sadashivgarh 88.1 Total 372.7 i- The corridor lengths given are after excluding the stretches passing through sensitive areas

Figure 1 shows the corridors selected for improvements in Phase I and II.

The draft Sectoral Environmental Assessment Report submitted in April 2000 had covered in detail all the aspects related to environmental impacts and required mitigation measures related to improvement of Roads selected under Upgradation as well as Major Maintenance roads. The Environmental Management Plan included in the SEA Report adequately addresses the issues related to Environment management and mitigation of Impacts in the upgradation as well as major maintenance sections.

These previously unviable roads were not in the scope of the Draft SEA. Therefore, to complete the SEA process the environment team of the PCC carried out a detailed reconnaissance survey in the month of December 2000 to identify the potential hotspots, sensitive receptors and sensitive areas along these newly included corridors under the Phase II major maintenance option.

It is important to be aware of a recent circular (dated: 12th July, 2000) of the Standing Committee of Indian Board for Wildlife under the Ministry of Environment and Forests where in it is stated that the Members were of the opinion that "Widening and black topping of the roads within National Parks and Sanctuaries increase the vehicular traffic and also the speed of the vehicles. There were instances of accidental death of wildlife by the fast moving vehicles in the protected areas. Considering the

Ex-2 Scott Wilson/ CES / IIIE Kamat. - ,tate Hlc½ways EnvironmentalAssessment SummaryRepon ImprovementProject

Figure 1: Project Routes Phase 1 and Phase II

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negative impacts of widening and black topping. it was decidedthat roads that have already been tarred should continue to be maintainedand repaired properly.However. no roads inside the National Parks and Sanctuaries should be widenedor upgraded.

Keeping in mind the above stipulation, the PIU-PWD excluded the road stretches that pass through sensitive areas like National Parks and Wild life sanctuaries from any improvement options. The road lengths passing through sensitive areas like National Parks and Wildlife Sanctuaries especially in corridor 1OA- Mysore to Kerala Border (Total length-91 Km) and 13A- Sadashivgarhto Londa (Total length- 117 Km) have been excluded from the revised list of roads underphase II major maintenance.

Corridor IOA passes through Rajiv Gandhi National Park from PWD KM Stone 62 to the Kerala Border i.e. the end point about 500 m from PWD Km Stone 91, a distance of about 29 Km. Corridor 13A passes through the Buffer area of Dandeli Wild Life Sanctuary and the periphery of Anshi National Park. This corridor also passes through Joida Reserve Forest and the road mostly traverses over hilly terrain. The PWD has decided to exclude the stretches passing through the National Parks and the Wild life Sanctuariesof both the corridors. The exclusionof these stretches reduces 428 Km of roads to about 372 Km.

The PWD has decided to restrict the road improvement in these stretches to the existing width without widening. Following this exercisethe original list of 57 Km of Phase II Major maintenance roads has increased by another 372 Km. Therefore the revised list of Phase II major maintenance works out to about 429 km. The SEA Report has listed all the major hotspots along these corridors.

The scope of the feasibility study also included preparation of an EnvironmentalImpact Assessment (EIA) Report on the roads selected for improvementsin Phase I as per the guidelinesof the Ministry of Environment and Forests (MOEF) of the Govemment of India. The Report also fulfils the requirements of the World Bank as per its Operational Policy OP 4.01.

A detailed EnvironmentalImpact Assessment (EIA) was carried out for the Phase I upgradation roads as per the Guidelines of the Ministry of Environmentand Forests (MOEF) of the Government of India and to meet the requirementsof the world bank as per its operationalpolicy OP 4.01.

It is pertinent to mention that the SEA Report has comprehensivelydealt with the major maintenance components and has also addressed the issues concerned therewith requiring attention in the EMP and conditions have been also included in the contract clauses for the protection of the environment.

The EIA Report and EMP prepared addresses the stipulations fully and comprehensively for the upgradation section of Phase 1, which herein after is referred as the Project. The EMP Document also gives a broad coverage to the major maintenance section.

The entire project in Phase I have been divided into five Contract Packages of upgradation and Nineteen Contract Packages of Major Maintenance. Figure 2 shows the road links selected for improvement in Phase I.

Each Contract Package of Phase I upgradationhas been defined as Routes. Keeping in mind the length of routes 2,3 and 5, for easy analysis and understanding of the various attributes, these have been broken into smaller links. The location of the road lengths in each route and their respective links has been listed below.

Ex-4 Scott Wilson / CES / IIIE Kamataka State Highways Environmental Assessment Summarv Repon Improvement Project

Table 4: Roads selected for upgradationin Phase-I Contract Route State Highway Location of Upgradation Length Package Number Section (Km) Ul 1 SH-23 Kalmala- Sindhnur 76.673 2A SH-23 Sindhnur-Gangawati 50.577 U2 2B SH-23 Gangawati-Budugumpacross 26.960 3A SH- 19 Hattigudur-Shahpur 11.982 3B SH-19 Shahpur-Jevargi 37.931 U3 3C SH-19 Jevargi-Gulbarga 37.347 3D SH-19 Gulbarga-Homnabad 55.757 3E SH-19 Homnabad-Naubad, Bidar 45.417 U4 4 SH-12 Bijapur-Tikota 20.149 5A SH-13 Andhra Pradesh border- 19.331 U5 Raichur 5B SH-20 Raichur-Kalmala junction 11.807 Total Length in Km 393.931

Table 5 lists the roads under considerationin Major MaintenancePhase I. The original link numbers as reported in the First Interimreport have been retained for the phase I major maintenance links

Table 5: Roads selected for Major Maintenancein Phase-I Contract Link State Location of Major Maintenance Length Package Number Highway Section (Km) Number ___ Ml I E SH-20 Mudgal - Hungund 39.670 M2 2Ba SH-12 Tikota- Badachi 43.000 M3 2Rb SH- 12 Badachi- Shedbal 49.510 2C SH-12 Shedbal - Chikodi 34.170 M4 2D SH-12 Chikodi - Sankeshwar 21.320 M5 6Aa SH-19 Srirangapatna- Chinya 32.000 M6 6Ab SH-19 Chinya- Nelligere 30.960 M7 6B SH- 19 Nelligere- Kibbanahalli 47.010 M8 6C SH-19 Kibbanahalli - Huliyar 36.460 M9 6D SH-19 Huliyar - Hiriyur 48.720 M1o 6Ha SH-19 Bellary - Devinagar 41.000 Mll 6Hb SH-19 Devinagar - Sindhnur 42.897 M12 6J SH-19 Sindhnur - Lingsugur 52.160 M13 6K SH-19 Lingsugur- Hattigudur 68.380 M]4 9A SH-25 Mariammanahalli- Ittigi 41.110 9B SH-25 Ittigi - Harpanahalli 23.270 M15 9C SH-25 Harpanahalli - Harihar 42.516 M 16 9C SH-25 Harihar - Honnali 34.545 M17 9E SH-25 Honnali- Shimoga 39.041 M18 I IA SH-57 Belur- Chikmagalur 23.910 M19 I IB SH-57 Chikmagalur-Tarikere 56.570 Total Length in Km 848.219

2. Structure of the EIA Report The sequencing of the Report presented above is derived as per the guidelines of the OP 4.01. All Tables. Figures and Appendicesbear the number of the Chapter in which these first appear.

Ex-5 Scott Wilson/ CES / IIIE Karnataka State Highways EnvironmentalAssessmen- umnrTka,yReport ImprovementPi-pject

Figure 2: Upgradation and Major Maintenance Routes Phase I

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Ex-6 Scott Wilson;/CES /IIIE Kamataka State Highways Environmental Assessment Summary Report Improvement Project

The data so far collected and analyses so far made of the data have been presented in three volumes in the following sequence

Volume - 1: EnvironmentalAssessment Summary Report

Volume - Il: Environmental Impact Assessment Chapter-I: Introduction Chapter-2: Policy, Legal and AdministrativeFramework Chapter-3:Project Description Chapter4: Analysis of Alternatives Chapter-5:Baseline EnvironmentalSet-up Chapter-6:Impact Assessment& Mitigation Measures Chapter-7: PublicConsultation

Volume - III: EnvironmentManagement Plan

3. Introductionto the EIA The Environmental Impact assessment Study followed a systematic approach to evaluate the environmental impact and formulatedthe Environment ManagementPlan. The details are discussed below in two heads: * Methodology:and * Presentation Methodology The environmental impact assessment study started with a detailed reconnaissance survey for the purpose of recording the environmental features along the roadside and in the adjoining area. Areas impacted due to anthropogenicactivities and natural processes were also recorded. Areas of tourist and archaeological importancewere identifiedand recorded. In addition, the locations with encroachments on the right of way and congestion due to varied causes were noted. Sensitive areas like schools, hospitals, religious structureslike Temples, mosques and sepulchresby the roadside and encroaching upon the ROW were also noted.

