sign in sign up
<<
Home , Adoor, Choondal, Kazhakoottam, Kodumon, Kottarakkara, Main Central Road

E499 Volume 5 ENVIRONMENTAL Public Disclosure Authorized IMPACT ASSESSMENT OF NINE PHASE I ROAD LINKS Of the KERALASTATE TRANSPORTPROJECT Public Disclosure Authorized Public Disclosure Authorized

Prepared on bel_alf of Public Works Department Government of

ENVIRONMENTAL IMPACT ASSESSMENT OCTOBER 2001

Public Disclosure Authorized Louis Berger International, Inc. in association with: Sheladia Associates, Inc. Consulting Engineering Services (1) Ltd. Intercontinental Consultants & Technocrats Pvt. Ltd. l l 3 ENVIRONMENTAL IMPACT ASSESSMENT Of The NINE PHASE I ROAD LINKS KERALA STATE TRANSPORT PROJECT Kerala Public Works Department October 2001 . TABLE OF CONTENTS ENVIRONMENTALASSESSMENT EXECUTIVE SUMMARY I LIST OF ACRONYAINIS CHAPTER 1 1 INTRODUCTION 1.1 I 1.1 Purpose 1.1 1.2 Earlier Studies 1.2 1.2.1 Strategic Option Study (SOS) 1.2 1.2.2 Feasibility Study 1.2 1.2.3 Additional Feasibility Study 1.2 1.2.4 Reconnaissance Work For Additional Feasibility Studies 1.2 1.2.5 High Priority Roads 1.3 1.3 CONSOLIDATED PHASE -1 ENVIRONMENTAL IMPACT 1.4 1.4 ORGANIZATION OF THE DOCUMENT 1.5 CHAPTER 2 2 PROJECT DESCRIPTION 2.1 2.1 LOCATION OF NINE PHASE I PROJECT ROADS 2.1 2.2 PHYSICAL DETAILS OF NiNE PHASE I PROJECT ROADS 2.1 2.3 iidPROVEMENT ALTERNATIVES CONSiDER-ED 2

2.3.1 Definitions Of Terns Used In The Project 13 2.4 PROPOSED ROAD IMPROVEMENTS 2.4 2.5 DESIGN CROSS SECTION 2.5 2.6 OBJECTIVES/BENEFITS 2.6 2.7 DESCRIPTION OF MAJOR FEATURES 2.6 2.7.1 Road Widening 2.6 2.7.2 Tree removal and Tree Re planting 2.6 2.7.3 Environmental Management Plan 2.6 2.7.4 Resettlement Action Plan 2.6 2.8 SUMMARY OF FEATURES 2.7 2.9 COST OF THE PROJECT 2.7 2.10 CONTRACT PACKAGES 2.7 2.11 CONSTRUCTION SCHEDULING 2.8 l

| LBI/'Sheladia/CESlC T l Kerala State Transport Project EIA for Nine Phase I Roads

CHAPTER 3 3 PROJECT POLICY, LEGAL AND REGULATORY 3.1 FRAMEWORK 3.1 INSTITUTIONAL SETTING FOR ENVIRONMENTAL 3.1 | ANALYSIS 3.1 .1 Ministry of Environment and Forest (MOEF) 3.1 3.1.2 Central Pollution Control Board (CPCB) 3.1 I 3.1.3 MOEF Regional Office 3.2 3.1.4 State Forest Department 3.2 3.1.5 Kerala State Pollution Control Board 3.2 * 3.1.6 Municipalities and Panchayats 3.3 3.1.7 Other Entities with Environmental Responsibilities 3.3 3.2 NEW STATE LEGISLATION 3.4 3.3 ENVIRONMENTAL CLEARENCE 3.4 3.3.1 World Bank Procedural And Regulatory Requirements 3.5 I 3.3.2- Indian National and Kerala State Policies. LegaTand 3.6 3.3.2.1 Environmental regulations 3.6 31.3.2.'GOI Social Impact Regulations 3.9 3.4 INDIAN NATIONAL REQUIREMENTS FOR 3.12 ENVIRONMENTAL IMPACT REVIEW CHAPTER 4 1 4 APPROACH AND METHODOLOGY 4.1 4.1 Basic Approach 4.1 4.2 Main Concems 4.1 m 4.3 Steps in the Process 4.1 CHAPTER 5 5 ENVIRONMENTAL CHARACTERISTICS 5.1 OF NINE PHASE -ILINIKROADS 5.1 NATURAL ENVIRONMENT (METEOROLOGY) 5.2 5.1.1 Temperature 5.2 5.1.2 Rainfall in the Region 5.2 5.1 '.Winds -Regional Pattern 5.3 I 5.1.1 Humidity 5.4 5.2 REGIONAL PHYSICAL SETTING 5.4 5.2.1 Physiography 5.4 I 5.2.2 Geological Characteristics of The Region 5.4 5.2.3 Seismic Characteristics Of The Region 5.5 5.2.4 Soils 5.5 1 5.2.5 Existing and Potential Erosion 5.5 5.2.6 Quarries and Crushing Operations 5.5 5.3 WATER RESOURCES OF THE REGION 5.7 5.3.1 Surface Hydrology 5.7

l -LBI Shel1idia'CES ICI l KeralaState Transport Project EIAfor NinePhase I Roads

5.3.2 DrainagePattern 5.7 | 5.3.3 WaterQuality In The Region 5.7 5.3.4 Water Quality Standards 5.9 5.3.5 GroundwaterIn The Region 5.9 X 5.3.6 FloodsDuring Season 5.9 5.3.7 Cross Drainage Structures For The Nine Phase I Road Links 5.9 5.4 AMBIENTAIR QUALITY 5.10 5.5 AMBIENTNOISE LEVEL 5.12 5.6 FLORA, FAUNA AND ECOSYSTEMS 5.15 5.6.1 Ecology, National Parks, Wildlife Sanctuaries and Forest Reserves 5.15 5.6.2 ROAD SIDE (AVENUE)PLANTATION 5.16 5.7 HUMAN HEALTH AND SAFETY 5.19 5.7.1 Human Health 5.19 5.7.2 Highway Safety 5.19 5.8 CULTURALRESOURCES IN THE PIA REGION 5.23 I 5.8.1 ATchaeolotzicaland CulturalSites and Festivals 5.23 5.9 GENERALECONOMIC ENVIRONMVIENTOF THE REGION 5.24 5.9.1 Socio-economicConditions of PIA Districts 5.24 A 5.9.2 Industriesin the Region 5.24 5.9.3 Agriculture 5.25 5.9.4 Tourism 5.26 * 5.9.5 PUBLICSERVICES 5.28 5.9.6 Irrigation and Hydro Power Projects 5.28 5.10 GENERALSOCIAL ENVIRONMENT 5.29 5.10.1 Education 5.29 5.10.2 Population Including Tribal People 5.29 3 5.11 LANDUSE 5.31 5.11.1 Project Specific Land Use CharacteristicsAnd Issues 5.31 5.12 TRANSPORTNETWORK 5.32 3 CHAPTER6 6 POTENTIALIMPACTS DUE TO TIHEWIDENING AND 6.1 r Pr rVIMENTO F THE NINE PHIASEI ROZADVsL ILNK I 6.1 NATUTlRALENVIRONIMENT (METEOROLOGY/CLlMATIC 6.1 CHANGES) 6.2 PHYSICAL SETTING OF THE REGION 6.1 6.2.1 Physiographvand Drainage 6.1 6.2.2 Geology/SeismologyOf The Region 6.2 6.2.3 Soil Quality In The Region 6.3 * 6.2.4 Existingand Potential Erosion 6.3 6.2.5 Quarries and CrushersOf The Region 6.4 6.2.6 Borrow Pits in The Region 6.4 6.3 WATER RESOURCES OF THE REGION 6.4 6.3.1 Surface Water and Water Quality of the region 6.4 6.3.2 GroundwaterIn The Region 6.4 6.3.3 CrossDrainage Structures 6.5 6.4 AIR QUALITY 6.6

LBILShe]adia/CES ICI l Kerala State Transport Project EIA for Nine Phase I Roads

3 6.4.1 Construction Phase- Nine Phase 1 Road links 6.6 6.4.2 Operational Phase- Nine Phase 1 Road links 6.6 6.5 NOISE 6.7 I 6.5.1 Construction-Related Noise 6.7 6.5.2 Operational Noise -Nine Phase 1 Road Links 6.8 6.6 FLORA, FAUNA AND ECOSYSTEMS 6.9 6.6.1 Flora 6.10 6.6.2 Fauna 6.10 6.6.3 Social Forestry 6.10 6.6.4 Tree Plantation in the ROW 6.11 6.6.5 Private owned trees 6.11 1 6.7 HUMAN HEALTH AND SAFETY 6.11 6.7.2 Lack Of Parking Spaces For Auto Rickshaws And Jeeps 6.12 6.7.3 Dumping And Storing Of Road Construction Materials 6.12 I 6.7.4 UTnplanned. Illegal Digging on Roadsides 6.13 6.7.5 Vehicle Overloading 6.13 6.7.6 Partly covered/unevenly covered/open drains and drainage 6.14 I 6.7.7 Inadequate Embankment Height In Flash Flooding Areas 6.15 6.7.8 Encroachments Of Various Types 6.15 6.7.9 Parking Of Vehicles On Both Sides Of The Road 6.15 6.7.10 Trees/Forest/Vegetation/Wildlife 6.16 6.7.11 Utilities 6.16 6.7.12 Effects Of Monsoon On Accidents 6.16 6.7.13 Road Intersections 6.16 6.7.14 Over Taking Of Vehicles 6.16 6.7.15 Disposal Of Solid Wastes/Municipal Wastes In Market Areas 6.16 6.7.16 Temporary Fish, Vegetable Market and Automobile workshops 6.16 6.7.17 Speed Limits In Urban Areas 6.17 6.8 CULTURAL RESOURCES 6.17 6.9 GENERAL ECONOMIC ENVIRONMENT 6.18 0 .7 .1 lipayacOsonoi-.Ciniunities aiiu 'Ill1EoL -Ao.iViiii-uiu-riie 6.'i8 6.9.2 Employment Pattems 6.19 6.9.3 Industrial Scenario 6.19 6.10 GENERAL SOCIAL ENVIRONMENT 6.20 * 6.10.1 Land Acquisition and Resettlement 6.20 6.10.2 Indigenous Peoples 6.20 6.11 LAND USE 6.20 6.11.1 Potential Construction-Related Land Use Impacts 6.20 6.11.2 Potential Impacts upon Regional Land Use Patterns 6.20 * 6.11.3 Impacts to Parks, and Sanctuaries 6.21 6.12 TRANSPORT NETWORKS 6.21

LBI'Sheladia CES'ICT l Kerala State Transport Project EIA for NinePhase I Roads

CHAPTER 7 7 ANALYSIS OF ALTERNATIVES 7.1 7.1 Integration of Environmental Considerations in the Analysis of 7.1 Alternatives I 7.2 "With" and "without" scenarios +9 (no action alternative) 7.1 7.3 Design decision constraints for various alternatives 7.2 7.4 Engineering alternatives considered 7.3 7.4.1 Alignment And Widening Alternatives 7.3 7.4.2 Bypass Altematives Considered in the Project 7.3 7.4.3 Realignment Alternative Considered 7.4 7.4.4 Other Engineering Altematives Considered 7.4 7.4.5 Alternative Three 7.5 7.4.6 Junction Alternatives 7.6 7.4.7 Road Cross Section Alternatives 7.7 7.4.8 Co-relation with Engineering Studies 7.7 7.4.9 Road safety Audit 7.8

CHAPTER 8 8 IMPACT MITIGATION FOR THE NINE PHASE I LINK 8.1 ROADS * 8.1 NATURAL ENVIRONMENT (METEOROLOGY/CLIMATIC 8.1 CHANGES) 8.2 PHYSICAL SETTING OF THE REGION 8.1 8.2.1 Physiography and Drainage 8.1 8.2.2 Geology/Seismology Of The Region 8.3 8.2.3 Soil condition Of The Region 8.4 8.2.4 Erosion Pattern 8.4 8.2.5 Quarries and Crushers 8.4 8.2.6 Borrow Pits 8.5 8.3 WATER RESOURCES OF THE REGION 8.5 8 Su.+ce3.1 Wafer and WaterQualit I8.5 | 8.3.2 Groumndwater (Wells and Pumps) 8.6 8.3.3 Cross Drainage Structures 8.6 8.4 AIR QUALITY 8.6 I 8.4.1 Construction Phase - Nine Phase I Road Links 8.6 8.4.2 Operational Phase- Nine Phase 1 Road links 8.6 8.5 NOISE 8.7 *I8.5.1 Construction Phase - Nine Phase I Project Road 8.7 8.5.2 Operational Noise - Nine Phase I Project Road 8.7 8.6 FLORA, FAUNA AND ECOSYSTEMS 8.8 8.6.1 Flora 8.8 8.6.2 Fauna 8.8 8.6.3 Reserved Forest in the Study Area 8.9 8.6.5 Tree Planting in the ROW 810 8.7 HUMAN HEALTH AND SAFETY 8.10 8.7.1 Health 8.10 8.7.2 Road Safety 8.10 8.7.3 Lack Of Parking Spaces For Auto Rickshaws And Jeeps 8.10 U 8.7.4 Lack Of Sufficient Space For Bus Stops and (Bus L.ay-Bys) 8.11 LBI/Sheladia"CES/ICT l

Kerala State Transport Project EIA for Nine Phase I Roads

8.7.5 Unplanned, Illegal Digging on Roadsides 8.11 8.7.6 Partly covered/unevenly covered/open drains and drainage 8.11 8.7.7 Inadequate Embankment Height In Flooding Areas 8.1 1 8.7.8 Encroachments Of Various Types 8.12 1 8-7.9 ParkingOf VehiclesOn Both SidesOf The Road 8.12 8.7.10 Trees/Forest/Vegetation/Wildlife 8.12 8.7.11 Utilities 8.12 8.7.12 Effects Of Monsoon On Accidents 8.12 8.7.13 Numerous Road Intersections 8.12 8.7.14 Over Taking Of Vehicles 8.12 8.7.15 Temporary Fish, Vegetable Market and Automobile workshops 8.12 8.7.16 Speed Limits In Urban Areas 8.12 8.7.17 Disposal Of Solid Wastes/Municipal Wastes In Market Areas 8.13 8.8 CULTURAL RESOURCES 8.13 8.9 GENERAL ECONOMIC ENVIRONMENT 8.13 I 8.9.1 Economic Growth 8.13 8.9.2 Employment Pattems 8.13 S.9.3 Industrial Scenario 8.14 * 8.9.4 Tourism 8.14 8.10 GENERAL SOCIAL ENVIRONMENT 8.14 8.10.1 Community Impacts 8.14 8.10.2 Land Acquisition and Resettlement 8.14 8.11 LAND USE 8.14 8.11.1 Potential Land Use Impacts 8.14 8.11.2 Potential Impacts upon Regional Land Use Patterns 8.14 8.11.3 Impacts upon Parks, and Sanctuaries 8.15 8.12 TRANSPORT NETWORKS 8.15 8.13 SUMMARY OF PROJECT SPECIFIC IMPACTS AND 8.15 8.14 DESIGN ALTERNATIVE EFFORTS AND PROJECT SPECIFIC 8.16

CHAPTER 9 S 9 rPUBLICrA%RTICIPATION AND CONSIULTAT1A i 1S 9.i X 9.1 PROCEDURESFOLLOWED 9.1 9.1.1 Consultations in General 9.1 9.2 OFFICIAL LEVEL CONSULTATIONS 9.2 9.3 REGIONAL SCOPING WORKSHOPS 9.3 9.3.1 Scoping Workshop At 9.3 9.3.2 Scoping Workshop At Emakulam 9.3 9.3.3 Scoping Workshop At 9.6 9.3.4 Scoping of EA based on the Scoping Sessions 9.7 9.4 CONSULTATIONS FOR KERALA STATE TRANSPORT 9.8 PROJECT 9.5 PROJECT SPECIFIC CONSULTATIONS 9.8 * 9.5.1 Special investigation and consultation for Bypass 9.9 9.6 Final design out put 9.15 9.7 Public disclosure of Environiental and social documents 9.10

LBI/SheladiaCES ICT l 3 Kerala State Transport Project EIA for Nine Phase I Roads

| CHAPTER 10 10 ENVIRONMENTAL ENHANCEMENTS 10.1 10.1 PUBLIC TRANSPORT AND CONVENIENCE 10.1 I 10.2 PARKING SPACE OR BAYS 10.2 10.3 TREE PLANTING 10.3 I 10.4 TOURISM ENHANCEMENTS 10.3 10.5 MANAGEMENT OF BYPASS RELATED ISSUES AT LINK 6 10.5 10.5.1 Protection From Encroachers And Squatters 10.5 10.5.2 Optimum Use Of The Potential Bypassed Section 10.5 10.7 MANAGEMENT OF REALIGNMENT RELATED ISSUES 10.5 10.7.1 Protection From Encroachers And Squatters 10.5 10.7.2 ] Optimum Use Of These Sections In The Realigned Areas 10.5 *10.5 \Managementof Realignment related issues 10.4 I 0.5 i Protection from encroachers and squatters 10.4 * LIST OF REFERENCES LIST OF PREPARERS APPENDICES VOLUME - 2 ENVIRONMENTAL MANAGEMENT PLAN

TABLE OF CONTENTS - LIST OF EXHIBITS CHAPTER I Exhibit 1.lA South Section Phase I And Phase TIProject Roads - Kerala State | Highway Project Exhibit 1.lB North Section Phase I And Phase ITProject Roads - Kerala State Highway Project Exhibit 1.2 Phase I Roads: Kerala State Highways Project Exhibit 1.3 Phase 2 Roads: Kerala State Highways Project CHAPTER 2 Pyh iht 2 1 Location Map Of Project Roads Exhibit 2.2 Physical Details Of Nine Phase I Link Roads Road Exhibit 2.3 Realignments Along Nine Links Exhibit 2.4 Typical Cross Section For Two Lane Plus Slow Land And Drain Under | Footpath Exhibit 2.5 Typical Cross Section For Two Lane And Drain Under Footpath Exhibit 2.6 Typical Cross Section For Two Lane Plus Slow Land With Open Drain * Beyond Footpath Exhibit 2.7 Typical Cross Section For Two Lane And Open Drain Beyond Footpath Exhibit 2.8 Typical Cross Section For Two Lane Plus Slow Lane With Sealed Shoulder And Cover Drain Exhibit 2.9 Typical Cross Section For Two Lane Sealed Shoulder And Cover Drain Exhibit 2.10 Typical Cross Section For Two Lane Plus Slow Lane With Sealed Shoulder Exhibit 2.11 Typical Cross Section For Two Lane WithiSealed Shloulders

LB) Sheladia/CFS'ICT Kerala State Transport Project EIA for Nine Phase I Roads

Exhibit 2.12 Location Map of Proposed Perumbavoor Bypass Exhibit 2.13 Land Use Characteristics of Perumbavoor Bypass Area Exhibit 2.14 The Estimated Cost of The Project Roads 3 Exhibit 2.15 Different Contract Packages Under Phase I And Phase 2 CHAPTER 3 Exhibit 3.1 GOI Environmental Management Organisation Exhibit 3.2 Flow chart for Environmental Clearance Exhibit 3.3 Forest Clearance procedure as per Forest Conservation Act * Exhibit 3.4 Simplified MOEF - Government of Clearance & Land Acquisition Procedure CHAPTER 5 Exhibit 5.1 Environmental Conditions Exhibit 5.2 Project Road In Relation To Isohyetal Of The Region Exhibit 5.3 Project Road In Relation To South - West Monsoon (June - September) Exhibit 5.4 Average Rainfall For District I Exhibit 5.5 Nine Phase I Project Road In Relation To Mean Annual Rainy Days Of Kerala Exhibit 5.6 Wind Speed And Direction Exhibit 5.7 Wind Speed And Direction in the Project Influence Area Exhibit 5.8 Nature of the Roads in Terms of The Physiographical Location Exhibit 5.9 Location of Material Sources Exhibit 5.10 Rock Material Available in Various Districts Exhibit 5.11 Nine Phase I Project Roads in relation to Geology of Kerala Exhibit 5.12 Major Rivers Draining in the PIA Districts 3 Exhibit 5.13 Nine Phase I Project Roads in relation to River Basins of Kerala Exhibit 5.14 Analysis of Cross Drainage Structures of Nine Phase I Project Roads Exhibit 5.15A Ambient Air Quality in Residential Area Exhibit 5.15B Ambient Air Quality in Industrial Area Exhibit 5.16 Monthly Variation of Ambient Air Quality for the Year 1996 p Exhibit 5.17 Estimates Of The Annual Health [ncidences In Three Cities In Kerala Due To Ambient Air Pollution Levels Exceeding Who Guidelines Exhibit 5.18 Comparative L,q And L%Noise Standards Exhibit 5.19 A Summary of The Sensitive Noise Receptors Along The Nine Phase I Project Corridors Exhibit 5.20 Nine Phase I Project Roads in Relation to Sanctuaries and National Parks of Kerala Exhibit 5.21 Desinated Forest By Division And Area | Exhibit 5.22 Nine Phase I Project Roads In Relation To Vegetation Of The Area Exhibit 5.23 Desinated Wildlife Reserves by Division and Area Exhibit 5.24 Wildlife Sanctuaries And National Parks In The PIA of Nine Phase I Link Roads Exhibit 5.25 Small Forest Reserves Within The Corridor of Impact

LBI SheladiaFES/ICT Kerala State TransportProject EIA for Nine Phase I Roads

Exhibit 5.26 The Details of Likely Tree Removal Along the Corridor

Exhibit 5.27 Sensitivity Analysis of the Nine Phase I Project Roads As Per The 10 'h April 1997 MOEF Gazzette Notification 3 Exhibit 5.28 Birth, Death And Infant Mortality Rates In Kerala Exhibit 5.29 Accident Rates, Kerala 1995-98 Exhibit 5.30 Motor Vehicle Accidents By Time Of Day During 1997-98 Exhibit 5.31 Proportion Of Accidents By Vehicle Types Exhibit 5.32 Physiographic Factors Influencing Road Safety In The Coastal Belt, Midland And Highland Exhibit 5.33 Pilgrim Pathways Along the KSTP Roads Exhibit 5.34 District Analysis Of Medium And Large Scale Industries In Kerala As I On 31-03-1998 Exhibit 5.35 Details Of Tourist Arrivals In Kerala Exhibit 5.36 Nine Phase I Project Road In Relation To Tourist Centres Of South * Kerala Exlibit 5.37 Trends In Literacy - India And Kerala 3 Exhibit 5.38 Population Statistics Of Kerala Compared To India Exhibit 5.39 Kerala: Area, Population, Tribal Population And Density Per Sq.Km By District 3 Exhibit 5.40 Project Roads in Relation to Population Density Exhibit 5.41 Land Use =| Exhibit 5.42 Nine Phase I Project Roads in Relation to Land Use of Kerala CHAPTER 6 Exhibit 6.1 Total Lengths For Which Embankment Heights Will Be Raised For The - Nine Phase I Project Roads Exhibit 6.2 Likely Impacted Water Sources Exhibit 6.3 Potential Impacts To Water Bodies Exhibit 6.4 Typical Noise Levels Associated With Highway Construction 3 Exhibit 6.5 Typical Noise Levels Of Principal Construction Equipment Exhibit 6.6 Parking Spaces for Vehicles in UTrbanand Rural Urban Areas Exhibit 6.7 Government Warning On Sensitive Land Use Exhibit 6.8 Impact due to Link 6 Perumbavoor Bypass Exhibit 6.9 Economic Evaluation of Nine Phase I Link Roads | CHAPTER 7 Exhibit 7.1 Bypass Alternatives Considered 3 Exhibit 7.2 Major Road Junctions that will be Developed Along Nine Phase I Link Roads CHAPTER 8 | Exhibit 8.1 Genaralised Mitigation Measures Considered For The Nine Phase I Link Roads Exhibit 8.2 The Common Avenue Trees To Be Planted Within The Puramboke I Land And OXBOW Lands Exhibit 8.3 Shrubs To Be Planted Within The Puramboke Land And OXBOW Lands

LBI Sheladia'CESICT Kerala State Transport Project EIA for Nine Phase I Roads

Exhibit 8.4 Road Junctions That will be Developed in KSTP Exhibit 8.5 Environmental Mitigation Costs for the Nine Phase I Link Roads CHAPTER 9 | Exhibit 9.1 Environmental And Social Scoping Workshops Exhibit 9.2 Project Specific Consultations | Exhibit 9.3 Consultations With Persons / Groups, Subjects Discussed And Action Taken On Social Impact Issues Exhibit 9.4 Official Consultation

CHAPTER 10 Exhibit 10.1 Design Drawing For Bus Bay Exhibit 10.2 Bus Lay Bys Along The Nine Phase 1- Link Roads Exhibit 10.3 Design For Bus Shelter Exhibitl0.4 Taxi. Cars And Jeep StandsAlun- Links 1-9 Exhibitl0.5 DetailsOf ProposedParking Area Along Phase I Roads

I LI

I l I l

I~~~~B_hlda'E/ l~~~~B Seai'E/C Kerala State Transport Project EIA for nine Phase I Road Links Scptember2001

EXECUTIVE SUMMARY

INTRODUCTION The (GOK), through the Public Works Department (PWD), has initiated a much-needed programme to upgrade critical sections of the State's road network under the Kerala State Transport Project (referred to as the KSTP or "the Project"). The Project is supported by the International Bank for Reconstruction and Development (the World Bank) and, assuming the GOK's loan application is approved, construction of road improvements proposed under the Project will commence in late 2001. Approximately 87 potential Road links had been identified for study. In addition to the roads study an Inland Water Transport Pilot scheme forms part of the contract with its preparation and reporting 1being carried out separately. The Environmental Impact Assessment (ETA) report is concerned with nine road Links as described in this summary. The Nine Project, Roads discussed under this EIA do not require GOI Environmental Clearance. The necessary clearances as required have been obtained from the State Government. The document is prepared to support the nine link specific Environmental Management Plans prepared and also to obtain the necessary approvals from the World Bank. PROJECT DESCRIPTION 3 The nine project roads are located south of district dispersed to Thiruvananthapuram the State Capital as shown in Figure 1.0. The figure also indicates the geographic location of the project roads in terms of latitude and longitude with respect to I Kerala State and India. The total length of the proposed sections is 257.7 km. The nine project roads are situated in 10 districts. The scope of work to be undertaken within the project road improvement activities will include: Raising the formation level, Widening to 7 m carriageway from the existing intermediate width and pavement strengthening. Drainage improvement with lined drains in urban areas / or heavily built up areas, ducts of standard size on either side to take the utilities in urban areas, drains under the foot path in the narrow sections of built up areas; foot paths TABLE 1.0 REALIGNMENTS ALONG PHASE 1 CORRIDORs SL NAME OF THE LINK TOTAL NUMBER OF EXISTING TOTAL NO LINK NO LNT REALIGNMENTS REALIGNME LENGTH ___ ~~~~~~~~~(K(m) NTS (Nos) I Taikkod- I 46.3 24 5S60 1876 2 Kottarakkara-Adur 2 21.2 8 2 (1516 + 360) 3 Adur - 3 23.1 1 - 220 4 - 4 1 Kuttipuram 40 33 (390+520) 5 - Shornnur 50.1 45 - 1 1500 6 - 70 18.4 17 4035 6 70 435I Taikkod - 7 72 14 - 1832 8 - 73 22 0 I 250 Chenganassery ______I . 223 58 6 16.483 (Source: Link Specific Environmcntal Managcmcnt Plans)

LBII/ Sheladia/CES/ICT E-S-.1 Kerala State 7ranspozrt Project EI4 for nine Phase I Road Linkls - September ZOOI

nongodi MlodepurJ Link-50.1 N ! /- - 94 45.Okm_ lT t- N A,gwihn th_ 11 - .---.-BKtfci...... - x...... 7

...... @Furso ...... dRxlqlopaaurarm /i ...... _...... _

...... ans am.... n .. 7 ...... ifago : ::: > L;>' \ / 33.80km / /~~7 80k ...... / S N aSU ...... ,....I..._ ,K ...... t...... r or MoriayurwaP/p ...... t/Ss_

6 ...... oi n, ...... ] ...... ,.,__' sx|s_~ 6/n

- ERtUKtlUSZ IDiUK}~~~~~~~a r StatiBonds i...... AULM oqpu o_ 0 ...... I.>

~~~~~~~~~~~APZAgiS;3aa,...... _ .,--,rnda2.2m|

~~~~~~~...... n&.. . s. ; 7.. . \ ~~~~~~~~~~~-...... -u..-...... _,1 NH49 ~~~~~~~~~~~Kankh.;,...... ,,-,,-. . .I...... '...... at Border

KrJru~~~..... WW... 2Link-17|

PHASE-+ PROJECTS ROADS | \s \ j M ~...... ,-. . -. -. -... - OTHERROADS | \T\X!gH~~~~~Lnk- KEALA SAEBONAYI On \w...... - ....

, | abskoRiR /' -*- -- -l...... MEk..... W NODENUMBER | \ v ~......

...... ~~...... FIGURE...... LOCATIONMAP OF PHASE-I...P..O .... Borde LST7/SheJadia/CES/IKCuTa, KeralaState TransportProject EIA for nine Phase I Road LinksSeptember 2001 and street lighting will be provided only in the more densily populated areas, adjacent to schools, hospitals etc elsewhere, sealed shoulders are planned. There are 67 realignment proposals considered in the nine project corridors as shown in Table 1.0.

PURPOSE OF THE EIA This document provides the Phase 1 EIA for the Nine phase I Link roads and has been prepared to meet the Environmental Assessment (EA) requirements of the World Bank. This document also supports the nine Phase 1 EMPs already prepared and submitted to the Client and WB. Its purpose is to present an evaluation of potential impacts due to the proposed upgrading and realignment of the existing Highways within the State of Kerala. Details of the proposed action within the nine Phase 1 Link roads are presented.

APPROACH AND METHODOLOGY The various steps followed for the Environmental Impact Assessment (EIA) have been provided in detail. The steps involved Reconnaissance studies, Feasibility screening studies, Strip mapping, Model Studying, Assembly and Analysis of previously collected data, Identification of primary data collection needs, and Link Specific Environmental Data Analysis. Determination of Potential Impact Area, Integration of Environmental Concerns into the Design process, Public Participation and Consultations, Assessment of Alternatives and finally the preparation of the EnvironrmentalManagement Plans have been essential parts of the methodology followed. Further Environmental issues have been plotted on a strip plans. The environmental strip plans produced in two parts represent Kilometre by Kilometre pictorial representation of the environmental aspects of the Project roads. The environmental data sheets supplement this. Some of the information (for example too many culverts] has been provided only in the Environmental data sheets, as they cannot be accommodated properly in the Strip Plan. BASELINE CONDITION, POTENTIAL IMPACTS, AND MITIGATION EFFORTS NATURALENVIRONMENT (METEOROLOGY) Only meteorological conditions of the area are presented under this heading as specified by the World Bank for similar projects. Other aspects of the natural environment are presented under the appropriate headings. The project road corridors are within a humid tropical climate with relatively little temperature variation. Details of the area's climatic temperature ranges, rainfall variations and wind patterns are provided. Potential Impacts No "significant to area" climatic conditions or micro climatic conditions are anticipated as a result of the proposed project improvements Mitigation No mitigation actions specifically related to meteorological conditions are warranted. Mitigation actions required by the climatic conditions (i.e. to address potential drainage problems, flooding, air quality impacts, etc.) are discussed under the respective headings.

PHYSICAL SETTING Existing conditions The nine project road sections pass mostly through the midland region (7-7.6m a.m.s.l), with one each in the highland and lowland regions. Geology In the Project Influence districts the main rock types are Charnockites, Pyroxene granulites, Garnet Biotite Gneisses, and Quartz Feldspar Gneiss, Calc granulites and

LBIIJSheladialCES/ICT E-S-.2 l

KeralaState TransportProject EIAfor nine Phase I Road LinksSeptember 2001

Quartzite's and Laterites Soils The soils most commonly found in the 10 PIA districtS are Forest loam, Brown hydromorphic soil and Lateritic soil. Construction materials The soils available along the alignment are suitable for use in the sub grade. For most of the project roads in plain / rolling country, soil will need to be obtained from private sources since departmental borrow areas are not available. The details of the borrow sources are identified (refer Volume 2 Environmental Management Plan) and characteristic properties of soil from these sources were ascertained through laboratory testing of samples. Suitable sub base material can be won locally by blending soil, aggregate / shingles and sand in suitable proportions to satisfy the specification requirements. Stone of suitable quality for use as aggregates for pavement courses as well as for concreting is available along the project roads within reasonable haul distances. There are a number of private crusher operators who supply crushed aggregates of different grades in the 10 PIA districts. The aggregates available from local stone crushers satisfy specification requirements except for flakiness and elongation index in some cases. This problem can be overcome with improved crushing techniques. Sand River sand of suitable quality may be available for use in the project roads within reasonable distances in the various river systems. Since the Sand mining is a serious issue in Kerala. The KSTP may depend largely on quarry dust to meet the Phase 1 requirements. It may be noted that the quarry dust is qualitatively superior to the rounded sand grains. Stone dust is available from private stone crusher owners, and this can also be used as fine aggregate for Wet Mix Macadam and Bituminous mixes. Details of locations of material sources are also identified in the study. Areas suitable for borrow pits (i.e., sources of material for use as fill have been located in accordance with the Indian Road Congress Specifications. Potential Impacts. Physiographical impacts could occur due to altered road embankments, borrow pit excavations and erosion. Drainage impacts will include increased runoff due to widening of the roadway, but will be negligible statistically. Water quality in water bodies adjacent to the ROW may show slight improvements after road upgrading due to reduced erosion. Stonrn drainage provisions will be upgraded to accommodate 100-year floods for culverts and small bridges. Mitigation. All necessary actions will be taken to ensure embankment stabilisation, including the selection of less erodable material, placing of gabions and riprap and sound compaction, particularly around bridges and culverts. Contract documents will specify final forrning and re-vegetation requirements. Trenching may be required to ensure successful establishment of vegetation. Monitoring and construction supervision pursuant to the terms of the contract will be undertaken by the Construction Supervision Consultant (CSC) to ensure that regeneration efforts are successful. Adequately sized drainage to accommodate 100-year flood levels in the case of culverts and small bridges has been established for design purposes. Downstream slopes will be stabilised with concrete, rock gabions, or retaining walls to avoid erosion. Care has been taken to provide side drainage in villages and towns where street levels are often near or above the ground level of adjacent houses. Provisions have been incorporated in the bid documents to ensure that construction camps and other potential sources of secondary impacts are properly sited and provided with drainage and wastewater facilities. Cross drainage structures will be replaced in accordance with the standards of the Indian Road Congress (IRC) pursuant to surveys carried out per IRC SP35-1990.

LB1I/ Sheladia,CES/ICT E-S-3 l

Kerala State Transport Project EIA for nine Phase I Road Links September 2001

WATER RESOURCES

Surface Hydrology During the monsoon, the rivers flow with turbulent force frequently rising two or three metres above their original level sweeping away habitations and crops. The monsoon season also causes large-scale landslides in the Highlands. The flood diminishes immediately after the monsoon and the rivers revert to shallow streams frequently outlined by sand beds. Owing to the heavy monsoon rainfall, all the rivers carry sizable flows during the monsoon months. Conversely during the non-monsoon months many of them are dry. | Drainage: The terrain is mostly undulating and generally sloping from east to west. Bharathapuzha and rivers and its tributaries are the most important rivers that drain the area. Details of these rivers are given in the baseline data. * The project corridor crosses a number of streams and rivers as indicated in the accompanying Environmental Strip Maps. Bridge locations are also shown on the Environmental strip plan.

* The accompanying Environmental Strip Maps, Environmental Data Sheets and tabulations indicate the additional problems of drainage. Flooding during the rainy season is a problem, often due to lack of maintenance of the drainage system.

Water Quality Field investigations and studies carried out identified the need for testing of X some important parameters. Arrangements have been made for sampling and testing of water quality for typical water bodies. The water quality parameters that have been tested are pH, Dissolved Oxygen (DO) in mg/l, Biological Oxygen Demand (BOD) in mg/I and Suspended A Solids in mg/l. The typical water bodies are any -River! (one sample even if there are a number of river crossings) pond/ reservoir/ lake or backwater. ! The test results are provided. Groundwater Seven of the nine project roads pass mostly through the Midland region; groundwater is often encountered under water table conditions in the lateritic and other I weathered rocks and in the Highlands this is mostly in fractured, jointed or weathered layers. The top aquifers are located in the Weathered top cover of rocks. The deeper aquifers are exploited by Bore wells. These aquifers are usually 10 to 20 m thick. Springs and spring-fed I streams are often used as drinking water sources in the region. The community drinking water sources are mainly groundwater based on Hand pumps, streams and wells.

Potential Impacts. Surface water will be used to meet all construction water requirements. No impacts to groundwater resources or aquifer conditions are anticipated as a result of the road improvements. Wells and hand pumps affected in urban and semi urban areas will require replacement. There will be no net loss of water access points. In the event that wells must be relocated, temporary alternative water sources (e.g., new wells, trucked potable water) * will be provided to ensure that local residents have daily access to clean water.

Mitigation. Streams will be suitably developed. New or replacement hand pumps will be provided as specified in the Resettlement Action Plan and Environmental Management Plan.