The above survey was followedby collation of data pertaining to the physical attributes of the region in general and road in particularon a 14 km wide swath for every route. Detailed information on the following features were recorded and analysed: * Physical Resource:like geology, tectonics, physiography,drainage, climate and soil; * Biological Resource:like vegetation and animal species whereverthese occur; * Human Resource:like demography,land use, urbanism, trade centres, occupation of workforce; * Human impacts: like, encroachmentand congestion on roads, problems due to irrigation, and the major economic uses made of the roads with particular reference to agricultural development as well as on urban-industrialdevelopment; and * Cultural Heritage:like places of archaeologicalimportance and for tourism.

Along with the above, examination of the goveming laws on environment management and the institutions responsible for discharging those functions have been charted out. Of particular importance in this regard are the legal procedures on land acquisition, tree felling, compensatory afforestation and preparation of rehabilitation & resettlement plan. The issues related to land acquisition, displacementand rehabilitationwill be discussedby the Social Unit in a separatereport.

Data generated by the responsible organisations in the matter of environment management and pollution control have also been collected and used.

To identify and assess the probable impacts upon environment from road designs, and during construction and operation phases, close interaction was established with the design engineers and

Ex-7 Scott Wilson / CES / IlE Karnataka State Hwghways Environmental AssessmentSummarv Report Improvement Proiect

feasible engineering solutions where arrived at. In addition, alignment shifts were considered in sensitive areas involving community, religious structures, drainage constraints and stretches where social forestry plantationswere encountered. Keeping in mind the land required for road upgradation and the design considerations,the Corridor of Impact varies between links.

Public consultation was camed out by the environment team of the PCC during the environmental reconnaissance survey. ambient air quality monitoring and formal public consultation alongwith the social team was carried out during the socio-economic surveys. The public consultations were well attended by the Project affected Persons, Local NGOs and the Panchayat officials and other stakeholders.

The PIU-PWD has also carried out public consultations in the District Headquarters of the Project roads as per the OP 4.01 guidelines. This being a first attempt by the PWD, the response was appreciable. The interestingpart of these formal public consultationswas the participation of many Non Govemmental Organisations (NGOs) and the positive interactions between the government agencies, the NGOs and the public including the PAPs and the local populace. These public consultations were the first in the series of public disclosure planned by the PWD. The audience was well informed as all the informationrelated to the Project was already available a month in advance in the respective Taluk Offices in Kannadaas well as in English.

Based on the impact analysis and the public consultationsa comprehensiveEnvironment Management Plan has been devised for sound environmentmanagement during the different phases of the project.

4. Policy, Legal and Administrative Framework This subject area has been discussedin Chapter Two. The major issues of concem are

* Legal Obligationsfor Obtaining EnvironmentalClearance, and • Indian Legal System on EnvironmentProtection

The major findings in this regard are stated below.

Highlights of the Indian Svstem on Environment Protection:

Major Organisations:Development of environmentalprotection and enhancementmeasures in India has been determined to a considerableextent by the central legislation.The Ministry of Environment and Forests (MOEF), set up in 1980, is the controlling institution in this regard. The MOEF has two wings as Environment and Forests. Clearance of new developmentalprojects is necessary from both the wings.

The GoK has the Department of Forests, Ecology and Environment.This Department was established in March 1981 to have an integrated approach to deal with, prevention and control of air and water pollution, preservation and developmentof forest wealth and other natural resources in the state.

The Central Pollution Control Board (CPCB) is a technical wing of the MOEF entrusted with the responsibilities for detection and abatement of pollution. Every state of India has their respective pollution control boards, which act in unison with the policies of the CPCB. The functions of the Kamataka State Pollution Control Board include advising the State Govemment on water pollution issues. enforcement and monitoring as per the Air Act, Coordinating the activities of the regional offices of the pollution control board. It also issues "No Objection" Certificates (NOC) for establishment of new projects. environmentalclearance of projects and conducting public heanrngwith respect to developmental projects. It also issues NOC for projects involving expansion. The KSHIP would come under its purview.

Legal Obligations of the Project Proponent:

Ex-8 ScottWilson / CES / IIIE Kamataka State Highwavs EnvironmentalAssessment Summarv Report ImprovementProtect

The responsibilitv of initiating actions leading to issuance of environmental clearance of a proposed project vests with the project proponent. The basic document required for obtaining environmental clearance is the Environmental Assessment (EA) report presented in the prescribed fonnat and supported by detailed and accurate description of the project. The Project Proponent shall submit a comprehensive document, complete in all respect. It shall be obliged to provide clarification, with or without additional documentation, when intimated by the designated authonrty. It must carry the commitment that no deviation from designed project would be made during implementationwithout prior and explicit permissionof the designatedauthority to do so.

The Amendment dated 4 th May, 1994 of the Environment (Protection) Act. 1986 requires every promoter of major infrastructure projects, including road development, to prepare and submit Environmental Impact Assessment (EIA) report before the Ministry of Environment & Forests (MOEF), Govemment of India (Gol), for clearance before the project can be implemented.However, the Ministry declaredthrough a notificationdated April 10, 1997 that projects concemingupgradation of existing roads which involve marginal land acquisition would be exempted from the prescribed clearance procedure except where sensitive areas like sanctuaries, national park. reserved forests etc, are involved. In schedule IV of the above referred notification, the MOEF has prescribed that the Environmental Assessment report on road up-gradationproject should be disclosed for public hearing through a notified meeting to be headed by the nominee of the State Pollution Control Board and the District Collector of the concemed district. The State PollutionControl Board would send the report of this meeting with observations to the MOEF. This report would contain a copy of the No Objection Certificate (NOC), if issued to the concemed project promoter. On the basis of the issued NOC, the MOEF generally clears the project without further scrutiny.

Following this amendment,the Ministry of Environment and Forests, Govemment of India issued a

circular on 1 5 th October, 1999 (No.21012/26-99-lA-III)where it clarified that "Marginal Land acquisition means land acquisition not exceeding a total width of 20 metres on either side of the existing alignment put together. Further it is also clarified that bypasses would be treated as stand alone projects and would require environmentalclearance only if the cost of the projects exceed Rs.50 Crores each."

Under the given circumstances PWD is exempted from applying for environmental clearance to MOEF, GOI. Yet, the PWD has decidedto adopt a proactive course for environmentalmanagement of the roads and play a significant role in environmental protection and enhancementof the State's road network. The PWD through the Project Co-ordinating Consultants has carried out a detailed Environmental Impact Assessment as per Ministry of Environment and Forests, Govemment of India and World Bank OperationalPolicy OP 4.01 requirements.

While following the prescribed format of the EA report, it would be seen that the project promoter has to establish and utilise strong interfaces with several other Departments of the State Govemment and other State Agencies. This provides advantages in the matter of preparing several supporting documents to the application for environmentalclearance. These documents are generally referred to as Land Acquisition Plan, Tree Felling & Compensatory Afforestation Plan, Rehabilitation & Resettlement Action Plan, and Plan for Opening New Quarry (if needed). The required support from the other institutions can be mobilised if the prescribed procedures are followed

It is pertinent to mention here that the Phase -I component of the Project has been already granted clearance and consent for establishment by the Karnataka State Pollution Control Board under the Water (Prevention and Control of Pollution) Act, 1974 and Air (Preventionand Control of Pollution) Act, 1981. The Karnataka State Pollution Control Board has also opined that the Project is exempted from obtaining clearance from the MOEF, GOI.

The Department of Forest, Environment and Ecology, Government of Karnataka has also granted clearance to the Phase I component. The Department has also clarified that following

Ex-9 Scott Wilson/ CES / JIJE SummaryReport Karnaraka State Highways Environmental Assessment Improvement Project

KSHIP Phase I is exempted from the amendments to the 4rh May 1994 EIA notification, the obtaining clearance from the MOEF, GOI.

However the PIU has already approached the Ministrv of Environment and Forests, Government of India and informed it about the Project and is in the process of getting the approval from the NIOEF.