Floods During Monsoon Season The cause frequent flooding of road sections for short periods. This results in traffic disruption and damage to the road fabric. Along many I sections the formation levels are planned to be elevated. Cross Drainage structures, The cross drainage structures along the nine project roads total

LBII/ Sheladia/CES/ICT E-S-A Kerala State TransportProject EIA for nine Phase I Road LinksSeptember 2001

659. In addition to this there will be 87 new culverts including the realignment sections. The | number of cross drainage structures and their locations (Table 2.0) with respect to road chainages are given in the environmental data sheets. The density of cross drainage structures is generally 2.5-4.5 per Kilometre. In addition, there are 50 bridges along the nine project roads. All culverts will be widened to full formation width to accommodate two-lane traffic widths as necessary.

| ______TABLE 2.0 ANALYSIS OF CROSS DRAINAGE STRUCTURES OF NINE PHASE 1 ROAD LINKS Links Length No Of No Of Density Per New Culverts New ______(Kin) Culverts Bridges Km Bridges Link 1 46.01 126 8 3.39 17 5 Link 2 21.20 72 6 4.15 8 2 Link 3 23.20 72 4 3.45 4 0 Link 6 33.80 72 8 2.66 7 3 Link40 33.00 64 1 2.18 6 1 Link 50.1 45.00 95 7 2.47 9 0 Link 70 17.80 64 1 4.55 16 o Link 72 13.00 20 2 3.07 16 2 Link 73 24.10 74 13 3.81 4 l Total 257.11 659 50 3.15 87 1 14

Most of the culverts are to be widened to accomrnmodatethe design width. The designs for culvert widening include both one- side widening and both -side widening. There will be reconstruction wherever the existing structure is in a poor condition and new construction along the Realignments and bypass.

Potential Impacts. No impacts on water quality or availability of water for domestic or agricultural use will occur. Water quality in roadside ponds adjacent to the ROW may show slight improvements after road upgrading due to reduced erosion. Existing cross drainage structures will be widened or reconstructed as necessary as an integral part of the project road improvement.

Mitigation. Care has been taken in the engineering design to ensure that the road drainage provisions and the new embankments do not alter the current status of natural water bodies and irrigation structures adjacent to the road. Provisions are incorporated in the bid I documents to ensure that construction camps and other potential sources of secondary impacts are properly sited and provided with drainage and wastewater facilities. 3 Air Qualitv Air quality is generally better in the rural areas. Air quality monitoring has been carried out as a part of the project. The test results are provided in Appendix A I. Using secondary data some worst-case scenarios are however presented to indicate that the situation along the projects roads will improve.

Potential Impacts. Some negative air quality impacts during the construction phase of the project can be anticipated due to fugitive dust generation in and around construction sites and related activities such as crushers and asphalt plants. The net air quality impacts during the operational phase of the Project are expected to be beneficial when measured against a base case that takes growth and related factors into account. Improvements in the road surface and traffic capacity will alleviate local congestion and improve traffic flow, thereby reducing engine idling and the contribution it makes to local pollution. No significant generated traffic I (i.e., traffic that would not have existed if the improvements had not occurred) is anticipated as a result of the improvements. No significant diversion of traffic from other roadways, other than incidental local traffic, is anticipated.

LBII/ Sheladia/CES/ICT E-S-.5 3 Kerala State TransportProject EIA for nine Phase I RoadLinks September 2001

Mitigation. Construction-related air quality impacts will be mitigated by actions and requirements specified in the contract documents. Asphalt plants are required to be located at least 150 metres away from the nearest sensitive receptor (e.g., Courts, school, hospital) and properly operated. Contractors are required to install emission controls. Road surfaces, excavation and construction sites will be sprayed for dust control. Trucks carrying earth, sand or stone will be covered with tarpaulin's to avoid spilling. Sites will be watered to prevent dust generation, particularly at crushing plants. Machinery and equipment are required to be fitted with pollution control devices and checked at regular intervals to ensure that they are in working order. Traffic-related air quality impacts during the operational phase will be mitigated by the alleviation of traffic congestion, thereby lessening negative air quality impacts. Noise Existing Conditions. Noise standards in India are prescribed by the Central PCB. Noise levels are not intense within the project corridor although primarily attributable to vehicular I traffic. The Kerala State Pollution Control Board undertook baseline noise monitoring in the preparation of the project at sensitive locations. The data is provided in the report. Excessive noise levels are a particular concern for "sensitive receptors", i.e., recipients of sound for I whom exposures to excessive sound levels are detrimental - hospitals, for example. The identified sensitive receptors within the Project area are tabulated in the EIA and include a number of schools and hospitals. These are also indicated in the Environmental Strip Maps. | The use of vehicle horns is the single most offensive source of noise. Other than the ongoing safety audit and the preparation of an action plan the regulation of the use of motor horns is beyond the scope of this project. Potential Impacts Equipment Operation may be the single most disturbing source of offensive noise during construction. Temporary impacts in the immediate vicinity of the nine phasel Project Corridors will occur due to construction activities. Tabulations indicating Typical Noise Levels associated with Highway Construction, and typical Noise Levels of Principal Construction Equipments are provided. Following construction, the noise levels in 3 the Project area are expected to decrease relative to current levels due to the lessening of congestion and the traffic noise it generates. In spite of the general reduction in noise levels, some of the sensitive receptors, however, are located in such close proximity to the roadway that the widening may result in adverse noise impacts unless mitigated. Mitigation. Construction activities will be confined to social working hours and the use of noise controlled construction equipment will mitigate noise impacts during the construction * phase as far as possible. Public notification of construction operations will incorporate notse considerations. Actions to mitigate impacts to sensitive receptors may include the sound insulating walls (a stone or brick wall to act as a sound barrier); green barriers for silence I zones (a thick layer of green plants with small leaves acting as a noise attenuator) and increasing the height of existing walls around hospitals/schools. Definitive noise levels will be empirically determined at each site and selection of the mitigation technique will be made on a site-specific basis in consultation with property owners. Co-ordination and implementation will be the responsibility of the Project Environmental Officer. Flora, Fauna and Ecosystems

Existing Conditions. The nine-project road improvement areas will be confined largely to | the existing ROW and the immediately adjacent areas. In the case of a few road links there are small reserved forests within the 14 km impact area. This is typically forest plantation (eg:

LBII/ Sheladia/CES/ICT E-S-.6 KeralaState TransportProject EIA fornine Phase I Road LinksSeptember 2001

Eucalyptus,Teak wood etc). Existingroadside trees and details of these smallforest patches are also provided in the baseline data. The Table 3.0 provides a sensitivity analysis to demonstratethe ecologicalsensitivity of the nine projectcorridors. TABLE 3.0 X SENSITIVITY ANALYSIS OF THE NINE- PHASE -1 PROJECT ROADS IN ACCORDANCE WITH THE 10"t APRIL 1997 MOEF GAZETTE NOTIFICATION Parks& Environmental I Physiography Forest Areas CRZ Areas Sanctuarie Assessment Link Location: And Forest And s SensitivityAs Per No Lowland Land Use Land In The Or In Pia 10 April 1997 l /Midlandl Piapi Mangroves As Derined Moef Gazette I _____ ~~~~HighLand By Moef Notification 1.0 Mid land Intense Small patches None None No Ecological Cultivation of significance plantain and Tapioca 2.0 Mid land Rice and rubber None None None No Ecological I _ significance 3.0 Midland Rice and rubber None None None No Ecological significance 6.0 Mid land Rice, Rubber. Small patches None None No Ecological * Coconut, significance Banana and Pineapple 40.0 Mid land Rice and None None None No Ecological coconut significance Plantations 50.1 Highland Rice and Small patches None None No Ecological coconut significance *______Plantations 70.0 Mid land Rice. Pineapple, Small patches None None No Ecological Rubber, significance Tapioca, Banana, and Coconut 72.0 Mid land Paddy fields, Small patches None None No Ecological Coconut, significance J Banana,Rubber and Tapioca Plantations 73.0 Low land Coconut and None Not included in None Excluded from the (Coastal Paddy CRZ area. No CR2 Management Lowland) field areas Mangroves are Plan from the CRZ known to be as per CRZMP present within the PIA

IIha CSTS

LBII/ SheladiaICES/ICT E-S-.7 l Kerala State TransportProject EIA ror ninePhase Road LinksSeptember 2001

Potential Impacts. No other impacts upon protected lands in the area are anticipated. The nine phase I Project road improvements will require removal of approximately 900 trees. Most of the trees are not planted but are natural growth or were planted in the very early stages of the roads development. A summary of the link specific existing trees along the project roads is presented in the table 4.0 and the details are addressed in report.

TABLE4.0 THEDETAILS OF LIKELYTREE REMOVAL ALONG THE CORRIDORS

e__ Link_G G(I M) G2 (2 M) l_ Size_ G4 (4 M) 1 _ ~ ~ ~~114 54 45 3 * ~ ~ ~~~289 38 17 0 * _ _ __327 __. 6 17 29 10 0 | ~~ ~ ~~4052 50 3 0 * ~~~ ~~50.1 37 _71 50 19 70 12 30 15 _ 2 72 39 8 0 4 73 149 8 1 0 (Source:Field Survey)

Mitigation. A programme of compensatory tree planting will be implemented to replace those removed as a result of the project. Design adjustments have been made to save trees wherever possible. Under current regulations, trees must be re-planted at the rate of two for I each one removed depending upon the location. The compensatory tree planting will be carried out at Puramboke land (small irregular pieces of Government land) along the sides of the Project road (formed as a result of land acquisition process and construction) and also along the Oxbow lands (original road alignment at realigned sections).

I Cultural Resources Existing Conditions. Kerala has a rich cultural history with a long-standing presence of the main religious groups of India. Many temples, churches and mosques, as well as shrines, 3 cemeteries and other sacred places of all three religions are located near to the project roads and care will be necessary to protect them. During the year many festivals are held on and in the vicinity of the roads. The major festival season is during the dry season from December to March. Some festivals are held on fixed dates, others are spontaneous (eg: Ayyappan Vilakku during Sabarimala season). Many involve processions, some of which are long. Details of the shrines, churches, temples and mosques in the immediate vicinity of the Right of Way and needing to be protected were identified during the study and are shown in the | environmental data sheets. Potential Impacts. No Cultural resources will be affected by the project road improvements. The KSTP road improvements will positively benefit the Sabarimala Pilgrm season by providing better pathways in terms of roadside amenities and road safety.

Mitigation. The design has avoided all such religious structures by making suitable changes in the alignment.

LBII/ Sheladia/CES/ICT E-S-.8 KeralaState Transport Project EIAfor nine Phase I RoadLinks September 2001

General Economic Environment Industry in the Project Influenced Area Most of the 10 PIA districts have experienced comparatively high industrial growth rates with the maximum being in the Emakulam district.

Paddy Fields Paddy fields in Kerala are treated as a sensitive environmental feature. The Government of Kerala has been trying for many years to prevent the conversion of these areas into non-agricultural uses. There have been a number of measures introduced, the last of which is the development of a Paddy Development Board in 2000. The main controlling legislation continues to be the Land Utilisation Order of 1967. The reasons for conversion of Paddy field include Non profitability, Labour intensive cultivation methods and hence high costs, Labour shortage and Population pressure for residential plots of small dimensions due to proliferation of nuclear families. These areas are typical valley fill areas and serve as the ponding area of a watershed. There could be ecological problems due to further human intervention in the form of construction of houses and other development.

Impacts The nine project roads have considerable paddy field areas as indicated in the Environmental Strip maps. The project takes paddy field areas only for the realignments.

Mitigation The project takes paddy field areas only at those places, which are regarded as absolutely unavoidable on account of road safety.

Tourism With favourable weather and natural beauty, tourism is planned to forn an important part of the State's economy. The major tourist attractions in the State are the beach resort, the houseboats on the canals and backwaters, and the wildlife sanctuaries at Thekkady, Parambikulum (), , Wayanad and . . The Sabarimala temple of Lord Ayappan is a famous pilgrim-tourist centre. Thrissur is the cultural centre of the State and the famous Kathakali centre, Kalamandalam, is a place of interest for art lovers. In view of the tourist potential, there is a need to develop the tourist promotion policy in the State and sizeable investments are required to develop tourist facilities and infrastructure. The Consultant's enquiries reveal that road safety and public health also influence the recommendation of Kerala as a holiday destination.

?PIAdistrict and Tourist map Tourist arrivals in Kochi are expected to rise in the coming years because of the presence of the new World-class international Airport at . Wildlife reserves of will be a major attraction. The Eco tourism, if properly developed, can generate adequate resources for the management of sanctuaries in the area. The hydroelectric project the Idukki reservoir, a number of sanctuaries in the region and the arch dam are the Project specific tourist attractions. The tourist arrivals in Thiruvananthapuram (about 250 km from Kochi) district are comparatively high being the State Capital with easy access to Kovalam beach, beach etc. air connectivity, and proximity to Kanayakumari. also receives large numbers of tourists for backwater tourism. In addition, there are South Indian architectural marvels like the Padmanabha Swami Temple in Thiruvananthapuram. The Capital city abounds in temples, mosques and churches. Valley lagoons, dam and Pon Mudi, the famous hill stations are other tourist centres in and around Thiruvananthapuram.

LBII/ Sheladia/CESACT E-S-9 Kerala State Transport Project EIA for nine Phase I Road Links September2001

Public Services The Social development of Kerala has attained commendable success. Kerala is the land of high literacy and health care where enrolment in primary schools is nearly as high as in Western Europe and infant mortality rates are as low as in New York. Apart from historical factors, the successive Governments of the State have followed a development strategy by consciously investing in social development sectors like education, medical services and public health. Literacy, life expectancy and income are the three indicators used in measuring the human development index. Kerala's pioneering re distributive policy measures like land reforms, introduction of housing schemes for economically weaker sections and the comprehensive coverage of a public distribution system deserve special mention. The institutional and non-institutional social security measures introduced by the successive Governments in Kerala were largely directed at attaining the goal of reducing income insecurity and deprivations among weaker sectors in the State.

PIA districts The same is true of the 10 PIA districts that constitute about 70 % of the State. Irrigation And Hydro Power. Until recently the State has only hydroelectric projects for Power generation. The total installed capacity of the State is 1401.55 MW (Water Atlas, 1995). All of the completed major/medium irrigation projects were intended originally for irrigating of paddy alone, mainly to stabilise the second crop and create the possibility to raise the third crop. It is estimated that the 10 completed projects cater for 77,085 ha (net) or 1,50,000 ha (gross). Eleven major / medium projects have been partially commissioned. These projects cater for the irrigation needs of 78,670 ha (State Planning Board, 1984) Potential Impacts The general economic impacts as a result of the proposed action will be beneficial and enhance the efficiency of the economy.

Mitigation. None required General Social Environment Project Influenced Area Kerala has the distinction of being the only State with the sex ratio "favorable" to women. In 1991, there were 1036 women for every 1000 men in Kerala as against the all - India figure of 927. The literacy rate of nearly 90 percent is the highest amongst Indian States compared with 52.2 percent average for the country as a whole. The other prominent social feature is the continuously inhabited areas (settlements) along the roadside throughout the length and breadth of the State. The State is accessible by road, rail, Sea and by air from the rest of the country.

Education In the education sector Kerala's achievement is unique in that it attained the highest literacy rate in India of 89.01 percent in 1991 whereas the all India level was 52.21 percent. The female literacy rate was as high as 86.17 percent in Kerala, compared to 39.20 percent at the national level. The literacy rate among scheduled castes was 79.66 percent and their female literacy was 74.31 percent in Kerala. The Project Influenced Area has the same pattem.

Population Including Indigenous People According to the 1991 census, the population of Kerala was 29.098 million with a density of 749 persons per sq. km, with 73.61 percent of the population living in villages. It must be noted, however, that the dividing line between urban and rural areas in Kerala, as it is understood in anthropological literature, is vety thin. What

LBII/ Sheladia/CES/ICT E-S-.10 KeralaState TransportProject EIA for nine Phase I Road LinksSeptember 2001

is officially noted as a town in the census is based on whether it has a municipality, this again is determined on the basis of the census data.

Land Uses The surveys indicated that the land use characteristics are Built up area, Market area, Mixed garden in small house plots, Rubber Plantation, Paddy field, Tapioca, Mixed crops -Plantain, Tapioca. Coconut, Areca nut and also some forest patches.

Potential Impacts. The project road improvements will necessitate land acquisition of 50 Ha (as of January 2001) including the bypass section. The land take for the bypass section is approximately 6.85 ha. The primary impact of community concern has been identified as the impact on realigned / bypassed conmmunitiesdue to the fact that the existing ROW within the bypassed community may revert to Local Govemment control. Local Government bodies are not equipped to deal with any environmental degradation they may "inherit". Mitigation actions related to social impacts are addressed by the RAP.

Mitigation. Actions to mitigate potential adverse impacts upon realigned/bypassed communities will include the provision of assistance to local Governments to seek funding for the alleviation of environmental degradation along any of the existing ROW, which may revert to them. The RAP addresses mitigation actions related to other social impacts.

Transport Network The road network in Kerala, on 31 March. 1998, maintained by different agencies totalled over 219,805 km. National Highways and PWD maintained roads are the most important and accounted for 10.6 percent of the total road network. National Highways 47, 17 and 49 with a total length of 1,011 km traverse the State and provide inter-state linkages. These are the most heavily trafficked key roads in the State.

The Motor Vehicle Department is one of the major revenue earning departments of Kerala State. The revenue collected by the Department in 1996-97 amounted to Rs. 2,476 million and in 1997-98 Rs. 3.016 million, showing a 22 percent increase over one year.

The same dense pattern is applicable to the Nine phase 1 Link roads PIA. The existing connections cannot be shown on account of the absence of contemporary maps. The density of the road network also shows the level of service the proposed road is going to provide to the local population.

Potential Impacts The primary impact of the project road improvements will be to improve the performance of the transport sector and improve the free and safe flow of goods and people along the corridors. The project road improvement is also expected to benefit the economic growth of the Kerala State substantially. No significant adverse impacts to the area transport systems are anticipated beyond those which are being addressed as road safety features.

Mitigation Other than the features incorporated in the highway improvement project, the main mitigating action for pedestrian traffic will be the increased provision of road shoulders and footpaths in built up areas. No additional mitigation related to impacts on the area transport network is warranted beyond the road safety features being addressed by the project. Human Health and Safety Existing Conditions. Human health and safety issues include the transmission of diseases along previously undeveloped corridors; contamination of local water supplies; air and noise pollution; and issues related to road safety and accidents. Of these, road safety causes the

LBII/ Sheladia/CES/ICT E-S-. 11 l Kerala StateTransport Project EJA for nine Phase I Road Links September2001 greatest concern. Environmental Aspects Of Road Safety And Road Traffic Accidents This section focuses on the most important problem of Road Safety, especially pedestrian safety on Kerala roads. A detailed review of some aspects of road safety is furnished in this section. Hardly a day passes without reports in the newspapers of deaths and injuries on the road and quite frequently complaints from the public regarding the abuse of the highways and traffic laws. This section describes various factors influencing highway design and important Road Safety Factors in Kerala. It lists the Prevailing Road Safety Conditions and Actions Required to minimise or mitigate the problems in difficult areas. The State Government recently introduced the Highway Protection Bill, which is largely aimed at the protection of the ROW from encroachment etc. The following aspects basically encourage the separation of pedestrians and vehicular traffic by design, which does not require large investments. This topic furnishes a detailed account of: Lack Of Parking Spaces For Auto Rickshaws7 2 and Jeeps, Lack of sufficient space for Bus Stops (Bus Lay-Bys), Dumping and Storing Of Road making Materials, Unplanned, Illegal Dumping at Roadsides and even on Roadways occasionally, Vehicle Overloading, Partly covered/unevenly covered/open drains and drainage, Inadequate Embankment Height In Flooding Areas, Encroachments Of Various Types, Parking Of Vehicles On Both Sides Of The Road, Income Generating Activities Like Stone Crushing, Trees/ Forest! Vegetation /Wildlife, Utilities, Effects Of Monsoon On Accidents, Numerous Road Intersections. Careless over taking of Vehicles (ill discipline of drivers), Disposal Of Solid Wastes/Municipal Wastes In Market Areas, Temporary Fish and Vegetable Markets and Automobile workshops, Lack of signing and enforcement of traffic rules. Pedestrian Safety, Road Safety Action Plan, lack of junction priority lining and signing, Accident Procedures, Special Cases Of Accidents, Removal Of Road Blockages, Accidents Near Schools, Colleges And Other Educational Institutions, Road Accident Statistics, Preventive Measures Against Accidents, Identification of Black Spots or "Accident Pronc Areas", Wildlife Habitats, Public awareness and Emergency Response Plan (ERP). Potential Impacts. Road safety will be substantially enhanced by the proposed improvements. Mitigation. Recommendations from the Road Safety Action Plan would be the most important mitigation measure. The measures in this project include Pedestrian facilities, Bus bays, Parking areas, Junction improvements, Realignments beside the provision for rest areas away from the main road corridor. Strengthening of police enforcement of desired speed limits and action against ill disciplined drivers will be encouraged and accommodated. Provisions have been incorporated in the project to alleviate congestion "hot spots" and to provide parking and service facilities wherever possible without expensive land acquisition. ANALYSIS OF ALTERNATIVES "With" And "Without" Scenarios (No Action Alternative) In the case of the nine link roads and others within the Kerala State Transport Project, consideration of this alternative must be cognisant of the fact that the capacity of the nine project roads, as well as that of other roads is insufficient for the volume of traffic. Traffic flow is impaired by conflicts between local, and through traffic, mixed with pedestrian movements and inadequate and/or inappropriate control of roadside facilities along the narrow corridors. These unsafe conditions and the environmental consequences (air and noise pollution and degraded environmental conditions) 'il continue and worsen. Population and traffic growth will continue and exacerbate an alreadw poor situation. The "No Action" Alternative would amount to a failure to initiate

7 Three wheelers of 2X2 size witlh a seating capacity ofthree

LBiJ/ Sheladia/CES/ICT E-S- 12 KeralaState Transport Project EIA for nine Phase I Road LinksSeptember 2001 highway improvements, thereby impeding economic development. The "with" scenario, on the other hand, has been determined to be economically viable and would alleviate these conditions to a large degree. It would, therefore, contribute to the development goals of the State, improve road safety conditions, enhance economic efficiency and growth potential of the area, and improve the 'quality of life' and livelihood of those within the potentially affected area. Potential negative environmental impacts associated with the "with" scenario can be avoided through good engineering practice and, where warranted, appropriate mitigation and enhancement actions as specified herein. Accordingly, it has been determnined that the "No Action" Alternative is not a reasonable or prudent course of action. Design Decision Constraints For Various Alternatives Because of the unique nature of Kerala, the team of Engineers, Economists, Sociologists and Environmentalists of PCC and PWD initially had conflicting ideas on the selection of roads and most appropriate design decisions most suited to the Kerala situation. This solution needed to be practical with a minimum of social and environmental disturbance and with a better economic return in terms of actual construction and land acquisition cost. Besides large scale Environmental and social field investigations, discussions and debates, workshops were also held to crystallise the issues to determine at the best design decisions. These meetings were held at Government, Department and Consultants levels and also with Public Participation at various stages involving experts from related fields individually and collectively. These deliberations were also held in the field on the project roads for easier understanding among the specialists involved for quicker decisions. A number of design decision constraints were discussed in the report. Site observations quickly revealed the need for much greater attention to road safety and the provision of footpaths and bus bays along many of the roadsides, which were subject to ribbon development, village shopping and school servicing. The widening of the pavement with the provision of footpaths in built up areas as necessary would result in a target of seven-metre width pavement and 2.5-metre wide footpaths/shoulders. This standard could only be accommodated within a 12 metre physical Right - of - Way, with some narrowing if necessary, to avoid the costly acquisition of roadside property. The client has directed that a maximum 15m right of way be used as far as possible. The costs of land and accommodation works will be very high and the designs need to avoid even small areas of land acquisition wherever possible.

The improvement alternatives considered by the Consultants have generally been (1). Improve to a 7.0 m wide carriageway with sealed shoulders and lined drain (2). Improve to a 7.0 m main carriageway with two 1.5 m wide auxiliary lanes and 2.5m sealed shoulders (total 15 m) and (3). Improve to dual two lane carriageways (later abandoned).

Design Speeds And Road Safety Issues

Geometric Elements Of the Existing Road It is apparent that none of the geometric elements of the existing project roads follow any particular standard. The roads have obviously evolved out of earlier single lane roads with wide shoulders. Over the years widening has been carried out generally to either side of the original carriageway. Occasionally more pavement widening may have been carried out on the inside of curves and hairpin bends. Subsequently, the entire geometry of the road was changed.

LBII/ Sheladia/CES/ICT E-S-.13 KeralaState TransportProject EIA fornine Phase I RoadLinks September 2001

With some compromise design speeds IRC standards will generally prevail in areas where new lines are contemplated but elsewhere in many sections speed limits will need to be introduced and enforced and roads designed accordingly. The main consideration that has evolved during the course of the study is the essential contribution, which project designs must make toward improving road safety. The current project must also allow for the provision of effective road lining and signing and a review of some of the present standards especially for junctions in urban areas.

Bypass Alternatives Considered In The Project The earlier considered bypass Perumbavoor bypass for link 6 was mainly due to the congestion and consequent demand I from the Project Implementation Unit (PIU) to ease the difficult traffic at Perumbavoor town area to reach schools, hospitals, markets, offices etc. The earlier considered Perumbavoor bypass for urban/ semi urban area was proposed in order to avoid potential social impacts, to reduce accidents and also to accommodate the ever- increasing traffic. The pollution level may be eased due to the free flow of the divided traffic and less congestion in the town areas.

TABLE 5.0 BYPASSALTERNATIVE CONSIDERED Link No Phase I Or Urban/SemiUrban Length Phase 2 Area Or Town (K1m) Town route Bypass route .6 Perumbavoor 44.5

Details of consultations carried out for bypasses are provided. The Client after considering the various aspects of different altematives decided to choose the bypass option for the over all development of the region. This is expected to benefit the local population by way of better market and, health care facilities besides those already descrnbed. In this case it is assumed that the developments are fully controlled by the local administration. The anticipated induced developments due to the bypass option are generally considered negative ; whereas in this case the Client regards it as positive for overall development. Junction Alternatives The standard IRC layout for Junctions of major routes provides for long visibility splays and large turning radii, where land areas on the present road allows, this solution has been sought in the junction designs.

TABLE 6.0 NMAJORROAD JUNCTIONSTHAT WILL BE DEVELOPED ALONG NINE PHASE I LINK ROADS . ~~~~~~~~~~~~~~TotalOf Links Road MajorRoad Junctions Tomal Ofa Chainage

______~~~~~~~~~~~Junctions 1 46.01 -Venjaranmoodu 3 26.900 - 38.300 J - 54.200 2 21.20 -Kottarakkara 2 72.400 -AdoorJunction towards 91.100 ______Pathanamthitta I 3 23.20 -Adur Junctionto 2 93.400 -PandalamJunction 102.300 6 13.00 -Headportion of earlierconsidered 6 00.00 Perumbavoorbypass 2.100 -Chainage 2.1 of -Perumbavoor 5.400 * byp~~~~~~~~~~~vass - 23377S0I

LBII/ Sheladia/CES/ICT E-S-.14 I KeralaState Transport Project FTA for ninePhase I RoadLinks Septemnber 2001

-Tail portion of 234.900 Perumbavoor By pass 240.200 -Kaladi Junction -MatloorJLunction -naa Junction 40 3300 -Chundalc 5 19.600 - 23.500 -Perumbilavu 29.400 - 45.400 *______l ______-Kuttipuram 5 2.500 50.1 45.00 -Palakkad 5 0.500 -Kottai Juction 2.2 -Junction to bypass 3.500 fI -Junctionto 27.200 Thruvilluamalai 45.100 -Shornur 70 17.800 -Muvattupuzha 2 2.00 -Thodupuzha Exchange Junction 19.00 72 13.00 -Taikkod Junction 2 0.00 -Kazhakootam Junction 12.500 73 24.10 -Chenganasserry and - 2 0.00 Alappuzha 224.00 The Manual for Safety in Road Design of September 1998 by Ross Silcock and the TRL adapted from the similar document for Developing Countries and prepared for and distributed by MOST recognizes the use of mini roundabouts and these have been considered for some locations. Roundabout designs should channel traffic and create geometry to reduce vehicle speeds at the approaches. Designs rely on driver discipline and experimental layouts should be tested to enable modification before placing the permanent Kerbs, islands and footpaths. The rule of give way to traffic from the right must be observed at all roundabouts and give way signs 5 and lining are an essential part of the layout, as they are for all junctions. Road Cross-Section Alternatives The Project will employ a menu of four cross sections specifically tailored to the conditions along the individual sections of the highway. J Resolution of environmental and social considerations within the design and selection of the various cross sections itself was an essential element of "mainstreaming" the environmental concerns within the design process. The specific cases of such environmental considerations I include at urban sections (eg: Kunnamkulam urban area) with least social impacts, slight adjustments at the cultural property locations for avoiding impacts. Correlation of engineering studies and the analysis of social and the Environmental factors was continuous throughout the design process. PUBLIC CONSULTATIONS I The official level consultations started with the project environmelntalinvestigations in April 1999. These consultations where considered for the Preliminary Environmental Screening Study for feasibility studies carried out in April 2000. Three regional scoping workshops were held during January-February (2000) at Thiruvanathapuram, Kochi and Kozhikode. The details of the key participants, venue, subjects discussed and other aspects are tabulated in the EIA. Most of the discussions focussed on the road safety aspects. A number of project specific consultations were also held along the project roads. At the generic level, stakeholders voiced concern with: I . Potential maintenance inadequacies; Insufficient participation;

I LBII/ Sheladia/CES/ICT E-S-.15 l Kerala State Transpon Project EIA for nine Phase I Road Links September 2001

* Lack of transparency; |* Insensitivity to social and environmental dimensions; * Non-adherence to environmental requirements and regulations; * Lack of coordination among Government Agencies; and | * Potential resettlement and rehabilitation failures. * Road Safety issues All these aspects were considered during the Phase I design as described in the report.

Final Design Output 3 The consultation carried out in the very early stages of the project has established the need to for many kind of facilities. The final design out put has integrated many existing facilities of the people for example bus stops, parking areas for auto rickshaws, cars, jeeps and mini tempos etc. These are already located along the project roads (refer environmental strip maps attached to the link specific Environmental Management Plans) and hence new locations where identified and integrated to the project design where ever feasible and old locations will be shifted and integrated. This is a direct contribution from the environmental investigations including consultations. Although additional land acquisition for parking areas is the work of the local bodies, the project has taken provision of parking areas for I implementation. There are two reasons behind this. First reason is that if this is left for local bodies like municipally, this will never be implemented or delayed for years together due to lack of local resources as well as due to other priorities. Secondly, these are important factors I that will improve the road safety standards and reduce accidents. Public Disclosure Of Environmental And Social Documents I Once all documents are finalised to the satisfaction of World Bank, the project will disclose all documents at the World Banks Project Information Centre at Washington and also at the PIC of Banks New Delhi office. This is expected to take place in the late September or in early October 2001. Simultaneously all documents will be made public in Kerala also at the District Information Centres with suitable press note for the public attention. The documents that will be published include Resettlement Action Plan (September 2001), EIA for nine phase I Roads (September 2001), EA for Inland Water Transport Pilot Project, and 10 Project Specific Environmental Management Plans for highways and waterways. i There will be a number of follow on consultations for which a separate report will be prepared subsequently. These follow on local and regional consultations (at Thrissur and Palakkad) will be carried out in the November -December 2001.

Environmental Enhancements: Being a very densely populated State with excessive ribbon development, many market areas and pedestrian as well as vehicular traffic, a variety of environmental enhancement measures have been considered. For environmental enhancements social forestry along 'Oxbow Lands' is necessary to protect the land from environmental degradation.

Other important measures are

| * Bus lay bys built into the designs * Parking areas for Cars, Auto rickshaws, Jeeps, Tempos and mini lorries * Drinking water source development * Comfort stations with toilet and restaurant and water availability

U LB111/SheladiaICES/ICT E-S-. 16 l Kerala State Transport Project EIA for nine Phase I Road Links September 2001

* Service roads when realignment/bypass is proposed and implemented in the urban and | semi urban pockets * Safer road junctions (Considered in the designs) * Proposal for the development of 'Ox bow Lands' into rest areas in rural areas. I * 'Oxbow land' may be developed to provide toilet facilities, and restaurants (proposed) * Development of Social forestry along the Oxbow Lands

| Project Specific Impact Mitigation Measures During Construction The impact mitigation measures for the following construction impacts have been addressed 1 by the Project. Construction waste disposal: Adequate environmental budget for construction waste disposal. A suitable budget has been proposed for sewerage and waste disposal during the construction period. The necessary contractual clauses are included. Operation of construction equipment: The contractors need to use only equipment of | international standard. Necessary contractual clauses have been included in the EMAP. Sewerage and solid waste from Construction Company: Adequate environmental rmitigation measures are provided to minimise the dust and noise nuisance to the public during construction.

ENVIRONMENTAL MANAGEMENT PLAN (EMP) I The project has prepared Stand-alone EMP s for all the nine link roads prior to the documentation of the Environmental Impact Assessment report. These stand-alone EMPs are provided as Volume 2 of this report. All EMPS are stand alone documents. The Environrmental Management Plan (EMP) summarises the mitigation measures incorporated within the design process and measures identified for action in the construction 1l and operational phases. The EMP specifies the nature of the potential environmental impact, the measures, which have or will be taken, the timeframe in which they are taken, the implementing agency and responsible organisation, and, where appropriate, the contractual * clause for enforcement of the measure. Institutional arrangements for the Project will include the appointment of an experienced Environmental Officer. Details of organisation and staffing; environmental training; monitoring and reporting; and record keeping are provided. These are tabulated under three sub headings. Environmental Monitoring and Training. This includes the cost of staff assigned for the I air, noise and water quality monitoring as specified by the ETA, including the cost of necessary training and institutional strengthening. Tree and Shrub Planting. Detailed breakdowns indicating the costs for the Project. Construction-Related Environmental Mitigation Costs. The total environmental mitigation cost is about one million rupees for the nine link roads considered in the Phase 1 design.. This includes the costs of - Water Spray For Dust Suppression | - Parking areas for trucks, jeeps Taxis and Auto rickshaws. - Bus lay buys -- Construction of Community spaces utilising the Oxbow lands I - Proper Sewage Disposal During Construction - Proper Waste Disposal At Service Centres - Noise Mitigation

LBII Sheladia/CES/ICT E-S-.17 Kerala StateTransport Project EIA for nine PhaseI Road Links September2001

- Maintenance Cost In Soil Conservation - Construction/Replacement Hand Pumps Subject To Impact | - Social forestry along 'Oxbow Lands' COST OF THE PROJECT Cost estimates were prepared following the analysis of several alternatives of road widening, * realignment, and pavement composition and were included in the project Feasibility Study. The estimates are based on the development of costs for various construction items including: 3 * Typical road components; * Quantities of road components for various alternatives; *| Construction costs, I * Land acquisition, * Resettlement and rehabilitation (R&R) costs, I * Environmental mitigation costs, * * Contingencies, including (Utility relocation costs), * Engineering supervision and administration costs. 3 The estimated cost as of 29 January 2001 for the project roads under consideration is approximately 4044.74 million Indian Rupees as provided in Table 7.0. The cost of the road works would be Rs 3588.67 Million rupees with another 414.97 million rupees for land _I acquisition and Resettlement and rehabilitation costs. The estimated environmental mitigation and enhancement cost is Rs 153.07 Million rupees.

TABLE 7.0 THE ESTIMATED COST OF THE PROJECT ROAD ENVIRONMfENTAL

LINK T COST R&R MITGATIONCOST CONSTRUC-TION TOTAL NO LENGTH OF CSSOTSESTIMATED NO ~~~~LAND COSTSCOTCSS

(km) (INR m) (INR (INR m) (INR m) (INR m) 1 46.01 122.90 40.00 22.41 659.27 822.17

2| 21.20 33.14 11.17 32.19 593.46 637.77 3 23.20 6 33.80 13.63 28.34 18.159 502.04 544.01 40 33.00 17.98 9.38 19.805 516.03 543.39 l 50.1 45.00 5.49 3.98 14.124 610.09 619.56 70 17.80 30.77 38.49 14.616 250.20 319.46 72 13.00 69.84 29.23 17.872 190.88 289.95 I 73 24.10 0.89 0.84 13.894 266.70 268.43 Total 257.1 294.64 161.43 153.07 3,588.67 4,044.74

I LB[I/ ShiladiaICES'ICT F-S-.I 8 l Kerala State TransportProject EIA for Nine Phase I Links - September 2001

LIST OF ACRONYMS AADT Average Annual Daily Traffic AASHTO American Association of State Highway and Transportation Officials ADB Asian Development Bank ASI Archaeological Survey of India CADD Computer Aided Design and Drafting CARD A German Software for Highway Design CW Construction Works EAP Environmental Action Plan EASISM Environmental and Social Impact Screening Model developed by Consultants for Environmental and Social Assessment Screening of Road Projects EIRR Economic Internal Rate of Return EIS Environmental Impact Statement EMP Environmental Management Plan EMU Environmental Management Unit FIC Financial Costs FIDIC Federation Intemationale des Ingeniers Conseils GOI Govemment of India GOK Govemment of Kerala lRC India Road Congress IUCN International Union for Conservation of Natural Resources KSEB Kerala State Electricity Board KSTP Kerala State Transport Project MDR Major District Roads MOEF Ministry of Environment and Forests MOST Ministry of Surface Transport MSL Mean Sea Level NGO Non Governmental Organization NNH National Highway NMT Non Motorized Traffic NOC No Objection Certificates NPV Net Present Value PAP Project Affected People PCC Project co-ordinating Consultants PIU Project Implementation Unit PWD Public Works Department R & R Resettlement and Rehabilitation RAP Resettlement Action Plan ROW Right-of-Way RW Road Wing SEA Sectoral Environmental Assessment SH State Highway SIA Social Impact Assessment SO1 Survey of India SOK State of Kerala SOS Strategic Option Study SPCB State Pollution Control Board WB World Bank WWF World Wild Life Fund

LBII/ Sheladia/CESllCT KeralaState Transport Project EIA for Nine Phase-I Road Links September2001

1 INTRODUCTION

1.1 PURPOSE The Government of Kerala (GOK), through the Public Works Department (PWD), has initiated an ambitious and much needed programme to upgrade critical sections of the State's road network under the Kerala State Transport Project (referred to hereinafter as the KSTP or "the Project"). The Project is supported by the International Bank for Reconstruction and Development (the World Bank) and, assuming the GOK's loan application is approved, construction of road improvements proposed under the Project will commence in late 2001. Approximately 87 potential Road links had been identified for study. The Project requires World Bank, Government of India (GOI) and GOK environmental clearances and approvals before construction can proceed. In addition to the roads component, an Inland Water Transport Pilot Scheme forms part of the work. Although this is administered under the same contract, its preparation and reporting is carried out separately. The Interim Report for that work was submitted in October 1999. The other submissions included the preliminary engineering report in March 2000, Environmental Assessment report in April 2001 and the draft Social Impact management Plan in November 2000. The cumulative impacts of the Project are the subject of a Sectoral Environmental Assessment (SEA) as the first step in the environmental approval process. The final SEA report has been prepared and was submitted to the World Bank and the State Public Works Department in April 2001. The SEA report indicates that corridor-specific EIA's would be prepared and circulated for review and comment for those road sections deemed to warrant such action in accordance with all appropriate GOI regulations and the World Bank's Operational Procedures. Details of these requirements are addressed in chapter 3. Earlier in July 2000 the corridor specific EIA reports for Link I Taikkod -Kottarakkara and Link 70 Muvattupuzha- Thodupuzha were prepared and submitted to the Client and the World Bank for review. The EIA report for Link 6.0 Muvattupuzha - was also prepared subsequently and submitted to the PWID. The findings of the reports actually questioned the Clients request on the need for the preparation of EIA reports and to obtain environmental clearance for all links due to the absence of any serious project induced Environmental impacts. Further Kerala PWD received clarifications from the World Bank as well as from the Ministry of Environment and Forests (MOEF) after consultation in Delhi and later by official representations. Based on the clarifications, it was decided to prepare EIA reports only for those links, which pass through ecologically sensitive areas. As there is no ecologically sensitive road in Phasel, a general EIA would be prepared for all the Links collectively as a WB requirement to document all Environmental Assessment activities associated with individual Links. The final SEA work confirmed the need for obtaining all approvals for Ecologically sensitive roads.

The corridor specific EMPs have been prepared and submitted to PWD (and WB) for review. This document provides a general EIA for all nine Links of Phase 1. None of the nine links passes through or adjacent to an Ecologically sensitive area as documented in SEA. Objective of this document is to prepare a general EIA report meeting the requirement of the World Bank, for evaluation of potential impacts due to the improvement of these links. Details of the proposed action within each of the Phase-I Corridors are presented in Chapter 2 and evaluated in detail in the remainder of the document.

5 LBII Shseladia'CES.ICT 3 Kerala StateTranisport Proiect EIA for Nine Phase-I Road Links September2001

The objectives of the EIA study include but not limited to . Evaluate potential impacts of the project . Establish an engineering design philosophy that integrates environmental and social considerations into the project's detailed engineering design; * . Assess alternative project designs and provide input into project design; . Design appropriate and practical mitigation and environmental management measures to be implemented during road construction and operation to avoid or * minimise adverse impacts; * Provide practical environmental and social management plans, including an Environmental Management Plan and a Resettlement Action Plan; Propose and design environmental enhancements to be incorporated in the project implementation plans.

1 1.2 EARLIER STUDIES

| 1.2.1 Strategic Option Study (SOS) The current project developed from the Strategic Option Study report of April 1997. It recommended 2810 km for feasibility studies following the investigation of the State road I network in terms of traffic flows and road capacities. The selection was made as those roads demanding the highest priority for investigation based upon the volume of traffic using each road, future traffic projections and the width and hence the capacity of the existing I carriageway at that time. Excepting the Sabarimala pilgrimage season, no other environmental or social aspects were considered for the study. 1 1.2.2 Feasibility Study A feasibility study was carried out for the road network of 2810 km (68 Links) identified by the SOS study except for the 330 km, which were later declared as National Highways. At the * time of their declaration as National Highways a number of surveys including environmental and social impact surveys had been conducted. These roads were later dropped from further study and the data generated were handed over to the Project Implementation Unit (PIU) as it could be useful for the National Hlighways division of the PWD. j 1.2.3 Additional Feasibility Study Following the initial feasibility study period the Government of Kerala proposed an additional 707 km of roads for investigation. As a result the Consultants carried out further 3 reconnaissance surveys. This was necessary to investigate the request of the State Government that these roads could also be important. It is also believed that since the SOS studies were conducted the entire socio economic scenario has undergone major changes | compared to other parts of India. The most notable being the establishment of a world-class international airport in Kochi (Officially declared in June 2000) and the second is the declaration that Kerala is the first 100 % literate State in India.

1.2.4 Reconnaissance Work For Additional Feasibility Studies The Consultants undertook further reconnaissance studies on the additional road sections. | Some links could not be taken up under this project, as they required many kilometres of new roads along dense forests and sanctuaries. I

LBILIShcI,tdia ,'CES/IC I 2 3 Kerala State Transport Project EIA for Nine Phase-I Road Links September 2001

1.2.5 Sectoral Environmental Assessment (SEA) Studies The SEA study undertaken has established that all nine links under consideration in phase I are not passing through or close to any ecologically sensitive areas. Hence no National environmental clearances are required. The Project has obtained State level clearance from * the State Pollution Control Board. However as per the banks categorisation as Category A, the project require a general EIA. This is the basis for the preparation of the document. 1 1.2.6 High Priority Roads The Feasibility Study identified approximately 1000 km of high priority roads, which I required detailed design and associated studies in two or more Phases. The roads that are being subjected to detailed engineering studies are shown in Exhibit l.1A and 1.11B.The Phase I and Phase II roads are listed in Exhibit 1.2 and Exhibit 1.3. The Phase II road design I was started as soon as the Phase I activities were complete. The phase 2 Design was also completed in April 2001 except the documentation of the Environmental and social impact 3 reports. In Phase 2, there are three project roads, which require GOI Environmental clearance. 1.2.7 KSTP Road Safety Audit Report 3 The Road Safety Audit was carried out at the request of the Government of Kerala and with the support of the World Bank and Design Consultants. There is no Road Safety Audit Manual for India or Kerala but Road Safety Audit is described in the Manual for Safety In 3 Road Design, published by the Ministry of Surface Transport. The Road Safety Audit report was specifically aimed at improving the 23 sections of highway in the Phase 1 and Phase 2 of the Kerala State Transport Project. The recommendations are being addressed by the Project.

1.2.8 Environmental and Social Independent Review Report

Being a Category A project, the World Bank requires an Environmental and Social Independent review Report of all EA and Social documents including RAP by an independent Consultant. The Environmental and Social Review of KSTP was completed by SMEC in September 2001. Subsequently The EA documents were improved by suitably incorporating the independent review observations. This EIA has addressed the important recommendations of the Environmental Review Consultants. EXHIBIT 1.2 PHASE 1 ROADS: KERALA STATE TRANSPORT PROJECT EXISTINGAVERAGE PROPOSED SL. LNOK ROADNAME LENGTH/ km CARRIAGEWAY CARRIAGEWAY WIDTH WIDTH I 1.0 Taikkod- Kottarakkara 46.01 7.1 10 m 2.0 Kottarakkara - Adur 21.20 6.7 7 m 2_ 3.0 Adur - Chengannur 23.20 7.1 7 m 72.0 Taikkod - NH47 13.00 4.2 Xomn 3 73.0 Alappuzhae- 24.10 7.0 7 m

4 70 0700 Muvattupuzha- hodupuzha 17.80 5.51 7m

5 O 6.0 Muvattupuzha - 33.80 7.33 10 i

6 50.1 Palakkad - Shornur 45.00 7.17 7 m 10 40.0 Thrissur- Kuttipuram 33.00 6.76 10mi 3 ~~~~~~I257.1 7.12

I ILBII Sheladia CES 1.3 Kerala State Transport Project ELA for nine phase I Road Links - September 2001

O.Okm5 10 15 20 25brn

MATCHLINE FOR EBIT 1.1B Vodonapop \

Triproyo 6

Kodungol alIYttr op Statlon

Polipp ur umbhamong2lomb9 Mowdoyflo

NHS49 VNpu HttyGStHt ,AloL Border iERNATIONA AIR P Iur TT CNThRrrattEyo

y i > t~~a umbummettu

| . 0 9~~~~~~~~~nr Wild f c Sactury

Seda/mSboJ SiruTvalla

tl an nt; hnchery O V- \St iKnPATHANAMTHrITA OPROJECT ROAD~~~~~~'LNeimagaar

Uz +r ttonopuromPt- /

Kciunra uno o alu t Border

mud] S REIIU CENTRE u<:tting\\~~~~[. \ ~ 5@^-~

VorkaaV5AlA P LEGEND a,g d i ~~PHASE-IROAD /ottokkodaS PHASE-11ROAD ann hamooduoncU PROJECTROAD nkadacdvilo KERALA STATE BOUNDARY ,asl Fl0 NATiONALHIGHWAY NUMBER () PROJECTROAD NATIONAL HIGHWAY *9 INTERNATIONALAIR PORT 71 TOURISTCENTRE $ RELIGIOUSCENTRE

EXMIT I. l.A SOUTHSECTION PHASE-IAND PHASE-HPROJECT ROADS - KEAASTATE TASPORT PROJECT LBIMI/Sheladia/CESIICT Kerala State Transport Project ELA for nine Phase I Road Links - September 2001 N Ki r id h

O.Okm 5 10 15 20 25km

BU1Utt~~~~~~~~~~~~Kt

\ \\&//gtoobu +~~~~~~~~~~Ma

. X ~~~~~~~~~.

EXulBn T ly O S O

~~TOURIST CENTRE

PAEIAN)PSEiP ROADS nK r LBII/ShdPHASE-I ROADT - ~~NATiONALHIGHWAY N r 5 olS

KERALASTATE BOUNDARY KU~ml;^

NH 17 NATiONALHIGHWAY NUMBER on pu m m LINK NUMBER i r

)NODE NUMBER \N,sunnuu Wrr

INTERNATIONALAIRPORT nglr TOURISTCENTRE \ rm1TRSU RELIGIOUSCENTRE VGdcnpcy7\15 ISUR MATliLE FOREH3T l.lA

EXHIBIT I. lB NORTH SECI'ION PHASE-I AND PHASE-][ PROJECT ROADS - KEAL STATE TRASPORT PROJECT

1,13I/Sh el adia./CES/ICT KeralaState TransportProject EIAfor Nine Phase-IRoad Links September2001

EXHIBIT 1.3 PHASE 2 ROADS: KERALA STATE TRANSPORT PROJECT SL. LENGTH/ EXISTINGAVERAGE PROPOSED NLINK NO. ROAD NAME km CARRIAGEWAY CARRIAGEWAY NO LINKNO. ROADNAME kmn WIDTH WIDTH - 4.1 Chengannur- 36.0 7.6 lo_m 4.2 Kottayam- 11.0 8.0 10lm 2 5.0 Ettumanoor- 43.0 7.1 7m Muvattupuzha __7_m 3 84.1 - 84.4 - 81.0 5.9 7 m 84.5 - 84.8 Ponkunnam- Thodupuzha 50.3 6.4 7m 4 68.0 Pilathara- Pappinssery 21.0 6.7 7 m 5 69.1 Kasargode- 24.0 6.9 10 m 6 74.0 Thalasserry- Valavupara 53.80 7.23 7 m I ______._ _ __._ Total 320.1 ______

1.3 CONSOLIDATED PHASE -1 ENVIRONMENTAL IMPACT ASSESSMENT REPORT

The nine high priority roads shown in Exhibit 1.4 were considered for the Phase I EIA report. Earlier EIA/EMP for the first three individual links were prepared. Later Corridor specific Environmental Management Plans were also prepared for the remaining six links. As a contracting requirement, it was necessary to isolate the Stand-alone EMP from the EIAs. Subsequently the EMPs for these three links were also prepared and all EMPs submitted to the PIU (and WB) for review. 3 The nine projects do not require EIA approvals from any agencies except the World Bank. The link specific Environmental Management Plans were formulated after carrying out 3 Comprehensive Environmental Assessment Studies by the project Environmental Team.

The Environmental Management Plans would not be complete unless the Strategies, Methods, Alternatives, Public Consultations and Findings are documented properly. This has necessitated the preparation of Volume I Environmental Assessment. The entire document is presented in a single volume as Environmental Impact Assessment (EIA) report. The link specific Environmental Management Plans are prepared separately hence not included in the report. EXHIBIT 1.4 3 LINKS CONSIDERED FOR THE CONSOLIDATED PHASE-1 EIA REPORT LINK NO NAME OF THE ROAD LEN EIA /EMP REMARKS GTH PREPARED _(KM) I 1.0 Taikkod-Kottarakkara 46.01 EIA and EMP Link SpecificEIA not required prepared 2.0 Kottarakkara-Adur 21.20 EMP prepared Link SpecificEIA not required I 3.0 Adur-Chengarmur 23.20 EMP prepared Link SpecificEIA not required 6.0 Muvattupuzha-Angamaly 33.80 EIA and EMP Link SpecificEIA not required prepared 40.0 Thrissur-Kuttipuram 33.00 EMP prepared Link SpecificEIA not required I 50.1 Palakkad-Shornur 45.00 EMP prepared Link SpecificEIA not required 70.0 Muvattupuzha-Thodupuzha 17.80 EIA and EMP Link SpecificEIA not required prepared 72.0 NH 47-SH-1Link road 13.00 EMP prepared Link SpecificEIA not required 73.0 Alapuzha- 24.10 EMP prepared Link SpecificE1A not required * . ~~~~~ ~ ~~~~~Total257.11--

LBII/Sheladia /CES/ICT 1.4 l

Kerala State TranspoTt Proiect EIA for Nine Phase- I Road Links September 2001

1.4 ORGANAISING OF THE DOCUMENT Based on the procedural and regulatory requirements, the EIA is organized in accordance with the stipulations of the Environmental Impact Assessment Act of 1994, as amended on 4 May 1994, Schedule III, GOI's Handbook of Environmental Procedures and Guidelines (1994) and Environmental Guidelines for Rail/Road and Highway Projects. Additional information required pursuant to World Bank guidelines is also incorporated pursuant to World Bank Operational Policy 4.01 and the recommendations World Bank Technical Paper Number 376: Roads and the Environment: A Handbook. Accordingly the entire document is Organised in two volumes

Volume 1 Environmental Assessment (EA) for the Nine Links as a supporting document for the various link specific EMP reports prepared

Volume 2 Environmental Management Plans; Stand-alone Link specific Environmental Management and Monitoring Plans for nine links are prepared and submitted separately. All I the nine EMPs constitute Volume 2. Project Specific environmental management activities to be incorporated in both the construction and operational phases for each component of the Project are presented together with a Monitoring Plan specifying the type of monitoring I proposed, the activities and/or conditions warranting environmental monitoring, the responsible agency or organization, the estimated costs and related factors. 3 The remainder of the Volume I EIA document is organized as follows: • Chapter 2 - Project Description - a brief description of the components of the KSTP Project, the manner in which the various proposed improvements were identified, and details of the proposed action in the nine project corridors.

* Chapter 3 - Project Policy Legal and Administrative Frame Work- Presents the legal and administrative frame work of World Bank, Government of India and Government of Kerala, PWD. This section also highlights the various 3 clearances required for the project. * Chapter 4 - Approach and Methodology - presents the methodology followed, different steps in the KSTP Environmental Assessment process, sources of data, I data to be generated during the studies etc. * Chapter 5 - Baseline Conditions - an overview of the relevant aspects of the study area. The major headings of the statement of baseline conditions and the section that follows have been devised on the basis of MOEF's suggested outline and review procedures and supplemented to address World Bank 3 concerns in specific sections:- * 5.1: NaturalEnvironment - presents the meteorologicalconditions of the area.

5 * 5.2: PhysicalSetting - presentsthe Physiographyand drainagepatterns; geology and seismology;soil conditions; existing and potential erosion patterns; and informationwith regardto quarries,crushers; and borrowpits.

* * 5.3: Water Resources- presentsthe applicablewater quality standards;existing surface water bodies and groundwater conditions; water resources and cross 1 drainagestructures within the Projectcorridors! potentially impacted areas (PIA).

LB]Il/ Sheladia !CES/ICT 1.5 Kerala State Transport Project EIA for Nine Phase- I Road Links September 2001

s 5.4: Ambient Air Quality - presents the relevant air quality standards and the | existing ambient air quality conditions, including a description of the locations of monitoring stations and the sampling and testing methods employed. * 5.5: Ambient Noise Levels - presents the relevant noise standards and the I existing ambient noise levels, including a description of the locations of monitoring stations and the sampling and testing methods employed. * 5.6: Flora, Fauna and Ecosystems - presents data with regard to reserved forestry and trees in the Project ROW. * 5.7: Human Health and Safety - presents a discussion of health issues related to road projects, including available data with regard to the incidences of diseases and the relevance of truckers and the spread of disease as stipulated in the World Bank Guidelines. The topic has been expanded to address Road safety issues 3 associated with the Kerala State Transport Project. * 5.8: Cultural Resources - presents data with regard to shrines, monuments, temples and cultural artefacts. a 5.9: General Economic Environment - presents economic indices related to the potentially affected area, including economic conditions, employment patterns and the industrial outlook (an "industrial scenario" as stipulated by the World 3 Bank Guidelines). a 5.10: General Social Environment - presents the relevant social data, including data with regard to indigenous people. s 5.11: Land Uses - presents the land use and settlement pattem within the potentially affected area. * 5.12: Transport Network - presents a description of the transport network of which the State Highways is a part and subject to impact due to the improvement programme. * Chapter 6 - Project Impacts - an examinationof potential impacts related to the various construction activities. Chapter 6.0 follows essentially the same sequence and numbering pattern as Chapter 5.0 to facilitate review. a Chapter 7 - Analysis of Alternatives- an cxamination of alignment, design and tcchnical alternativesconsidered in the evolution of the Project. Chapter 8 -Impact Mitigation - an examination of potential impact mitigation actions related to them. This section follows essentially the same sequence and enumeration pattem as Chapter 5.0 and 6.0 to facilitate review. 3 * Chapter 9 - Inter-Agency,Public and NGO Participation Consultations - a description of coordination activities in the preparation of the EA, including coordination with Government Agencies, actions undertaken to obtain the views of local non-government organizations (NGOs) and affected groups, and records of meetings and other activities, communicationsand comments. Chapter 10- Environmental Enhancement Measures | Enhancements are those, which further improve the road and will lead to the better acceptance of the project by the comnmunity. This includes parking areas for trucks, jeeps and other vehicles, bus stops, service areas, foot over bridges, aesthetically appealing road junctions, I footpaths next to hospitals and educational institutions, pilgrim pathways. Resettlement Action Plan A separately bound Resettlement Action Plan (RAP) supplements the EIA. The preparation of the final RAP is being completed simultaneously. This report I covers the Social Impacts such as Project Affected People, Project Displaced Persons, and the Action Plan for Various activities associated with the land acquisition, compensation and rehabilitation.

LBII/ Sheladia XCBS/ACT 1.6 KeralaState TransportProject EIA forNine Phase- I LinksRoad September2001

2 PROJECT DESCRIPTION

2.1 LOCATION OF NINE PHASE 1 PROJECT ROADS

| The State of Kerala is located on the Southwestern part of the Union of India. The State is situated between go 18 and 120 48" N latitude and 740 52" and 770 22" E longitudes. The State has a total area of 38,864 Sq.km. Its small area results in the population density being very high, 749 per sq.km. As a southern State of the country, people are of Dravidian stock and speak , a language of the Dravidian family of languages. The State is bordered by the on the West and and to the East. A complete description of the existing conditions is given,in Chapter 5.0.

The location of nine project roads in the State of Kerala is shown in Exhibit 2.1. The map showed the individual Project road Link number, its location with respect to latitude and longitude and the total length of each of the Links. The map also shows all-important roads of the region with respect to the Project roads under consideration.

2.2 UNIQUE CHARACTERISTICS OF PROJECT LOCATION- KERALA

Kerala is a long green vegetation - covered strip of land 600 km long with an average width of 75 km and a steep slope from the (East) to the Sea Coast (West). This steep slope from the Western ghats (an average height of 800 m above mean sea level) drains the area very quickly during the monsoon periods. As a result during the non-monsoon periods scarcity of drinking water is a common problem in many parts of the State. i The unique nature of Kerala is createdby

* High Population * Uneven population distribution * Steep topography, dense river regimes, and derived hills * Rivers, backwaters, lakes and ponds - Low lying paddy fields * High density road network As in many densely populated areas of the world, the old road system has evolved over the years with very few new highways designed for road safety to meet the peculiar mix of pedestrians and vehicles, which they carry. The specific characteristics of the various terrains I (based on the height from the sea level) are compiled from various sources as shown in Exhibit 2.2. 1 2.3 PHYSICALDETAILS OF NINE PHASE1 PROJECTROADS

Various surveys including those for environmental and social impacts have been carried out for the project roads. These were conducted during the feasibility study. The left and right 22 corridor widths were measured from the centre line . to the extreme limit of the available corridor such as a fence or a solid boundary wall. The distance between buildings was I measured at regular intervals and denotes the distance between buildings at that particular chainage on both left and right sides of the road parallel to the road alignment. The various I 2.2 As there is no markedcentre line on the road this was assessedby the surveyor.

LBIUt Sheladia iCES/ICT 2.1 Links - September 2001 Phase I Rolad ~~~~~~~~-or nine N Lnk-50. i

Parappo- C nOngad

33 0/ ...... T.JSR ~~~~~~~~. nkXt70 ~~~~~~r...I 78k nk6 ~~~~~~~~~~ALAKKZAD | ffi

-Z338k RISSUR

StationI tur 0~~~~~~~~~~~~~~MtTOUIS = ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~r _= ER~~~~~N4 KeralaState TransportProject EIA for Nine Phase- I LinksRoad September2001 physical details available for the nine Phase 1 road links are provided in Exhibit 2.3. The existing pavement widths of the project roads are shown in Exhibit 1.2 of Chapter 1.0.

EXHIBIT 2.2 LOCATIONAL ENVIRONMENTAL ASPECTS, WHICH MAY INFLUENCE HIGHWAY DESIGN IN KERALA ENVIRONMlENTAL PHYSIOGRAPHICCHARACTERISTICS PARAMETERS l Low land Mid land HIighland <7m (a.m.s.) 7-76m (a.m.s.) >76m (a.m.s) opographic Plain Hills and valleys Hills Lagoons Elas Back waters Lateritecapped Geologic Bed rock Alluvium Charnockites Gneiss Gneiss Chamockites Land SlidesNil Occasionally Prone Area Soil Sandysoil Lateriticsoil Loamysoil HydrologicRainfall 900insouth 1400 in south 2500 in south (Mm) 3500 in north 4000 in north 5000 in north Drainage Poor Good Very good Flooding Very common Common Not Common Temperature 20-37 0 C 20-370C 17-35' C LandUse Coconut Coconut Tea Paddy Rubber Pepper Coffee Paddy Ginger Cardamom Fapioca Public Trees/Vegetation ery Few Large ew (Non foresttrees) Forest Nil Negligible Very high |opulation 2000 /Sq.km I 1500/SqKm <500/sqkm (Source: compiled from various sources and field study)

The Box 2.1 briefly described the need of the improvement of Project roads.

Box 2.1 :Need of the Kerala State Transport Project Transport development plays a crucial role in improving the States economic perfonnance and to enhance the well being of its population. The growing tourism and industrial sectors in particular generate substantial demand for an increased road capacity. The present poor physical condition of the road network drains the economy considerably by way of a high rate of accidents, delays and high vehicle operating costs. There is an urgent need to improve pedestrian safety especially the provision of footpaths along many of the project roads. These highways are generally paved, single to two lane roads with widely varying traffic volumes. The identified State Highways and Major District Roads as having the highest priority for attention by virtue of their reduced carriageway width and/ or pavement condition, which result in capacity constraints for the volume of traffic that they carry, and their connectivity.

2.2 LBII/ Sheladia/CESIICT ------

Kerala State Transport Project EIA for Nine Phase- I Links Road Septemiiber2001

EXHIBIT - 2.3 PHYSICAL DETAILS OF NINE PHASE 1 LINKS CORRIDOR TRAFFIC ER P I UFC

LINK LOCATION CITIES / TOWNS / LENGTH WIDTH LOADS EI NPV / FIC SURFACE NO. (DISTRICTS) MUNICIPALITIES (KM) (AVERAGE) (AADT) RATIO CONDITION IN METRE (AT Thiruvananthapuram, ~~~~~~~~~~~~~~~~~'Poor'betweeni IThiruvananthapuram, Kilimanoor, Ayoor, 46.3 13.5 5828 pcu 45 4.0 Ayoor. Fair' in Panaveli, Kottarakkara Ayotherplaces 2 Kollam, Kottarakkara, Adur 21.2 13 4586 32 1.9 Fair 3 Pathanamthitta, Adur, Pantalam, 23.1 13 4586 26 1.6 Fair Alappuzha , Chengannur Muvattupuzha, 6 Perumbavoor, 34.1 14.8 6252 25 3 Fair , Angamnaly Tlrissur, Thrissur, Kunnamkulam, 40 lapsLra Perimbilavu, Edappal, 33 8275 26 3.8 Fair Mal_ppuam _ Kuttipuram 50.1 Palakkad Palakkad, Parli, Mangalarn, 45 15.45 4287 21 1.2 Poor Variyumkulam, Kulapully . _. FriIakulam, Muvattupuzha, 70 ErIakulam, Vazhakulam, 18.4 14.06 4279 13 0.1 Generally good ldukki ~~Thodupuzha 72 Thiruvananthapuram Taikkod, Pothancode, 14 12.5 2919 21 1.5 Fair Kazhakkootam Chainganaserry, 73 Alappuzha, Ramankari, 22 18.49 4236 17 0.7 Good Kottayam Chambakkularn,22849231707 Go .- I ...... YI Nedurnudi,_Alappuzha! ... ____, _...... ______

L-f3/Sheladi4/CES/ICT Kerala State TransportProject EIA for Nine Phase - I Links Road September 2001

2.4 IMPROVEMENT ALTERNATIVES CONSIDERED

The improvement alternatives considered by the Consultants have gnerally been

| 1. Improve to a 7.0 m wide carriageway with sealed shoulders and lined drains 2. Improve to a 7.0 m main carriageway with two 1.5 m wide auxiliary lanes and 2.5m sealed shoulders (total 15 m) and 3. Improve to dual two lane carriageways (later abandoned)

The State road network in Kerala generally provides a communication corridor for shorter I journeys between the many towns and market centres and is not intended to compete with the National Highway System which provides for longer journeys and inter state travel at greater speeds. The proposed treatments for all links are shown in Exhibit 1.2 of Chapter 1.0.

Definitions Of Terms Used In The Project

Nodes: Nodes are numbers representing urban centres or important road junctions usually used for start or termination points of project links.

Links and Sub links: All project roads were identified by link numbers in the Project feasibility report of April 2000. According to this the 67 Links represented 2810 Km of roads as identified by the SOS for detailed feasibility studies. A sub link is a part of any specific project road (eg; Link 58 has sub links 58 A and 58 B or 58 .1 and 58.2). Sub Links were created to identify differing conditions of traffic flow or road condition / geometry for the HDM analysis. Additional links were added to accommodate the additional 707 km.

Package: Packages were formulated for the purpose of creating attractive construction 3 contracts to National and International Contractors. A package averages 100 km of project roads made up of two or more Links. Contractors will not take interest in the contract if it is not of sufficient size and profitability to merit attention. A contractor may bid for more than one Contract. There are six contract packages identified in the Kerala State Transport Project.

ROW: The Right Of Way is the land area legally available to the State PWD. Actual Right of way can only be established after a physical verification of all adjoining properties. The ROW is sometimes encroached upon both sides. ROW details were not made available to the Consultants beyond the physical appearance of the Highway, which has been open to the public for unrestricted access. This aspect has been covered in detail in the RAP. Available Corridor: Since the legal ROW details are not available the Consultants were advised by the Client to consider the existing corridor width that is physically available and hence it is referred to as Available Corridor for the Purpose of Project Preparation.

Realignment: Realignment usually refers to an increase in the horizontal curve radius but may be generally applied to any change in the vertical or horizontal alignment of a road.

Puramboke land: Puramboke land is of questionable ownership and is treated as revenue I land for various govemment requirements. Project Influenced Area (PIA); the detailed definition of the term is fumished in Chapter 4. For all normal proposes the PIA is taken as the Corridor of Impact i.e., 7 km on either side of the road thus requiring documentation of 14 km with the road as the centreline. However for some parameters this is not sufficient and hence much bigger areas like the District (transport

LBtI/ Sheladia ICES/ICT 2.3 Kerala State Transport Project EIA for Nine Phase - I Links Road September 2001

accessibility by Air, Road or Rail) in certain cases and the State (Population, literacy etc) as a I whole in certain other cases were considered.

Private trees: These are trees situated in the private properties within the required corridor, I which will have to be compensated for in monitory terms according to the Resettlement Action Plan. I Public trees: Public trees are those trees that are located within the available corridor of PWD or on Puramboke Land (nobodies land but accounted as land of Revenue department)

Corridor of Impact (COI) : According to, the MOEF requirements the general study area is seven Kilometres on either side of the Project road.

U Impact Corridor (IC) : The environmental strip plan has considered approximately 20m on either side as the immediate project impact area.

Bypass: A bypass is the term usually applied to a road, which provides an alternate route around a congested urban area (e.g.; Perumbavoor bypass). This normally helps to divert through traffic away from using the urban centre.

2.5 PROPOSED ROAD IMPROVEMENTS U The scope of work to be undertaken within the project road improvement activities will include: - Raising the formation level, - Widening to 7 or 10 m wide carriageway from the existing single and intermediate lane width, pavement-strengthening, - Drainage improvement with lined drains in urban areas/ or heavily built up areas - Ducts of standard size on either side to take the utilities in urban areas and - Drains under foot path in the narrow sections of built up areas - Footpaths will be provided only in heavily built up areas adjacent to schools, Hospitals etc elsewhere - 2.5m wide sealed shoulders were planned but the client wished the 1.5m paved slow lanes to take up part of the width. X Widening of the carriageway and associated land acquisition to expand the highway to two lanes or to the required width. Most of the available comidors widths vary within each link and also from Link to Link and could not accommodate the widening to two lanes I without additional acquisition of land. The available corridor width is not consistent. Construction of approximately 60 realignments and widenings immediately adjacent to I the existing corridor and associated land acquisition. Realignment locations are shown in the (Volume 2) i.e. the stand-alone independent EMP documents in Environmental Strip Maps and Environmental data Sheets. The existing corridor width in realigned areas may I revert to Local Government. In other areas for instance, a curve improvement- the original land area may be appropriately developed for various purposes. This is described in detail in the Environmental Management Plan

LBII/ Sheladia i'CES/ICT 2.4 Kerala State Transport Project EIA for Nine Phase - I Links Road September 2001

EXHIBIT 2.4 REALIGNMENTS ALONG NINE LINKS

Si Lin Total Number Existing Total No Name Of The Link Link Length Of Realignments Length * No Name Of The Link No (Km) Realignments (Nos) (M) (Kin) /Bypass 1 Taikkod -Kottarakkara 1 46.3 17 - 5000 3 2 Kottarakkara-Adur 2 21.2 12 2 4334 (3134+12 00) 3 Adur Chengannur 3 23.1 1 - 220 4 Muvattupuzha-Angamaly 6 34.1 1 - 4600

5 Thrissur- 40 33 4 1065 6 Palakkad -Shornur 50.1 45 5 1 2335

7 Muvattupuzha-Thodupuzha 70 18.4 19 4260 8 Taikkod Kazhakootam 72 14 9 - 3545 9 Alapuzha-Changanassery 73 22 0 1 250 Total 257.10 68 4 25.609 I (Source: Link Specific Environmental Management Plans) Construction of new parallel bridges to the existing major bridges (minor bridges defined as spans of less than 30 meters' and greater than six meters) The replacement/ rehabilitation of bridges will accommodate two full traffic lanes. Replacement of culverts and Construction of new culverts The replacement/ Rehabilitating of Culverts will accommodate two full lanes for the full formation width. In addition to this, new culverts will be required for bypasses and realigned sections. 3 Tree planting Tree planting at the rate of two trees planted for every tree removed according to the project Tree Planting Strategy prepared in August 2001. The project will not encourage planting on the roadsides due to the limited width and also due to the road safety concerns. * Road safety measures (Bus Stops and Parking Area): Car parking areas may be provided wherever there is space available away from junctions and pedestrian crossings. The provision of Bus laybys is included in the design. Implementation of a Resettlement Action Plan (RAP) The RAP is bound separately and incorporated herein by reference. 2.6 DESIGN CROSS SECTION There are three (earlier four) typical design cross sections as shown in Exhibit 2.5 to 2.12. * These cross sections are Type-1 a Typical cross section for 2 lane plus slow lane and drain under footpath Type-I b Typical cross-section 2 lane and drain under footpath Type-2 a Typical cross section for 2 lane plus slow lane with open drain beyond footpath Type-2b Typical cross section for 2 lane and open drain beyond footpath. 3 (Type 2a and 2b cross sections were later dropped from consideration) Type-3a Typical cross section 2 lane plus slow lane with sealed shoulder and covered drain Type-3b Typical cross section 2 lane sealed shoulders and covered drain * Type-4a Typical cross section 2 lane plus slow lane rural road with sealed shoulder Type-4b Typical cross section for 2 lane rural road with sealed shoulders

LBIl/ Sheladia /CES/ICT 2.5 TYPE-1

CD,

C4I 5000 5000

2501 a 1 1500 3500 3500 1500 00* , I I I SLOW LANE WIDENEDC)RRIAGEWAY SLOWLANE 0

FOO UTILITA UCT FOOT UTIUTY DUCT

EXISTINGGROUND LINE

0

0

NOTES:- 1. ALL MW4SICNS AME IN mrm I FO OTE/NG SABS M BE POADE AT ACCSSROADS a VAMP HCLES70 1BEPROWJM AT DRAN4AGELAYER AT AN HINERVALOF Eim 4, ACOS ROAOURWE DUJT1 BE RO'AOWAS RE.UR B. V.AJRDDuRN comsIaWJC1lN

EXHIBIT-2.5 TYPICALCROSS SECTION FOR TWOLANE PLUS SLOWLANE AND DRAINUNDER FOOTPATH (10.Om CARRIAGEWAY ) TYPE- 1

CD

250soe 3500 3500 3 2T000 C) Sb~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~C C/I l WIDENEDCARRIAGEWAY

PROPERTYUNE lltW PRPET UNE , P ~~~UTILItYDUCT UTILI Y|DUCT ,FOOT PATH/\FOOT PATH

EXISTING GROUND LINE t

0

1. ALLOIMEN9COIS ARtE IN mm | § Rae CoVWNo QX TOBE PROVIDEDAT ACCESSROADS l t 1I IZEPHOLES TO BEPRROVtDE AT DRANAOELAYER AT AN INTERVALOF 2m. | ACROSSROAD SERVI¢ 0tJCTTO BE PROVOEDAS REQUIlRED l f 5 - VARIES,DURNO CONSnW"CTON

EXHIBIT-2.6 TYPICALCROSS SECTION FOR TWO LANE AND DRAIN UNDER FOOT PATH (7.Om CARRIAGEWAY )U TYPE-30 *

C 4~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~C

5000 5000

1500 1000 900 aCD 900 1000 1500 3500 3500

| SW IAN WIDNED CARRIAGEWAY SLOW LANE

0

10 CD

N OTES- CDl 1. ALL WAOMW ARE IN viw 2 RIA COVNG S.ABSiMTOAB PROtAOWAT AC_\ ROAD I W HLS TO K PROCED AT DRAWAE LAMYSAT AN EI1RtVAL OF AA 4, ACROSSROAD S DUCT ToK PROiE2 AS Z _UKtO

EXHIBIT-2.7 TYPICALCROSS SECTIONFOR TWOLANE PLUS SLOWLANE WITH SEALED SHOULDER AND COVERDRAIN I (1O.Om CARRIAGEWAY ) TYPE-30 (B~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~P

NB B : U~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~(

soo_900 2500 3500 3500 2500 900

SPAM WIDEN! CARR|SGEWAY SR DER |

0

io \E~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~cI~~~~~I 0)

EXISING GROUND LINE 3 b

NOTES:- I I. ALL.DWENUOdNS ARE INd,n,cI 2. RCC CO%ERNGSLABS TO BE PROM.DEflAT AOCESSROADS c / VE Ha-ES M BE PROIADEDAT DRAJNAGELAY AT AN NTERVALF2 4~ ACROSSROAD SEMCE DUCT PROAl AS REQUIREDLINEE (b

EXHIBIT-2.8 TYPICALCROSS SECTION FOR TWOLANE SEALEDSHOULDER AND COVERDRAIN (7.Om CARRIAGEWAY ) TYPE-43 a

IN t X 0 0q

5000 5000

VARIES _ 00 1500 3500 3500 1500 1000 VARIES n

SWr LINZ 'WMZNDCAREIGEWAYL

EXISTING GROUND LEVEL

(D

NOTES:- I 1. ALL m0AaGNS ARE IN mm.. 2. E_AN_I MOE SLCPE: V.H 12 FOR L HEIGHT E %-.M- 5.11 FUR OUT HEIGHT 3. ACOSS ROADlSERMWE DUCT Mn1E PROV'm AS RIEGIREDE 4D ORAINAE TRENaIS ARE PRP WE EIGMENW4T H aHT s LESS1iAN In-.