Major Statutes Related to Environment Management: The major provisions of various laws and been policies on environment protection of the Central and the Karnataka State Govemment have discussed in Chapter Two. The following laws have some bearing on the KSHIP: Table 6: Legal Statutes applicable on KSHIP Statute Relevance Land Acquisition Act, 1894 (with subsequent The Act governs acquisition of land in public amendments) interest and compensation thereof. to The Indian Forest Act. 1927 The Act provides power to the government declare and classify forestland ASI The Ancient monuments and Archaeological sites The Act requires prior authorisation of the and Remains Act, 1958 for development within 300m of a Protected Property The Karnataka Forest Act, 1963 The Act provides power to the State Government to declare and classify forestland The Wildlife (Protection) Act. 1972 This Act provides for the protection of wild animals, birds and plants and for matters connected there to. and Water (Prevention and Control of Pollution) Act, The Act provides powers to the CPCB 1974 KSPCB for monitoring and enforcing water quality standards, issuing consents and prosecuting offenders Town and Country Planning Act, 1976 The Act grants power to establish land use control and issue certificates for establishments according to the designated land use. Forest Conservation Act, 1980 The Act applies in case Forestland is to be diverted for non-forest purposes. and The Air (Prevention and Control of Pollution) The Act provides powers to the CPCB Act, 1981 KSPCB for monitoring and enforcing Air quality standards, issuing consents and prosecuting offenders of Environment (Protection) Act, 1986 This legislation enables the co-ordination activities of the various regulatory agencies with advocate powers for environmental protection. Motor Vehicles Rules, 1989 Empowers state authority to enforce standards for vehicular pollution The Hazardous Wastes (Management And Specifies the procedure for storage and transport case of Handling) Rules, 1989 of hazardous wastes and requirements in accidental spillage during transportation. for Public Liability Insurance Act, 1991 The Act provides for public liability insurance providing immediate relief to persons affected by accident while handling hazardous substances. Transportation of hazardous substance by vehicle use is also included

Ex-10 Scott Wilson / CES I IIIE Karnataka State Highways Environmental AssessmentSummary Report Improvement Prolect

For the smooth implementation of the project and sound environmental management. the PIU has proposed an Environment Management Plan Implementation Unit, the details of which and the proposed oTganisation structure is given in Section 9 of this document.

5. Project Description The road upgradation involves widening, strengthening and raising of embankment height (where necessary). The proposed design parameters have been described in details in the First Interim Report and the Second Interim Report of the PCC. Of critical importance in the context of environmental impact assessment is the treatnent options considered by the design engineers. These are summarised below.

Treatment Alternatives: The main elements of the construction processes are: Upgradation: Widening & Strengthening (including raising of embankment): * Remove high shoulders & grub out bushes (some trees may get removed); * Remove existing pavement; * Widen road forrnation to 12-m width; * Construct new wider pavement with paved/hard shoulder. including surfacing and providing ditches and drains, wherever necessary; and * Construct shoulder filling.

Raising of Embankment & New Pavement: * Remove high shoulders & grub out bushes (some trees may get removed); * Remove existing pavement and widening; * Widen roadway to 12-m and construct side ditch, if required; a Raise embankment; * Construct new wider pavement and paved/hard shoulder, including surfacing and pavement edge drain; and • Construct shoulder filling.

The sections identified for raising were selected on the basis of a number of criteria including • Relative height of the existing road formation level (top of subgrade) to the surrounding ground and likely maximum water table conditions; * Possibility of seepage across the road line; * Presence or likelihood of field irrigation close to the road; * Nature of local soil; and * Possibility or otherwise of improving drainage by means of side drains. Other no less critical issues considered for environmental impact assessment are: * Options on Road Construction Materials * Options on Cross Drainage Structures * Options on Intersections on Roads for Upgradation * Options on Bypasses Major Maintenance * Remove high shoulders and grub out bushes * Construct side ditches wherever specified * Remove poor quality existing widening as instructed on the field * Re-compact the existing subgrade in widening area. If the existing subgrade is unsuitable, add selected material (like WBM) from dismantling of the existing widening portion * Reconstruct the widened portion to match the existing pavement * Regulate the existing pavement surface and existing widening (if not replaced) * Place overlay for entire width of the carriageway * Construct drainage channel outlets * Construct shoulder filling to the specified width or to the edge of the existing roadway

Ex-I I Scott Wilson / CES / IIIE Kamataka State Hiehvays Environmental AssessmentSummary Report ImprovementProject

It is pertinent to mention here that the magnitude of the improvementoption of major maintenance is very less compared to upgradation option and it is also restricted to improvements to the existing carriagewaysand additional existing widening.

(a) Road ConstructionMaterials Rocks, Natural Gravel, Sand, Fly Ash, and Embankment Fill would be used. The sources have been identified and the quality of materials tested. About 100 existing rock quarries with different parent rock like Granite, Trap metal, quartzite and sandstone metal are located in the vicinity of the Project roads. These sources have been listed in Chapter Three.

(b) Cross Drainage Structures The locations of all cross-drainagestructures, like culverts, causeways and bridges, for every road link were listed. Whether or not these require repairing or replacementwere also noted

(c) Intersectionson Roads All intersectionswith the roads for Upgradationand requiring improvementwere listed.

(d) Bypasses In the Inception Report, the Consultants had stated that the town survey and the issues concerning bypasses for the towns would be reviewed in the Second Phase of the KSHIP. The information on where by-pass exists or has been proposed by the given town administration was also noted. It was found that in the locations where these are required, the bypasses have either been already constructed or are. under construction. However, the PIU has requested the PCC to explore the feasibility of Bypasses in Bijapur and Gulbarga Town of phase I upgradation routes so as to offer better connectivity to the project routes and other State highwaysand National Highway.

6. Analvsis of the Alternatives Chapter Four describes the various alternatives considered for selection of roads for upgradation and major maintenance.The highlightsof the sievingprocess are:

(a) No Project Option: This option appeared unacceptable. Several reasons were upper most to the GoK. The history of regional economic development in Karnataka reveals that the gains over the past few decades remained largely confined along the National Highway corridors. At the same time, investments for newer means for resource use were taking place over wider areas. The State Highways and some of the major District Roads, by acting as feeders to the centers of growth located on the National Highways, were found to be assisting these processes. Hence, the need for establishing proper feeder roads to the National Highways appeared a reasonable programme. The State has little resource to maintain the roads, not to mention upgrading these. Secondly, persistent deterioration of the road conditions made maintenance of regional network of transport difficult to sustain, notwithstanding the injury caused to the transporter.

(b) Strategic Option Study: In order to formulate a policy for developing an effective network of regional roads, a Strategic Option Study (SOS) was carried out. The findings from this study formed the basis for initiating the KSHIP.

(c) Initial Package of the KSIHP: Of the roads identified in the SOS Report that would deserve improvement,,the GoK chose to examine the feasibility of 54 road links, their lengths totalling 2490 odd kilometers.The work of ascertainingfeasibility was assigned to the KPCC.

(d) Alternatives Suggested bv KPCC: The Environmental Screening Report, placed in the First Interim Report, found two corridors (no. 10 & 13) unacceptable for any improvement. In addition, the EIRR analysis, placed also in the First Interim Report, indicated that these two corridors, 2 road links of corridor 1, 1 road link of corridor 4 and 3 road-links of Corridor-8 did not justify investments even

Ex-12 ScottWilson / CES/ IIIE Karnataka State Highways Environmental Assessment Summary Report Improvement Project

for major maintenance.This reduced the Initial Packageof the KSHIP to 46 road-links, totalling 2061- km.

A Sectoral EnvironmentalAssessment was also carried out for the roads selected under upgradation and major maintenance.The Sectoral EnvironmentalAssessment also considered two additional road links originally listed under Major maintenance for upgradationas a buffer in order to minimise risks on grounds of environmentalconstraints. The EIRR also identifiedthe road links just: .ing investment for Upgradation as distinct from Major Maintenance.As already mentioned the SEA process was again revised following the inclusion of previouslyunviable links.

The upgradationproject design considered for this project follows the existing alignment of the roads so as to minimise land acquisition and social impacts. The deviations from the existing alignment have been necessitatedin certain sections because of the poor road geometry and safety considerations.

Since the improvementsare envisaged in the existing alignments only there are no major alignment changes in the project. The alignment shifts are very marginal at the most to an extent of 10 m from the outer edge of the existing ROW. The related land acquisition for the new design is very marginal. Only 4.67 hectares of private land is being acquired for the entire project.

Bypass proposals for urban areas were also examined from environmental pollution, encroachment and congestionproblems, no town warranted any bypasses on this account as these problems could be easily overcome once the improvements are undertaken alongwith proper Traffic management and land use control.

The existing alignment necessitated modification in the proposed design in Route 4 because of the continuous row of avenue plantation on both sides of the road. The cross section was reduced in Route 4 from Chainage Km 15.100to Km 20.148 because of the avenue plantation.

It is pertinent to mention here that the major maintenance design improvement is restricted to the existing pavement and existing additional widening without any deviation from the existing alignment.

7. Baseline Environmental Setup Chapter Five provides a comprehensive report on the environment of the upgradation project routes, covering physical, biological and social elements in their essential details. This also provides understandingabout the impacts that the KSHIP can apprehend from the physical locations of roads. The baseline environment details of major maintenance sections have been covered in detail in the SEA Report.

Many of the major changes in the environmenthave been induced by the society. Some of these have arrested deteriorationin the ecological system. Some have made the system increasinglyvulnerable.