EXHIBIT-2.9 TYPICALCROSS SECTIONFOR TWOLANE PLUS SLOWLANE WITH SEALEDSHOULDER (10.Om CARRIAGEWAY ) TYPE-43

0 r

0

VARIES l ooI 3500 3500 1- 0 VARIES

0~~~~~~~~~~~~~~~~~

EXISTINGGROUND LEVEL e

/MNA \ ///Xe\\\ - /

NOTES:- 1. ALL DBUM34$N AMtIN |2. DaMAMIT OE SLOPE MH - 1:2 Fr1 FlL HE3T CH - IFOR CUT H0QT l S. ACROSSROADl SEA DUJCTTO K PROVO AS RtEQLI 4~ DFtAINAOETMHDaS AMt PROPOSED*N4I EMIAMGONT HEIGHTITHAN 1mP111fl .

EXHIBIT-2.10 TYPICALCROSS SECTIONFOR TWOLANE PLUS SLOWLANE WITH SEALED SHOULDER (7.Om CARRIAGEWAY ) TYPE-40 1

J26

0 o

5000 5000

VARIES 1000 1500 3500 3500 1500 .000 VARIES 0

iI SLOW EA WY BLORDAlIA

EXISTlNG GROUND LEVEL

a u t5 ~~~~~~~~~~~~~~~~~~~~~~/ '/A\\\ ///\\ C

l'

00

NOTES:- 1. ALL DIAENS4S ARE IN l HEAGH4T SICE9-'C - 1 2 FO FU. HlQHT MH- &IFI CUTHEQlT 2. AEOS MMASMC DUCTTO BE PROMM~ AS REQUM 4, ORAKA#E4TRDCHNl4AK PROPOS NO CIISANMOET' 151HT4 IS LES tHAN in.

EXHIBIT-2.11 TYPICALCROSS SECTION FOR TWOLANE PLUS SLOWLANE WITH SEALEDSHOULDER AND EARTHERNDRAIN (1O.Om CARRIAGEWAY ) 0 O ~~~~~~~~~~~~~~~~~~~~~~~~~TYPE-40

~~~~~J2~~~~~~~~ l D a r x! 0

-02 VARIES 100 500 3500 0 VARIES

aIII CAPRL&GIWAY

EXISTING GROUND LEVEL \ ~~~~~~~~~~~~tx /R\\ ///R\\ A ///X\\\/ \W -

EXHIBIT-2.12CROSS TYPICALSECTION FOR TWO LANE WITH SEALED SHOULDER H Z&FO WT EIGT Cl~~~~~~~V'

AND EARTHERNDRAIN (7.Om CARRIAGEWAY) Kerala State Transport Project EIA for Nine Phase - I Links Road September 2001

2.7 OBJECTIVES / BENEFITS

The objectives of the Project are to alleviate the current unsafe and congested conditions of the project road connecting the Villages and Towns, with one another and to the National Highway network for the benefit of the road users at large. A modest design speed for the safe and efficient movement of people and goods is seen as the objective and the Consultants designs reflect this. If this can be achieved it will represent a considerable improvement in the human environment. Most travellers presently face considerable anxiety in their daily use of the highway system; this is applicable to all pedestrians, drivers and passengers. With proper traffic engineering and enforcement of the rules of the road regulations there should also be a marked reduction in road traffic accidents.

2.8 DESCRIPTION OF MAJOR FEATURES

Major features of the Project are as follows.

2.8.1 Road Widening

A total of three (earlier there was four) main cross- sections have been devised as illustrated in Exhibit 2.5 to 2.12. These exhibits indicate the locations at which the various cross- sections will be employed graphically. The three main cross-sections apply to the various portions of the widening and improvement activities. The bypass considered earlier at Perumbavoor has been dropped from further considerations. This aspect is further discussed in the later part of the report.

2.8.2 Tree removal and Tree Re planting

The Project incorporates a tree-planting scheme in which trees lost due to widening and other construction activities in the project will be replaced at a rate of two to one according to the provision of the Indian Forest Act. The project has prepared a tree planting strategy. The specific details of tree cutting and tree planting have been provided in the stand-alone EMP documents.

2.8.3 Environmental Management Plan

In addition to actions taken in the design of the project to avoid adverse environmental impacts and to mitigate such actions when they cannot be avoided reasonably, provisions for monitoring and environmental management are incorporated in the contract documents. These provisions and additional environmental management actions in both the construction and operational phases have been incorporated into the stand-alone EMP documents.

2.8.4 Resettlement Action Plan

In addition to the data provided here, social impacts and procedures associated with the project are the subject of a Resettlement Action Plan (RAP), the provisions of which are incorporated herein by reference. The entire exercise has been comprehensive in terms of time required for land acquisition and all associated procedures and economic feasibility. The final design decisions have substantially reduced the PAPs and PDPs.

LBII/ Sheladia /CES/ICT 2.6 Kerala State TransportProject EIA for Nine Phase - I Links Road September 2001

2.9 SUMMARY OF FEATURES Construction works are identified for the project roads within the Kerala State Transport Project. Those for these corridors are as follows: - Widening to the required width I - Rehabilitation/Replacementof bridges and culverts - Provision of drainage - Raisingof the formationlevel at likelyflood sections I - Provisionof Pedestrianfacilities and road shoulders - Tree planting - Parking facilities 2.10 COST OF THE PROJECT Cost estimates were prepared following the analysis of several alternatives of road widening, realignment, and pavement composition and included in the project Feasibility Study. The estimates are based on the development of costs for various construction items including: - Typical road components; U - Quantitiesof road componentsfor variousalternatives; - Land acquisition, - Resettlementand rehabilitation(R&R) costs, - Environmental mitigation costs, - Contingencies,and includingutility relocationcosts, - Engineeringsupervision and administrationcosts. The estimated cost as of 29 January 2001 for the project roads under consideration is approximately 4044.74 million Indian Rupees as provided in exhibit 2.13. The cost of the road works would be Rs 3588.67 Million rupees with another 414.97 million rupees for land I acquisition and Resettlement and rehabilitation costs. The estimated environmental mitigation and enhancement cost is Rs 153.07 Million rupees. EXHIBIT 2.13 THE ESTIMATED COST OF THE PROJECT ROAD COST FENVIRON- LINK R&R MENTAL CONSTRUC-TION, TOTAL NO LENGTH ON COSTS MITIGATION COSTS COSTSIT

(km) (INR m) (INR m) (INR m) (INR m) (INR m)

1 46.01 122.90 40.00 22.41 659.27 822.17

2 21.20 32.19 33.14 11.17 593.46 637.77 3 23.20 6 33.80 13.63 28.34 18.159 502.04 544.01 40 33.00 17.98 9.38 19.805 516.03 543.39

50.1 45.00 5.49 3.98 14.124 610.09 619.56

70 17.80 30.77 38.49 14.616 250.20 319.46

72 13.00 69.84 29.23 17.872 190.88 289.95

73 24.10 0.89 0.84 13.894 266.70 268.43 Total 257.11 294.64 161.43 153.07 3,588.67 L 4,044.74 2.11 CONTRACT PACKAGES

All nine Phase I link roads are included in the Phase I road packages and were taken up for I detailed engineering following the completion of the feasibility studies. The different contract

lt.1311'Sheladia 'CESfICT l Kerala State Transport Project EIA for Nine Phase - I Links Road September 200I

packages are as shown in Exhibit 2.14. This was prepared for contracting purposes.

2.12 CONSTRUCTION SCHEDULING

The Contract packages 1,3 and 4 are the Nine Phase I Links and the remaining links are the Phase 2 Links. The Contract package 2 was subsequently deleted as these roads were deleted from the list of high priority roads. The Scheduling of the construction activities for the I project rests with the contractor and the Engineer. However the project is expected to complete the project preparation by the end of September 2001, which will enable the starting of construction work by November-December this Year (2001). The Project design for Phase I 1 and Phase 2 started in April 2000 and completedby April 2001. EXHIBIT 2.14 3 DIFFERENTCONTRACT PACKAGES UNDER PHASE 1 AND PHASE2 LINK ROAD NAME RECOMMENDED LENGTH / NO. TREATMENT km 3 Package] Taikkod- Kottarakkara 10 m 46.01 2 Kottarakkara- Adur 7 m 21.20 | 3 Adur - Chengannur 7 m 23.20 73 Alappuzha- Changanasserry 7 m 24.10 72 SHI - NH47 7 m 13.00 Total 127.51 Package 3 70 |Muvattupuzha - Thodupuzha 7 m 17.80 6 Muvattupuzha - Angamaly l Om 33.80 Total 51.60 I Package 4 50.1 Palakkad - Shomur 7 m 45.00 40 Thrissur - Kuttipurani 10 m 33.00 Total 78.00 Package 5 68 Pilathara - Pappinisserry 7 m 21.00 69 Kasargode - Kanjangad 7 m 28.07 74 Thalasserry - Valavutpara 7 m 53.80 3 Total 102.87 Package 6 4 Chengannur - Ettumanoor IOm 47.00 5 Ettumanoor - Muvattupuzha 7 m 43.00 Total 90.00 Package 7 * 84.1 - 84.4 Punalur - Ponkunnam 7mn 81.00 84.5-84.8 Ponkunnam-Thodupuzha 7m 50.30 Total 131.30 Grand Total 581.28

UBIII Sheladia CFSACT .~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~.

I ~ ~LOll'SlheIadkn COS/ICT . l KeralaState TransportProject ELAforNine Phase -1 Road Links- September 2001

3 PROJECT POLICY, LEGALAND REGULATORY FRAMEWORK

3.1 INSTITUTIONALSETTING FOR ENVIRONMENTALANALYSIS

* 3.1.1 Ministry of Environmentand Forest (MOEF)

The Ministry of Environment and Forest (MOEF) is the organisation responsible for environmental matters in India. Exhibit 3.1 indicates the organisational structure of India's Environmental Management System. The current framework has evolved largely since the creation of the MOEF in 1985. Many States already had State Pollution Control Boards (SPCBs) located in the Departments of Public Health to perform functions as outlined in India's Water and Air Acts.

|CEN,TRE j L STATE 3 DISTRICTr

I ITDaa IC

1 I c * E 1 f 1 [ 7 p i _____E__i____c_____Dep > 1 nlar~t,n 1 i OEF L

_ i01\5RooiRn1 _"I 1 CCcntrl IPolluon Polkajo, ord,e Con : Contm1 CPCB Bid

l ______Fb

EXHIBIT 2.1 GOI ENVIRONIENTAL NI.kAGE3IENT ORGANISATION _ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~~~~wnu% - ' ScJd Bi haR- T191O3 D-:nC- ' !-

The MOEF is the agencyprimarily responsible for the review and approval of ElAs pursuant to GOI legislation. As a part of its EIA review procedures, MOEF requires the submission of an application, the EIA and accompanyingResettlement Action Plan (RAP) for review by an Environmental Appraisal Committee. Before approval can be granted, a No Objection Certificate (NOC) from the State Pollution Control Board (PCB) and State Forest Department (both discussed below) must also be obtained.

3.1.2 Central Pollution Control Board (CPCB) The CPCB is a statutory authority attached to the MOEF and located in New Delhi. It was 3 constituted in 1974 (and thus predates MOEF). Its major functions are to:

- Advise the Central Government with regard to water and air pollution matters; - Plan and implement water and air pollution programmes; - Co-ordinateactivities of the State Pollution Control Boards; - Organise popular air and water carnpaigns; - Increase Public awareness; - Compile air and water data and provide guidelines; - Set air and water standards.

LBII/Sheladia/CES/ICT 3.1 l KeralaState Transport Project EIA CoTNine Phase -I RoadLinks- September 20(1

3.1.3 MOEF Regional Office Kerala is located in the Southern Region ( MOEF office), which includes Kerala, * Tamil Nadu and Karnataka. The Southern Region office is responsible for:- * Evaluation of proposals for diversion of forestlands; 5 . Assist in the preparation of the National Forestry Action Plan (NFAP): Assist Paryavaran Vahinis'; * Provide technical and scientific consultations on biological diversity; | . Monitoring of conditions following environmental clearance; Pursuing pollution control measures by industries and local bodies; * Collecting and furnishing information in relation to Environmental Impact Assessment of projects, pollution control measures, methodology and status, legal and enforcement measures, environmental protection in special conservation areas such as wetlands, mangroves and biological reserves; and | Co-ordination functions. 3.1.4 State Forest Department The State Forest Department is responsible for the protection of designated land and forest resources. Its responsibilities include the protection and management of trees located within public ROWs such as the National Highways, State Highways, consistent with the other goals | and policies of the GOI. In Kerala, the trees at the sides of the PWD land are the property of the Forest Department. The Forest Department indicated that permission from the Local forest office would be necessary for tree removal from the KSTP road ROW. This will be obtained once the Contract for Construction work is awarded. The trees that will have to be removed will be marked prior to cutting. This is required as there could be slight changes in the alignment or design because of the Contractors difficulties (eg: for moving equipment). If 5 such changes do occur a number of trees may be saved that would have been cut otherwise. Immediately after marking the trees, an application in plain paper (no prescribed application is available) will be filed with the local forest officer for obtaining a written permission. 3 3.1.5 Kerala State Pollution Control Board The State Pollution Control Board (SPCB) plays a major role in environmental management 3 at the State level, particularly with regard to air and water issues. The main functions are to: - Plan and execute state-level air and water initiatives; U - Advise State Government on air, water and industry issues; - Establish emission standards based on National Minimum Standards; - Issue consent orders (permits) for industrial air and water discharges, I - Issue "No Objection Certificates" for "industrial development" (defined in such a way as to include road projects). - Publish statistics and disseminate informnation;and - Take legal action against defaulters. Action by the Kerala State PCB requires the submission of a questionnaire/application pursuant to the Water (Prevention and Control of Pollution) Act of 1974 the Cess Act of 1977 I and Air (Prevention and Control of Pollution) Act of 1981. The prescribed Public hearing fee is not required to any of the nine links under discussion in this report. The State PCB generally establishes a review panel and circulates the application for public review and * comment in each affected district. In this case such review panel is required, as the application will not be pursued for MOEF clearance.

Paryavaran Vahini Program - an adjunct to the NEAC (National Environmental Awareness Campaign) launched in 1992/93 to involve commniiLitymetmbers in reporting and monitoring as well as awareness programs.

LOll ShcladiaCES,ICT 32 Kerala StateTransport Project EIA ForNine Phase-I Road Links- September2001

Assuming acceptability, the PCB issues a No Objection Certificate (NOC) for World Banks l record and confirrnation that no further clearances are required.

Municipalities and Panchayats Municipalities and panchayats are expected to play an increasing role in Environmental Management at the District level and States may delegate functions. Under certain | amendments municipalities may be involved in: - Urban and town planning; - Water supplies; I - Solid waste management and sanitation; - Urban forestry; - Protection of the environment; and - Promotion of the ecological aspects of urban development. 3.1.6 Other Entities with Environmental Responsibilities | Other entities and their environmental tasks include the following. Ministryof Agriculture Prevention and control of desertification Conservation and regeneration of watersheds Protection of irrigation command areas Conservation and regeneration of forest Prevention and control of pollution Ministryof Water Resources I Prevention and control of floods Conservation and regeneration of wetlands Conservation and regeneration of coral reefs I Protection of irrigation command areas Monitoring water quality Ministryof Rural Development Conservation and management of land and soil Prevention and control of drought Conservation and regeneration of forest Prevention and control of pollution Ministryof Power Prevention and control of pollution Recycling of resources Ministryof Petroleum Conservation and management of energy 1 Ministryof Petroleum Protection of mining and oil extraction areas Recycling of resources Prevention and control of pollution Conservation and management of energy Departmentof Ocean Development Conservation of coral reefs and coastal regions Conservation and relegation of island resources I Ministryof UrbanDevelopment Prevention and control of pollution

LBIF'Shcldia(slES IC I Kerala State Transport Project EIA for Nine Phase -I Road Links- September 2001

3.1.7 State Committee On Science Technology And Environment (STEC) This is basically a funding agency for various R&D projects to a number of State I Government organisations. These organisations include, CWRDM, CESS, LAND USE BOARD, KFRI, NATPAC and Kerala State Remote sensing Agency. According to the 10ti April 1997 MOEF notification on public hearings STEC will be involved in the Public hearing and subsequent State level Environmental approval associated with National Environmental Approvals. In this case no public hearing will be held.

3.1.8 Kerala State Public Works Department (KPWD) A designated Minister and Secretaries of IAS rank in the State administrative machinery generally manage the Kerala State Public Works Department as in other States. There are Chief Engineers separately for buildings and road sectors. In the road sector there are Chief Engineer (National Highways) and Chief Engineer (State roads). The project roads fall under I the responsibility of the Chief Engineer (State Roads). Project Implementation Unit: The PWD has established a Project Implementation Unit (PIU) with Project Director, Deputy Project Director, and Joint Director, Deputy director, Environmental officer and Land Development Officer with a support staff for the implementation of the project. The PWD is further considering the expansion of the unit.

* Project Implementation Unit was established for the Implementation of Kerala State Transport project. Prior to this, there is no institutional capacity within the Kerala state PWD to implement the Environmental and Social Impact mitigation measures and the Environmental Management Plan during or after construction.

3.2 NEW STATE LEGISLATION The recently introduced Kerala Highway Protection Act, 1999 approved by the State Govemment is a positive step towards achieving better roads in the State. The highlights of I this bill are - Prevention and control of encroachment * Control of ribbon development * Setting up of Highway Authorities for notified highways with powers to execute developmental schemes, control ribbon development and 3 prevent encroachment. An officer not below the rank of an Executive Engineer of the Public Works Department will be in charge of each Highway Development Authority. I PWD Requirements. The PWD currently has no formal environmental intermal review procedures. The PWD will, however, establish an Environmental Management Unit (EMU) to develop an in-house capacity to implement and manage environmental issues related to the highways as part of the KSTP. The EMU will be responsible for the mitigation measures adopted during and following construction.

3.3 ENVIRONMENTAL CLEARENCE Environmental Clearances are not required for any of the project roads considered under the Phase 1 Improvement programme. How ever clearances are required for all Phase I roads from the International agency i.e., The World Bank, who are being requested to provide loan assistance to the Kerala Project. The World Bank is likely to be a major source of funding for the Kerala State Transport Project in conjunction with State level investmiients, which are required for Project preparation, land acquisition and counterpart funding.

IBII ShTlhidia,CFS1( I 4 I Kerala StateTransport Project EIA for Nine Phase -I Road Links-September 2001

Government of India (GOI) Clearance is also required based on the existing national regulatory requirements. These are explained in the following sections.

3.3.1 World Bank Procedural And Regulatory Requirements ENVIRONMENTAL: Environmental requirements of the World Bank are specified in I detail in its Operational Policy (OP) 4.01 and other related OPs. In instances in which the procedural and regulatory requirements differ, the more stringent applies. The procedural and regulatory aspects of those requirements and those of the Ministry of Environment and Forests (MOEF) , Ministry of Surface Transport (MOST) and the State Public Works Department (PWD) can be summarized as follows: The World Bank environmental requirements are based on a three-part classification system in which a project designated as Category A requires a full Environmental Assessment (EA) as that term is defined by the World Bank Operational Policy 4.01. Category B projects require a lesser level of environmental investigation. Category C projects require no environmental analysis beyond that determination. The Bank classifies the KSTP as Category A, largely; it is understood based on the large number of project-affected people and the I biodiversity of Kerala. In other words, the Bank classification is based on the anticipated cumulative social and environmental impacts due to the construction and operation of the Project. * In recognition of the needs of large, multi-year lending programmes likely to involve a number of projects or sub-projects such as the KSTP, the Bank's procedures also provide for the preparation of a Sectoral Environmental Assessment (SEA) as that term is defined by its OP 4.01 07 dated October 1991. A SEA is designed to accommodate a number of circumstances, particularly "the Bank's increasing use ojfprogrammatic, sector-oriented and time-slice investment programs (which) have served to build up a demandfor a Sectoral EA approach"' Within this approach, the sections of road upgrading projects not involving significant I additional ROW acquisition or affecting sensitive areas or large numbers of PAPs are generally considered Category B projects, provided that the potential environmental concerns are addressed within the SEA and that the mitigation actions incorporated in the SEA (if * applicable) are implemented. The SEA can hasten environmental clearance of projects or sub-projects in that, they do not warrant such intensive investigation. It can therefore simplify and expedite the implementation process and reduce potential risks and uncertainties. If * sensitive areas are within the potentially affected environment of a project or sub-project, if significant socio-economic impacts are anticipated or if otherwise warranted, Category A environmental documentation is required at the projcct-level. Clearance for the overall Programme is obtained, provided that: * The SEA is found to conform to the cited guidelines. * The SEA is accompanied or followed by detailed design and project-level environmental documentation when necessary and provides assurance that the environmental issues will be properly addressed in the subsequent phases of the Program. And * All other feasibility, design, mitigation plans and financial responsibility I requirementsare acceptable. The World Bank determined that the KSTP required an SEA to "develop simple, standard and practical recommendations to be included in the design and construction of the project" including:

LBII/Sheladia/CES/iCT 3-5 Kerala State Transpon Project EIA for Nine Phase -I Road Links- September 2001

| Proper use of existing borrow areas and quarries; - Landscaping of borrow areas and spoil tips; Development of proper storage areas specifically for diesel fuel and bitumen; - Rehabilitation of the ROWs through replanting; - Minimizing soil erosion; - Protection, enhancement and proper management of sensitive habitats; and 3 - Establishment of an Environmental Management Unit within the PWD.

The required SEA for the Project has been formally submitted to the Client together with all other Project documents. In addition to the documentation and commitments in the SEA, World Bank approval is also contingent upon the completion of detailed designs for 25 percent of the total Project, the securing of all necessary environmental approvals for these I actions from MOEF and other GOI agencies and the completion of project-level EAs where warranted. There are Nine Road Links comprising Phase I KSTP construction activities and there are six road Links in the Phase II construction activitics.

SOCIAL IMPACT: The World Bank has set out certain mandatory social impact mitigation requirements for loan projects. The Operational Policy 4.3 03-' describes the Bank's policy and procedures for projects that involve involuntary resettlement. This policy aims to improve, or at a minimum, sustain the same standard of living of the people who will be displaced because of a development project. The policy also requires that projects minimize I the need for involuntary resettlement. Where displacement is unavoidable, resettlement plans should pay particular attention to the vulnerable groups. I In addition, the World Bank has special guidelines for addressing impacts upon the indigenous communities due to infrastructure projects. This document specifically requires the project authorities to include consultation with and informed participation of the tribal I population. However, the reconnaissance survey has indicated that there are no tribal habitations along the corridor. a The Applicability Of various World Bank Safe Guard Policies The World Bank has 10 safe guard policies, the details of the safe guard policies, the * applicability of these safe guard policies to the Project are provided in the Exhibit 3.2. 3.3.2 Indian National and Kerala State Policies, Legal and Administrative Framework 3.3.2.1 Environmental regulations Indian National Framework: The major elements of the Indian legal framework for environmental management are:

The Constitution - provides for the protection and improvement of the environment and states that it shall be the duty of every citizen of India to protect and improve the national environment, including forests, lakes, rivers, and wildlife and to have compassion for living creatures. Primary responsibility for administration and implementation of the GOI policy with respect to conservation, ecologically sustainable development and pollution control rests with the | MOEF and the regulations established pursuant to the National Conservation Strategy,

Involintary Resettlemieit.The World Bunk Operatiinal Policv 43(0,JuInel1ic )0.

ILBlI SheladiaCXESIAT Keala StateTransport Project EIA for Nine Phase -I Road Links- September 2001

National Forest Policy, the Policy for Abatement of Pollution (1992), and the Indian Environmental Protection Act 1986 (29 of 1986) revised in 1997.

EXHIBIT 3.2 APPLICABILITY OF WORLD BANK SAFE GUARD POLICIES TO KSTP I WORLD BANKS SUBJECT TRIGGER REASONFOR ITS MITIGATION DOCUMENTA SAFE CATEGORY ED OR APPLICABILITY MEASURES TION GUARD NOT POLICY .

All necessary EIanviomna mitigation Management Environ- All Phase I measures Management OP 4.01 mental MlPaeI Umbrella policy incorporated Plan prepared Assessment Roads after several and reviewed by an independent reviews by the Ireview bank | consultant

OP 4.04 Natural Not No Natural Habitats Not Applicable Not Applicable Habitats triggered Not No Reserved Forest OP 4.36 Forestry trggered bordering the ROW Not Applicable Not Applicable triggered of the roads OP 4.09 Pest Not Not Applicable Not Applicable Not Applicable Mngmnt trig,,ered = Road widening will A leadto lossof . I Involuntary All phase-Ilea olsso opehensive ResettlementRstlmn OP 4.30 livelihoods, loss of compr Action Plan Resettlement Roads land and Buildings Resettlement prepared landanduildngs Action Plan peae s ~~~~~~~~~~~~~~~~~~etc Only one family is affected. No separate Resettlement Resettlement OP 4.20 Indigenous Not Indigenous people Action Plan people triggered development Plan is takes adequate Action Plan required for the measures prepare Project. a Environmental A number of temples Management shrines Churches etc Plans and l OP 4.11 Cultural ~~~~~~Triggeredare located adjacent Adequate Resettlerment OP 4.11 Cultural Toriggeread aoreocatd adjcenA mitigation Action Plans are (draft) Propertv for all road to road ROW. A measures if being prepared projects Cultural property affected, to minimise any rehabilitation plan adverse effect w - ~~~~~~~~~~~~~~~~~prepared. avreefc prepared. ~~~~~~~onthe cultural properties OP 4.37 Safety of Not Not Applicable Not Applicable Not Applicable Dams triggered OP 7.50 International Not OP 7.50 waterways triggered Not Applicable Not Applicable Not Applicable

OP 7.60 Projectsin Not Not Applicable Not Applicable Not Applicable I disputed areas triggerd N a The following Key legislations pertain: - Water (Prevention and Control of Pollution) Act of 1974 and Cess Act of 1977. Air (Prevention and Control of Pollution) Act of 1981

I LBII/SheladialCES!ICT 3.7 Kerala State Transport Project EIA for Nine Phase -I Road Links- September 2001

Environment (Protection) Act of 1986 - enacted in the wake of the Bhopal gas tragedy, the Act is an umbrella legislation that provides a framework for Central and State Authorities established under previous laws. It provides a single focus for the protection of the environment and sought to "plug" several loopholes. Forest (Conservation) Act 1980 as amended Under this law the PWD must obtain administrative approval from the Forest Department to clear over 20 hectares of designated forestland and in 1986 when the MOEF enacted the Environmental Protection Act, the entire linear stretches of road side plantations along the State highways were declared as protected forests. According to this although the land is under the control of State Government, due to its protected Status, approval of Central, Regional or State Govenmmentfor using the land for widening and rehabilitation must be granted. At the State level, Government was empowered to declare reserves and protected forest and was also given the authority to acquire land for extension and preservation of forests. In December 1996, a Supreme Court judgement further defined the types of forests to be protected. Depending on the size of the tract to be cleared, clearances are required from the following levels of Government.

1. If the forest exceeds 20 hectares then prior permission of Central Government is required. 2. If the forest is between 5 to 20 hectares the regional Office of Chief conservator is empowered; 3. If the forest is below or equal to five hectares the State Government may give permission; and, 4. If the construction area is more than 40 % forest, permnissionto undertake any work is required from the Central Govemment, irrespective of the size of the area. In the case of Kerala the entire State enjoys green vegetation cover and this makes the strip and linear plantations less significant for a development project like the KSTP. 18 February 1998 MOEF circular on linear plantations on roadsides, Canal and railway lines modified the applicability of provisions of Forest (Conservation) Act, 1980 to linear plantations. The new modification recognises that the spirit behind the Forest (Conservation) Act was conservation of natural forests and not strip plantations. In the case of the "notified to be protected" roadside plantations, the clearance may now be given by the concerned regional office of the MOEF, irrespective of the area of plantation lost. While issuing the approval, in place of normal provisions for compensatory afforestation, the regional offices will stipulate a condition that for every tree removed at least two trees should be planted. If the concerned Regional office does not issue the decision within thirty days of the receipt of fully completed application, the project proponent may proceed with widening/expansion under intimation to the State Forest Department, and the MOEF. Wildlife (Protection) Act of 1972. This Act has allowed the Government to establish a number of National Parks and Sanctuaries over the past 25 Years. Policy Statement on Abatement of Pollution of 1992 Affirmed the Government's intention to integrate environmental and economic aspects in development planning with an emphasis on the preventive aspects of pollution and the "polluter pays" principle. The Environmental Impact Assessment (EIA) of Development Projects Notification of 1994 Until January 1994, obtaining environmental clearance from the MOEF was only an administrative requirement intended for large projects undertaken by the Government or public sector undertakings. The EIA Notification issued in January 1994 and amended in May 1994 makes EIAs a statutory requirement for 29 Identified activities including transport l BIII/Sheladia/CES/ICT 3.8 Kerala State TransportProject EIA for Nine Phase -I Road Links-September 2001

projects. All development projects, whether under Schedule I or not, are required to have clearance from MOEF if they are in certain notified ecologically sensitive or "fragile" areas.

10 April 1997 MOEF Gazette Notification On EIA For Road Improvement Projects According to this notification road improvement projects are generally exempt from the | environmental clearance. This exemption is for "Highway Projects except projects relating to improvement work including widening and strengthening of roads with marginal land acquisition along the existing alignments provided it does not pass through ecologically sensitive areas such as National Parks, Sanctuaries, Tiger reserve, Reserve forests ". Accordingly, an EIA addressing specific actions and, circumstances within the corridor must be prepared, and approvals received. MOEF application is also required. As part of its review, the Kerala State Pollution Control Board (SPCB) establishes a review panel and circulates the I MOEF application for public review and comment in each affected district. After the Project receives Forestry Department and SPCB 'No Objection Certificate' (NOC), the MOEF application will proceed to MOEF for review and action. MOEF establishes a Review Committee and the Committee may attach conditions to the NOC. 15 October 1999 MOEF Circular On Marginal Land Acquisition And Bypasses According I to the provision of EIA Notification of 27th January, 1994 and as amended on 1 oth April 1997, environment clearance is required for highway projects except projects relating to improvement work including widening and strengthening of roads with marginal land I acquisition along the existing alignments provided they do not pass through ecologically sensitive areas such as national parks, sanctuaries, tiger reserves, reserve forests etc. It is clarified that marginal land acquisition means land acquisition not exceeding a total width of I 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 environmental clearance only if the cost of the projects exceed Rs. 50 crores each.

Coastal Regulation Zone Notification of 1991 According to the notification the Coastal areas of Kerala are classified into three zones based on the sensitivity as identified by the CRZ Management plan prepared by the Government of Kerala.

| CRZ-1: This constitutes the areas that are ecologically sensitive such as mangroves, sanctuary areas of outstanding beauty etc. No new construction shall be permitted within 500 U meters. CRZ-2: This constitutes the areas that are already fully developed up to or close to the shoreline. This area is usually substantially built up. Construction activities are permitted following all appropriate approvals.

CRZ-3: These areas are relatively undisturbed and those that are not included in CRZ-1 and CRZ-2 areas along the Kerala Coast. There are several restrictions and these are declared on development zones also. Following this, Kerala State prepared a Coastal Zone Regulation Management Plan (CZRMP) in December 1995 and submitted it to the Central government. MOEF Approval was receivcd on 27 September 1996. This is the basic document for all CRZ related activities in Kerala. | Further amendments where made to the original notification following representation from the affected people of various States. Theses amendments are dated as follows

I-RII/Sheladia/CES;ICT 3.9 KeralaState TransportProject EIA for Nine Phase -I Road Links- September2001

18 August 1994 MOEF notification 9 July 1997 MOEF CRZ gazette notification as amendments to 1991 notification 3 5th August 1999 amendments of MOEF to CRZ notification These three amendments are not significant to the nine Phase I project roads as they are located in the Midlands and Highlands. Although they will be examined in detail in the I relevant sections of the Kerala State Transport Project. The Link 70 Alapuzha-Changanassery is located in the coastal belt although this part of the coastal section is excluded from the CRZ area as defined by the CRZMP prepared by the Government of Kerala.

The Public Liability Insurance Act of 1991 Under the heading of land use, the following are also noted to be of potential relevance to the Project: o The Urban Land (Ceiling and Regulation) Act of 1976. I o The Model Regional and Town Planning and Development Law of 1985. o Provisions in State Acts on Town and Country Planning. o The Industries (Development and Regulation) Act and Amendment of 1951 U and 1987. o The Mines & Minerals (Regulation & Development) Act and Amendments of 1957 and 1984. o The Coal Mines (Conservation and Development) Amendment Act of 1985

| Noise Pollution (Regulation and Control) rules 2000 As a result of considering the deleterious and psychological effects of the noise pollution on the human well being, MOEF has drawn up the above rules, which have come to force with effect from 14thFebruary 2000. According to the provisions of the rules notified a person might make a complaint to the designated 'Authority' in the event that the actual noise levels exceed the ambient noise standards by 10 dB (A) or more as compared to the prescribed standards. The designated authority will take action against the violator in accordance with the provisions of these rules or other law in force.

3.3.2.2 GOI Social Impact Regulations The most relevant Indian regulations for social impact mitigation are: I The Land Acquisition Act, 1894 (amended 1984) on compensation at market price The Environmental Guide lines for Rail/Road/Highway Projects, Ministry of | Environment & Forest, Government of India, 1989, on relocation of project affected persons. The Environmental Impact Assessment Notification, 1994, on the comprehensive rehabilitation plan This notification includes Highway Projects in the list of projects covered under the 3 Notification. The social impact requirement of the Indian Government refers to the Relocation section in the GOI Environmental Guidelines for RailURoad/HighwayProjects (1989). The Guidelines recommend the following mitigation measures for social impacts:

(a) Advance notification of enough (say, two years) time must be given to enable c the relocatees to find a suitable place. At the same time, the project authorities could arrange for public relations through television, radio, and advertisement l LBII,Sheladia/CES!ICT 3.10 l KeralaState TransportProject EIA for Nine Phase - I RoadLinks March2001

on the need for the project and how land acquisition and compensation will be | effected. (b) Advance realistic payment should be available in some form for the relocatees to secure a new unit * (c) The estimation of compensation for land and property should be based on the fair market value. The term fair market value is defined as being the amount at which the property would exchange between a willing buyer and a willing seller and both parties should have reasonable knowledge of all relevant facts. (d) The choice of replacement of a living unit organized by the project authority | may be made available for the relocatees who are not satisfied with the compensation amount or who cannot find a suitable house. (e) Re-establishment cost must be carefully considered to offset the loss in income, I increase in expenditure resulting from disconnection of public utility services and moving cost. Special attention must be paid to the possible loss of job or business that cannot be re-established. (f) In case of any squatters, a special programme for construction of low cost housing units (the labour provided by relocatees) may be set up. (g) A social work subsection should be established to follow up and monitor the problems faced by the relocatees. This sub-section should also be entrusted with the responsibility to ensure that individual households relocated receive 3 sufficient compensation with enough lead-time to secure a new living unit. Ancient Monuments and Archaeological and Remains Act, 1958 The objective of this is the conservation of cultural and historical remains found in India. The agency responsible for art and cultural heritage is (INTACH). 3 Indian Road Congress (IRC) IRC standards are Indian standards equivalent to intemational standards like ASTM or BS for different activities associated with highway construction. There are many such standards for * Environmental management aspects of Highways construction and Operation. These are being used in the Environmental Management Action Plan of highways both for new and * rehabilitation projects.

Gaps in the regulations Road Safety legislation: As road safety is an important issue of the Kerala State Transport Project, the absence of a suitable National legal framework to deal with road related emergency situation is required at National and State level. This is to be particularly mentioned. There is 3 no such legal aspect for certain kind of activities for examples Accidental spills and groundwater and surface water pollution during transportation of hazardous substances. So road safety legislation if framed should consider all existing issues under different legislations. | However the IRC has a Highway safety code for Indian situations and there are several publications related to road safety as follows 1 * The road safety code, Publication No 44 * Report containing recommendations of the IRC regional workshops a highways safety publication No 27, 1984 | * Guideline for Pedestrian safety IRC 103-1998 * Road accident forms.IRC.53: 1982

LBII/Sheladia/CES/lCT 3.11 l KeralaState Transport Project EIAfor Nine Phase - I RoadLinks March 2001

All of these and any new legislation should be compatible with the Motor Vehicle Act 1988

3.4 INDIAN NATIONAL REQUIREMENTS FOR ENVIRONMENTAL IMPACT REVIEW I The GOI Environmental Protection Act of 1986 requires the preparation and clearance of Environmental Impact Assessments (ElAs) for projects meeting certain requirements, including highway projects. The Ministry of Environment and Forest (MOEF) promulgated I Environmental Guidelines for Rail/Road Highway Projects in conjunction with the Ministry of Surface Transport (MOST) in 1989. Detailed requirements for the preparation of EIAs are also outlined in the GOI's Handbook of Environmental Procedures and Guidelines of 1994.

3.4.1 Environmental Clearance Procedure The entire procedure is depicted in the Exhibit 3.2. The procedure for Forestry clearance is depicted in the Exhibit 3.3. The simplified relation of land acquisition and MOEF clearance is shown in Exhibit 3.4. | Guidance for the preparation of Enviromnental Impact Assessments (EIAs) within this overall framework for environmental clearance for new development proposals is provided in the GOI's Handbook of Environmental Procedures and Guidelines (1994). * Additional guidelines for road projects are provided by the MOST in its publication entitled Environmental Guidelines for Rail/Road and Highway Projects. The guidelines include a summary questionnaire to be submitted to the MOEF for the preparation of EIAs for domestic road projects. 3.4.2 Environmental Clearance For The Project

No National level Environmental clearances are required for the project roads. However the World Bank need No Objection Certificate from the State Pollution control Board mentioning I that no further clearances are required for any of the nine projects under consideration. Accordingly an application was submitted to the Board with the required fee for consent to 5 establish. Subsequently a joint field visit was arranged for KSPCB leading to the award of the No Objection Certificate to The State PWD during August 2001.

Forestry Clearance: Among the various phase 1 roads, none of the project roads passes X through or immediately adjacent to reserved forests and other sensitive areas. Therefore no forestry application and clearance is required for nine Phase I project roads.

| Clearance for Paddy field areas No clearances are required for the acquisition of the paddy field areas. Currently there is no law to control the conversion except a statutory order of 1967. More over the order is actually meant for discouraging people against conversion of agricultural land.

Approval from the State Groundwater Department No clearances are required from the I Groundwater department. The project will take surface water in all seasons for all aspect related to construction.

3. The World Bank, Environmental Assessment Sourcebook Update: Sectoral EnvironmnentalAssessment, October1993, page 1.

LBlliSheladiaXCES/ICT .12 - ini ni n- -m------

EXHIBIT 3.3 FLOW CHART FOR ENVIRONMENT CLEARANCE

l ~INVESTORl

ir toC ee.iti Applyto UnionMinister of Submits ProjectQuestionaire to Concerned t Le Environmental& Forests in StateBoard Pollution Control | Hearings ~~prescribedquestionaire | Scopingby Investor l

Reviewby State PollutionControl Board Is the Project site acceptable Submission of the Project to the Ministry of Environment & Forestsalong with all documents Is the EnvironmentalManagement Plan listed at Part I of the hand book Satisfactory EAC Members undertakesit visits _ Ycs Yea Initial Scrutiny by staff of Can Issue be resolved N Rc Ministry of Environmental& . . g Is site acceptable [ Forests No ISPCB issues NOC 1 Apply also to CCFinv. case forest land is Investoradvised to look for Review by Environmental + involved alternate site appraisal Commnitteeof the Does the Projectfall under Schedule - I of Yes Ministry of Environmental & EIA Notification 1 Forests No Rc* .EI Preparecompirehensive EIA orI anyspecificstudyionm el &orResbtsalng witfh stiultosuggeed EAApEnvirto State DOEn for Environmental the committee Soure 1 I7-p' Clearance o ad equt

l p| ~~~~~~Isthere a Publc outcry against| No the ProjectI

No~~ ~ ~~~~~~~~~~~~~~~PublicI hearings7aran7ged77|

Reject ; | EnvironnmcnitalClearance issucd by Ministryof l | Environmental& Forestsalong with stipulations

iEAC- EnvironnmentalAppraisal Committce Source: GOI 1994 in-- i-i nm in ------

EXHIBIT 3.4 FOREST CLEARANCE PROCEDURE AS PER FOREST CONSERVATION ACT

IAPPLICATIONOF USER AGENCY TO DIVISIOrSAL| FORESTOFFICER

Scrutiny of application preparation of Collector Identification of non-forest land formal proposal

Conservator of orests (CF)

s t | | ~~~~~~~~~~~~~~~~~~CC F(MOEF) |Si-te inspection for proposals above 40 ha of|

l Scrutiny, recommendation l I IOEF (Proposals above. l Nodal Of ficer 20 hectares) Advisory Committee O"' Scrutiny, remarks, recommendation Examination & final decision for cases of Principle Chief Conservator of upto 5 ha forest land except those of F -co~mmendatonsof Advisory Committee Forests (PCCF - State) mining and encroachment

State Govcrnmcn (Forcst Dcptartmcnt) Examination & putting before State Scrutiny, re r c Advisory Group for proposals other MOEF remdrs,~~2 2 meLIo, 2 than those mentioned above

RCCF-MOE (Proposals upto 20 heLtiares1 a Mceting recommendations MOE F r Final decision issue of first stage approval Stat Government

Issue of orders by State Government MONIl'ORING State Govemment's compliance report| ' RCiCFRCIC_ State Govcrmmcnt R C m r FORMAL APPROVAL ORDER 4 MOEF RCCC - Regional Chief Conservator of Forests (MOEF) MOEF - Ministry of Environment and Forest Sourcc: MOEF m~~- - -nnnmnnnmm--.... -I

EXHIBIT3.5 SIMPLIFIEDMOEF - GOVERNMENTOF INDIA CLEARANCE & LAND ACQUISITIONPROCEDURE

IENGINEERINGDESIGN COMPLETE iAEIADOCUMENTATIONCOMPLETE COMMrENTS TTECOMMSENENTNOALONtR.tANeRREPARED ' CONSULTANTS ENVIRONMENTAL CLEARENCE CONSULTANTS _ _I_ _ OBTAINEDWITH _ _ _ I STIPULATIONS ATTACHED TO IT V |Applicationto Pollution Control Board Generally RAP not required By PWDand Submis lon to the LAO Pedror lun 6fftnIan schedules PWD-HELP FROM CONSULTANTS CONSULTANTS & PWD

Under section4(l) In the G.tt and Intwo dally p tii o fNtfication, .. Constitution- District Level Committees 20 copies of Project summaryin MaIayalam Newspapers REVENUE DEPARTMENT 104-97 MOEF Gazette Notification Allowsfiling ofit o hin 30 daysof notice POLLUTION CONTROL BOARD Under section byStakb holders tAtodffvaaniacpuired -.::, FOLLOWUP PWO PWD & REVENUE Notification in the Local & Regional All affected disttcts Undersection In the dGazette and two dalies Newspapers- comments and concerns One In local language of the area. evaculre -

POLLUTION CONTROL BOARD REVENUE DEPARTMENT

Public Hearing any day after 30 days Waiting period 30 day. Under sectIon7 |S.Le)f directions-Atothe Collector of Paper Notification I REVENUE DEPARTMENT POLLUTION CONTROL BORD Under section 8 Final l'a ac uislttori'an cornplete

FOLLOW UP BY PWO PWD State level hearing with minutes Any stake holder can.attnd In K..raia of meetin from all Affected distrcits Soclal Inp.ct will get laiger attention Under aection 9 shwing detain of acqu si.ton lIssudofdnotices ito land owners PWD& CONSULTANTS titin holdersscb.it cliims of co-pn..et on REVENUE DEPARTMENT

APPLICATION TO MOEF WITH EIA, Under5ection 11 afer-eqi to obj nt... Jun-01 RESETTLEMENT ACTION PLAN (RAP) compensation within two years or Ine lapses cornens Oti6RiDtriCt colector FEASIBILITY STUDY REPORT |iWD & REVENUE DEPARTMENT

PWV-ASSISTANCE FROM CONSULTANTS I

Presentatlon to MOEF |- |Engineering, Environmental Ol le|fte.pyetfiwr iSocialnxperts |REVENUEDEPARTMENT PWD-ASSISTANCE FROM CONSULTANTS +

Preparedby Project Coordinating consultants Note The tent in uppercase undereach boX Indicatesresposiblities KeralaState HRghways Project Kerala State TransportPro ject EIA for Nine Phase-I Road Links September2001

4 APPROACH AND METHODOLOGY

4.1 BASIC APPROACH The methodology followed in the Environmental Impact Assessment process is continuous. * The potential environmental aspects have been examined in detail at different stages in the process. The incorporation of observations and assessments of those likely to be directly affected by the proposed project is an essential feature of the methodology and becomes * increasingly important as the assessment process develops. Consultations conducted during the process are discussed in detail in Chapter 9. Major influences in the Environmental Impact Assessment process follow. 4.2 MAIN CONCERNS The main concerns that have influenced the methodology of KSTP in general were many; nevertheless together with engineering studies and the Environmental Impact Assessment process there remain few typical concerns to address. |* Very high magnitude of Social impact upon widening to full IRC standard road designs. * Determination of practically possible optimum level of widening to a more or less 3 fair width to cater for predicted traffic within the design life. * High number of accidents especially those involving pedestrians } 4.3 STEPS IN THE PROCESS * Reconnaissance Survey report. Reconnaissance surveys were undertaken by the environmental team for documentation of the I environmental investigations and issues in April 1999. In addition to field investigations and observations, consultations were held with local officials, and available environmental documentation was assembled for review. * Environmental and Social Impact screening study. A comprehensive survey was conducted with three teams of three Environmental Engineers (Total 12 ) for the purpose of environmental and social impact screening. For this purpose a data sheet was devised to collect 3 quantitative and qualitative social and environmental data together with local project specific consultations. This data constituted the major decision maker on alignment options. A spreadsheet-based model I (EASISM) was devised to compute the Project Affected People (PAP), land acquisition required and the cost for resettlement and rehabilitation. An Environmental strip map and Environmental data sheets were also prepared. * Assembly and Analysis of Previously Collected Data. This included both published and unpublished environmental data. Literature searches were undertaken and relevant agencies (e.g., the Department of Forest, the State Pollution Control Board, Archaeological Survey of India, etc.) were contacted and appraised of the proposed project. Sources of previously collected data included:

LBI,/Sheladia/CES,[CT 4-1 Kerala State Transport Proiect EJA for Nine Phase-I Road Links Septemnber2001

- Socio- Economic data from the Census Department - Air, water (surface and groundwater) and noise quality data from the Central Pollution Control Board - Flora and fauna from various sources, including the World Wildlife I Foundation(WWF) and State Forest Department - Baseline aspects from District Gazetteers - Survey of India (SOI) maps for the potentially affected districts. I - District Planning Series Maps from SOI (these maps are prepared by the Department of Science and Technology/DST) - Kuttanad Water Balance Study project office of Irrigation Department I - InlandWaterways Authority of India - Kerala State Pollution Control Board - Centre for Earth Science Studies

* - Directorateof Mining and Geology - State Committee on Science Technology and Environment - State Gazetteers - Cambridge World Conservation Monitoring Centre Review of readily available data, combined with the initial reconnaissance investigations, deternined the need for primary data collection in some instances, 3 Identification of Primary Data Collection Needs. Instances in which the collection of primary data was considered necessary were identified early in the process. 3 * Visual Inspectionsand Photographs During the course of the project in addition to the Environmental and Social Assessment team, Engineers, Economists and World Bank experts also visited some road sections and made visual inspections of various aspects of the required works. A large number of photographs were * taken for reference. * Preparation of feasibility and Environmental Assessment report.

| The following aspects were considered in preparing the feasibility report. - the generalpopulation distribution, - concentrations of tribal or cultural groups, - concentrations of low income communities, - sensitive and/or critical natural habitats (e.g., national parks, wildlife reserves, sanctuaries, sacred groves, protected areas, I forest, wetlands,etc.), - major rivers and waterways, - recorded cultural heritage sites, |- any potentially sensitive areas, based on recent GOI census, official data and informationfrom NGOs (non-government organisations) .. and a - site visits. The results were plotted on maps and tabulated to identify any conflicts and 3 recommendations were made on how to resolve them. The analysis of alternatives and/or mitigation was made as a precursor to engineering design

LBaI/Sheladia/CES/lCT 4-2 KeralaState TransportProiect EIA for Nine Phase I Road LinksSeptember 2001

and before undertaking the required social impact and environmental assessment studies. * Determination of the Potential Impact Area (PIA) for EA Purposes. The Ministry of Environment and Forest (MOEF) Schedule I of MOEF notification include Highways projects. * The Ministry of Environment and Forests (MOEF) suggests the adoption of seven Kilometres as the potentially affected area for highway projects. Thus the EIA addressees the 14 Kilometer Corridor of Impact (COI), seven kilometres on either side of the proposed right-of-way (ROW). At I the same time it is recognised that the exact limits of the "potentially affected area" may require expansion in accordance with the circumstances of the particular feature under discussion. It may be I argued, for example, that the improvements of Highways will, to some degree, have a State level impact due to their contribution to a critical element in transport planning especially with regard to the tourism sector. I On a more immediate level, increased storm water runoff from the proposed highways, for example, will impact hydrological conditions down stream to a degree that can only be determined by circumstances. * Any increased runoff due to highway development and the additional development that it attracts (referred to as an "induced impact") may, therefore, warrant investigations in considerably larger area than the * immediate ROWs. To ensure a comprehensive approach and an appropriate environmental context for discussion, wherever necessary the State-wide data is presented as a context and the district through which the Project road passes have been adopted as the outer limits of the potentially affected area for the purposes of the EIA. These data are followed by detailed expositions of the present Project road situation for each environmental criterion. In addition to the Project Influenced are will also include the ancillary sites like borrow, quarry areas, work force camps, material storage and disposal areas. * Environmental Strip Plan This is an important part of the document and is provided in two I complimentary parts as the EMP Appendix- 1.0. The required data was collected during the detailed social impact survey Part I Environmental Strip Map (pictorial representation). This gives I the fairly accurate presentation of the Environmental Assessment, impacts and mitigation plans and Part 2 Environmental data sheets, which provide additional infornation as well as the details of many environmental aspects, which the pictorial representation did not demonstrate satisfactorily. | Documentation of Baseline Conditions. Chapter 5 presents baseline conditions within the area defined. Data is drawn from all sources as noted above. I . Assessment of Potential Impacts. 'Potential' may be direct, indirect or cumulative. Identification of potential impacts for Highway improvements is facilitated by the extensive documentation of similar projects in both * India and elsewhere. Screening for significant adverse impacts and identificationof environmentalenhancement opportunities consisted of:

LB1/Sheladis!CES/ICT 4-3 Kerala State TranspoTtProject EIA for Nine Phase I Road LinksSeptember 2001

- Analytical Review of Baseline Data. I Information in regard to sensitive areas, issues, land uses and sites. - Review of Land Use and Environmental Factors Within the PIA districts. Sensitive land use and environmental conditions within the Project influenced districts were surveyed through the use of available data sources and interviews with concerned agencies. - Analytical Review of the Underlying Socio-Economic E Conditionswith the ProjectInfluence Area. - Assessment of Potential Impacts as Identified by Previous 3 Highway Projects. The review was based on previous experience with the guidelines and recommendations proposed by MOEF and the World Bank as cited earlier and used as a | comprehensive checklist to ensure consideration of all positive and negative impacts.

| * Integration of Environmental Concerns in the Design Process The consideration of environmental issues was an integral part of Highway Project preparation- a process generally referred to by the World Bank as 3 "mainstreaming the environment". The design and decision-making process was undertaken so that environmental and resettlement and rehabilitation issues prompted appropriate actions. Such actions included 3 a shift in alignments or a curve improvement based on road safety considerations. To reduce local impacts bypasses were also considered. Such adjustments were weighed against benefits derived from reductions I in village congestion, and improvements in road safety, and were incorporated in the design process. It was also necessary to ensure the maximum practical avoidance of sensitive areas (e.g.: shrines hospitals and sanctuaries) and adverse impacts upon the project affected persons, etc. | Assessment of Alternatives. Although alternatives were considered, continuously throughout the process, a more fom-al assessment was undertaken as a part of the environmental assessment process for nine 3 links as documented in Chapter 7.0 Examination of the "No Action" altemative is customarily included as a part of the formal assessment methodology to ensure that it has been given formal consideration. 1 * Final Alignment Determinations. Physical verification of the alignment in terms of the number of trees along the Highway and the presence of schools, hospitals and shrines was surveyed. The presence of I built-up areas along most of the roadside made this the single largest parameter for alignment options. However in the case of various project roads social parameters determined the Options. This was independently * analysed to establish the viable design options. Most of the alignments were influenced by this criterion.

LBII/Sheladia'CES,'ICT 4-4 Kerala StateTransport Project EIA for Nine Phase-I Road Links September2001

I|* Identification of Mitigation & Environmental Enhancement Measures. "Mainstreaming" of environmental concerns, means that the measures necessary to avoid or otherwise mitigate potential impacts 5 were recognised in the design stage as documented in Chapters 7 and 9. Others will require appropriate actions in the construction and operational phases. Positive actions, not only avoid adverse impacts, but capitalise on opportunities to correct environmental degradation or improve environmental conditions and were determined as documented in Chapter 9. U* Preparation of the Environmental Management Plan (EMP). Recognition of the necessary mitigation measures is a necessity, but by itself is often insufficient. Steps necessary to ensure that the necessary measures have been and will be taken were specified in the form of an Environmental Management Plan (EMP) as documented in Volume - 2 Link specific stand alone Environmental Management Plans (nine separate reports).

* Continuous Public Consultations. Consultations with concerned * officials, agencies and potentially affected persons continued throughout the process and will continue as the project proceeds.

I * Appendices: All detailed inforrmation on Environmental aspects are appended with the report. These include environmental strip maps and | environmental data sheets. l I

I ~ LI/hldi/E/C - Kerala State TransportProject EIA for Nine Phase - I Road Links September 2001

5 ENVIRONMENTAL CHARACTERISTICSOF NINE PHASE -1 3 ROADLINKS The environmental aspects of the Project Influence Area are shown in Exhibit 5.1 for all nine- road links and the Environmental Strip Plan consisting of Environmental Strip Maps and I Environmental Data sheets, which are complimentary to one another, are shown in Volume 2 in stand alone link specific EMP documents. The Corridor of Impact as defined by the MOEF 3 is documentedfor this study.

In addition to the SEA findings, the Environmental Assessment carried out also indicated that none of the nine roads are actually qualified for a comprehensive Environmental Impact I Assessment (EIA) as per the MOEF notification. This is clearly established in the Chapter especially by an Ecological Sensitivity Analysis discussed in the Section 5.6. As mentioned in Chapter 1 earlier it is still necessary to document the EA made to establish the low sensitivity of the project road. Baseline data and the existing conditions in the potentially impacted area are provided according to the World Bank and the GOI guidelines, specifically the varous | sectionsare:

SECTION TITLE OF THE DESCRIPTION NUMBER SECTION 5.1 Natural Presentsthe meteorologicalconditions of the area. Environment - Presents the Physiography and drainage patterns;

5.2 PhysicalSetting - geology and seismology;soil conditions; existing and potential erosionpatterns; and informationwith regard to quarries,crushers; and borrowpits. Presentsthe applicablewater qualitystandards; existing 5.3 Water Resources surface waterbodies and groundwaterconditions; water resources and cross drainage structures within the Projectcorridor! Project Influenced Area (PIA). Presents the relevant air quality standards and the

r 4 Ambient Air existing ambient air quality conditions, including a I 5.4 Quality descriptionof the locationsof monitoringstations and Quality the samplingand testingmethods employed.

Presents the relevant noise standards and the existing * 5.5 AmbientNoise ambient noise levels, including a description of the I Levels - locations of monitoringstations and the samplingand testingmethods employed. Flora, Faunaand Presents data with regard to reservedforestryand trees 5.6 Ecosystems - andjfuna in the Project ROW.

Cultural| Presents data with regard to shrines, monuments, a 5 C7Resources temples and cultural artefacts. Presents economic indices related to the potentially I affected area, including economic conditions, 5.8 GeneralEconomic employment patterns and the industrial outlook (an 58* Environment "industrialscenario" as stipulated by the World Bank I Guidelines).'

LBII/Sheladia /CES/ICT 5.1 KeralaState Transport Project EMP for Nine Phase I Link Roads -September 2001 ~~~~~~~~~EXHIBIT - 5.1 ENVIRONMENTAL CONDITIONS SL | ELEMENTS 1ENVIRONMENTAL CONDITIONS |SECTION NO CONSIDERED I I TO REFER LINK 1: TAIKKOD - KOTTARAKKARA I Topography Undulatingregion 5.2.1 2 High land, Mid land or Coastal Mid land 5.2.1 region U 3 Geology Rock types of Khondalites, Chamockites, Pyroxene 5.2.2 granulites,Garnet Biotite Gneisses, Calc granulitesand ______Quartzites. I 4 AnnualRainfall 2870.5mm (average) 5.1.2 5 Floodpotential Floodingduring rainy monsoon. 5.3.7 6 Rvers / Streams / Irrigation Sarkarariver, , river, tributaries of 5.3.2 * canals / lakes / backwatersI Pallimanriver, Kurinchilakad stream, Kari stream,Chittar ponds/ chira stream, Mullakara stream, Tholikuzhy stream, Vattaparumbu streams, Eravail stream, Kadavarathu | ~~~~~~~~~~~stream.Vattam stream, Kulanji stream, Pazhanjiyil Stream. 7 Soils Riveralluvium, brown hydromorphic soil and lateriticsoil. 5.2.4 3 8 Erosion Vigorouserosion during monsoon. 5.2.5 9 Saltwater Intrusion Not a problem (Surfaceand Groundwater) 10 MineralResources Clay depositspresent in PIA districts. Coarseaggregate 5.9.1 availablenear the road. Quarriesare presentnear project influencearea. 11 Industrial Development PIA districts are not industrially well developed. Two 5.9.1 industriesare presentin projectinfluence area. 12 Land Use Built up areas and market places interspersed with 5.11 plantation areas and agricultural land. 13 Agriculturc Intense cultivation of coconut, plantain and tapioca 5.9.1 & 5.10.3 14 Vegetation (Private / Public) Plantations and house gardens. No continuous avenue 5.6 plantation. No natural vegetation. 15 Parks, Sanctuaries No parks or sanctuaries. 5.6.1 16 Forest Land Thonnakal reserved forest, Lambarkottummala reserved 5.6.1 forest, Ayiravalli reserved forest and irattur reserved forest. 17 Endangered species None identified 5.6.1 18 Cultural Resources, Historic, One Temple, one Church, four Mosquees and 13 Shrines 5.8 ______Religious Sites and Temples identified on project corridor. 19 Sensitive Noise Receptors 11 schools / colleges and four hospitals 5.5 20 Festivals and Processions Many festivals. Some are held on fixed dates, others are 5.8 ______spontaneous 21 Human Health and Road Safety Five accidents per year reported at . 5.7 two accidents each per year reported at , Kuriyode, *_____ Valakom and Panveli. 22 Tourism Major tourist attractions around the road are Kovalam, 5.10.4 ______Varkala, and . I 23 Transport Public transport by three wheeled autos, cars / jeep cabs 5. 12 and buses (Govemment owned and private owvned). Goods carriers include light, medium and heavy vehicles. Meter gauge railway crosses the project road. Intemational airport at Thinmvananthapuram.(Project road serves as a major route to the airport).

LBII /Sheladia/CES/ICT KeralaState TransportProject EXHIBIT - 5.1 EMP for Nine Phase I Link Roads -September2001

ENVIRONMENTAL CONDITIONS 3 SL IELEMENTS ENVIRONMENTALCONDITIONS SECTION NO CONSIDERED l CONDITIONS TO REFER LINK 2: KOTTARAKKARA- ADUR ROADCODE: SHI I Topography Gently to moderately sloping spurs, lagoons and reservoirs 5.2.1 2 High land, Mid land or Coastal Midland region 5.2.1 * ~~~~region 3| Geology Commoncountry rock type is Khondalites. 5.2.2 4 Annual Rainfall 3075.5 mm (average) 5.1.2 5 Flood potential Floods during monsoon. 5.3.7 6 Rivers / Streams l Irrigation river, Anthaman stream, Katuva stream. 5.3.2 canals / lakes / backwaters / ponds / chira 7 Soils Red loam, brown hydromorphic soil and lateritic soil. 5.2.4 8 Erosion Vigorous erosion during monsoon 5.2.5 9 Salinity Not a problem 10 Mineral Resources Deposits of clay and bauxite in . 5.9.1 11 Industrial Development PIA districts are industrially developed. Only one industry 5.9.1 was identifiedalong project corridor. *12 Land Use Predominantly agricultural areas followed by built up and 5.11 plantation areas. 13 Agriculture Paddy field, rubber 5.9.1 & 5.10.3 14 Vegetation (Private! Public) Plantations. No continuous avenue plantation 5.6 I 15 Parks,Sanctuaries No parksor sanctuariesidentified. 5.6.1 16 Forest Land No forest land 5.6.1 17 Endangered species None identified 5.6.1 * 18 Cultural Resources, Historic, Two temple, Six churches and Eight shrines identified 5.8 Religious Sites and Temples along the project corridor. 19 Sensitive Noise Receptors Five schools and Four hospitals 5.5 20 Festivals and Processions Many festivals. Some are held on fixed dates. Others are 5.8 spontaneous 21 Human Health and Road Safety 15 accidents per year at Adur, Four at Mvlom and three at 5.7 Vayala. 22 Tourism Important tourist locations such as Kovalam, Ponmudi, 5.10.4 Varkala and Alappuzha are located around the road.

l 23 Transport Passenger transport by three wheeled autos, cars, jeeps and 5.12 buses (both private owned and government owned). Goods carriers include light, medium and heavy vehicles. l No railway. Internationalairport at Thiruvananthapuram.

I

I LBIIISheladia/CES/ICT l Kerala StateTransport Project EMP for NinePhase I LinkRoads -Septemb 2001

I ~~~~~~~~EXHIBIT- 5.1 ENVIRONMENTAL CONDITIONS SL ELEMENTS ENVIRONMENTALCONDITIONS SECTION NO CONSIDERED I TO REFER LINK 3: ADUR- CHENGANNURROAD CODE: SHI I I Topography Nearlylevel to verygently sloping coastal plain, lagoons 5.2.1 and reservoirs

2 High land, Mid land or Coastal Midland and coastal regions. 5.2.1 region

3 Geology Khondalitesand Laterites. 5.2.2

4 Annual Rainfall 2558 mm (average) 5.1.2

* 5 Floodpotential Floodsduring monsoon 5.3.7

6 Rivers/Streams/ Irrigation Achancoil river, Pampa river and Kozhi stream. 5.3.2 canals / lakes / backwaters / ponds / chira 7 Soils Lateritic soil and red loam 5.2.4

8 Erosion Vigorouserosion during monsoon 5.2.5

9 Sat water Intrusion(Surfaceand Not a problem Groundwater) 10 Mineral Resources Deposits of clay, glass sand and bauxite found in 5.9.1 Alappuzhadistrict. I 1 1 Industrial Development PIA districts are industrially moderately developed. Only 5.9.1 one industry was identified along project road. 12 Land Use Predominantly agricultural areas, interspersed with bui]t 5.11 I up areas. 13 Agriculture Paddy field, rubber 5.9.1 & 5.10.3 l 14 Vegetation (Private / Public) Rubber plantations. No continuous avenue plantation 5.6

15 Parks, Sanctuaries No parks or sanctuaries identified. 5.6.1 16 Forest Land No forest land 5.6.1 17 Endangered species None identified 5.6.1 18 Cultural Resources, Historic, Three churches and Eleven shrines identified on the 5.8 Religious Sites and Temples project road. I 19 Sensitive Noise Receptors Ten Schools and Three hospitals 5.5 20 Festivals and Processions Many festivals. Some are held on fixed dates. Others are 5.8 spontaneous 2 1 Human Health and Road Safety Fifteen accidents per year at Adur, seven at and 5.7 five at Mitrapuram. 22 Tourism Tourist destinations such as Ponmudi, Kovalam, Varkala, 5.10.4 I Alappuzha, are located around the road. 23 Transport Passenger transport by three wheeled autos, cars, jeeps and 5.12 buses (both private owned and government owned). Goods carriers include light, medium and heavy vehicles. No railway parallel to the road. Railway station at Chengannur.

I LBII /SheladialCES/ICT Kerala StateTransport Project EMP for Nine PhaseI Link Roads-September 2001 ~~~~~~~~~EXHIBIT - 5.1 ENVIRONMENTAL CONDITIONS l SL I ELEMENTS ENVIRONMENTALCONDITIONS SECTION NO CONSIDERED | TO REFER I LINK 6: MIVATTUPUZHA - ANGAMALI: ROAD CODE: SHI I Topography Undulating with an average elevation of 40 m above mean 5.2.1 sea level. 2 High land, Mid land or Coastal Mid land 5.2.1 region 3 Geology Rock types of Charnockites,Cordierite Gneisses, 5.2.2 Hornblendebiotite gneiss and other unclassified crystal l ____ lines 4 Annual Rainfall 3529 mmr(average) 5.1.2 5 Flood potential Floodingduring monsoon. 5.3.7 6 Rivers l Streams / Irrigation Muvattupuzha river, Kaliyar river, river, 5.3.2 canals / lakes / backwaters / Kuriya stream, Valakam branch canal, periyar valley ponds / chira irrigation project main canal, kodanad west branch canal, Kodanad east branch canal and Mulavur branch canal. * 7 Soils River alluvium, brown hydromorphic soil and lateritic soil. 5.2.4 8 Erosion No significant erosion in the project corridor. Vigorous 5.2.5 erosion of river bank U _____9 Salt water Intrusion Not a problem I I10 Mineral Resources Construction materials (Earth / Soil, Murrum / gravel. 5.9.1 stone, fine aggregate) 11 Industrial Development Registered factories and small-scale industries wide spread 5.9.1 in the PIA district of Ernakulam. 23 Industries on the side of the project road. 1 12 Land Use Predominantly built up area intersected with agriculture 5.11 13 Agriculture Paddy fields, rubber plantations, coconut, banana and 5.9.1 & 5.10.3 pineapple. 14 Vegetation (Private / Public) Plantations and house gardens. No continuous avenue 5.6 plantation 15 Parks, Sanctuaries No wild life sanctuary or wild life division 5.6.1 16 Forest Land Mazhuvannoor reserved forest 2-3 km away from the road 5.6.1 I ___ alignrnent 17 Endangered species None identified 5.6.1 18 Cultural Resources, Historic, Two Temples, Nine Mosques, Five Churches and Eleven 5.8

_ Religious Sites and Temples Shrines are located on the side of the road. 19 Sensitive Noise Receptors Five Schools / Colleges and six Hospitals 5.5 20 Festivals and Processions Many festivals. Some are held on fixed dates, other are 5.8 spontaneous 21 Human Health and Road Safety 17 accidents per year in Muvattupuzha town. 9-10 5.7 accidents each per year at Pazhakapally, Angamaly and

______Kalady Junction * 22 Tourism Important tourist locations such as Kochi, , wild 5.10.4 life reserves of Idukki district and backwater tourism at Kayal situated around the project road. 23 Transport Passenger transport by autos (three and four wheeler), cars 5.12 I jeep cabs (taxis) and buses (both Govt. owned and private owned). Goods carriers include three wheelers, light motor vehicles and medium and heavy vehicles. New international airport at Nedumbassery is situated in close l______proximity to the Projectroad.

I ILBII/SheladiaICES/ICT _ KeralaState TransportProject EMP for Nine PhaseI Link Roads-September 2001 EXHIBIT - 5.1 ENVIRONMENTAL CONDITIONS * SL I ELEMENTS ENVIRONMENTALCONDITIONS SECTION NO CONSIDERED I TO REFER U LINK 40: THRISSUR - KUTTIPURAM: ROAD CODE: SH30 I Topography Nearlylevel to verygently sloping 5.2.1 2 Highland, Mid land or Coastal Midlandregion 5.2.1 region 3 Geology Soilalluvium 5.2.2 4 AnnualRainfall 3038.5mm (average) 5.1.2 5 Floodpotential Floodsdunrng monsoon. 5.3.7 I 6 Rivers / Streams/ Irrigation Bharathapuzhariver, Vadakkamcheri river, Peramangalam 5.3.2 canals l lakes / backwaters/ streamand Chundal stream cross the road. Biyyamlake is pondsl chira 3.5 to 7 km to the south- west of the road near I Chankaramkulam. Numerous canals of Thrissur, KolkrushiDevelopment Field crisscross the area of the westof the roadnear Punkunnam 7 Soils Brownhydromorphic soil, Lateritic soil and Red loam 5.2.4 8 Erosion Vigorouserosion during monsoon 5.2.5 9 Salinity Nota problem I10 MineralResources Depositsof Illuminate,Iron ore and auriferousgravel 5.9.1 | | ~~~~~~~~~~~~foundinPIA distr-ict of Malappuram 11 IndustrialDevelopment Only r_ o pe _x _i 5.9.1 * l 12 LandUse Predominantlybuilt up areasinterspersed with plantations 5.11 | ~~~~~~~~~~~~~~andagriculturalareas. 13 Agriculture Paddyfields and coconut plantations. 5.9.1& 5.10.3 14 Vegetation(Private Public) Plantationsand housegardens. No continuousavenue 5.6 plantations. 15 Parks,Sanctuaries No parksor sanctuariesidentified. 5.6 16 ForestLand Noforest land identified 5.6.1 3 17 Endangeredspecies Noneidentified 5.6.1 18 Cultural Resources,Historic, SevenTemples, Six Churches, Thirteen Mosques and Six 5.8 ReligiousSites and Temples Shrinesidentified on projectcorridor 19 SensitiveNoise Receptors ElevenSchools and seven Hospitals. 5.5 20 Festivalsand Processions Manyfestivals. Some are held on fixeddates. Othersare 5.8 spontaneous 21 HumanHealth and Road Safety 21 accidentsper year at Kunnamkulam,16 at Mundoor,12 5.7 I each at Thrissurtown area and Keecheriand Il at Choondal 22 Tourism Importanttourist destinationsat Thrissur, Peechi, 5.10.4 I Cheruthuruthi,Kochi, Kottackal, are located aroundthe road. 23 Transport Passengertransport by threewheeled autos, cars, jeeps and 5.12 buses. Railwaycrosses the road near Thrissurtown. Internationalairport at Nedumbasserinear Kochi. l

I LBIIiSheladiaICESIICT 3 KeralaState TransportProject .EMP for Nine Phase I LinkRoads -September2001 EXHIBIT - 5.1 ENVIRONMENTAL CONDITIONS I SL I ELEMENTS ENVIRONMENTAL CONDITIONS SECTION NO CONSIDERED ITO REFER * LINK 50.1: PALAKKAD - SHONUR: ROAD CODE: NP 301 1 Topography Moderatelyto steeply sloping ridges lagoons and aeseoirs 5.2.1 2 High land, Mid land or Coastal Highland and Midland regions 5.2.1

______region 3 Geology Charnockites,Granites and soil alluvium 5.2.2 4 Annual Rainfall 2398 mm (average) 5.1.2 5 Flood potential Floods during monsoon 5.3.7 I 6 Rivers / Streams / Irrigation Bharathapuzha river, Kannadi river, Gayatri river, 5.3.2 canals / lakes / backwaters / Kalpathi river, Erivari stream, Plakkattampathi stream, ponds / chira vadakkethodistream, Mucheri stream, Mulanhur Strcam, I Tirunal stream, right bank canal, kodundirapalli channel, Peringottukurissu canal, Vallikod branch canal, Odanur branch canal, Kuttanur channel,

______Mangurussi branch canal , 4 small ponds. 7 Soils Lateritic soil and brown hydromorphic soil. 5.2.4 8 Erosion Vigorous erosion during monsoon 5.2.5 9 Salinity Not a problem * 10 MineralResources Limestone deposits in PalakkadDistrict. 5.9.1 11 Industrial Development PIA districts is industrially backward. Two industrial 5.9.1 units identified on project corridor. 12 Land Use Predominantly built up areas interspersed with 5.11 agricultural, plantation and forest lands 13 Agriculture Paddy field, Coconut,banana and rubber plantations 5.9.1 & 5.10.3 I 14 Vegetation (Private Public) Plantations and forestland. No continuous avenue 5.6 plantation. 15 Parks, Sanctuaries No parks or sanctuaries. 5.6.1 16 Forest Land Chenat Neyar RF, Vengallur RF in 3 patches and 5.6.1 Nedumpura RF 17 Endangered species None identified 5.6.1 18 Cultural Resources, Historic, Twelve Temples, Five Churches, Eleven Mosques and Six 5.8 *_____ Religious Sites and Temples Shrines identified on project corridor. 19 Sensitive Noise Receptors Twenty schools and Twelve hospitals 5.5 3 20 Festivals and Processions Many festivals. Some are held on fixed dates. Others are 5.8 . ~~~~~~~~~spontaneous 21 Human Health and Road Safety Accident Data not available 5.7 22 Tourism Important tourist locations such as Malampuzha, 5.10.4 I Cheruthuruthi,Peechi Thrissur and Kochi locatedaround the road. 23 Transport Passenger transport by 3 wheeled autos, cars, jeeps and 5.12 buses (both private owned and government owned). Goods traffic by light, medium and heav vehicles.

l

I LBII /Slheladia/CESItCT l 3 CKeralaState TransportProject EMP for Nine Phase I Link Roads -September 2001 ~~~~~~~~~EXHIBIT - 5.1 ENVIRONMENTAL CONDITIONS I SL ELEMENTS ENVIRONMENTALCONDITIONS SECTION NO CONSIDERED 7 TO REFER LINK 70: MUVATTUPUZHA- THIODUPUZHA:ROAD CODE: SH 8 I Topography Lagoons and reservoirs 5.2.1

2 High land, Mid land or Coastal Mid land regions Highland 5.2.1 I region 3 Geology Charnockites, 5.2.2

4 Annual Rainfall 3209 mm (average) 5.1.2

5 Flood potential Floods during monsoon 5.3.7 I 6 Rivers I Streams / Irrigation Thodupuzha river crosses the road near Muvattupuzha. 5.3.2 canals / lakes l backwaters I Kaliyar river, Kothamangalam river are in the project ponds / chira influence area. One pond identified on the side of the road through field survey.

7 Soils Red loam and Lateritic soil 5.2.4

8 Erosion Vigorous erosion during monsoon 5.2.5

9 Salt water Intrusion Not Applicable 10 Mineral Resources Deposits of clay and graphite in Emakulam district. 5.9.1 Deposite of graphite in Idukki district also. I I Industrial Development Other than one saw mill, no industrial units were identified 5.9.1 on project corridor 12 Land Use Mainly built up areas, interspersedwith agriculturalareas 5.11 13 Agriculture Paddy field, pineapple,rubber, tapioca, banana, coconut 5.9.1 & 5.10.3 l 14 Vegetation (Private /Public) Rubber and Coconut plantation. No continuous avenue 5.6 plantations 15 Parks, Sanctuaries No parks and sanctuaries identified 5.6.1 U 16 Forest Land Dense mixed jungle at Maniyandram reserved forest 600m 5.6.1 away from project road. Ezhallur RF, Nedulmala R.F and Manakkad RF (teak plantation) within 7 km of the road. All small forest patches mostly plantations without any wild life significance 17 Endangered species None idcntified 5.6.1 18 Cultural Resources, Historic, Two temples, Five churches, Four mosque and 14 shrines 5.8 I Religious Sites and Temples identified in the project corridor. 19 Sensitive Noise Receptors Five schools / colleges,One hospitals and One court 5.5 20 Festivals and Processions Many festivals. Some are held on fixed dates. Others are 5.8 *______spontaneous 21 Human Health and Road Safety Data not available 5.7 22 Tourism Important tourist destinations such as Thekkady, 5.10.4 I Peerumed, , Idukki, Munnar. Thattekkad and Eravikulam located around the project road 23 Transport Passenger transportby three wheeled autos, cars, jeeps and 5.12 buses (both private owned and government owned). Goods traific by light, medium and heavy vehicles. International airport at Nedumbaserri is near the road.

I LBII /Sheladia'CES/ICT KeralaState TransportProject EMP for Nine PhaseI Link Roads -September2001 ~~~~~~~~~EXHIBIT - 5.1 ENVIRONMENTAL CONDITIONS SL ELEMENTS ENVIRONMENTALCONDITIONS SECTION NOCONSIDERED I| TO REFER LINK 72: SHI - NH 47: ROAD CODE- LINK ROAD I Topography Gently to moderately sloping 5.2.1

|2 High land, Mid land or Coastal Coastal region 5.2.1 * region

3 Geology Khondalites and Quilon and Warkalai beds. 5.2.2

4 Annual Rainfall 2002 mm (average) 5.1.2

5 Flood potential Flooding during monsoon. 5.3.7

6 Rivers / Streams / Irrigation Kolathur stream and a tributary of Sarkara river. 5.3.2 canals / lakes / backwaters I ponds / chira

7 Soils Lateritic soil and borrow hydromorphic soil. 5.2.4

8 Erosion Erosion during monsoon. 5.2.5 9 Salt water Intrusion Not applicable I 10 Mineral Resources Coarse aggregate is available. A quarry is present at 5.9.1 on the project corridor. Clay is present. 11 IndustrialDevelopment The PIA district is not industrially well developed. Only 5.9.1 3 two industrialunits were identifiedon projectcorridor. 12 Land Use Predominantly built up area with agricultural lands. 5.11 1 13 Agriculture Paddy fields. Coconut, banana, rubber and tapioca 5.9.1 & 5.10.3 cultivation. 14 Vegetation (Private / Public) Paddy fields, Plantations and other cultivations. 5.6 15 Parks, Sanctuaries None present 5.6.1 16 Forest Land A very small reserved forest. NW of this 5.6.1 alignment at Kallakkod. I 17 Endangeredspecies None present 5.6.1 18 Cultural Resources, Historic, Three Temples, seven Churches and 14 Shrines present on 5.8 Religious Sites and Temples the project corridor. * 19 SensitiveNoise Receptors Four schoolsand sevenhospitals 5.5 20 Festivals and Processions Many festivals. Some are held on fixed dates, others are 5.8 spontaneous 21 Human Health and Road Safety Accidents to two wheeler passengers were reported during 5.7 field survey. Over speed of vehicles and absence of proper signboards were pointed out as main reasons during field survey. U 22 Tourism Kovalam,Ponmudi and Varkalaarc the majortourist 5.10.4 centers of the PIA district. 23 Transport Passenger transport by 3 wheeler autos. Cars, truckers, 5.12 I vansand buses (bothGovernment owned and Private owned). Goods carriers include light, medium and heavy vehicles. Railway passes through Kazhakootom very near NH-47 end of the road. International airport at

______Thiruvananthapuram is situated close to the road.

I LBII /Sheladia/CES/ICT 3 KeralaState Transport Project EMP for Nine PhaseI Link Roads-September 2001 ~~~~~~~~~EXHIBIT - 5.1 ENVIRONMENTAL CONDITIONS 3 SL [ELEMENTS [ENVIRONMENTAL CONDITIONS SECTION NO CONSIDERED |I| TO REFER LINK 73: ALAPPUZHA- CHAiNGANASERRY:ROAD CODE: SH 11 I I Topography Nearlylevel to very gentlysloping coastal plain 5.2.1 2 High land, Mid land or Coastal Coastalregions 5.2.1 | ~~~~region 3 3 Geology Soil alluvium 5.2.2 4 AnnualRainfall 2982.5mm (average) 5.1.2 5 Floodpotential Frequentfloods some areas around th road are flooded 5.3.7 * _ _ _ _ _ fromJune - January. 6 Rivers / Streams / Irrigation Manimalariver and variousbranches of Pambariver cross 5.3.2 canals / lakes / backwaters I the road, Parakkaltodu stream is parallel to the road. ponds/ chira Puduppandamlake, Vattalake and Vembanadlake are in * the projectinfluence area. PIA is criss crossedby several streamsand waterbodies. 7 Soils Coastalalluvium, Greyish Onattukara and acid saline 5.2.4 * 8 Erosion Vigorouserosion during monsoon 5.2.5 9 Salinity Salinityintrusion in groundand surfacewater 10 MineralResources Depositsof clay, glass sand and bauxite in Alappuzha 5.9.1 i district.Deposits of ilmenite,graphite and lime shell in Kottayamdistrict in the PIAdistrict 11 IndustrialDevelopment The PIA districts are industriallybackward. Only two 5.9.1 i_____ industriesare locatedon the projectcorridor 12 LandUse Paddyfields, built up areasand canals 5.11 13 Agriculture Paddyfields, Coconut Plantations and bananacultivation 5.9.1& 5.10.3 I 14 Vegetation(Private / Public) CoconutPlantations. Continuous line of trees for about4 5.6 km 15 Parks,Sanctuaries No parksor sanctuariesidentified 5.6.1 * 16 ForestLand No forestland identified 5.6.1 17 Endangeredspecies None identified 5.6.1 18 CoastalRegulation Zone Thisroad passes through Kuttanad which is protectedfrom I tidal effectsby Thannermukkombarrage and Thottappally spill way in the northand the southrespectively. Hence it is excluded from CRZ notificationas per the CRZMP preparedby the Governmentof Kerala. 19 Cultural Resources, Historic, One temples,Two churches and Nine shrinesidentified in 5.8 ReligiousSites and Temples the projectcorridor. 20 SensitiveNoise Receptors One Schooland Six Hospitals 5.5 * 21 Festivalsand Processions Manyfestivals. Someare held on fixeddates. Othersare 5.8 spontaneous 22 HlumanHealth and RoadSafety Six accidents per year at pallathurathy-Ponga and 5.7 *_____ -Mampazhakkary, five at Kidangara 23 Tourism Importanttourist destinations such as Thekkaddi,Idukki, 5.10.4 24 Transport Munnar,Kochi and Peerumedlocated around the road | 24Transport Passengertransport by threewheeled autos, cars,jeeps and 5.12 buses (both private owned and governmentowned). Goods traffic by light, medium and heavy vehicles. Passengerand goods transportby country boatsthrough streams, canalsand lakes

I LBII/Sheladia/CES/ICT l KeralaState TransportProject EIA for Nine Phase- I Road LinksSeptember 2001

Presents the relevant social data, including data with | 5 G9Environment regard to indigenous people.

Presents the land use and settlement pattern within the 3 5.10 Land Uses potentially affected area. Transport Presents a description of the transport network of which 5.11 ransport the State Highway is a part and subject to impact due to the improvementprogramme.

The discussions of potential impacts and mitigation measures that follow in Sections 6.0, and 7.0, follow the same sequence and numbering pattern.

| 5.1 NATURAL ENVIRONMENT (METEOROLOGY)

Only meteorological conditions of the area are presented under this heading as specified by the World Bank from similar projects. Other aspects of the natural environment are presented under the subsequent headings as noted before. Climate and meteorological conditions are considered within the context of EIAs for a number of reasons including the I fact that factors such as temperature inversions and winds are major influences upon air quality; the frequency and intensity of rainfall cause drainage and flooding problems, etc. In this instance it is noted that the nine corridors are within a humid-tropical climate with little temperature variation.

The climate of Kerala can be broadly grouped into the following seasons in Exhibit 5.2.

EXHIBIT 5.2 *______CLIMATE OF KERALA Si. No Monsoon Tvpe Period Intensitv I SWMonsoon June, July, August and September Very Heavy Rainfall I months (Up to 70 % of the total U2NE Monsoon-~~~~~~~~~~~~~~~~~~~ais 2______NE_Monsoon- October, November and Decemnber Heavy rainfall 3 Non Moonsoon- January, February, March, April and May Occasional summer rains

This classification is adopted in the Environmental Assessment process; since the dynamics of the two monsoon seasons are different, the two monsoon seasons cannot be treated

_. together. Normally the classification pre-monsoon, monsoon and post- monsoon seasons are taken for general purposes. 5.1.1 Temperature It is neither very cold in winter nor very hot in summer. Kerala is subject to both the southwest and northeast monsoons. The mean maximum daily temperature within the nine considered Corridors, even in the coldest month (January) rarely falls below 21°C. The 'hot' season is from March to May when temperatures reach 37-38 'C. The monthly average temperatures at Kovalam (Thiruvananthapuram) vary from 28°C to 330 C. The temperature variation is from 170C to 38 0 C. 5.1.2 Rainfall in the Region An isohyetal map of the region is shown in Exhibit 5.3. The onset of the monsoon normally occurs in early June in Kerala. Widespread heavy downpours are recorded until well into September. Usually 70-85 percent of the total annual rainfall occurs during June, July,

tBII/ Sheladia/CES/ICT Kerala State Transport Project ELA for nine Phase I Road Links - September 2001

761 77- MALAPPURAM N

10. t / / O.Ok; 1;O 3L|4 50km 1\\0 280on Ioy 2000 \ s)~~~~20

3000t\ Rod400 THIRUANANTHAPURAM 1 16000 3200 % V\ 3 0 0~~~~~~00

0 ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ 0

S 3000t > /)11\\J\\\\w3uo400

320 PPZA 30

0~~~4 t 4 4 ° 0

9p Ishe nm 2}>\ 3000 ( 9-

bonar00007tt 5 \ \ 40

Lake/BackwterAL PPI A :24

7 ~ TIUANNHPR 200

EXIIT-. \ LBII/SheladiaCENGAURICT NINE~~~~~~~~RJCPHS- OD 0 RLAINT SHEA FKRL 761 771

LBIIShad/ES/ICT l Kerala State Transport Project EIA for Nine Phase - I Road Links September 2001

August and September. The southwest monsoon (Exhibit 5.4) lasts from the end of May until September, with peak average monthly rainfall in June of 330 mm at Kovalam (Thiruvananthapuram). The northeast monsoon is in October and November with a peak average monthly rainfall in October of 280 mm at Kovalam (Thiruvananthapuram). The minimum average monthly rainfall of 20 mm occurs in January.

The average annual rainfall of the ten PIA districts of the nine Phase-I project road links is presented in Exhibit 5.5. The rainfall data from 1988- 1995 is presented. The nine phase I project road links in relation to mean annual rainy days of the region is shown in Exhibit 5.6.

EXHIBIT -5.5 AVERAGE RAINFALL BY DISTRICT (in mm) SI. No District LinkNo Average 1988 1989 1990 1991 1995 Ernakulam 6 & 70 3529 2810 2844 2467 3328 3593 2 Palakkad 50.1 2398 1722 1868 1771 2402 1967 3 Malappuram 40 2900 2176 2151 2722 3000 2814 4 Idukki 70 2889 3813 2731 3782 4104 3555 5 Thiruvananthapuram 1 2002 1683 1776 1521 2137 1546 6 Kollam 2 3739 2181 2767 2018 3036 2968 7 Pathanamthitta 2 2414 - 2456 2834 3374 3929 8 Alapuzha 73 2702 3079 2512 2693 2680 2783 9 Thrissur 40 3177 2577 2492 2757 3393 3262 10 Kottayam 2 3263 2802 2711 2913 2954 3354 (Source: Meteorological Centre, Thiruvananthapuram) 5.1.3 Winds-Regional Pattern The wind speed is highest during the south -west monsoon, the direction being from the northwest. In general, the wind speed decreases from November to April. The orographic features of the State mainly control direction and wind speed '. In Kerala, the distribution pattern of Calm days indicates that the inland stations experience more calm days due to the sheltering effects of the Western Ghats. Wind speed in Punalur and Palakkad is less than 5 km /hour. Wind direction and speed recorded at 8.30 hrs and 17.30 hrs for all the days during the period 1979-80 have been processed and shown as wind rose diagrams. The wind rose diagram for Palakkad, Kochi, Alappuzha, Punalur and Thiruvananthapuram stations are presented in the Exhibit 5.7 and the details are furnished in the Exhibit 5.8. Generally, wind from the north east and east prevails in the morning (8.30 hrs), while in the afternoon (1730 hrs) it is from the west and northwest. This is clearly attributableto the effects of land and sea breezes. The number of calms is higher in the momings. This is 50 number for Kochi. In the evening the number of calms is seven in the case of Kochi. EXHIBIT 5.8 WIND DIRECTION AND SPEED IN THE PROJECT INFLUENCED AREA Location Predominant Sheltering Maximum Wind Number Of Calms Wind Direction Effect Speed Km/Hour Morning/ Evening Punalur NW Yes <5 86111 Palakkad East and West Yes <5 34/27 Kochi NW Coastal-No 20 50/7 Alapuzha NW Coastal-No 20 2/0.3 Thiruvananthapuram NW Coastal-No 20 49/9 Kozhikode NW Coastal-No 20 12/3

Resource Atlas of Kerala - Center for Earth Science Studies, Thiruvanathapuram

5.3 LBII/ Sheladia /CES/1CT Kerala State Trans ort Pro ect ELA for nine Phase 1 Road Links - September 2001 76 1. 771. MALAPPURAM N

11 t \ / 1 l - o/\{c.o; 10. 30 40 50km10 0

0 0

A E~~~~~~~~~~

Isohyetin cenimetre

v TH.OD... 0

REFERNCES AL18 Isohyetsin centimetresYW, _50 =r

400 ALA 2 PPU HA t _

.t.t350 A M EHIB1TT: = 300 ~ ~~ALA/ _

= ~~250X

SO W T S (S... T - -- | ~~THIRUVANANTHAPURAM-- - (Source:-RESOURCE ATLAS OF KERALA,1984) KAZAK=TA

EXHIIT:-5.4 SOUTIH- WEST MONSOON(JUNE - SEPITEMBER) 771. LBII/Sheladia/CES/ICT EIA for nine Phase Kerala State Transport Project I Roead Links -- Septermber 2001 771. N MALAPPURAM 1,.~~~~~~~~~~~~~~~1 l 1 oo400.11 20 405°

0 \''t 120 11

CfAVAla C

I~~~~~~~~~~~~M( L Y T HRISUR .

\ 00 f 0\ - _ _,9 20 NEALAANAAM

\ ~ ~~ANG/ 4 0A14

| ~~~~~~~KA ERN t30l

Wo~~~~~~~~3 L3LL 50 i Xa I Ifs6HAYbelKbT AB'I

| ~~LEGEND 14 'A H N to0 Cf | Sleced aingaiugeStctions° 14__C|

|project Roa;d KAY

I LLL C 10

130 12 90

1t2t0~~~~~~~~~~1 POMD

W$Sroo i ~~THflRU"VANANTHAPURFI

5 0 | ~~~~~~~~KAZHAESKOTAM sourc e;-WATEROFKRL,19)EMT-. ATLAS

Et-1 /CES/ICT PRJC ROD N LTO PA A AU4 DY O ERL Kerala State Transport Project EMI for nine Phase I Road Links - September 2001 76 771. MALAPPURAM N

\ KUTrHKI °PR tRAM 30 PALAKKAD

SHORNUR i 34/27

\ ~~~~~~~PALAKKADv

THRISSUR

10 ~~~~~~~~~~~~~~~~~~~~~~~~IDUKKI1Q'

\\St~~~~~~~~~~~~~~~~ATIT,SGML

*S )

A PPR HAYS

10 um; RE\JC ATAOF KERAUKKI" 9 9

OF 0L16ATWJU~ 30 V PJ.~OF AI AT102 KOTAA

i - \ sKO1TAEXH-A.

VaDSEED AND D ECTIONA D

WINDCSPEEDAND DIRECTION

761 71 LBlIISheladia/CES/ICT 3 KeralaState Transport Project EIA forNine Phase- I Road LinksSeptember 2001

5.1.4 Humiditv Humidity is high rising to as high as 90 % during the southwest monsoon penrod. 5.2 REGIONAL PHYSICAL SETTING 5.2.1 Physiography The PIA districts for nine road links are situated starting from south of to Thiruvananthapuram district and may be broadly divided into three natural topographic divisions. These are from west to east, the coastal plains called the lowlands (<7m) amsl, central undulating terrain called midlands (7m-76m), and the forest clad high ranges (forning part of Western Ghats) called the highlands (>76m) 5.2. The elevation of the Project- Influenced Area from the mean sea level (m.s.l) is 10-80m. The topography is undulating with an average elevation of about 40m above m.s.l. The details such as Link No, Physiographic location, and elevation above mean sea level for the nine links are shown in Exhibit 5.9. EXHIBIT 5.9 | NATURE OF THE ROADS IN TERMS OF THE PHYSIOGRAPHIC LOCATION LINK PHYSIOGRAPHIC ELEVATION NA TURE OF THE ROAD NO. LOCATION ABOVE MEAN SEA LEVEL (M AMSL) Link I Mid land 20-220 Link 2 Mid land 40-130 | ~~~Link3 Mid land 20-90 Link6 Mid land 20-60 Meanderingfollows the hill contours with LinkLink64 40 Mid land 25-80 occasi.onal cutting of valley areas. Link 70 Mid land 50-200 Link 72 Mid land 60-120 Link 73 Low land <7.6 Straight, low Lyingandflood prone Link High land 60 -100 High land but does not bear the characteristics of I 50.1 I highlanddue to theproximity to Palakkadgap. (Source: SOI Maps) 3 The project road passes mostly through the mid-land region of the PIA districts. This is an undulating area to the east of the coastal sandy region having clustering hills and numerous valleys watered by many streams. In this area grows an intensive diversity of seasonal, annual | and perennial crops such as rice, tapioca, banana, coconut, areca nut, pineapple, pepper, cashew, rubber etc. 3 5.2.2 Geological Characteristics of The Region Geologically the region of Kerala is occupied by four major rock formations as shown below. Charnockites are the most prominent rock types among the crystalline rocks. The rock Schist's and Gneisses also cover large areas of the State. * Crystalline rocks of Archaean age * Sedimentary Rocks of Tertiary age * Laterite capping the crystalline and sedimentary rocks * Recent to sub recent sediments within the low-lying areas and river valleys

I In the ten Project Influence districts the main rock types are Chamockites, Cordierite Gneisses, Homblende biotite gneiss and other unclassified crystallines. Laterite covers wide

5.2Locally available materials in Kerala- Thiruvananthapuram district by Kerala Ilighway Research Institute

LB11/Sheladia /CES/ICT 5.4 KeralaState Transport Project EIA for Nine Phase - I Road Links September2001

areas in Kerala. All along the midland regions, it forms a residual deposit due to weathering of either crystalline or sedimentary rocks. The understanding of the geological characteristics helps in the assessment of Seismic conditions, foundation requirements, groundwater characteristics, quarries and mineral 3 resources in addition to Archaeological resources within the PIA districts as required by the MOEF guide lines. 5.2.3 Seismic Characteristics Of The Region The Nine Phase I Project Corridors are within the Seismic Zones III as defined by the Indian Standard (IS) 1893-1984 Seismic Zoning Classification. The classification ranks potential 3 seismic risk on a scale from I to V in which Zone I is the most stable and Zone V with basic horizontal seismic coefficient (cot) of 0.08 is considered to be the least stable. The basic horizontal seismic coefficient (°b) for Zone III is 0.04. 5.2.4 Soils The soils most commonly found in eight of the PIA districts are: - * River alluvium * Brown hydromorphic soil and 3 * Lateritic soil River alluvium-This type of soil developed along river valleys occurs throughout the State cutting across extensive lateritic soils. The soil is very deep with surface texture ranging from i sandy loam to clay. It is very fertile having high water holding capacity and containing plant nutrients, which are regularly replenished during floods. It supports cultivation of paddy, arecanut, pepper, tapioca and a wide variety of vegetables. Brown hydromorphic soil: This is most commonly found in areas of wetlands and is moderately rich in organic matter, nitrogen and potash but deficient in lime and phosphates. I Laterite. This is a typical weathering product under humid tropical conditions and occurs throughout the State. In general this soil is acidic in nature and poor in available nitrogen, potash, phosphorous and organic matter. It is well drained, widely cultivated; a variety of * crops like coconut, tapioca, rubber, arecanut, pepper, cashew etc can be grown successfully. Gravely soil of lateritic origin is generally available in the district. 1 5.2.5 Existing and Potential Erosion Monsoon months are the time in which all rivers and streams carry considerable amounts of sediment load to the sea. The higher level of precipitation in the PIA district leads to erosion, U landslides and landslips. The landslides and landslips further aggravate the rate of erosion. Almost all-development activity including road improvement works on soil results in higher rates of erosion. All project corridors are uniformly erosion prone on a minor scale except along the newly disturbed areas. No newly disturbed areas have been noticed in any of the project corridors. | 5.2.6 Quarries and Crushing Operations A construction material survey has been carried out as a part of the Feasibility Study. Since the available published information is very old, many of the sources mentioned are not I presently operational. It was therefore necessary for the site investigation team to identify new sources for materials near the project roads through physical survey and local inquiry (from public and departmental officials).

LBII/ Sheladia ICES/ICT KeralaState TransportProject EIA for Nine Phase - I Road LinksSeptember 2001

The survey included the evaluation of material requirements for road pavement/shoulder works, cross drainage and other structures, material specifications, identification of material sources, stone quarries and extraction sites for sand and the testing and evaluation of material for use in the works. The main material sources have been identified using information collected from the Kerala Highway Research Institute of the State PWD, which has been supplemented by identifying other potential sources and checking their suitability. The locations of these sources are tabulated by Appendix 12 of Volume 2 and indicated graphically in Exhibit 5.10. Diverse rock types are made up of Lower Pre-Cambrian Chamockites and Khondalites, Archaean Cordierite Gneiss and Homblende Biotite gneiss, Miocene rock beds are generally I seen in Quilon and Varkalai beds. Pleistocene laterite is available in different regions of Kerala. The general geographic distribution of various rock types met within Kerala is shown in Exhibit 5.11 and a map is presented in Exhibit 5.12.

EXHIBIT 5.11 ROCK MATERIAL AVAILABLE IN VARIOUS DISTRICTS ROCKTYPE AVAILABILITY Chamockites Occupyabout half of the areaof theState (GSI, Geological and mineral map of Kerala 1995), Kozhikode, Palakkad, Thrissur, and Kottayam.Idukki, Pathanamthitta,Ernakulam, Kollam Malappuram and limitedareas of Kasargode Khondalites Kozhikode, Palakkad, Ernakulam, Kottayam Kollam, Thiruvananthapuram

Schists, Granites and Wayanad, Kannur, Kasarkode, Emakulam, Kollam, Thiruvanathapuram Gneisses Literate Midlands of Thiruvananthapuram, Kollam Pathanamthitta, Kottayam, Ernakulam and Malappuram.

(Source: Geological Survey of India (GSI) 1976)

Availability of Construction Materials Earth l Soil Suitable granular soils suitable for the construction of embankments and sub grades are available within a reasonable distance for use on the project road. The soils available along the alignment are suitable for use in the sub grade. For most of the project roads in plain / rolling country, soil will need to be obtained from private sources since departmental borrow areas are not available. The details of borrow sources identified and the characteristic properties of soils from these sources were ascertained through laboratory testing of samples. Sub-base material Naturally occurring murrum / gravel is rarely available for direct use as sub-base material which satisfies grading and strength properties. Suitable sub base material can, however, be won locally by blending soil, aggregate / shingles and sand in suitable proportions to satisfy the specification requirements. Base course material Stone of suitable quality for use as aggregates for pavement courses as well as for concreting is available along the project roads within reasonable haul distances. There are a number of private crusher operators who supply crushed aggregates of different grades. From laboratory tests conducted, it is seen that aggregates available from local stone crushers generally satisfy the specification requirements. Fine Aggregate River sand of suitable quality is available for use in the project roads within reasonable distances. The government due to 'mining' phenomenon has controlled the river sand mining heavily. Stone dust is available from private stone crusher owners, and this can

II.BI1/ Sheladia /CES/JCT 5.6 Kerala State Transport Project E_ for nine Phase 1 Road Links - September 2001 761 771. N

0.0 m 10 20 30 0 50km

ERNAKULAM

10~~~~~~~~~~12Kr

10' 1311 ZggW (=7 10 .

13 0-0 76g tv 2M b PATHANAMTHITTA z

7 ALAPPUZHA 7 C 7 7 2M2X a0^

'-A

7 1'l4 RTH5T AN>0 A

\/ *110 \N _11 Project RoadsdsVA LEGEND:-

NATIONALHIOGHWAYh

PROXECTROADS

OTHERROADS

47 AGGREGATE A

SAND 117

SOL X201

ROADNODE (J

UNK NUMBER 61

SOURCE:-Co jItont'. 0-ot-dWnio- Study Repo-t Apf,i 2000.

EXHIBIT NO. 5.10 LOCATION OF MATERIAL SOURCES (SOUTH SECTION) - A 761- 71- LBII/Sheladia/CES/ICT Kerala State Transport Project EA for nine Phase I Road Links September 2001

11 0

29 w~~~~~w3

4 \4

98 97'~~~~~~~~~~~~~~80

21 USR \