Physiography, Geology, Climate, Drainage System and Soil constitute the physical components of environment. Their interrelations have been described in detail in this chapter and a summarised section is presented below. a Phvsiography The project routes pass through a mixture of varying topography consisting of flat, undulating and rolling terrain.

* Geology The major type of lithology along route I and 2 consist of gneissic complex, gold bearing schist, and granitic rocks of gneissic origin. Route 3 traverses through the Bhima formation consisting of limestone and the Deccan Trap. Route 4 traverses the Deccan Traps and Route 5 passes through schist quartzlte and granite belts.

Ex- 13 Scott Wilson/ CES / IIIE Karnataka State High"avs EnvironmentalAssessment Summary Report Improvement Proiect

* Climate The climate zone known as the North Karnatakazone covers the project routes. This zone experiences semi-arid tropical steppe type of climate. Extremes of temperature are experienced in these regions, the temperature ranging between 10 - 45 Degree Celsius. The principal part of the monsoon is experienced during the period of Southwest Monsoon.

* Ambient Air Quality and Noise level Quality of ambient air and ambient noise levels were monitoredat 6 stations for 72 hours. Except for SPM and RPM, no other pollutant has been above the permissible limits. Noise levels were on the higher side during the night-time because of the varied land use and lack of regulation in building activities. The traffic related noise is marginal, the point to note is that the ambient noise level in the urban areas as such is high because of the commercial and economic activities.

In addition, for 4 IMD stations, the prevailing direction of wind was analysed. The dominant wind direction will help in identifyingthe location of the Asphalt Mixing Plants and batch plants during the constructionphase.

* Drainage System All the upgradation project routes are located within the Krishna Basin. The major rivers flowing across the corridors are Krishna, Bhima, Kagna and Karanja. The project routes also cross many small seasonal and perrenial streams. Agricultural land in Route 1, 2 and 3 is well supported through irrigation.

* Water Quality Water quality was monitored at 3 locations and data on River Bhima falling on the project roads was collected from CPCB. The concentrationof all the parametersare well within the prescribed limits of the Drinking water standards IS 10500,1991.

* Soil The major types of soil in the project routes are Deep Black Soil, Medium Black Soil, Shallow Black Soil and Lateritic Gravelly Soil. All these soils are moderatelyto severely susceptible to erosion.

X Presence of Lead in Soil Presence of lead in roadside soil has been tested at 4 locations. Lead concentration is below 0.001 mg/gm in all the locations.

* Ecological Resources

The biological environment covers bio-climate, ecological diversity, flora & fauna and the present status of forestland in the region.

* Flora The tree species found by the roadside are Acacia nilotica, Azadirachita indica, Dalbergia sissoo, Ficus benghalensis, Ficus religiosa, Tamarindus indica, Terminalia chebula etc. The road widening involves felling of the roadside trees. About 5393 trees are to be felled. No forestland is being diverted for the project purpose. However,there are a few reserved forests in the vicinity of the roads with very sparse vegetation and open wasteland.

* Fauna The faunal species getting affected are the tree dwelling species like Parakeets, Kites, Pigeons and Squirrels. All these species are highly tolerant to disturbance and frequently live in proximity to humans and have well adjusted to anthropogenic interference. None of the upgradation project roads pass through any Reserved Forests, Protected Forests, National Parks or Wildlife Sanctuaries.

Ex- 14 Scott Wilson / CES / IIIE Kamataka State Highways Environmental Assessment Summary Report Improvement Project

* Land Use Most of the irmgatedtracts are found in Route 1,2 and 3. Urban industrial formations have stimulated the neighbourhoodagricultural economy to shift towards commercial cropping.This is widely noted in Route 4 in and around Bijapur.

* Social Environment

Social Environment deals with demography, land use, and area under irrigation, locations of major market centres and the order of urbanization. Regional variation in any or all these aspects is pronounced. Roadside developmentsand related safety aspects have also been covered.

The average density of population ranges from a high of 305 persons per sq.km to a low of 104 persons per Sq.Krn in the study area. The Scheduled Caste populationaccounts for around 16.38%to 30.23% in the different routes. Similarly ScheduledTribes account for 0.84% to 14.60 % of the total populationin the study area. Some 44-52% of populationis classifiedas main workers.The cultivators constitute 22-46% of the main worker population.A literacy rate of 21.86% to 35% is observed in the rural areas. This has assisted the people to adopt newer technology in almost all sectors of the economy.

- Resettlementand Rehabilitation

For widening of the roads private land in the formnof agricultural land, commercial structures, residential structures are getting affected and will be acquired as per the Land AcquisitionAct, 1894.

The socio-economic surveys conducted by the Social team of the PCC have identified 753 Project Affected Families (PAFs). The total number of Project affected Persons (PAPs) is 4543. The project has a comprehensive R & R Policy and Resettlement Action Plan prepared as per World Bank Operational Directive -OD 4.30 to address the issues of resettlement and compensation.The details of the Social Impact Assessment are presentedin the ResettlementAction Plan Report.

The total private land acquisition for the project is only 4.67 Ha. The total Govemment Land to be transferred to the PWD is 4.71 Ha.

A summary of the RAP has been enclosedas Section I1 of this document.

* Economic Profile

Two major vectors of economic development are discernible. One is related to growth in agriculture based on irrigation. The other is associatedwith urban-industrial formations.The substantive point to note in this regard is the progressive reduction of the earlier contrasts noticeable between rural and urban habitats. The dynamics of such change needs appreciation while selecting the roads for improvement.

* Regional and Local Utilities

Regional utilities like telephone poles. electric poles, and transformer fall within the ROW and will require relocation of the same to facilitateroad widening.

* Religious and Other Sensitive Structure

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Encroachmentsin the form of temples, mosques and shrines are seen in the ROW and these will have to be relocated before road works can begin.

* Sites of Tourist and ArchaeologicalInterest

The places of cultural and tourist importancein Karnatakafalling on the road corridors or in nearby locations have been listed in the section on tourism and sites of archaeological interest. The only important tourist and archaeologicalsite near the road is the famous Navraspur Sangeet Mahal near Torvi village in route 4. In Route 3E near Jalsangi village there is a famous Temple of Chalukyan period dedicatedto Lord Shiva. This temple is about 4 kilometresto the right from the project road.

8. Impact Assessmentand MitigationMeasures Probablenegative impacts of the KSHIP were examinedin termmsof four scenarios,namely * Impacts from Location; * Impacts from Project Design; * Impacts during Construction;and * Impacts when the roads would be operational. The major findingsunder each scenario are noted below.

[Impacts from Location

Whatever impacts the KSHIP roads might have had caused initially upon environmentnow appear as more or less adjusted. However, from the uses made of the resources. the environmentappears to have changed, especially in terms of the hydrologicalregime. This has, in many instances, caused damages to the road pavements. The major processes related to social uses of resources and contributing to change in environment are * Practices on gravity flow irrigation, arising from uncontrolledrelease of water to affect in tum the base and sub-base of road formations; * Formation of large reservoirs large dams, leading to rise in water table and collapse of road structures; * Extensive deforestation,contributing to increased air-bome suspended particulate matter, parts of which get captured by the vegetation growing on the earthen shoulders, leading to rise of shoulder- level in relation to that of the carriageway; * Improper road drainage systems, arising partly from inadequacy in the original road designs for drains and cross-drainagestructures and leadingto deteriorationof the road formations;and * Growing mining economy, contributing to high axle-load traffic, which has been in many instances greater than the bearing capacitiesof the old roads.

The road links suffering under such stresses have been identified. The required mitigation measures are * Raise the height of the so affected roads to save the sub-grade from being contaminated by groundwater; * Establish fairly deep cut drains along the outer edge of the right of way of the so selected road links; * Pave the shoulders wherever possible or keep the earthen shoulders free from vegetative growth; and * Restrain the truckers from over loading.

* Impacts from Road Designs

The design criteria for roads under upgradation programme involve widening, widening and strengthening and raising embankmentsin raising section to roadway width of 12m and construct side ditches wherever specified. The suggested specificationsappear reasonable, although the thickness of the different components of the road-formnationwould under go modifications in tune with the bearing

Ex- 16 Scott Wilson / CES / IIIE Karnataka State Highwvays Environmental Assessment Summary Report Improvement Project

strengths of the available materials.Careful supervision is warrantedwhile using the diverse materials. The objective of supervision would vary according to the quality of the available construction materials and their sources. The pertinent elements of caution are * Availabilityof gravel and its nature: It is abundant in distribution,but occurs with clay fractions; * Locations of borrow materials:By practice, these get located near the construction site, but do not necessarily yield good qualitymaterials, especially in the tracts with black cotton soil; * Availability of fly-ash: The major source is at Raichur. which location is rather off-centric in relation to the project roads and would, thereby, offer use only to some of the road links; * Re-use of the excavatedroad formnations:Disposal of the bitumencontaminated parts need careful attention; and * Location of stone crushers:By practice, these are located at the mine heads and restrict, thereby, gainful use of the fines as fillers.

Other major impacts from road design would emerge in the shape of land acquisition,tree felling and eviction of encroachers. As stated earlier, these issues are to be handled through Land Acquisition Plan, Forestry Plan and Resettlement Action Plan. The total private land acquisition in the entire project amounts only to 4.67 Hectares. The land acquisition involved is very marginal. Regional utilities like telephone lines, power lines and transformers etc. and local utilities like lampposts, hand pumps, water taps etc will have to be shifted. The owners and governmentinstitutions will have to be informed and assisted in shifting of these utilities. Another major impact is on the persons from whom land and establishments are being acquired and also encroachers and squatters. In total 4543 persons are coming under the category of Project Affected Persons (PAPs).

In the context of tree felling and further environmental enhancement,the design of avenue plantation should be carefully considered. The utility of avenue plantation in confining the distribution of air- boomepollutant is well known.

As recommended by the MOEF, the most effective species to absorb the various elements of traffic related pollutants are, Azadirachta indica (bevu or neem), Tanarindus indica (hunsemara or tamarind), Ficus benghalensis (aladamara or banyan), Ficus religiosa (Ashwatha) and Dalbergia sissoo (White beete or shisham).

The most effective sound barrier has been Prosopisjuliflora (Bellaryjalli).This has been widely used in the existing roadside plantations.This species grows on all types of soils and responds by profuse shoot formnationafter repeated pruning. The wood is very suitable as fuel. It sells as such at a rate of more than 80 paise per kilo.

To mitigate the impacts due to tree felling programme the PIU has formulated an ambitious tree plantation programme with the involvement of the State Forest department. The Tree Plantation programme envisages planting of 200 trees per Kilometre i.e. 100 trees on either side of the road per kilometre. The implementationand monitoring mechanism has been worked out in consensus with the Forest department. Three year old saplings will be planted on the road edge beyond the side drains. The maintenance costs and other administrative costs have been included in the budget for EMP implementation. In addition to the tree plantation programme, to arrest pollution and also as a fuel alternative to the residents in vicinity, the PWD plans to establish a second tier of plantation consisting of Prosopis juliJlora shrubs. The PWD along with the Forest Department will maintain this shrub plantation. Euphorbia tirucalli(Kalli) species can also be planted as the second tier of shrubs but initially the water requirementof this species will be higher comparedto Prosopisjuliflora.

Though there is no acquisition of forestland for the project, yet for overall environmental enhancement, the PWD has also made a budgetary allocation of about Rs. 6.5 lakhs for afforestation schemes in the degraded and barren forestland in vicinity of the project roads. The PWD along with the State Forest Department will identify suitable stretches where the Afforestation programme can be undertaken and the PWD w ill make available the funds required for carrying out this programme.

Ex- 17 Scott Wilson / CES / IIIE Karmataka State Highways Environmental Assessment Summary Report improvement Project

A few requirements should be fulfilledbefore initiating the construction.In case of borrow materials, it is necessary that proper dressing of the borrow pits be undertakento prevent accumulation of water and to make it hygienically as well as aesthetically acceptable. Bitumen contaminatedmaterials from excavatior. should not be re- used for construction as it releases Phenol. All the Mines and Quarries should be licensed units and in case new mines are to be utilised, proper clearance from the KSPCB and licence from the Department of Mines and Geology should be obtained.

As already mentioned since the roads are already in a damaged state, proper road signage and symbols should be installed to forewarn the road users to ensure safety and smooth flow of traffic.

* Impacts during Construction

Several types of negative impacts upon environmentdo happen during constructionof roads, primarily due to negligent practices. Responsiblesupervision is needed to avoid and to mitigate such adversities. The contexts of such impacts are noted below: * Impact on Land Resources Impact on land resources will be in terms of borrow pits for filling material, this may require land acquisition. The necessary measure is that the borrow pits are restored and dressed to create a slope consistent with the level of the adjoiningland - Impact on Soil Quality Scouring of soil is expected along the roadside earthen drains thereby leading to siltation. Periodic maintenance of the earthen drains is the required mitigation measure. Construction activities for bridges and culverts will be limited to dry seasons.

* Impact on Water Resources

Some of the bridges and culverts requirereplacement. Impacts are anticipatedin terms of deterioration of water quality due to construction activity and establishing temporary diversions for traffic flow. Regular maintenance of these structures is required to prevent erosion and resultant pollution of the water body.

* Impact on Water Quality

Temporary impacts are anticipatedon water quality in terrns of increased turbidity and contamination by oil and grease. The mitigation measures are prevention of disposal of solid and liquid wastes to any water body. Stream courses and drains to be kept from dumping of earth materialand solid wastes.

* Impact on Air Quality Moderate air quality impacts during the construction phase of the project can be anticipated due to the uses of construction machinery and fugitive dust generation in and around the construction site due to vehicular movement and handling of materials. Regulation of traffic and pedestrian movement is of particular concern in the urban areas during construction, as the regular traffic will have to be diverted to other temporary roads for the period of construction. The required mitigationmeasures are * Asphalt and hot mix plants should be located at least 500-metres away from inhabited urban and rural settlements, * Trucks carrying earth, sand or stone should be covered with tarpaulin or canvas sheets to avoid spilling, * Fugitive dust should be controlled by sprinkling water, and Regular maintenance of machinery and equipment should be carried out.

Impact on Noise Level Temporary impacts in the immediate vicinity of the project may occur due to construction. The magnitude of impact will depend upon the specific types of equipment used and on the construction

Ex-18 ScottWilson / CES/ IIIE Kamataka State High%kavs Environmental Assessment Summarv Report Improvement Project

methods employed. The construction equipment will be located at least 250m away from inhabited areas.

The generated noise may affect workers. They would require protection devices like earplugs. Other ancillary mitigation measures are source-control and scheduling of construction activities. Source- control means that all equipment will be maintained in good condition, properly designed engine enclosures and intake silencers will be employed. Construction activities will be strictly prohibited between 10 P.M and 6 A.M. in the residential areas and sensitive areas.

* Impact on BiologicalEnvironment No impacts are anticipated on the vegetation and animals during construction.The temporary impact may be the in the visual appearance of the trees and shrubs as construction activity may lead to deposition of dust over the leaves and foliage. This is limited to the construction period and gets washed away with the first monsoon showers. In additionregular watering will arrest the entrainment of dust during constructionperiod.

* Sanitationand Waste disposal Sewage and Domesticsolid waste generated at the workerscolony shall be properly disposed off. The applicable PWD specificationsfor labour camp development for type A constructionwill ensure that adequate sanitationis maintained.

e Other impacts Other short-term impacts are envisaged due to establishmentof site office, equipmentstorage, traffic diversion and possibility of employment of the local populace.

Since the negligent road contractors generally cause such impacts, the mechanismfor controllingthem have been specified in the Bid Document for Environment Protection and has been placed in EnvironmentManagement Plan (EMP).

* Impacts during Operation Phase The operation phase impacts mainly arise due to vehicular movements. These can be grouped as follows * Impact on Land Use The land use pattem may experience changes, as is the normal process throughout India like coming up of petty shops, commercial establishment and other road induced developments. The PWD will strictly monitor its ROW and prevent encroachment on the same. The Statutory body will strictly enforce land use control measures and prevent development of roadside squatters and unauthorised constructions.

* Impact on Air Quality Increased traffic will lead to increase in vehicular emissions as well as in the noise levels. The plantation along the roadside will function as a pollution barrier. In addition mitigation measures in the form of emission checks, phasing out of old vehicles etc are the required mitigationmeasures.

* Impact on Noise level The avenue plantations will dampen the noise levels to a considerable extent and in addition implementation of proper land use control with proper traffic management will be the required mitigation measure.

* Impact on Biological Resources The roadside plantation will greatly enhance the aesthetics of the road corridor and also function as a pollution arrester and also prevent surface runoff in stretches prone to soil prevention.

Accident Hazards and Safety

Ex-19 Scott Wilson/ CES / IIIE KarnatakaState Highways EnvironmentalAssessment Summary Report ImprovementProject

The significant impact is the accident of vehicles carrying hazardouscargo. In such situations, the area of spillage will be cordoned off immediately and be made off limits to the public. Emergencyresponse mechanismwill be evolved to tackle such situations.

* Aesthetics The Avenue Plantation wvillgreatly increase the aesthetics of the corridor and along with the road furniture greatly enhancethe appearance of the road.