~~~~RISSURl

| i ~~~~~~~~~~~~I-DUSKK/

137 246 M3

'Proj'ect Roads 247AAM\ LEGENU:-\

NATIONALHIGHWAYS 8

PROJECTROADS OTHERROADS

AGGREGATE A 4 PATHANAMTH A

SAND 117

SOL * 201

ROADNODE (j

LINKNUMBER 6]

SOURCE:-Cmaultont's GeotechnicalStudy Report ,Apr 2000. EXHIBT NO. 5. tO LOCATION OF MATERIAL SOURCES (SOUTH SECTION)- B 761d 7i1/ LBiIf/Sh eladia/CES/ICT Kerala State Transport Project EM for nine Phase I Road Links - September 2001 76 1.77 1 MALAPPURAM N ,,

PLESOCENLaetRIS

O 0

,10' 100

ALAP8UILOWER Khcndalits(B z

ALA8

LEGEND M l: t

Project Road (

PRECENT Soil Alluvium PLEISTOCENELaterite ° MIOCENE Quilon and WarkalaiBeds < <

/Np1 (Meta Volcanics,Meta Sediments) \

X ~~~~~Charnockites \ f \ ffi ARCHAEAN CordieriteBiotite gneiss gneiss, and Hornblende other unclassified Crystollines . / z ~~~INTRU S IVE S KAZHAKKOTM NON-DATED Gronites e| PRE-CAMBRIANBasic intrusive (Dolerites)

(Source:-RESOURCE ATLAS OF KERALA, 1984) THIRUVANANTHAPURA EXHIBIT:-5.12 NINE PHASE-I PROJECTROADS IN RELATIONTO GEOLOGYOF KERALA 761S 771/ LBII/Sheladi a/CESIICT KeralaState Transport Project EIA forNine Phase- I RoadLinks September 2001 also be used as fine aggregate for bituminous mixes. Details of locations of material sources were also identified in the study as shown in Exhibit 5.9.

Borrow Pits. Areas suitable for borrow pits (i.e., sources of material for the construction of embankments and use as fill) have been located in accordance with the Indian Road Congress Specifications and are indicated by Volume 2 Appendix-11.

5.3 WATER RESOURCES OF THE REGION 53.1 Surface Hydrology The various rivers and its tributaries that flow through the PIA districts are shown in the Volume 2 Link specific EMP Appendix-10. These rivers originate from the Western Ghats and flow into the Arabian Sea. During the monsoon, the larger rivers flow with turbulent and impetuous force frequently rising four to five meters above their original level sweeping away habitations and crops. A thin stream of water bordered by sandy beds can be seen immediately after the monsoon season and rivers drain quickly. Owing to the fairly heavy monsoon rainfall, all the rivers carry sizable flows at that time. During the non-monsoon months most of them are dry. Lakes and Backwaters One of the striking features of the State is the continuous chain of lagoons or backwaters, which exist along the coastal region. Canals, both natural and artificial connect them with one another. The lagoons or backwaters are connected to the sea through small openings called azhis. Vembanad is the main backwater in the Emakulam district. This is the biggest backwater body in the State. Except the Link 73 Alapuzha -Chenganasserry, none of the Phase I roads passes through Backwater regions. The Link 73 passes through Kuttanad area, which forms part of the Vembanad lake. This area is outside the purview of CRZ regulations according to the CRZ Management Plan prepared by the Government of Kerala. 5.3.2 Drainage Pattern The mountain ranges of the Western Ghats, which form the eastern boundary of the State and the Arabian Sea, which forms the western boundary, are not far apart, the maximum distance is barely 124 km. The terrain is mostly undulating and generally sloping from east to west. There are a number of important rivers in the PIA of nine project roads the Periyar (longest river of Kerala) river and the Bharatha puzha (the biggest river of the Kerala) are the most important rivers that drain the area. Details of these rivers are shown in Exhibit 5.13. The nine phase I project road links in relation to river basins of the region are shown in Exhibit 5.14. The details of the project corridors that cross various river systems are indicated in the accompanying Volume 2 EMP Appendix I Environmental Strip Plan for all the Nine Links prepared separately as Stand-alone Environmental Management Plans. Bridge locations are also shown on the strip plan. Additional problems of drainage sections are indicated by the accompanying Environmental Strip Maps and Environmental Data Sheets of Volume 2 Appendix 1 and tabulated by EMP Appendix 10 of Volume 2 Environmental Management Plan. Flooding during the rainy season is a problem especially along the Alapuzha-Changanassery route. 5.3.3 Water Quality In The Region Field investigations and studies carried out induced the need for testing of some important parameters. Arrangements have been made for sampling and testing for these parameters of

LBIII Sheladia /CES/ICT 5.7 I KeralaState TransportProject EIA for NinePhase - I RoadLinks September 2001

water quality within typical water bodies. The water quality parameters that have been tested 3 are * pH, * Dissolved Oxygen (DO) in mg/I, | * BiologicalOxygen Demand (BOD) in mg/land * Suspended Solids in mg/I.

EXHIBIT 5.13 MAJOR RIVERS DRAINING THE PIA DISTRICTS SI. No NameOf River Length(Km) Catchmentarea (Sq. Km) ______Kerala Karnataka Tamil Nadu Total 1 Muvattupuzha 121 1554 1554 2 Periyar 244 5284 114 5398 3 Neyyar 56 497 497 I 4 68 702 702 5 Ayroor 17 66 66 6 Vamanapuram 88 687 687 I 7 Mamom 27 114 114 8 Ithikkara 56 642 642 9 Pallikkal 42 220 220 10 Kallada 121 1699 1699 11 Achankoil 128 1484 1484 12 Pamba 176 2235 2235 13 90 847 847 * 14 Chalakkudy 130 1404 1704 15 Karyvannur 48 1054 1054 16 Keecheri 51 401 401 17 29 234 234 18 Bharathapuzha 209 4400 6186 19 Kadalundi 130 1122 1122 3 20 48 117 117 21 169 2535 2923 22 Pambar* 25 384 384 23 Bhavani* 37.5 562 562 24 Kabbini* 56.6 1920 1920 25 Mannachil 78 1272 1272 The typical water bodies are (Source:Water Resources Atlas Of Kerala)

The typical water bodies are any -River! (one sample even if there are a number of river crossings) pond/ reservoir/ lake /backwater of a given project road. The State pollution | control Board has examined the water quality of Wells also. This is provided in Exhibit 5.15. Only eight stations out of 17 are of the Phase I Corridors carried out by the Project. All parameters measured are within the limits when compared to the water quality standards shown in the EMP Appendix 18 A. EXHIBIT5.15 DETAILS OF WATER QUALITY DATA ANALYSIS SL. PARAMETER * NO. STATION LOCATION SOURCE pH D.O. BOD S.S. * _ ~~~~~~~~~~~~~~~~~~~~~~~~(mg/l)(mg/l) (mg/l) U I Kazhakkootam Near Sainik school junction Well 7.83 7.3 1.1 8.2 2 Ayoor Near State Highway, Opp. Well 6.72 6.9 0.8 11.0 Saritha Hospital 3 K Near State Highway, Opp. 3 __Kottarakkara Swapna Tyres Strcam 6.86 6.70 1.30 22.50

LBII/ Sheladia /CESICT Kerala State Transport Project EIA for nine Phase 1 Road Links - September 2001

761. 76 771. ~~~~~~NN 11 MALAPPURAM 11 o 0 i D.Ok; 1z0 36 D SDi~D.0km

IRIVERBASINE' TIRUR \ @ BHARATHAPUZHA ~3KEECHERI ® PUZHAKKAL ®KARUVANNUR K Y G3CHALAKUDY 1i0 PERIYAR 10o o ®MUVATTUPUZHA 0 ® ®MANIMALA i PAMBA G~ACHENCOIL ®PALLIKKAL ® KALLADA z ®ITHIKKARA> I AYROOR A u

-® VAMANAPURAM C, ® MAMOM 7 ® KARAMANA ® NEYYAR KOLLA ® PAMBAR

9.~~~~~~~~~~~~~~~~~~~~~~~~~~~~9 ° LEGEND ,

(Source:-WATER ATLAS OF KERALA, 1995) KAZHKOTAM 9

EXHLBIT:-5.14 NINE PHASE-I PROJECTROADS IN RELATIONTO RIVER BASINS OF KERALA 761 771 LBII/Sheladia/CES/ICT Kerala State Transport Project EIA for Nine Phase - I Road Links September 2001

4 Chengannur At Mundankavu Stream 6.58 7.50 0.80 8.50 6 Perumbavoor NearGovernment Hospital Well 7.12 7.20 1.30 12.60 7 Muvattupuzha MuvattupuzhaRiver River 7.12 7.20 1.30 12.60 8 Thodupuzha Near Malankara Estate River 7.07 8.80 0.60 5.00 I 5.3.4 Water Quality Standards The Indian tolerance limit values for different water quality parameters and different uses are | as shown in Volume 2 Link specific EMP Appendix 18 A. 5.3.5 Groundwater In The Region | Groundwater in the sedimentary rocks occurs in both water table and confined conditions. The water table in the Cenozoic sediments of extend to 30-50 m below ground level. The water obtained from the Cenozoic aquifers is generally potable. Coastal region The groundwater in the coastal region occurs predominantly under water table conditions in the alluvial deposits of recent age and these aquifers are normally a few meters in thickness. Open wells of approximately 2m diameters are the common groundwater extraction method. In some places the sandy aquifer may extend to depths of tens of metres. Except the Link 73 Alapuzha- Changanssery project road, none of the nine project roads falls | within this region. Midland region In this region, groundwater is often encountered under water table conditions in the lateritic aquifers of 10 to 20 m thickness. Wells of relatively large diameter I of about 4 to 6m are the common groundwater extraction structures in the midlands. Except the Link 73 Alapuzha-Changanasery and Link 50.1 Palakkad -Shornur all seven other phase 1-project roads considered in this report falls under this region. Highland region The jointed and highly weathered zone forns the aquifer in this region. Groundwater occurs under water table conditions and can be exploited through dug wells. Link 50.1 Palakkad- Shomur falls under this area. The community drinking water sources are mainly groundwater as shown in Volume 2 Link specific EMP Appendix 5. 5.3.6 Floods During Monsoon Season Kerala State has an average annual precipitation of 3085mm. Approximately 90 % of the rainfall is precipitated during the six monsoon months, the high intensity storns during the monsoon months result in heavy discharges in all rivers. The river consequently swells and the heavy discharge rapidly reaches the midland and coastal regions spreading over lagoons I and backwaters raising the general water level and submerging vast stretches of low lying land. 1 The monsoon effect on roads is the frequent flooding of road sections for many hours at a time. This will result in traffic disruption and damage to the road fabric. However the raising of formation levels in this section is primarily for improving the vertical geometry and also 3 for drainage provisions. The likely flood sections in all the nine Phase 1 links are shown in Volume 2 Link specific EMP Appendix 9.

5.3.7 Cross Drainage Structures For The Nine Phase 1 Road Links The State receives a total precipitation of the order of three metres. The number of cross drainage structures required for a road with a more or less north south alignment is naturally very high especially when located in the midlands. The number of cross drainage structures

[LBII Sheladia /CES/ICT 5.9 l Kerala State TransportProject EIA forNine Phase - I Road Links September2001

and their locations with respect to road chainages are given in the environmental data sheets. An analysis of CD structures showed that the density of cross drainage structures is generally I of the order of 2-4.6 per Kilometre as shown in Exhibit 5.16. The average CD structures per Kilometre are found to be 3.15 per kilometre for the Nine Phase I Link roads. Additional culverts are also proposed for many sections including new alignments. In addition to this a I number of culverts are to be widened to accommodate the design width and a number of culverts are to be reconstructed. The total number of bridges is also very high due to the large number of streams and rivers all across Kerala including the PIA area of the nine road links. The designs for culvert widening are adjusted to one- side widening and both -side widening. 3 There will be reconstruction were ever the existing structure is in a poor condition and there will be new construction along the new alignments (Realignments and bypasses). The planned construction is for the full formation width.

EXHIBIT5.16 ANALYSISOF CD STRUCTURESOF NINE PHASEI ROAD LINKS Links Length No Of No Of DensityPer New X Links (Km) Culverts Bridges Km Bridges Link 1 46.01 126 8 3.39 17 5 Link 2 21.20 72 6 4.15 8 2 Link 3 23.20 72 4 3.45 4 0 Link 6 33.80 | 72 8 2.66 7 3 Link40 33.00 64 1 2.18 6 1 Link 50.1 45.00 95 7 2.47 9 0 Link 70 17.80 64 1 4.55 16 0 Link 72 13.00 20 2 3.07 16 2 Link 73 24.10 74 13 3.81 4 _ Total 1 257.11 | 659 | 50 3.15 87 14

5.4 AMBIENT AIR QUALITY Permissible air quality pollution levels have been established by the Central Pollution Control Board (CPCB) for five air pollutants. These are Suspended Particulate Matter (SPM), Sulphur Dioxide (SO2), Nitrogen Dioxide (NO2), Carbon Monoxide (CO), Lead (Pb). The 'permissible' concentrations of these pollutants are shown in Volume 2 Link specific EMP Appendix 18 B. Air quality data for various monitoring stations located in cities and J towns around Kerala are available from 1988 to 1995. None of the stations represent the nine phase 1 Project roads. For additional reference, the data was processed and shown as Sectoral Environmental Assessment. All these can be projected as the worst-case scenario of Kerala I as these towns represent the major urban centres of The State. For a fair interpretation,of data the mean concentrations are compared with standards. All monitoring has been carried out at roof top stations and is indicative of overall air quality. The tests do not represent air quality I at roadsides for which monitoring with mobile equipment was used. Air Quality data is available for all major cities (worst case) Viz., Kochi, Kozhikode Kottayam and Thiruvanathapuram. Kochi is the only industrial town of Kerala in which large numbers of * industries are concentrated at one location. However for the Kochi region the pollution level is still within the limits as prescribed by the PCB. Of three parameters for which secondary data is available only SPM is found to be excessive in a few cases. This may not be true for 120-140 rainy days of the State. The Kerala State Pollution Control Board has monitored primary data for all parameters 3 specified by CPCB for the Project. The results are provided. The Exhibit 5.17A is the graphical presentation of the hourly variation of air quality for 14 monitoring stations. The

_LB1IISheladia /CES/ICT 5.10 l 100- KOTTARAKKARA URBAN (1) 210- KOTTARAKKARA URBAN(2

900 200- 855 190, -~180- 170 75 I,. 160 O ~ ~ ~~ ~~ ~ ~ ~ ~ ~~~~~~ ~~~~150. o,6 0140 Oa60 07130

55 o 120- uJ ~~~~~~~~~~~~~w 45 - 100- 40 0

35 >- 80 70 o30. <25 ~5000

40

U 20 - - ~~~~~~~~~~~~10 0* 0 o0 0 0 0 0 0 0 0 8 O 9 9 c a a a a

TIME (Er) TIME(hr)

550- ~~~~~~~~~~~~~~~~~180- 525 - ~MUVATTUPUZHA(1) MUVATTUPUZHA (2) 500. ~~~~~~~~~~~~~~~~~~165 475 Y 450. ~~~~~~~~~~~~~~~~~~150-

6 C'~~~~~~~~~~~~~~~~~~~~135

o 375

3320 120o

3275 - 905

0:

I-200

< 6~~~~~~~~~~~0. a: 150 I < 45 125

100 . ' 30-

25 z P 0 ~ -

0 0a0 a a 0 0 0 …0 0 0 0 -

TIME (hr) TIME (lir)

NO, so, HCT Co ISOURCE: ENVIRONMENTAL MONITORINGBY PCC -- W- - (AUGUST 2000.-APRIL 2001) EXHIBIT 5.17 HOURLY VARIATION OF AIR QUALITY AT VARIOUS MONITORING STATIONS 440 N.H.JUNCTION, 1so N.H.JUNCTION, 420- NEARKAZHAKOOTAM. (1) 150 NEARKAZHAKOOTAM. (2) 400 E10

380 - 140 - 360 - 130 2340 1208 8

A0 °-0 o 100/

0i260 -9 'o 240 e 8oe

200 ~60 f <180

fl 140-40 t 20 2 8 o o 8 120- 30 o 03 1060 I~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ 20~~~~~~~~~~~~~~~~~~~~2 ys PERUMEAVOO (11 l9b] PERUMEAVOOR(2)~~11 so io\~~~~~~~~~~~~~~~~~~~~~~~~~~~~~TIEir

20 00000

TIME (hr)

HOURLY VAPERUMBAVOORF() 210A PERUMBAVOOR(2) 330ZA20 -;azo_L S 315 195- 300w -10 u oN°ogX (U~TM (h)TMEUr 285

o,270 - 6 255 Iso 240 0'225 c)'135 z210

0~~~~~~~~~~~~~~~~~~~~~~~~~~~~1

LU 1S0 (U 105- LU 105- 2 <0 10. g 3- 135 I- 75 120

<90 75- 45

30 45

0 S. . .-. .___.._ __.

0 0 0 (U 0 6 0 (U (U~~~~~~~~~~~~~~~~~~~~0 N 0 06

TIME (hr) TIME (hr)

NOx so, HCT co SOURCE: ENVIRONMENTAL MONITORING BY PCC -- W- I(AU GUST 2000 -APRI L200 1) EXHIBIT 5.17 HOURLY VARIATION OF AIR QUALITY AT VARIOUS MONITORING STATIO0NS go. ~~~THODUPUZHA(1) 9 THODUPUZHA (2) 85 85-

80 80.

75- 75-

70 365, A6

Z 55 z 55

50. 50.

LU45 (-45-

40 40

35, ~~~~~~~~~~~~~~~~~~~~~~~~~~-.35

3J ~30

25 25

20 20

15 15-

10- lo-10

5 5

0 ,o a :2'-,•• U

TIME (hr) TIME(hr)

NO, so, HCT Co ISOURCE: ENVIRONMENTAL MONITrORINGBIY PCC - -W- --- (AUGUST 2000 - APRIL 2D01) EXHIBIT 5.17 HOURLY VARIATION OF AIR QUALITY AT VARIOUS MONITORING STATIONS Kerala State TransportProject EIA for Nine Phase- I Road LinksSeptembea 2001

Exhibit 5.18 shows the results tabulated for 14 locations out of 34 monitored by the Kerala State Pollution Control Board during November 2000. At Ayur, the values exceed the limits during the evening (about 5 pm to 9 pm). Standards for (Hydro Carbon Traces) HCT levels are not available. Both HCT and Carbon Monoxide (CO) show very low values at all monitoring locations. CO values are within permissible levels at all stations except for some readings at Perumbavur. Even at these places, the values exceed the limits only slightly during some short intervals of time. Average values of SPM levels are not exceeding the standards in any of the 14 Stations provided. EXHIBIT5.18 AMBIENTAIR QUALITYAT 14 LOCATIONS

3 LOCATION AIR QUALITY PARAMETERS (glm ) TYPE OF SPM RSPM SO, NO, HCT CO Pb LOCATIONS N.H.Junction, Near 28.23 15.32 8.86 139.63 128.60 0.97 0.02 Major Road Kazhakkootam Junction

Ayoor Rural (1) 70.41 64.06 45.40 52.66 1.32 0.39 0.01 Resuirntial Kottarakkara 84.36 53.88 1.53 29.40 6.06 0.97 0.01 Urban

Urban I ______Chengannur Industrial Estate 44.23 33.50 1.81 4.35 7.22 0.75 0.01 Urban

N.H.Junction,

Kazhakkootar 58.67 16.98 7.46 61.60 1.71 0.89 0.02 Urban

Ayoor Rural (2) 101.9 78.80 16.43 57.69 1.10 0.84 0.06 Rural Kottarakkara 108.8 74.57 6.93 57.87 6.31 1.16 0.02 Urban Urban (2 Chengannur Industrial 40.09 25.60 5.28 6.61 14.10 0.82 0.04 Urban Estate(2) Perumbavoor (1) 56.52 41.31 53.14 60.37 4.27 1.36 0.01 Industrial Muvattupuzha(1) 54.80 42.28 18.07 171.79 5.06 1.38 0.03 Urban Thodupuzha(1 34.88 16.61 3.03 42.88 5.50 1.09 0.01 Urban Perumbavoor(2) 56.59 40.90 2.37 99.43 10.83 1.46 0.01 Industrial Muvattupuzha(2) 53.74 40.63 10.21 81.73 7.46 2.08 0.03 Urban Thodupuzha(2) 44.11 20.57 2.48 35.68 6.52 1.33 0.01 Urban Average levels of RSPM are high only at Kottarakkara. Kottarakkara is an urban area. Recorded levels of Pb did not exceed the permissible limits at any of the monitoring stations. The pollutants from vehicles traffic, which cause the greatest concem, are particulate matter, lead and carbon monoxide. The smaller particulates of less than 10 microns in size, known as PMIO, are the biggest danger as they pass the filtering system of the human nose and lungs and contain carcinogens. The major sources of these are diesel engines and the two-stroke petrol engines fitted to small motorcycles and auto-rickshaws. The World Bank has studied the impacts on human health of air pollution in some Indian cities5 and its findings for three cities in Kerala are summarized in Exhibit 5 19.

Carter 1995. 5.11 LBII/ Sheladia/CESiICI Kerala State Transport Project EIA for Nine Phase - I Road Links September 2001

EXHIBIT 5.19 ESTIMATES OF THE ANNUAL HEALTH INCIDENCES IN THREE CITIES IN KERALA DUE TO AMBIENT AIR POLLUTION LEVELS EXCEEDING WHO GUIDELINES 3 City Premature HospitalAdmissions And Sicknesses IncidenceOf Minor Deaths RequiringMedical Treatment Sicknesses Kochi 146 86,946 5,202,229 Kottayam 65 37,420 2,292,851 Kozhikode 211 122,249 7,490,616 Totals 422 246,615 14,985,696 (Source: Brandon 1995) 5.5 AMBIENT NOISE LEVEL Noise standards in India are prescribed by the Central Pollution Control Board and are shown in Volume 2 EMP appendix 18C. India has no L% standards. For comparison purposes, therefore, Exhibit 5.20 indicates the standards of the U.S. Federal Highway Administration (FHWA) as the noise abatement cnrteriafor motor vehicle noise. A noise impact is considered to have occurred if predicted noise levels approach or exceed the standards presented in the exhibit or when the predicted traffic noise levels substantially exceed the existing noise levels (usually at least 10 decibels above existing levels). The sensitive noise receptors along the project roads are as indicated in the Exhibit 5.21. The technical terms and units of noise measurements employed by these standards are defined as follows: Leq = the sound level equivalent, i.e., an energy-averaged sound level that includes both I steady background sounds and transient short-term sounds. The Lq represents the level of steady sound which, when averaged over the sampling period, is equivalent in energy to the fluctuating sound level over the same period. The Leq is commonly used to describe traffic noise levels that tend to experience hourly peaks. L%= percentile distributions of sound levels, i.e., the sound level exceeded for an indicated percentage of the measurement period. L90 is the sound level exceeded 90 percent of the measurement period and is commonly used to represent background sound levels. L1o is the sound level exceeded 10 percent of the time for the measurement period and 3 represents the peak sound levels. LMaXand Lmi. = maximum and minimum sound levels, respectively. dBA = A weighted measurement of sound. Since the range of sound pressure levels varies greatly, sound levels are expressed on a logarithmic scale, which "compresses" the range. The standard measurement unit of sound is the decibel (dB); this represents a ratio of pressure levels referenced to the 0.0002 microbar, which is considered to be the threshold of human hearing. The threshold of pain, which is at the other end of the audible range, occurs at approximately 140 decibels. Using the decibel scale, an increase of three decibels is barely I perceptible and an increase or decrease of ten decibels is perceived as a doubling or halving of the sound level. Humans are capable of hearing only a limited frequency range of sound and the human ear is not equally sensitive to all frequencies. The human ear is more tolerant I to higher noise levels at lower frequencies and can hear frequencies ranging from 20 hertz (Hz) to 20,000 Hz. In order to consider this characteristic in noise measurements, a frequency weighting known as the A-weighting is commonly applied to the sound pressure U levels. This approximates to the frequency response of the human ear by placing most emphasis on the frequency range of 1,000 to 5,000 hertz. Because the A-weighted scale

LBII/ Sheladia /CES/ICT 5.12 l Kerala State TransportProject EIAfor Nine Phase - I RoadLinks September2001

closely describes the subjective response of the human ear, it is most commonly used in noise 3 measurements. Sound level measurements using A-weighting are expressed as dBA. EXHIBIT 5.20 COMPARATIVE L,, AND L%NOISE STANDARDS

Activity Lq (H) L1o (H) Description Of Activity Category

Lands for which serenity and quiet are of extraordinary significance and which serve an important public need, where preservation of those *A 57 60 qualities is essential if the area is to continue to serve its intended purpose. (Outdoor sound level) Picnic areas, recreational parks, playgrounds, active sport areas, and I B 67 70 parks, residences, motels, hotels, schools, churches, libraries, and hospitals. (Outdoor sound level)

C 72 75 Developed lands, properties, or activities not included in Categories A I or B above. (Outdoor sound level) D Undeveloped lands. Recommended indoor sound level for residences, motels, hotels, E 52 55 public meeting rooms, schools, churches, libraries.

Source: Based on standards of the U.S. Federal Highway Administration, 23 CFR 772 (4-1-90 Edition). 'Either L,q (1-hour) or L,o (I-hour) may be used, but not both.

EXHIBIT 5.21 A SUMMARY OF THE SENSITIVE NOISE RECEPTORS ALONG 3 TlHENINE PHASE 1 PROJECTCORRDORS Link No Length Of The Road (Km) Total Number Of Schools Total No of Hospitals Others 1 46.3 11 4 2 21.3 5 4 3 23.1 10 3 6 33.8 5 6 40 33 11 7

50.1 45 20 12 __ 70 18.25 5 1 Court 72 12.5 5

1 73 25 1 6 _ __ Total 257.10 73 . 44 1 Project Specific issues; In Kerala, the traffic "with poor visibility" contributes the bulk share of the background noise levels. The frequent use of vehicle horns is a 'used to factor' for the local population. Local residents in general are not aware of the background noise levels I generated by the traffic. The contributory factors for the traffic noise levels are o Frequent us of motor horns o Increasing traffic volumes o Narrow corridors with solid compound walls and lack of footpaths o High level of vegetation cover I o Highly meandering roads o Undulating topography coupled with numerous link roads and rough road surfaces I o Many road junctions and rough road net work. o Lack of observance of road priorities 3 The State Pollution Control Board carried out the noise Monitoring for the Project. The data generated is provided Exhibit 22.A and graphically in 5.22B

LB[I/LBIl/ Sheladia !CES/ICT/CESACT 5.13 Kerala State Transport Project EIA for Nine Phase -I Road Links Septemnber2001

EXHIBIT 5.22A ANALYSIS OF MONITORED NOISE DATA I PERCENTAGEDISTRIIBUTION OF NOISELEVELS THROUGHOUTKERALA IN 34 LOCATIONSFALLING NLO. LOCATION ALONGTHE KSTP ROADS Date LIO L50 L90 | REMARKS (Year 2000) _(Max) L5 L9 RE RK I N.H.Junction,Near 8-9Aug 81.00 71.00 52.50 Major Road IKazhakkootam (1) ____Junction 2 AyoorRural (1) 20 - 21 Aug 63.50 57.50 53.00 Rural 3 KottarakkaraUrban (1) 22 - 23 Aug 67.50 61.50 54.50 Urban I 4 ChengannurIndustrial Estate 24 - 25 Aug 51.50 44.50 38.50 Urban *5 N.H.Junction,Near 1-2 Sep 73.50 67.50 55.50 Urban * Kazhakkootam(2) 6 Ayoor Rural(2) 3 -4 Sep 62.50 57.50 53.50 Rural 7 KottarakkaraUrban (2) 5 - 6 Sep 68.00 62.00 56.00 Urban 8 ChengannurIndustrial Estate 7- 8 Sep 57.00 52.00 45.50 Urban (2) 78e 50 5. . b 10 Perumbavoor(1) 30- 1 Oct 65.50 57.50 44.00 Industrial 11 Muvattupuzha(1) 2 - 3 Oct 61.50 54.00 53.50 Urban 12 Thodupuzha(1) 4 - 5 Oct 57.00 47.50 37.50 Urban 15 Perumbavoor(2) 11 - 12 Oct 61.0 53.50 41.00 Industrial 16 Muvattupuzha(2) 13 - 14 Oct 60.50 55.50 54.50 Urban 3 17 Thodupuzha(2) 15 - 16 Oct 56.50 48.50 39.50 Urban (Source:Primary data monitored by Consultants The monitoring started in August 2000 was completed at the end of November 2000 and I reported in April 2001 together with the air and water quality monitoring. The noise data for 17 locations have been plotted with time (hrs) versus sound level dB variations. The findings * are as follows: 1. The maximum hourly variation of noise level is 70-100 dB for all urban and semi urban pockets while for typical rural areas and forest areas this is much less ie.,50-70 i dB only 2. The recorded noise levels were used to establish equivalent noise levels (Leq), LIO, L50, and L90 as shown in Exhibit 5. 27 for 17 locations. I 3. In all the locations where there is a high noise levels there is an active nighttime vehicular movement and commercial activities did not exhibit the low noise level in the night. 4. Sensitive noise receptors along the Project roads are indicated in the Volume 2 link specific Environmental Management Plan Appendix 8. * For phase 1 Project roads, the noise monitoring locations were identified in residential areas, ecologically sensitive areas, silence zones (Schools, Hospitals and Court) urban area, major road junctions and in Urban centers. The link specific noise receptors along project roads-are indicated in the Volume 2 EMP Appendix 8. A summary of the Noise receptors in various links are provided in Exhibit 5.23.

Min/Background Noise Level

_L1311Sheladia /CES/ICT 14 Kerala State Transport Project Sectoral Environmental Assessment - August 2001

105 AYOOR RURAL( 1) 110 KOTTARAKKARA URBAN (1)

95 1lOG

z~~~~~~~~~~~~~~

75 8

8 5 14 4 X>\tZ go eX + ' X 6 70~~~~~~~~~~~~~~~0

> ui~~~~~~~~~~~~~~~~~~~~~~~~~~

0 n

8 8. ______8 40 $ 8 $ 8 8 $ 8 S $

*~~~~~~~ ~~~~~<> o N ,l _ O N _C 0 0 N C C C C .-- - - N N 0 0 0 0 TIME(hr) TIME (hr)

CHENGANNOOR INDUSTRIAL ESTATE 105 MUVATTUPUZHA (1) 100-

s so 1\ 17~~~~~~~~~~~~~~~~~'0595 /!

85

775 A 70

co 8 A 65 ~60, L

so .

S ~~~~ 0- ~ ~~~~~~~~~~~45

40 .~*S ** SSSi~ S

35

.H.OURLY V . . 12 O NO 0NIC CEVL0 a aa TNE (hit 0 a C TIME(hr)

110 N.H. JUNCTION, NEAR KAZHAKOOTAM.(1) NTHODUPUZHA (1)

ID0

x~~~~~~~~~~~~~~~~~~~~~~4~8 /0o

|~~~ ~ ~~~~~~~HrS Max Mi e ORE EVRNETLMOIOIGB

.~70

to 0~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~

40.35

TIMEIhrl TIME(hr)

Max ~~~~HrIy Min Loci SOURCE: ENVIRONMENTAL MONITORINGBY -- W- -- A PCC(AUGUST 2000 -APRIL 2001) EXHIBIT 5.22 HOURLY VARIATION OF NOISE LEVEL AT VARIOUS MONITORING STATIONS LBII/Sheladia/CES/ICT KeralaState Transport Project SectoralEnvironmental Assessment - August2001

95sgTHODUPUZHA ( 1) PERUMBAVOOR(1) 105-

-~~~~~~~~~~~~~~ z~~~~~~~~~~~295.

z i~~~~~~~~~~~~~~~~~~~~~~~~~~Z,

. / ' V i \i 3 9SI6 5- t W7 551n' >2

0 A m

.455AU*A

45s8 35~~ 8 ~~~ ...... 35 . 0 . . . .

S S T VA8IoS S MONITORINGSco TIONS LBIl/Shel)diaMCES(hCT

0 0 0 0 -it- 0 (AU ST 2000 - AP 200 0I 0 0

HOURL VARITIO TOF tOIELVE

AT VARIOUS MONITORING STATIONS_ LBII/SheladialCES/ICT Kerala State Transport Project EIA forNine Phase- I Road Links September2001

5.6 FLORA, FAUNA AND ECOSYSTEMS 5.6.1 Ecology, National Parks, Wildlife Sanctuaries and Forest Reserves The State's ecology is nrch in its diversity and approximately 25 percent of its total area, i.e., 1,081,509 hectares, is forested. This includes 915,115 hectares of reserve forests, 18,479 * hectares of proposed reserve forests and 189,087 hectares of vested forests. Wildlife sanctuaries form 204,247 hectares of these. Major forest products are timber, firewood, cardamom, honey, reeds, bamboo, sandalwood etc. Forest areas and wildlife reserves in and around PIA districts are shown in Exhibit 5.24, 5.25, 5.26 and 5.27.

EXHIBIT 5.24 DESIGNATED FOREST BY DIVISION & AREAS (Ha) Si Division Reserve Land Vested Total No Proposed Forest 1. Thiravananthapuram 36,007.90 582.53 397.50 36987.93 2. Tenmalai 29,432.07 0 1,216.54 30,648.61 3. Punalur 28,005.07 0 16.90 28,021.97 4. Konni 32,064.30 1,102.10 0 33,166.40 5. 105,028.94 716.70 161.10 105,906.74 6. Achancovil 26,879.40 0 20.60 26,900.00 7. Munnar 66,275.02 4,725.60 583.49 71584.11 8. Kottayam 65,548.60 525.70 3,140.90 69,215.20 9. Kothamangalam 31,686.50 0 15.23 31701.73 |10. Malayattar 61,724.11 52.48 0 61776.59 11 Vazhachal 41,394.38 0 0 41394.38 12. Chalakkudy 35,470.98 0 0 35470.98 13. Thrissur 33,101.81 0 634.30 33,736.11 14. Nenmara 20,551.73 0 13,450.62 34,002.35 15. Palakkad 7341.00 0 16630.52 23971.52 16. Manarcad 20,998.00 0 45,677.31 66,675.31 17. South 26751.1 0 9,817.26 36568.36 18. Nilambur North 5,791.96 1.71 33,602.19 39395.86 19. Kozhikode 0 8,613.88 20,508.46 29122.34 Total (1) 674,052.87 16,320.7 145,872.92 836,246.49

EXHIBIT 5.25 DESIGNATED WILDLIFE RESERVES BY DIVISION & AREAS (Ha) SI No Division Reserve Land Vested Total Proposed Forest Wildlife Divisions I Thiruvananthapuram 18,100.000l- 18100 2. Agasthyavanam 3,044.70 67.30 3112 3. Idukki 28,960.20 - 28960.2 4. Thekkady 77,700.00 54.38 77754.38 5. Parambikulum 27,414.08 - 27414.08 6. Silent Valley 8,951.65 - 8951.65 Total (2 164,170.63 121.68 3,264.28 164292.31

Total (1) + Total (2) 838223.5 16442.38 149137.2 1000538.8 (Source: Kerala Forest Research Institute, Kerala Forest Department)

More than 500 species of trees have been identified and the wildlife sanctuaries contain mammals, such as elephants, tigers, leopards, lion-tailed macaque monkeys, and ibex and include rare and endangered species (Exhibit 5.27).

5Ll5 I ~ ~~~LBII/Sheladia/CES/ICT Kerala State Transport Project EIA for nine Phase 1 Road Links - September 2001 761. 771- N MALAPPURAM

O O.0umq0 10 20 503 40 50k 0

| > * gg ~ ~~~~~~~~~~~11 PEECHI-VAZAI MUDUFE SACUR

KUnp PALAKA 1.HMKMMIIEACUR

7

7

7RNMERAVIKULAM NATKN PAAK

o 0

d) ;W5 . ~~~~~~~~~~~~~~IDUKKWILDUFESANCTUARY 7 >

/ 9 KOTTAYAM

ALAPPUZHA LEGEND Project Priorty Road State boundary r r-u---r--Railway Line River g SHENDURNEYWILDUFESANCTUAY 9. District boundary o ..... 0

[23 Lake/Resevoir

Wildlife Sanctuary 2. PEPPARAWLDUFE SANCTUARY National Park Boundry Forest Area

(Source: -KERALA FORESTDEPARTMENT)

THIRUVANANTHAPUR. wAwur- MUY KAZHKKarAM

EXHIB1T:-5.26 NINE PHASE-I PROJECT ROADS IN RELATION TO SANCTUARIES & NATIONAL PARKS OF KERALA 761* 771. LBII/Sheladia/CES/ICT KeralaState Transport Project EIA for Nine Phase- I Road LinksSeptember 2001

No wildlife sanctuaries are present along the 14 km impact corridor (7 Km on either side) of the nine Link roads considered in this EIA. Only some small patches of forest area are seen * (refer Exhibit 5.1). EXHIBIT 5.27 WILDLIFE SANCTUARIES AND NATIONAL PARKS IN THE PIA OF NINE PHASE 1 LINK ROADS Si. NameOf Sanctuaries/Parks DistricV Area In CommonlySeen Fauna No Location Ha I 1. Neyyar Sanctuary Thiruvananthap 12800 Elephant, Tiger, Leopard, wild uram cat, wild dog, bear Thiruvananthp.Deer, Lion tailed monkey 2. Peppara Wildlife sanctuary Thiruvananthap 5300 Elephant, Tiger, Leopard, wild I ~ ~~ ~ ~~~______cat, wild dog, bear Tiger, Leopard 3. Shenduruny Sanctuary Kollam 10032 Sloth bear, Elephant, Wild Boar etc Highly endangered endemic 4. Periyar Wildlife Sanctuary Idukki 77700 lion tailed monkey, Tiger,

__ l _Leopard etc

5. Idukki Sanctuary5. Idukki Sanctuary IdukkiIdukki 77007700 ~~~~JackalSome 75etc elephants, wild dog, 6. Idukki 9700 Nilgiri tar 7. Chinnar Sanctuary Idukki 9064 Tiger leopard Indian giant squirrel 8l Thattekkad Bird Sanctuary Idukki 2500 Rich avifauna and Elephants Tiger, Leopard Wild dog, l 9. Parambikulam Sanctuary Tamilnadu & 28500 Neelgiri tar

Lion tailed Monkey, Tiger, | 10.Chimmoni wildlife sanctuary Thrissur 7500 Leopard, Elephant, King Cobra and many types of snakes are very common. |11. Peechi-Vazhani Sanctuary Thrissur 12500 The sanctuary harbours few Peechi-Vazhani ThrissurSanctuary 12500 mammal species only. 12. Silent Valley National Park Palakkad 8952 threatened species. Kamataka, More than 100 species of 13. Niligri Biospere Reserve Tamilnadu & 552000 mammals, 550 species of birds, Kerala border 80 species of reptiles etc. (Source:Wildlife sanctuariesin Kerala,1997)

Reserve forests There are few reserve forest patches (Exhibit 5.28) along each side of the alignment within the 14 Km impact corridors as depicted by Exhibit 5.1 (Environmental I aspects of PIA). These are mostly plantations of Cashew, Rubber etc under the Forest Department. These forestlands have no wildlife presence since the surrounding areas are thickly populated.

5.6.2 ROAD SIDE (AVENUE) PLANTATION

Public trees In the nine project corridors there is no continuous avenue plantation. The trees within the available corridor are surveyed and tabulated as shown in the Exhibit -5-29A. The GI in this table corresponds to a girth size of 0.5 to 1 m and G 2 corresponds to I to 2 m I similarly G4 stands for girth size of 3 to 4 m and above. The G 4 category mainly constitutcs Banyan trees. Other trees, which are commonly found along the roadsides, are

-LBII/Sheladia /CES/ICT 5.16 l Kerala State Transport Project EIA for nine Phase I Road Links - September 2001 761. 77 - N MALAPPURAM

t.F~~~~~~.\~~~~~~~~~~~I _ 0 @ 0 '50**;-kr p ,

LEGEND KOHIR

PROJECTROAD 10 10 0 ~~~~~~~~~~~~~~~~0

WET EVERGREENFOREST - > 2 o

SEMI EVERGREENFOREST

MOIST DECIDUOUSFOREST

DRYDECIDUOUS ALAPP

Ei:rI TEMPERATESHOLA

PURE REED AREA

LIEPURE BAMBOO AREA

3YYWY1GRASS LANDS 0~~~~~~~~~~~~~~~~~

EYEUNCLASSIFIED FORESTPLANTATIONS

LI::OTHER PLANTATIONS THIRUVANANTHAPUR

(Source:-WATER ATLAS OF KERALA, 1995) EXHIBIT:-5.28 NINE PHASE-1 PROJECT ROADS IN RELATION TO VEGETATION OF KERALA

LBII/Sheladia/CES/ICT I Kemla State Transport Project EIA for NinePhase - I Road Links September 2001

- Tamarind, - tree I - Mangoes and - Jamun

3 EXHIBIT 5.28 SMALL FOREST RESERVES WITH IN THE CORRIDOR OF IMPACT (COI) Link No. Of Total Distance N Lin Forest AreaIn Name Of Forest FromThe *No. Patches Ha Road (Km) 1 3 330 Thonnakkal,Ayiravalli and Irattur Rf 1.5-5 2 None 3 None l 6 1 150 Mazhavannur Rf 2 40 1 300 Kadungodukunnu RF 5 50.1 3 700 Vegnagllur RF 3-4 70 4 300 Maniyandrum Rf Nedumala RF,Manakkod Rf and 0.5-5 Ezhallur Rf 72 1 100 No specific name 2 73 None . (Source: Survey of India maps 1967)

I Private trees There are approaximately 300 Nos of private owned trees that will have to be cut and removed as shown in table 2.0. All these trees occupy the land to be acquired outside the right of way. Due to the limited widening, the number of trees affected is very small I compared to the total number of public trees affected. The private trees that will be affected during widening and improvement will be the subjected to compensation at the appropnrate market rates. i EXHIBIT-5.29A THE DETAILS OF LIKELY TREE REMOVAL ALONG THE CORRIDOR

_n ~~~Link Girth Size I GI (I m) G2 (2 m) G3 (3 m) G4 (4 m) 1 14 54 45 3 2 89 38 17 0 3 27 4 6 0 6 17 29 10 0 40 52 50 3 0 50.1 37 71 50 19 70 12 30 15 2 72 39 8 0 4 73 149 8 1 0 I (Source:Field Survey) EXHIBIT 5.29B PRIVATE TREES THAT WILL BE REMOVED LINK NUMBER TREES 1 119 3 ~~~~~~~~~~~~~~~225 3 7 6 1 40 23 50.1 18 70 11 72 87 73 2 Total 293

LBII/ Sheladia ICES/ICT 5.17 l l 3 Kerala State Transport Project EIA for Nine Phase - I Road Links September 2001

An Environmental Sensitivity analysis of the nine Phase I road for the ecological sensitivity

as per the 10 th April 1997 MOEF Notification have been carried out. None of the Project roads pass through any forest areas and need no forest or any ecologically significant area for widening and improvement. Considerable research has been carried out including the Sectoral Environmental Assessment. It is also important to specifically mention the broad Environnental sensitivity of the three physiographic divisions.

3 Lowlands- Sociologically and CRZ Sensitive areas Midlands -Sociologically Sensitive area 3 Highlands-Ecologically Sensitive area

Details are further discussed in the respective sections. This is necessary to evaluate the level 3 of Environmental Analysis the reader needs to expect from this document (Exhibit 30). EXHIBIT 5.30 SENSITIVITY ANALYSIS OF THE NINE- PHASE -1 PROJECT ROADS

AS PER THE 10 th APRIL 1997 MOEF GAZETTE NOTIFICATION Environmental I ~ ~~~~~~Physiographic Forest CR es Parks & Assessment Location: Areas And CRZ Areas anctuaries Sensitivity As Link No Lowland Land Use Forest And In PIA Per 10 April [INMidand/ Land In Or As Defined 199 MEFe High Land The PIAPa Mangroves By Moef Gazette Notification

Intense Cultivation 1.0 Mid land of Coconut Small None significance plantain and patches Nlogical I Tapioca 2.0 Mid land Rice and None None None No Ecological rubber _ significance 3.0 Midland Rice and None None None No Ecological I I t rubber significance Rice,

l6.MpRubber, Small None None No Ecological Banana and significance

*______Pineapple . . . I EXHIBIT 5.30 (CONTINUED) SENSITIVITY ANALYSIS OF THE NINE- PHASE -1 PROJECT ROADS AS PER 3 - THE 1 0 "tAPRIL 1997 MOEF GAZETTE NOTIFICATION Link Physiograp Land Use Forest CRZ Areas Parks & Environmental No hic Areas And And Sanctuari Assessment Location: Forest Or es Sensitivity As Per 10 I Lowland Land In Mangroves In PIA April 1997 MOEF /Midlandl The PIAP'a As Gazette Notification High Land Defined

l______By Moef 40.0 Mid land Rice and coconut None None None No Ecological _ ~~~~~~Plantations -significance * 50.1 Highland Rice and coconut Small None None No Ecological Plantations patches significance

I LBII/Sheladia /CESACT 5.18 l

KeralaState TransportProject EIA for Nine Phase- I Road LinksSeptember 2001

70.0 Mid land Rice, Pine apple, Small None None No Ecological Rubber, Tapioca, patches significance X Banana,and Coconut 72.0 Mid land Paddy fields, Small None None No Ecological Coconut, patches significance * Banana,Rubber and Tapioca Plantations I 73,0 Low land Coconut and None Not included in None Excluded from the CRZ (Coastal Kuttanad Paddy CRZ area. No Management Plan from Lowland) filed areas Mangroves have the CRZ as per CRZMTP been Known to be present within ______.______.______the_PIA A _P .

This will make the Environmental Analysis limited to Impacts on the Physical and Social Environment.

5.6.3 HUMANHEALTH AND SAFETY

5.6.3.1 Human Health

Kerala has made notable achievements in health standards reflected in the attainment of a low infant mortality rate, low maternal monality rate, low birth rate, low death rate, and high life I1 expectancy at birth. This has been made possible through a wide network of health infrastructure and social factors such as women's high education levels, general health consciousness and awareness. The major development indicators of birth rate, death rate, infant mortality rate and expectation of life at birth are presented in Exhibit 5.31.

5.6.3.2 Highway Safety

This is one of the most important considerations for the Highway Authority and Road designers. This is addressed more elaborately due to its importance in the Kerala State I HighwaysProject. EXHIBIT-5.31 BIRTH, DEATH AND INFANT MORTALITY RATES IN KERALA * Year Birth Rate Per Death Rate Per Infant Mortality Expectation Of Life 1,000 Population 1,000 Population 1,000 Rate At Birth Of Kerala Population Kerala All India Kerala All India Kerala All India Males Females 1970 32.3 36.8 9.2 15.7 61 129 56.7 60.0 1980 26.8 33.7 7.0 12.6 42 117 64.7 69.0 1981 25.6 33.0 6.6 12.5 37 110 1985 22.9 32.9 6.9 11.8 33 97 65.7 72.5 1986 22.4 32.6 6.7 11.1 27 96 66.9 72.8 1987 21.0 32.2 6.0 10.9 26 95 - - 1988 19.9 31.3 6.0 10.0 24 94 - - 1989 20.3 30.5 6.1 10.2 21 93 67.5 72.9 1990 20.3 30.5 6.1 14.2 21 93 69.0 72.0 1991 19.8 30.5 5.8 10.2 17 91 69.0 72.5 1992 18.1 29.0 6.0 10.0 16 79 69.0 73.5 1993 17.3 29.3 6.0 9.8 13 - - - 1994 17.1 28.6 6.0 9.2 13. 73 1995 17.0 N.A 6.0 N.A 13 N.A.

LB]1/ Sheladia /CES/ICT 5 19 3 KeralaState TransportProject EIA for Nine Phase- I Road Links September 2001

Road Accidents In Kerala: With 23.9 fatalities per 10,000 vehicles in 1996 as compared to less than five in North Arnerica and Westem Europe, India has a high accident ratel2. The number of road accidents in Kerala is 24.16 per 1,000 vehicles versus the national average of 12.03. The Exhibit 5.32 shows the accident rate in Kerala during 1995-98. As in other parts I of India, the mixture of buses, lorries, cars, motorized rickshaws, motorcycles, bicycles and pedestrians travelling at vastly different speeds contribute to extremely unsafe road conditions. The Exhibits 5.33 and 5.34 show Motor vehicle accidents by time of the day dunrng 1997-98 and Proportion of accidents by vehicle types respectively.

EXHIBIT-5.32 3 ACCIDENTRATES, KERALA, 1995-1998 Accident Increase/Decrease Rates 1995.96 1996-97 1997-98 95196-96197 96/97-97/98

Reported Accidents 37123 34702 33820 -7.0% -2.6% I PersonalInjuries 53475 51168 47668 -4.5% -7.3% Fatalities 2707 2707 2,668 0.0% -1.5%

(Sources: Director-General of Police for the traffic accidents, and Motor Vehicle Department for vehicle statistics) There is a conspicuous absence of footpaths along most busy roads; the physical separation of vehicles and pedestrians is an essential feature of modem road design wherever there is any 3 likelihood of conflict. Road junctions have few safety refuges for pedestrians and there is a total disregard by all drivers in observing rules relating to pedestrian crossings under the noses of the police officers. The project will address the road safety issues in all road designs. * .EnvironmentalAspects InfluencingHighway Design In Kerala The analysis of some Kerala specific parameters is used in design decision-making and is tabulated in Chapter 2, Exhibit 2.2. The designers have a clear understanding of the physical conditions of Kerala. There has been considerable research carried out to achieve this in the form of site surveys, scoping workshops and Client/ WB participation. Those directly responsible for the road design have considered all these factors in the final output.