9. Public Consultation The issue on public consultationis the subject area of Chapter Seven. Consultations were carried out in three stages, namely

* Unstructured consultationduring EnvironmentalScreening * Unstructured consultationduring Monitoring Ambient Air Quality & Noise Level * Formally announcedJoint PublicConsultations with Social Impact Analysts

The major findingsare the people consider that * Regular repairingof any road is certainly desirable; * Widening of road would reduce traffic bottlenecks during rainy seasons as the heavy trucks dare not use the earthenshoulders; * As the road contractors generally do not deploy local labour, they must take back their own labourers after completionof works as a means to reducingsocial tension; e Maintenance of avenue plantations should be entrusted upon the local village panchzayats; * Azadirachia indica (neem) and Tarnarindusindica (tamarind) are the preferred tree-species for avenue plantation; * Ficus benghalensis (banyan) is not preferred as it spreads roots and branches onto the neighbouring agriculturalland; * Prosopisjuliflora is a preferredbush as it yields good fuel wood; and * A more compellingneed above road construction-is to develop fuel wood plantations.

Comparison of the public responses between the informal and formal meetings decidedly indicatesthat on issues conceming environmentconsultations should be informallystructured.

* The Stakeholders'Meeting The KPCC requested the PIU to convene a meeting of the stakeholders as a part of the public Consultation process. The PIU thought that the stakeholders shall represent the local agencies like, the State Pollution Control Board, District Administration, the NGOs, Project Affected People and the population at large. This meeting was held, but with an accent on Rehabilitation Action Plan that the Consultants on Social Impacts are carrying out. None of the issues conceming Environment Management Plan were raised in this meeting.

* Public Disclosure for EIA Report It is of particular importance to note that the Rules formulatedunder the Environment (Protection) of 1986 stipulate that Public Disclosureof the EIA Report would be required under the aegis of the State Pollution Control Board. The listed stakeholders in the given Rule should be drawn form the Project Affected Area..This Rule is given in Schedule 4 of the Gazettes Notification, dated 10 h April 1997. This is applicable in case the Project promoter applies for clearance to the MOEF. The KSHIP does not come under the purview of this notification and is exempted from obtaining clearance from the MOEF.

The PWD has decided to disclose the Report and already made available the Kannada and English versions of the executive summary available to the public at all the district headquarters of the project

Ex-20 Scott Wilson/ CES / IIIE Karnataka State Htghwvavs Environmental Assessment Summarv Report Improvement Protect

roads in the Deputy Commissioner's Office and the Taluk Offices. In addition to this a copy of the EIA and RAP reports have also been made available to the Public for information.

The PIU had organised a formal EnvironmentalPublic Consultation at all the Distnct Headquartersof the Project roads between 16'h and 25'1 October 2000. The interesting part of these formal public consultationswas the participationof many Non GovernmentalOrganisations (NGOs) and the positive interactionsbetween the govemment agencies. the NGOs and the public including the PAPs and the local populace. The issues that came up for discussion were mainly to do with good construction practices, air pollution during construction stage, safety aspects, community participation in the plantation programme, water supply and sanitation, co-ordination between various government agencies and comlp isation to Project affected Persons and active involvement of NGOs in the R&R programme

Based on the above observations the PIU-PWD has taken a pro-active approach to address the issues of public concern in rural settlements and areas with bad road geometry. In villages and semi urban settlement where alignment changes cannot be undertaken, the design speed has been reduced and adequate road signs will be installed to forewam the road users. The PWD has also adopted a pro- active approach for coordinating with other govemment agencies in providing sanitary and drainage facilities in the roadside villages.

10. EnvironmentManagement Plan

Before implementation,every road developmentand improvementproject has to obtain environmental clearance from the appropriate quarters of the Government, the procedures of which have been discussed in detail in Chapter-2 of this report. The letter of environmental clearance is to be seen as a conditional agreement between the project proponent and the Govemment, wherein the project proponent declares that all care would be taken to avoid causing unnecessary damage to the ambient environmentwhile implementingthe given project and the Government accepts it.

The PWD has decided to adopt a proactive course for environmental managementof the roads and play a significant role in environmentalprotection and enhancementof the State's road network. This makes it very important that the project promoter has a concrete and comprehensiveplan and adequate budget for environmentalmanagement. This plan should state the procedure and the manner in which the project proponent would carry out the management of environment in the context of the given project. This is called the Environment Management Plan (EMP). Keeping the requirements of the project in mind, the PWD has formulateda comprehensiveEMP.

The EnvironmentManagement Plan summarisesthe environmentalimpacts of the project and presents measures, which will be implementedto mitigate the adverse impacts of the project and to enhancethe positive outcome of the project. More specifically the EMP includes the following components: * EnvironmentalImpacts and MitigationMeasures * Capacity Development-Implementingorganisation of EMP * Monitoring Implementationof EMP and reporting; and * Training on environmentalmanagement.

* EnvironmentalImpacts and Mitigation Measures

The primary impacts due to the project will be due to: * Raising of Embankmentand New pavement * Gravel and Borrow pits * Use and disposalof excavated material * Land Acquisition * Avenue plantation and Afforestation * Accidents and Road safety

Ex-2 1 Scott Wilson/ CES / IIIE Kamataka State Highways EnvironmentalAssessment SummarvReport improvement Project

* Impact on Air quality and Noise level * Impact on water resources and water quality * Sanitation and Waste Disposal * Aesthetics The impacts due to and on the above features can be mitigated by the measures already suggested in the section on impact assessment and mitigation measures. The mitigation measures have also been presented in a summarised manner.

* Capacity Development Implementation of mitigation measures would be possible if an Environment Management Plan Implementation Unit (EMPIU) is developed and assigned with specific responsibilities with regard to

* Monitoring progress of the project as per planned schedule of activities * Exercise control over the contractors of all descriptions appointed for the given works * Assist the Supervisor Engineer by providing appropriate solution of engineering problems for implementing the prescribed mitigation measures * Documenting the experience of implementation processes * Preparation and use of training materials for the Public Works Department of the Government of Kamataka incorporating the experience of implementation processes and other relevant issues concerning protection of environment * Maintaining effective interfaces with the other relevant institutions in the context of the works.

The PWD of the GOK does not have any established EMP Implementation Unit. Under the circumstances, the Project Implementation Unit (PmU), set up for working with Project Coordinating Consultants (PCC), would be the best available organisation to supervise over the implementation of the environment management plan. By virtue of its continued association with the PCC, the PIU will be fully acquainted with the considerations behind project formnulation at all stages. The PIU, with appropriate strengthening. should appear competent to act as the EMP implementation Unit (EMPIU). The PIU and PWD have decided to form this EMPIU for efficient implementation of the EMP. The EMPIU shall be a specific functional unit under the Project Director of the PIU. The EMPIU shall be headed by a Senior Environmental Engineer (of equivalent level of an Executive Engineer of the GOK) and have three wings, the functions of which are stated below: ; Environment Mitigation & Monitoring Wing - to be headed by the Senior Environmnent Engineer himself and supported by required numbers of Assistant Environrmental Engineers;

r Forestry & Environment Enhancement Wing - to be headed by an Assistant Conservator of Forest and Range Forest Officers in the respective Executive Engineer's Divisional office

., Documentation of Mlonitoring & Training Wing - to be headed by a Training Manager. This wing will be under the Senior Environmental Engineer. All these three wings of the EMPIU shall maintain close interaction and co-ordination between themselves as well as with the other Divisions of the PIU. To begin with, the PIU is planning to appoint four Assistant Environmental Engineers at each Executive Engineer's office and four Range Forest Officers at the divisional offices and two Range Forest Officers at the PIU office. The organisation structure of the proposed EMPIU is shown in Figure3.

Considering that the PIU does not have any expertise in environment management including monitoring, supervision and training, the required expertise will need to be hired, preferably by appointing a Consulting Firrn for an initial period of two years. This contract may be extended for one more year on satisfactory discharge of responsibilities, documentation of findings and training, and close interaction with the other relevant Divisions of the PIU, especially, the Divisions for Inter- institutional Co-ordination. Financial Control and Social Development & Resettlement Committee (SDRC). It is. however. necessary to note that the expertise on forestry would be available from within

Ex-22 Scott Wilson/ CES IIIE KIamatakaState Highways EnvironmentalAssessment Summary Report Improvement Project

the PIU. Since the uninitiatednew members of the EMPIU will not be having any exposure to environmentalmanagement in road projects, the EMPIU staff will gain thoroughhands on experience by interacting with the Consultingfirm. The GOK will strengthen the EMPIUby appointing additional relevant personnel in a graded manner in two years and expose and educate them by their constant

Ex-23 ScottWilson / CES/ IIIE Iuto pvemenuct lProject Report

Figure-3: ORGANISATION STRUCTUREOF THE ENVIRONMENTMANAGEMENT PLAN IMPLEMENTATION UNIT (EMPIU)

Poectr Directorj

| EEngineeringDivision R

SeniorEnvironmental d bsitatCnservatorof Forests Engineer Bangalore n! |2 FO,

. Tr~~~ainingManager-Docurnentato Bangalore ofMonitoringand TrainingDiviso

AsstEnv AsstEnv Engineer | sstEnv Engineer As sE nnieer| |R -FO-, R F O,I FkO-, | RFO,| EngineerRaichur Belgaum Hiriyur Gulbarga | Raichur Belgaum Hiriyur Gulbarga

......

Executive Engineerof Respective PWD Division

0 | EMPIUDOMAIN

Scott Wilson / CES IIIE Karnataka State Highways Environmental AssessmentSummarv Report Improvement Project

association and interactionwith the consulting firm. The EMPIU can take over from the Consultant in the end of the second year in its full strength and carry out the tasks under EMP implementation independently.

The EMPIU shall have the followingpowers * Have access to all documentson the formnulatedproject; * Have access to all GovernmentOrders issued for the appointmentof and the conditions stipulated therein for all Contractorsand the SupervisionConsultants; * Have access to the records maintained by the Contractors, including that of the Consulting Supervisors; * Freedom to inspect the works underexecution; * Record the circumstancesrequinng application of alternativecost-effective mitigation measures; * Appoint specialists to monitor unanticipated social and environmental problems and to obtain from them the appropriatesolutions thereof; * Prepare environmentmonitoring reports on works under executionat regular intervals; and * Undertake any other tasks arising from and related to the above.

• Role of the Functionaries

The Contractors and the ConsultingSupervisors are to be seen as the arms of the EMPIU. Therefore, to appreciate their co-operationand to stimulate them to execute the works should be seen as a major objective of management.

On receiving the approved EMP togetherwith the documents appendedthereto, the EMPIU shall note down all tasks and sub-tasks derivable thereof and to sequence its own activities in consonance with the schedule of constructionactivities. The EMPIU should also require the Consulting Supervisorsto prepare similar schedules of works. Failure to achieve such concordancewould impair progress and, ultimately, invalidate the EMPIU.

The major functionaiies, extemal to the EMPIU, are the contractors and the Consulting Supervisors.It is particularly important that the team of ConsultingSupervisors includes an EnvironmentalEngineer.

The Contractors' responsibilitiesin matters related to protection of environment,shall be a part of the Bid Document. The Consulting Supervisors shall be held responsible for any deviation caused by the Contractor. The conditionshave been comprehensivelydefined for inclusion in the Bid Document.

* Record Keeping on Implementationof the EMP

Monitoring implementation of the EMP would be necessary during both construction and operation phases. Equally important is record keeping for its utility as a statement of experience on implementation of EMP for subsequent use by the PWD. For its complexity, the procedures to be followed for monitoring during the constructionphase are first described.

During Construction Phase The Supervisor Engineer shall monitor the functioning of the Contractorwith a view to ascertaining that the Contractor has indeed been performing his tasks in accordance with the conditions in the Bid Document. The EMPIU shall prepare a report based on its own system of monitoring to record the manner in which the EMP is being implemented.This monitoring report should cover. as far as practicable, the same period in the latest Progress Report prepared by the Supervisor Engineer. Copies of both these reports should maintained as recordsby the project proponent.

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Prior pernission of the EMPIU would be required for modifying any element of the approved design when considerednecessary. The conditions stipulated above shall be binding upon the Supervisor Engineer. He should, therefore, submit his proposals well in advance to avoid causing delay in project implementation.The EMPIU shall periodically ascertain that the required advanceplanning has indeed being done by the Supervisor Engineer.

The Contractor for materials supply should identify, in consultation with the EMPIU, the stone quarries and the borrow areas for sourcing the respective kind of materials of pre-approved quality. The EMPIU should not allow development of borrow-pits within the established ROW to avoid increase in materials requirementat the time of expanding the carriageway in future.The procedure for restoration of the borrow areas has been noted in the conditions in the Bid Document for protection of environment.

Regarding the locations for installing stone-crushers,the EMPIU has to opt between work-site and quarry-site, both offering advantages as well as disadvantages.Since the stone-crushingprocess leads to the formation of stone granules, its disposal at the quarry-site would lead to dumping of this valuable material. At the work-site, the granules can be gainfully utilised as fillers. At both the locations, the measures noted in the conditions in the Bid Document for protection of environment on air-quality must be implemented.

On completion of the construction phase, the EMPIU shall submit a detailed statement on the measures taken as proof of compliance with the approved mitigation measures considered for issuing environmental clearance. This report after scrutiny shall be forwarded to the institution granting the given environmentalclearance with a request to certify that compliance has indeed been effected. This certificate on receipt should be preserved in the office of the Project Proponent for future reference.

The stone quarry or quarries identified as source(s) would be required to implement the necessary mitigation measures on noise and air-quality noted in the conditions in the Bid Document for protection of environment.

On completion of the Construction Phase, the assets created from the project shall be handed over to the Project Proponent, i.e., the Public Works Department, GoK. With this, the responsibilities of the Supervisor Engineer and the Contractor(s) would cease. The EMPIU would again emerge as responsible for overseeing the implementationof the mitigation measures of the post-construction phase.

During Operation Phase The potential impacts during the operation phase are of diverse kind, not all of which fall within the jurisdiction of the Public Works Department.Hence, its responsibility shall be to oversee that the other appropriate agencies of the State implement the specific mitigation measures falling within their respective jurisdictions. The EMPIU, for this purpose, should initiate some pro-actions to alert the other agencies in this regard. The domains of pro-actionsare described below.

A major area of concern would be with the future needs for widening the project roads. This need can be addressed if the established ROW is wide enough to allow addition of two lanes, as and when required. The required pro-actions in this regard are as follows:

, The EMPIU, through the PWD, shall request the Government of Kamataka to allocate necessary funds to establish progressively ROW of minimum width of 30-m for all the State Highways, starting with the Project Roads. On receipt of the required funds, action should be taken for land acquisitionat appropriate locations.

- Considering that the widths of the existing ROW are wider than 30-m in many stretches, the EMPIU should remain ever vigilant about %xTongfulencroachment on the currently

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vacant stretches of the ROW. On detection of cases of trespass, a first information report (FIR) on it should be filed with the local Police Station. Trespass is a cognisable offence as per the Indian Penal Code, by virtue of which eviction of the trespasser(s) becomes an obligatory function of the State. Therefore, immediately after filing the FIR, the matter should be reported to the concemed District Magistrate for appropriate action, leading to restoration of the original rights of the Public Works Department.

- Considering that adequate funds to acquire the required land may not be available at one time, the EPIU should seek application of the relevant provisions in the Town & Country Planning Act with regard to the State's right to prescribe set-back for buildings with reference to the outer edges of ROW of public roads. The Department of Town & Country Planning. GoK is the appropriate agency for implementation of the prescribed norm for setback. The fall-out of this pro-action would provide elbowroom for acquiring open spaces to meet the future needs for wider ROW.

w The town municipal organisations as well as the Traffic Police Department can be requested by the EMPIU as a part of their pro-action commitments to install traffic control facilities towards ensuring public safety.

* Ambit of Monitoring

Monitoring refers to the records of actions taken to check the status of objects at pre-defined time. When monitoring is done with regards to any works, the records indicate whether progress is being achieved as planned. Monitoring done of the status of a given object yields base-line data for comparison of the status of the same object at a later time point.

In the context of environment management, monitoring the quality of some sensitive components of environment is necessary. These are * Ambient Air Quality, - Ambient Noise Level, - Water Quality, and * Avenue Plantations together with Compensatory Afforestation.

Monitoring shall be carried out during three phases of the project, such as * Pre-construction Phase, * Construction Phase, and * Operation Phase.

Competent firms in the private sectors can be deployed for recording the measurements on the given components of environment in all phases. However, it is recommended that the agency should be identified on specific advice of the State Pollution Control Board.

The Consulting Supervisors would be the competent authority to appoint such external agencies and specify to them, in consultation with the EMPI., the exact locations of the desired observation stations. The EMPIU should also check whether the appointed agencies are indeed carrying out the specific tests over pre-specified dates at specified locations.

The data collected through the procedure prescribed above should be stored after adequate indexing within the EMPIU in a manner where retrieval of specific files would be easy.

* Training for Environment Management The basic strategy should be to stimulate development of the process of conscious recognition of environmental issues within a clearly defined task-environment. One could initiate this process by exposing a select group of the staff of the Public Works Department formally placed within a task

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environment, where their accountabilitvfor implementingmeasures for the protection of environment are fully spelled out. Competentperfornance therein would convince this select group about the utility of moderating the normal work-proceduresby intemalising sensitive appreciation of the underlying environmental considerations. Such a group of individuals can then be given the charge of active dissemination of the culture of environmentalconsciousness within the rest of the organisation. This select group is the EMPIU.

The proposed structure of the EMPIU contains a wing called the Documentationof Monitoring & Training headed by a Training Manager. This service will also be obtained through a contract with a suitable Consulting Firm for an initial period of two years. This term can be considered for extension on satisfactory performance in terms of instilling awareness about environment management within the Public Works Department.

For organising training on environmentacross the Public Works Department,the EMPIU will need to meet certain conditions, the nature of which are:

(1) The Training Manager shall appoint a facilitator to prepare the casebooks out of the records prepared by the EMPIU.

(2) The EMPIU will prepare the annual programmeof training to be run through workshops.

(3) The EMPIU will prepare a programmeof Special Lectures on environmentalissues to be delivered by persons with proven expertise at the national level to deliver those before the staff of the PWD.

(4) Special Lectures will also be organised by the PIU for the PWD staff to develop awareness about accountability in environmentmanagement.

At the end of the third year of running the above listed action-programmes, a comprehensive evaluation of its total impact on the practices of the Public Works Departmenton environrmentalissues will be carried out. This evaluation shall be done by nationally recognisedinstitution(s) as Consultants. The review of the Evaluation Report shall yield the need for introducing changes in the training schedules.

* Budget for EMP

For implementingthe project the major costs are related to * Construction * Environment ManagementPlan * Resettlement Action Plan (RAP)

The budget for constructionand RAP componentsof costs has been separatelycomputed elsewhere by the PCC. However, a number of items of cost for EMP are parts of the constructionbudget, such as project scheduling, site planning, design implementation,materials, contractor's fees, the fees for Supervisory Consultants, etc. Many of the measures for implementingthe EMP are included in the construction cost. Therefore, these items of costs will not be seen as parts of the EMP budget. Only those items not covered under budgets for construction or RAP are to be seen as budget for EMP. These are itemised below,

Pre-construction Phase: For the functioningof the EMPIIJ: 1) Administrative charges & Logistics 2) Consulting Fees to the EnvironmentalEngineering Consultants 3) Dissemination of Information 4) Training & Workshop for the personnel of the PWD of the GOK

During construction Phase: For the functioningof the EMPIU:

Ex-28 Scot Wilson / CES / IIIE Karnataka State Highways Environmental Assessment Summary Report Improvement Project

I ) Fees to the State Forest Departmentfor Avenue Plantation 2) Hiring the servicesof experts againsthonorarium for monitoring 3) Hiring of specialistsas facilitatorsfor preparingtraining materials 4) Organising Interactions with the Interface Institutions 5) Training & Workshop for the personnel of the PWD of the GOK

During Operation Phase: For the functioningof the EMPIU: I) Monitoringof Ambient Air Quality, Noise level, Water Quality & Lead Concentration in Soil 2) Organising Interactionswith the InterfaceInstitutions 3) Training & Workshop for the personnel of the PWD of the GOK

The estimated costs calculated on the above items do not include the current costs of running the PIU. The budget for EMP implementationhas been estimated at Rs. 9.22 Crores.

Integration of EMP with the Project on Road Upgradation and Major Maintenance components The EMP is an integral part of the Project and an important component, which is to be implemented simultaneously as the project proceeds. The necessary linkages established with the various project components during the different phases of the project as noted above will have to be executed and supervised for effective and efficient environmentalmanagement and timely completionof the project. The budgetary allocationsfor EMP implementationshall be a part of the project costs so that the EMP will receive funding and will necessitate proper supervision and monitoring of the various components and training required for developing capacity and expertise within the Department.

The EMP has been made specific to the project requirements taking into account the environmental impacts and their respective mitigation measures. Although the conditions in the Bid Documents are specified, the entire documenton EMP shall be made a part of the contracts for implementationof the project. The PWD of the GOK will dischargeresponsibilities by 1) Making the EMP an integral part of the project in all respect 2) Providing ever vigilant supportto the training programme 3) Assisting the EMPIU to liaise with the relevant interface institutions.

It is, useful to state some of the major issues of EMP for the maintenance componentof the project.

The proposed road maintenancecomponent would involve * Removing of high shoulders, * Removing and strengtheningof poor quality formation (which may include widening), and * Laying of asphalt overlay.

The final formation would include I m of soft shoulder on each side. Where necessary, the maintenance will also includereplacement and lengthening of the culverts. To ensure that the environmental protection measures are properly implementedduring the executionof the maintenance component, it would be necessary to incorporatethe main principles of EnvironmentalManagement Plan into the design and contract specificationof the road maintenancecomponent. This means that the maintenance componentwould include > Provision of Im soft shoulder on each side of the road, : Provision of tree plantation along the road, - Proper handling, disposal and rehabilitation of excess black-top material excavated from the roads, , Provision of safety signs during the constructionand implementationof the maintenance component, Proper location of asphalt plants and installation and use of pollution control equipment on such plants, , Rehabilitation of borrow areas (where used), - Use of only those quarries licensedunder the Air Pollution Control Act and

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' Environmentalsupervision to ensure the implementationof the EMP.

In addition, if the proposed maintenanceroads pass through or near sensitive locations, such as wild life reserve or sanctuaries,wetlands, coastal zones, etc., the PIU/PWDwould take additional mitigation/managementmeasures as per the Bank/MOEF requirement

11. ResettlementAction Plan The socio-economic surveys conducted by the Social team of the PCC have identified 753 Project Affected Families (PAFs). The total number of Project affected Persons (PAPs) is 4543. The project has a comprehensive R & R Policy and Resettlement Action Plan prepared as per World Bank Operational Directive -OD 4.30 to address the issues of resettlement and compensation.The details of the Social Impact Assessment are presented in the ResettlementAction Plan Report. A summary of the ResettlementAction Plan (RAP) Report is given below:

> Socio- economic surveys were conducted on the upgradation roads, for a Corridor of Impact between 13.6m and 26m keeping in view the design requirements.These surveys were conducted during March, April and May 2000. The survey revealed that there are 753 Project Affected Families (PAFs). Adverselyaffected families are 342 (i.e. those losing total house/ total livelihood or both). PAFs incurring minor impacts are 411. The extent of land acquisition necessary for road widening and other improvements is 4.67 ha. The total government land to be transferredto PWD is 4.71 ha.

'- There was a concerted effort to reduce impact on the number of families being affected. The integration of the social survey results with the final designs has resulted in reducing the number of affected families substantially from 1345 families to 753 families. The total resettlement and rehabilitation budget for Phase I is Rs. 4.51 Crores.

' Thereare no archaeologicalimpacts in Phase I and II. The cultural properties getting affected are worship places, which are not archeologically important, but will be replaced by the project authorities before demolition.

v The tribal populations identified have integrated with the main stream population. There are 41 tribal families spread over 394 kms of Phase I roads. In Phase II roads, in terms of absolute number the tribal populationwill be marginally higher.

IIn Phase II the number of PAFs are estimated2000; land acquisition is estimated at 238.87 ha. and the R & R costs are estimated at Rs. 27.47 Crores.

x' Local level public consultations were conducted in 6 villages covering all the links and a State- level Stakeholders Workshop was held in May 2000, to address and discuss the R&R Policy and issues related to project affected persons. The RAP is available, in Kannada and English at all the project district and taluk offices for public information.

)o The Resettlement Action Plan has been prepared on the basis of provisions contained in the GOK's, Resettlement and Rehabilitation: - Principles and Policy Framework for the Kamataka State Highways ImprovementProject.

; The RAP describes the institutional and organisationalmechanisms required for the resettlement programme. The RAP will be implemented by Kamataka PWD-PIU Social Development Resettlement Cell with support from other government agencies, non-governmental organisations/community-basedorganisations and limited assistance from PCC. The grievance redressal process specifies procedures for registeringand addressing complaints including appeal mechanisms and recourse to civil courts.

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' The RAP provides a detailed implementationschedule listing the chronologicalsteps that will be taken to effect resettlement,rehabilitation, and mitigation. The RAP implementationis envisaged over a period of 4 years from the date of commencementof work. It also describes the linkages between resettlement implementation and initiation of civil works. Implementation activities include land acquisition process, relocation and rehabilitation and monitoring. Various income restoration schemes have been identified during the course of social survey and the public consultations, which have been integrated for income restoration. Since the scale of displacement is less than 20 familiesat any one location there are no resettlement sites in Phase I of the project.

- Internal monitoring and external evaluation mechanisms, methodology, and indicators are provided. The associated institutional, financial. and reporting arrangements are specified, including processes for assuring integrationof feedbackinto RAP implementation.

- Social strip plans for 394 km have been designed,based on the superimpositionof the field survey informnationon the final engineering drawings.

' The relevant Annexuresare given in Volume II of the RAP report. It includes the complete socio- economic database, design cross sections, State and village level consultationminutes, and media coverage of the Stakeholders Workshop and RAP implementation guidelines. Other documentation includes videography for 394 kms of phase -I upgradation roads and the State and village level consultations.

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