EXHIBIT 5.33 MOTOR VEHICLE ACCIDENTS BY TIME OF DAY DURING 1997-98

3lSI. No. District Daylight Darkness Time Not Known Total I Thiruvananthapuram 2323 1252 11 3586

2 Kollam 1375 1517 11 2903 3 Pathanamthitta 952 388 13 1353 4 AlatDuzha 2112 764 1 2877 1 5 Kottavam 1967 511 - 2578 6 Idukki 686 192 878

_1 7 Emakulam 3810 1782 86 5678 8 Thrissur 1904 1153 56 3113 l 9 Palakkad 1559 613 - 2172

12 Isaac 1999 3 23 Elangovan 1999 * ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~5.20 LBI[/ Sheladia /CES/ICT Kerala State T ransport Project EIA for Nine Phase - I Road Links September 2001

10 Malannuram 1916 422 2 2340 11 Kozhikode 2410 727 2 3139 12 Waynad 439 139 578 13 Kannur 1681 106 1787 14 Kasar2ode 676 162 383 Total 23,810 9.826 182 33,820 Percent 70.4 29.1 0.5 100.0

(Source: Director General of Police)

EXHIBIT 5.34 PROPORTION OF ACCIDENTS BY VEHICLE TYPES

Type Of Total Total Percent Percent Percent No Of Vehicle Vehicles Accidents Vehicles Accidents Of Trips Accidents Per Year Per Year Per Tvpe Total Per Per Type Per 1,000 Type Per Vehicles

Buses 55.482 6.996 3.6 20.1 11.1 126.1 Goods Vehicles 139.145 3.744 8.9 10.8 20.0 26.9 Cars 273,274 5,067 17.6 14.6 31.4"4 18.5

Jeeps 67,329 2,650 4.3 7.6 - 39.4 Auto rickshaws 164,835 6,516 10.6 18.8 14.5 39.5 Two-Wheelers 800,142 7,620 51.4 21.9 22.6 9.5 Miscellaneous 56,337 2,135 3.6 6.1 0.4 37.9 Totals 1,556,544 34,728 100.0 100.0 100.0 22.3

(Sources: Motor Vehicles Department for vehicle statistics, Director-General of Police for accident statistics I And the Project traffic census for percent trips.) Important Road Safety Factors In Kerala: In Kerala the following key factors make the pedestrian/vehicle movement along the road unsafe. e Rolling terrain, and Sharp bends * High density of population, 3 * Narrowcorridor widths. * Lack of provision of road lining and signing * Poor intersection layouts and absence of any priority systems. * High rate of localised pedestrian movement, and lack of dedicated footpaths * Lesser visibility to driver especially due to treesi and poor enforcement of legislation against encroachers I * Private property -compound walls and thick growth of trees etc * Poor drainage. * Storage of construction materials and rubbish on the road sides * Lack of level differences between the black topped portion and "footpaths" * Unauthorised structures, posters and advertisement along road sides - 3 encroachment

14Includes jeeps ' In Munnar, the tea gardens provide excellent visibility over long distances because of the very low height of the plants.

*_LBII/Sheladia ICES/ICT 5.21 KeralaState TransportProject EIA for NinePhase - I Road LinksSeptember 2001

* Human factor - information and attitudes - lack of enforcement of basic rules of Road Traffic Act * Trees, utilities, electric and telephone posts etc. * Use of advertisement boards and unauthorised signs often encouraged by the 3 authorities responsible for road safety. The Exhibit 5.35 shows some factors influencing road safety in the three Physiographic regions. The ribbon development is a common phenomenon in Kerala. Pedestrian movement * is high along the roads except in the high ranges where the forests and plantation areas are devoid of any continuous habitation. In other States, pedestnran movements are limited to towns and villages/settlements. In these States non built-up areas are scarcely populated with long tracts of agricultural areas. The improvement of the road surface with limited geometric correction is likely to increase accident rates unless a more disciplined use of the roads is introduced and enforced. Poor road surfaces may be the cause of some accidents.

| These factors together demand great attention in upgrading the road network with road safety as one of the primary objectives. This may be achieved within the limits of the existing project and also by introducing a better appreciation by PWD Engineers whenever they design their periodic maintenance projects. Proposed Comprehensive And Integrated Road Safety Action Plan: Key elements of the proposed study are: * Appointment of a road safety specialist * Road safety audit for the Phase I and 2 designs * * Preparation of a highway code for Kerala based on the IRC document with necessary modernization and translation into the Vernacular * To act as advisor to the State Policy Committee and assist in the implementation of the policies with the many interested parties. * Preparation of a road safety plan with the input from concemed agencies and organizations * To train PWD engineers in road safety auditing on existing sites. Prepare a budget for Improvement of existing conditions for any revised alignments, signing and lining with special attention to road junctions and to * Prepare and hold workshops for interested parties in the road safety arena especially for PWD road maintenance engineers and the police. I - IEXHIBIT5.35 PHYSIOGRAPHIC FACTORS INFLUENCING ROAD SAFETY IN THE COASTAL BELT, MIDLAND AND HIGHLAND Si Parameters Low Land Or Coastal Mid Land Highland No Belt *_I Terrain, Plane area Rolling Hilly 2 Densityof population, Very high High Relativelyfew 3 Sharp bends, High Very high Hair pin bends 4 Narrow corridor width, Common Very common Common 5 Pedestrian movement, Very high Very high Low

6 Reduced visibility for drivers Less Less Much less 7 Compound walls Common Very common Not very common

8 - Tree growth Not very thick Thick Considerable

LBII/ Shcladia/CESICT 5.22 l Kerala State TransportProject EIA for Nine Phase - I Road Links September 2001

9 Density of road network High Very high Low I10 Speed of vehicles High High High 11 Accidentrates High High Not so high 12 Occurrence of curves and Moderate high Very high _____ gradients 13 Monsoon rainfall Moderate High High 14 Road junctions Very high Very high Few 14 Public Trees Few More Forest

5.7 CULTURAL RESOURCES IN THE PIA REGION

5.7.1 Archaeological and Cultural Sites and Festivals Kerala has a rich cultural history with a long-standing presence of the main religious groups of India. Many temples, churches and mosques, as well as shrines, cemeteries and other sacred places of all three religions are located in close proximity to the project roads and care will be necessary to protect them. During the year many festivals are held in the vicinity of the road. The major festival season * is during the dry season from December to March. Some festivals are held on fixed dates, others are spontaneous (eg: Ayyappan Vilakku during Sabarimala season). Many involve 3 processions, some of which are long. Along the Right Of Way Details of the shrines, churches, temples and mosques in the immediate vicinity of the Right of Way and needing to be protected are shown in Volume 2 | EMP Appendix-2.The same table also provides the impacted cultural properties. For the impacted properties, the project has developed a cultural property rehabilitation plan. This is attached to the Link specific EMP. Project Specific Issues: The Project design philosophy and the nature of Kerala roads with respect to the cultural aspects are important deciding factors. The design finally adopted has avoided most of the cultural buildings but some wells or yards may be affected. (Refer to Link Specific environmental analysis given in Exhibit 5.1). The impact, mitigation and enhancement aspects are discussed in the relevant sections. | Sabarimala Pilgrimage: During the Sabarimala Pilgrimage season over 8 Million pilgrims arrive at Sabarimala through various routes. Although all are used to different degrees, the Link 84 Punalur - Thodupuzha road (134 km) -Phase 2 which links to Link 70 I and Link 6 (Phase 1 roads) and finally to the National Highway at Angamaly will be the most useful route for the Pilgrims. During the whole season, the estimated daily traffic at Pamba is 15,000 to 17,000 vehicles (Mathrubhoomy Daily - 4t July 1999). A sketch map explaining the role of Link 6 and Link 70 during Pilgrimage is explained in Exhibit 5.36 The traffic count along the Punalur -Thodupuzha- Muvattupuzha-Angamaly during the season (1999) was 8 to 10,000 ADT. This is the only selected project road that will have a direct bearing on the Sabarimala Pilgrims. Among the various road safety measures proposed Bus lay bys, provision of footpaths and shoulders will assist safer vehicle movement. Widening and realignment and roads signs and priority lining to international standards would be especially useful. Once developed it is expected that most of the traffic using other roads will also take this route as indicated in the Exhibit 5.36 on Pilgrim pathways. The proper lining, signing and signboards will streamline the safer pilgrim movements, which at present take a number of different routes. All these different routes are having significance to the Pilgrims because of the few important temples en route to Sabarimala.

LBII/ Sheladia /CES/ICT I Kerala State Transport Project EL9 for nine Phase I Road Links - September 2001 N

FROMNORTHKERAIA, 0.0km 5 10 15 20 25km KARNATAKA& TAMILNADU I II FROM TAMILNADU

Vadrnapaii I S 4

Triproyc 6 u

Kodung rl 70 1 m oloyatt Station

Polpuailp u lleub omangae Moon

E10NATONAL HIGHtur N ]DA t(%<5\AKuLq oQup~~~~~uzho Errstt.y.P

< ' X~~~~~~~~~~~~~ubummettu

S h e r t t~~~~~~~~ UrMLAt

+AtoPPo*29i=2 l(trl\l~~~~~~~JWIPl z-

p \ an P mbal l C

OPROJECTAM RA FRTAMILNADU Kct, unlurop aite Border 7 nrnafi)

EXHIITti 5.36mudi NATIONALHIGHWAY ~ ~ ~ ANMTHTT NTRATIOAPLTAIR7 PORT

LEGEND:- mangenod

PHASE-1ROAD \ Kottakkeoda PHASE-11ROAD TMUVA Pannnnchrmoodu - PROJECTROAD nkAunkdavla KERALASTATE BOUNDARY arssa ula 10 NATIONALHIGHWAY NUMBER PSTPR @BII/helaia/PROJECTROAD FROMTAMILNADU NATiONALHIGHWAY *1 INTERNATIONALAIR PORT TOURISTCENTRE RELiGSIOU S CENTRE

EXHIBIT 5.36 SABAREMALAPILGRIM PATHWAYS ALONG THE KSTP ROADS

LBII/Sh el adia /CESIICT KeralaState TransportProject EIA for Nine Phase- I Road LinksSeptember 2001

5.8 GENERAL ECONOMIC ENVIRONMENT OF THE REGION I 5.8.1 Socio-economic Conditions2 of PIA Districts The annual per capita net state domestic product in 1994-95 was Rs. 8,007 7as compared to Rs. 8,403 for India as a whole8. 31.4 percent of the population are in the main or marginal work force including 47.6 percent of males and 15.8 percent of females. In 1991 there were 5,459,474 occupied residential units in Kerala, 4,076,775 (74.7 percent) in rural areas and 1,382,699 (25.3 percent) in urban areas. Of these 56.0 percent are pucca (high construction standard), 19.1 percent semi-pucca (moderate construction standard) and 24.9 percent kutcha (mud and thatch). 92.4 percent of residences use wood for cooking, 48.4 percent are connected to electricity, 18.9 percent have a safe drinking water supply and 51.3 percent have toilets9. 5.8.2 Industries in the Region Kerala State Kerala is not industrialized, although it has a high potential due to the availability of hydro-electric power, rich forests and minerals like ilmenite, monozite, rutile, zircon, sillimanite, clay and quartz sand.10 The improvement of roads represents a step towards the infrastructure development necessary to attract investment for industrial development. The pattem of industrial development varies greatly for small scale (including factonres) and large and medium scale industries. Large and medium scale industnres are highly concentrated in certain districts. The districts, however, vary widely in the number of units located, the employment generated and rate of growth recorded. Project Influenced Area The registered factories and the small-scale industnres (SSI) are widespread in the 10 PIA districts. Ernakulam recorded the highest number 2570 registered factories accounting for 15.6 percent of the Total of the State. With regard to SSI Emakulam District had the largest number of 24,447 units ranked second with over 19,500 units in 1997 I in the State 98. Medium And Large Sale Industries Kerala State At the end of March 1998, there were 474 medium and large-scale industnresin the State. Project Influenced Area The distribution of these industnresunder the 10 PIA (districts) is * shown in Exhibit 5-37 EXHIBIT5.37 DISTRICTWISE BREAK UP OF MEDIUMAND LARGESCALE INDUSTRIES IN KERALA AS ON 31.03.1998 Sector l Districts Central State Co-operative Joint Private TOTAL Thiruvananthapuram 2 13 1 4 26 46 Kollam 3 7 2 15 27 Alappuzha 1 6 3 21 31 Kottayam 2 2 17 21 Pathanamthitta I 1 5 8 Idukki I 1 9 11 Ernakulam 8 8 1 4 124 145 Thrissur 2 7 I 7 29 46

I 7 Rounding error s Source - Ministry of Information & Broadcasting, Government of India, India 1999 9 Source - Jagran's "Kerala at a Glance 1998" 10India 1999. Govemment of India, Publications Division, New Delhi, 1999.

LBIUSheladia /CES/ICT Kerala State TransportProject EIAfor Nine Phase- I Road LinksSeptember 2001

Palakkad 2 2 2 6 51 63 * Malappuram l 5 1 2 16 24 Total 19 61 15 29 350 474 (Source: Economic Review 1998, State Planning Board, Kerala) Emakulam is the major centre of industrial activity with 145 units. In 1996-97, 75 companies * gross block investment amounted to Rs. 8,333 million and provided employment to 13,268 persons. Kasargod, Waynad, Pathanamthitta and Idukki districts have only a few industries each, consequently, the size of investment and employment generated in these districts are at a comparatively low level.

The most common industries in Kerala are1:

Vegetable and foodstuffs (eg: alcohol) Fruit (Canned fruit and Juice) Beverages (Tea, Coffee) Cocoa (Chocolates) Industrial Crops (rubber to tyre) (This includes Vegetable fibres Vegetable oils, coconut oil etc) Marine Life (Frozen, dried, pickled and canned fish) Forest products (wood, plywood, decorative veneer etc) Building materials and Kindred items (China clay, lime stone, lime shell etc) Non-metallic minerals (eg: Graphite) Metallic minerals( eg; Iron, Aluminium, Gold) Beach sands (Titanium, Silica sand etc) Power intensive industries (Caustic soda, Ferro silicon, Silicon etc) Medicinal herbs (Phyto chemicals, Vitamin C, Beta lonone) Intermediate Products (Toilet soap, Tooth paste, Knitted goods, Textiles, Nylon Filament yam, printing and writing paper, Ayurvedic preparations, I Chemicals, paints and varnishes, Industries based on phenol industry Formaldehyde etc)

5.8.3 Agriculture

Kerala State In the absence of an effective industrial base, agriculture forms the main occupation of 50% of the people of the State. Within agriculture, there is a predominance of cash crops, such as, cashew nuts, tea, coffee, coconut, arecanut and rubber. Rice and tapioca are important food crops. However, the State is not self-sufficient in food crop production.

In the case of the immediate PIA area, intense cultivation of tapioca, plantain and coconut are prevalent. The project corridor immediately adjacent to the available corridor width is devoid I of natural vegetation. The density of population is moderately high and a number of small /medium urban centres has developed which connect the coastal lowland with the highland region.

Kerala is unique in its cropping pattern, being controlled by the limited availability of land, the social system, and the pattern of land holdings, which has led to an agricultural strategy for the optimum utilisation of land, by means of improved agricultural methods, growing multiple crops, intercrops, mixed crops and rotation crops and by integrating crop production

Proceedings of resource Potential of Kerala 1981.

LBIl/ Sheladia /CES/ICT 525 Kerala State Transport Project EIA for Nine Phase - I Road Links September 2001

with animal husbandry and fisheries. However the scenario is changing quickly with paddy cultivation being non profitable and the shortage of labour force being acute.

House Garden: It is a common feature that the households form a continuous chain throughout the lowlands and midlands of Kerala, Each house holding is made up of a house I trees and herbs of food value including Mango and Jackfruit trees, Coconut, Areca nut and an assortment of other perennial or seasonal food crops. I Paddy Fields Paddy fields in Kerala are treated as a sensitive environmental feature. The Government of Kerala has for many years been trying to prevent the conversionof these areas into non-agriculturaluses. There have been a number of measures introducedover * many years the last of whichis the developmentof a Paddy DevelopmentBoard in 2000. The main controlling legislationis still the Land UtilisationOrder of 1967. This states that no holder of any land who cultivates any land with any food crop for a continuousperiod of three years at any time after the commencement of this order shall, after the said period of three years, convert or attempt to convert or utilise such land for the cultivation of any other food crop or for any other purpose except under and in accordance with the termnsof a written permission given by the Collector. This order further states that the lands under cultivation of paddy should not be converted or attempt to be converted or utilised or attempted to be utilised for fish culture permanently, only seasonally.

The reasons for conversion of Paddy field include 3 . Non profitability - Labour intensive hence high costs * Labour shortage I * Population pressure due to proliferation of nuclear families for residential plots of small dimensions. Paddy field areas are typical valley fill areas and serve as the ponding area of a watershed. There could be ecological problems due to further human intervention in the form of construction of houses and other development.

J Food security of the entire State will be adversely affected by the large-scale change of the paddy fields into non-agricultural purposes. A Commission of Enquiry recently addressed the concept of food security for the State. According to this concept a certain minimum level of paddy field areas should be preserved at any cost. These areas can be Kuttanad, Palakkad and similar vast areas of rice belts (Press report).

c The project Toad has many paddy fields as indicated in the strip maps -in Volume 2 EMP Appendix 1. Some land is kept idle for many years while some paddies are already used for other agricultural crops. The project takes paddy field areas only at those places, which are regarded as essential and unavoidable on account of road safety in the design. 5.8.4 Tourism

Kerala With excellent weather and natural beauty, tourism is projected to formnan important part of the State's economy. The major tourist attractions in the State are the Kovalam beach * seaside resort, the houseboats on the canals and backwaters, and wildlife sanctuaries at Thekkady, Parambikulum (Palakkad district), Sultan Bathery, Wayanad and Mananthavady. * The Sabarimalatemple of Lord Ayappan is a famouspilgrim-tourist center. Thrissur is the cultural center of the State and the famous Kathakali center, Kalamandalam, is a place of interest for art lovers.

*LBII/Sheladia /CES/ICT 5.26 l Kerala State TransportProject EIA for Nine Phase - I Road LinksSeptember 2001

Tourist arrivals in Kerala during 1997 numbered approximately 5.1 million of which about 4.9 million were domestic tourist and foreign tourist 0.2 million. Kerala accounted for a 7.7 I percent share in the total foreign tourist arrivals in India in 1997. The details of tourist arrivals in Kerala both foreign and domestic are presented in Exhibit 5.38.

EXHIBIT 5.38 DETAILS OF TOURIST ARRIVALS IN KERALA * Year Foreign Tou rists Domestic Tourist India ('000) Kerala ('000) Percent share in India ('000) 1990 1,329 66 5.0 866 1991 1,236 69 5.6 948 3 1992 1,434 90 6.3 994 1993 1,442 95 6.6 1,027 1994 1,532 104 6.7 1,284 1995 2,123 142 6.7 3,915 1996 2,287 176 7.7 4,403 1997 2,374 182 7.7 4,953

| The foreign tourist traffic in the period 1990-97 increased by 15.3 percent per annum as against 8.7 percent growth in all-India. The domestic visitors at the same time increased by 28.3 percent per annum. The growth of tourism in recent years has reduced however to 13 percent for foreign tourists and 12.5 percent for domestic. The decline in tourism is a reflection on the gcneral reduction in the country. The foreign tourist arrivals in India registered a 5.7 percent growth in the 1995-97 periods. The South East Asian crisis, political instability and competitive pricing on airfares and hotel package deals are some of the major factors influencing the decline in foreign tourists. In view of the tourist potential, there is a need to develop the tourist promotion policy in the State and sizeable investments are required to develop the tourist facilities and infrastructure. The State Government for Tourism Development made an investment of over Rs. 568 million U during the Eighth Five-Year Plan in the thrust area of infrastructure development. In addition, Rs 76 millions was spent on promotion and publicity. In spite of these investments, the Task Force on Tourism Development has observed that the problem of lack of infrastructure facilities, marketing and publicity still inhibit tourism development in the State. Consultants enquiries reveal that road safety and public health also influence the visitors in 1 recommendingKerala as a Holidaydestination. In view of the vast potential of this sector in terms of employment and income generation, an amount of Rs. 1,400 million (outlay) has been placed in the Ninth Plan. The main programmes envisaged in the-- Plan include:

i. Creation of infrastructure facilities; I ii. Development of information systems; iii. Strengthening of marketing efforts; and iv. Assistance in public sector and other undertakings closely associated with tourism development.

With its moderate temperature, lack of "winter" season, and an abundance of greenery, the | State is described as a tourist's paradise. It rains heavily twice a year, during May-August and October-December and the water, after filling the rivers, canals, lagoons, etc. drains into the Arabian Sea. The palm lined beaches and the houseboats, which are converted rice boats, in the backwaters are major tourist attractions. Kerala is occasionally affected by flooding

LBIlI5SheladiaICESilCT 5.27 ~~~~~LBII/ Sheladia/CES/ICT l Kerala State Transport Project ELA for nine Phase 1 Road links - September 2001

Kotteco& ,gPrlnthalmcnna ri , _ N Kru Pa am >=pOJ 9 t KuPrt Ptttmb A

Ponnan' t _ 0.0kn 42 Ku

\e~~~~~\9 NKm~~~adkk m1 c g attur 4n ugdom

Varianopdg tRISSUR\Ong lTc

Tripr cMk ojrapsack d LSt

S ~ ~ ~ ~ ~ ~ ~ Z TSS~~~~~~~~~~~~~~~~~tatioJn

Pllpual lp OpH4

PRCkECTp ROAD29 28 n tote Border

KERAA STAT ONDAKM2 ol Puzh Errbtta5 8 v

LEGEND tc

PROJEi-T ROAD Al ok( c 13 3bp ;

KERALA STATE BOUNDARY s_ 1

PROJECTUNK NUMBER

TOURISTCENTRE ALAPPU THANAMmITrAT4

STATE HEAD QUATERS Knta

DISTRICTHEAD QUATERS 201 Pttonopurom

IMPORTANTPLACES * *

TOURiSTBUNGALOW (Krog©p nlu tt

SCULPTURE Mgae1I /

ZOO Q

PIORT -6

MOSQUE \rmd

TEM)PLE Vark d wt Ly AM

MUAD Ui-E SANCTUARY X9mno

AiRPORT -kiK X a

HILL STATIONS A 6 Panancheroodu

CHURCH noml

FOREST 18 BEACH-S Psrs3cla

ARCHELOGICALSTRUCTURES

(SOURCE:-Resource Atlas Of Kerala,1984) EXHIBlT 5.39 NINE PHASE-I PROJECT ROADS IN RELATION TO TOURIST CENTRES OF KERALA

LBHI/Sheladia/CES/ICT KeralaState TransportProject EIA for NinePhase - I Road Links September2001

and water stagnation is a serious problem in the coastal area of Alappuzha and Ernakulam districts. Malaria has been largely eradicated in the State and is a reportable disease.

PIA district and Tourist map A tourist map of the adjacent areas is shown as Exhibit 5.39. The tourist arrivals in Kochi is expected to be rising in the coming years because of the * presence of the new World-class international Airport at Nedumbassery. Wildlife reserves of Idukki district will be a major attraction together with backwater tourism at Vembenad Kayal. The tourist arrivals in Thiruvananthapuram (about 250 km from Kochi) district are * comparatively high because of it being the State Capital with easy access to Kovalam beach, etc. easy air connectivity, and proximity to Kanayakumari. Kollam also receives large numbers of tourists for backwater tourism. In addition, there are South Indian architectural marvels like the Padmanabha Swami Temple in Thiruvananthapuram. Thiruvananthapuram, the Capital city abounds in temples, mosques and churches. Valley lagoons, and Ponmudi, the famous hill stations are other tourist centres in and around Thiruvananthapuram.

5.8.5 PUBLIC SERVICES

Kerala State The Social development of Kerala has attained commendable success. Kerala is the land of high literacy and health care where enrolment in primary schools is nearly as high as in Western Europe and infant mortality rates are as low as in New York. Apart from historical factors, the successive Governments of the State have followed a development strategy by consciously investing in social development sectors like education, medical services and public health. Literacy, life expectancy and income are the three indicators used in measuring the human development index. Kerala's pioneering re distributive policy measures like land reforms, introduction of housing schemes for economically weaker sections and the comprehensive coverage of a public distribution system deserve special mention. The institutional and non-institutional social security measures introduced by the J successive Governments in Kerala were largely directed at attaining the goal of reducing income insecurity and deprivations among weaker sectors in the State. PIA districts The same is true of the 10 PIA districts. 5.8.6 Irrigation and Hydro Power Projects As a result of the relatively high rainfall on the Ghats there are 41 west flowing rivers and three east flowing rivers in the State. Due to their drop they form a significant source of hydro-electric power and many have been developed for this purpose. Other power projects have been delayed or abandoned because of environmental concerns. A series of lagoons were formed by the natural interaction of the ocean and the rivers and are known as backwaters. This provides an extensive resource for irrigation and many of the lagoons have been poldered for the cultivation of rice below the water level of the lagoons.

Until recently, the State has only hydroelectric projects for Power generation. The total installed capacity of the State is 1401.55 M (Water Atlas, 1995). All of the completed major/medium irrigation projects have been intended originally for irrigating paddy alone mainly to stabilise the second crop and possibly to raise the third crop. * It is estimated that the 10 completed projects cater for 77085 ha (net) or 1,50,000 ha (gross). Eleven major / medium projects have been partially commissioned. These projects cater for the irrigation needs of 78670 ha (net) or (gross) (State Planning Board, 1984) The Muvattupuzha Irrigation project is located in the PIA district of Ernakulam. Other Projects are Periyar valley and Chalakkudy Irrigation Projects.

LBII/ Sheladia/CES/ICT 5.28 l I Kerala State TransportProject EIA for Nine Phase- I Road LinksSeptember 2001

5.9 GENERAL SOCIAL ENVIRONMENT Kerala has the distinction of being the only State with the sex ratio favorable to women. In 1991, there were 1036 women for every 1000 men in Kerala as against the all - India figure of 927. The Literacy rate at nearly 90 percent is the highest amongst Indian States compared with 52.2 percent average for the country as a whole. The other prominent social feature is the continuously inhabited areas (settlements) along the roadside throughout the length and breadth of the State. The State is accessible by road, rail, sea and by air from the rest of the country.

| 5.9.1 Education In the education sector, Kerala's achievement is unique in that it attained the highest literacy rate in India of 89.01 percent in 1991 whereas the all India level was 52.21 percent. The I female literacy rate was as high as 86.17 percent in Kerala, compared to 39.20 percent at the national level. The literacy rate among scheduled castes was 79.66 percent and their female literacy was 74.31 percent in Kerala. The trend in literacy levels of India and Kerala is shown in Exhibit 5.40.

The education infrastructure in the State in 1996-97 consisted of 6726 lower primary schools, 2968 upper primary schools and 2588 high schools. There are 186-degree colleges with a total of 332,043 students."i 5.9.2 Population Including Tribal People According to the 1991 census, the population of Kerala was 29.098 million in an area of 38,863 sq.km. The population density was 749 persons per sq. km, with 73.61 percent of the total population living in villages. As a southern State of the country, the people here are of Dravidian stock and speak Malayalam, a language of the Dravidian family of languages. However there are traces of the Australoid features in many people of Kerala, indicative of their Australian aborigine origins at some prehistoric period.

EXHIBIT 5.40 3 TRENDS IN LITERACY- INDIA AND KERALA India Kerala Rate Of Literacy Rate Of Literacy Percent

Year Total Male Female Total Male Female

1901 5.35 9.83 0.60 11.14 19.15 3.15 1911 5.92 10.56 1.05 13.31 22.25 4.43 1921 7.16 12.21 1.81 19.02 27.88 10.26 1931 9.50 15.59 2.93 21.34 30.89 11.00 1941 16.10 24.90 7.30 - - - 1951 16.67 24.95 7.93 40.47 49.79 31.41 1961 24.02 34.44 12.95 56.85 54.97 38.90 1971 29.45 39.45 18.68 60.42 66.62 54.31 1981 36.03 46.62 27.73 70.42 87.74 75.65 1991 52.21 64.13 39.29 89.91 93.62 86.17 (Source: Census of India and Kerala) It must be noted, however, that the dividing line between urban and rural areas in Kerala, as it is understood in anthropological literature, is very thin. What is officially noted as a town in | the census is based on whether it has a municipality, which again is determined on the basis

11Source - Jagran's "Kerala at a Glance 1998"

*LBII/Sheladia /CESIICT | KeralaState TransportProject EIA for Nine Phase- I Road LinksSeptember 2001

of the census operations. Exhibit 5.41 compares population statistics of Kerala with those of India as a whole. Exhibit - 5.42 presents the population data of Kerala, followed by the population distribution, including tribal populations, across all the districts of the State.

There is a small tribal population in Kerala, about one percent of its total. No systematic studies are available on these people. in the North east of the State is known to house the maximum number of the tribal people. I EXHIBIT 5.41 POPULATION STATISTICS OF KERALA COMPARED TO INDIA (Populationin millions) Ten Year Growth Rate Year RuralPopulation UrbanPopulation Total Population Population *______Percent Kerala India Kerala India Keraia India Kerala India 1901 5.942 212.544 0.454 25.852 6.396 238.396 1911 6.623 226.152 0.525 25.942 7.148 252.094 +11.75 +5.75 1921 7.121 223.235 0.681 28.086 7.802 251.321 +9.16 -0.31 1931 8.591 245.521 0.916 33.456 9.537 278.977 +21.85 +11.00 1941 9.836 274.507 1.196 44.153 11.032 318.66 +16.04 +14.22 1951 11.723 298.644 1.826 62.444 13.549 361.088 +22.82 +13.31 1961 14.350 360.298 2.554 78.937 16.904 439.235 +24.76 +21.51 1971 17.881 439.046 3.466 109.114 21.347 548.16 +26.29 +24.80 1981 20.682 523.867 4.771 159.463 25.453 683.33 +19.24 +24.66 3 | 1991 21.418 I 628.692 7.680 217.611 29.098 846.303 +14.32 +23.85 (Source: Census Report 1991) The project roads in relation to density of population of 1981 Census of Kerala is shown in * Exhibit 5.43. The population density is generally very low in the Highlands where forests, sanctuaries and Plantation (Rubber, Tea, Coffee, Cardamom etc), areas are dominant. The densityof populationis generallyhigher in the Lowlands.

EXHIBIT 5.42 KERALA: AREA, POPULATION, TRIBAL POPULATION

_____ AND DENSITY PER SQ KM BY DISTRICT-1991 SI.No Name Of District Area Tribal Total Density *______(Sq Km) Population Population Per Sq Kn 1. Thiruvananthapuram 2,192 16,181 2,946,650 1,344 2. KolIam 2,491 3,884 2,407,566 966 3. Pathanamthitta 2,642 6,922 1,188,332 450 4. Alappuzha 1,414 17,996 2,001,217 1,415 5. Kottayam 2,203 2,801 1,828,271 830 6. Idukki 5.019 50,269 1,078,066 215 7. Eranahulam 2,407 4,941 2,817,236 1,170 8. Thrissur 3,032 4,051 2,737,311 903 9. Palakkad 4,480 35,465 2,382,235 532 10. Malappuram 3,550 10.555 3,096,230 872 11* Kozhikode 2,344 5,407 2,619,941 1,117 12.* Wayanad 2,131 114,969 672,128 315 13.* Kannoor 2,966 18,243 2,251,727 759 14.* Kasargod 1,992 2,928 1,071,508 538 Kerala 38,863 320,967 29,098,518 749

(Source - Jagran's"Kerala at a Glance 1998")

1-1311/Sheladia CES/ICT 5.30 - ~~~~LHtt/ShetadiaiCE5/ICT Kerala State Transport Project ELA for nine Phase 1 Road Links - September 2001

761 771 N 11 MALAPPURAM _ w1-

0 -i h-0

_ _~__

7

10 7 10. 0 c 0

1,0-,0 V\\ z

Project Road

Maximum 3,198EL- >300

9' 1~~~~2,501-3,000 9 0 0

State Average 654 500-1,000 Minimum 101 < \

(Source:-RESOURCE ATLAS OF KERALA, 1984)KAHKOM

EXHBIT:-5 .43 PROJECT ROADS IN RELATION TO POPULATION DENSITY - 1981 OF KERALA 761- 771' LBII/Sheladia/CESIICT Kerala State Transport Project EIA for Nine Phase -I Road Links September 2001

5.10 LAND USE Land use in the State in 1994-95 is shown in Exhibit-5.44.6 A "windshield" survey of the State would indicate that much more than eight percent (land under miscellaneous tree crops) of the land is given over to palm, rubber, and teak plantations. It is therefore presumed that these are included under the category "net area sown". . A land use map of Kerala in relation to Project roads is shown in Exhibit 5.45.

3 5.10.1 Project Specific Land Use Characteristics And Issues

Land use in lowlands: Coconut trees are present all over the coastal belt. Occasionally 3 there are paddy fields, backwaters, streams, canals and river mouths. Nonnally every household has a garden attached, often separated by a boundary wall or fencing. The garden is usually mixed in character (Refer section 5.9.3) with Coconut, Plantain, Vegetables, Jack fruit trees, Mango trees, Tamarind etc.

EXHIBIT-5.44 3 LAND USE SI.No Land Use Hectares Percent 1 Forest 1,081,509 27.8 m = 2 Land put to non-agricultural use 322,835 8.3 3 Barren and uncultivable land 48,434 1.2 4 | Permanent pastures and other grazing land 1,455 0 5 Land under mniscellaneoustree crops 32,385 0.8 6 Cultivable waste 82,441 2.1 7 Fallow other than current fallow 29,147 0.7 | 8 Current fallow 47,801 1.2 9 Net area sown 2,239,490 57.6 10 Totals 3,885,497 99.72 I 11 Area sown more than once 808,820 20.8

The paddy fields are situated in the valley fill areas, which are fast decreasing in extent.

Land use in midlands In the midlands coconut and paddies are the main cultivation. There is hardly any house in Kerala especially in non-urban areas without Coconut trees. The coconut trees are usually mixed with other crops like plantains, Tapioca, Pepper, Arecanut, Pineapple and other vegetable crops. In the coastal areas coconut plantations are very common. Normally every household has a garden attached to it usually separated by a boundary wall or I fencing. The garden is usually mixed in character with Coconut, Plantain, Vegetables, Jackfruit trees, Mango trees, Tamarind etc. The paddy fields are the valley fill areas, which are fast decreasing in extent.

Land use in highlands In the highlands other plantations occur like rubber, Tea, Coffee, Cardamom, Pepper, Cashew etc. Normally every household has a garden attached to it I mostly separated by boundary wall or fencing. The garden is usually mixed in character with Coconut, Plantain, Vegetables, Jackfruit trees, Mango trees, Tamarind etc. The Reserved forests, sanctuaries and national parks are mostly located in this region.

I 6 Source. Jagaran's "Keralaat a glance 1998".

LBII/ Sheladia /CES!ICT l. Kerala State Transport Project ETA for nine Phase I Road Links - September 2001 76* 771 N N MALAPPURAM 1t \O V 140,n

THRIS-

10*~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ 0~~~~~~~~~~~~~~~~~~~~~~~~~~~~

LEGEND m«f

Project Road

Forest Land

Grassland 9. Arable Land a

Plantation

Waste Land

Rivers And Streams

Water Bodies THIRUVANANTHAPURAM (Source: -WATER ATLAS OF KERALA, 1995) K-cOT"-J

EXHIBIT:-5.45 NINE PHASE-I PROJECT ROADS IN RELATION TO LAND USE OF KERALA 761- 771- LBH/Sheladia/CES/ICT KeralaState TransportProject EIA for Nine Phase- I Road LinksSeptember 2001

The paddy fields are the valley fill areas, which are fast decreasing in extent. In the highlands, paddy fields are very few except in the Wayanad and Palakkad districts.

The project roads are usually bordered by the land use characteristics mentioned above.

5.11 TRANSPORTNETWORK Transport development plays a crucial role in improving the States economic performance and the well being of its population. In this regard, the provision of efficient, safe and economical services is an important feature of any transport system. This can effect rural and urban productive activities promote regional development, the functioning of markets, development of trade and commerce, export promotion and personal welfare. The availability of an adequate infrastructure is an essential pre-requisite for development. Infrastructure interventions are in many cases more important than prices in achieving supply response. The important regional transport network is shown in Exhibit 2.1 (Chapter 2). The Impacts and economic benefits are discussed in Chapters six and eight.

5.12 MAJOR DATA GAPS AND LIMITATIONS IF ANY

All roads considered are generally small segments of 20 -40 km length demanding a lot of travelling and link specific data collection for each link separately. Further all roads are subjected to large-scale ribbon development. This has made relatively difficult project preparation including Environmental Consultations. The State did not prepare a proper scientific database for the Endangered flora and Fauna. This is a very important requirement for the Environmental Assessment.

li Guidelines,page 5.

I ~ ~~LBII/ShcladiaICESIICT 5.32 Kerala StateTransport Project EIA for Nine Phase-I Road Links September2001

6 POTENTIAL IMPACTS DUE TO THE WIDENING AND IMPROVEMENT OF THE NINE PHASE 1 LINKS ROAD

The potential impacts are identified by environmental criteria following the same sequence 3 and numbering pattern as the earlier presentation of baseline conditions according to the outline and section headings. Mitigations related to these potential impacts are also presented in the Chapter 9 in the respective headings. All typical road safety issues are discussed in the | Human Health and Road safety section-5.7 with the action required to minimise or nullify the effect. Section 6.7 Human Health and safety has been expanded to acconmmodatea more complete discussion of the road safety issue.

6.1 NATURAL ENVIRONMENT (METEOROLOGY/CLIMATIC CHANGES)

| Meteorological conditions of the area are presented under this heading as specified in similar World Bank projects. Other aspects of the natural environment are presented under the subsequent headings. No significant impact to area climatic conditions or micro-climatic conditions is anticipated as a result of the proposed works. Potential impacts as a result of, or likely to be exacerbated by, climatic conditions (i.e., potential drainage problems, flooding, air quality impacts, etc.) are discussed under the appropriate headings.

6.2 PHYSICAL SETTING OF THE REGION

6.2.1 Physiography and Drainage

Physiography Impacts. Physiographic impacts could occur due to: i - Altered Road Embankments. The road improvements of nine phase 1 project roads will require alteration of existing embankments and an expansion of the ROW. A small strip of land will be added on either side of the existing roadway for considerable lengths. In many instances the additional land added will be raised to higher levels and significant embankments will be constructed. I Proposed chainages where Embankment heights will be raised are shown in Volume 2 links specific stand alone EMP Appendix 4 for all nine links. A summary of the total length of these stretches is provided in Exhibit 6. 1. The realignments along the paddy field areas (Plane but ponding area of any given region in Kerala where rice is usually cultivated) will be raised to the required level as indicated in the Volume 2 EMP Appendix-3 for all nine links.

* * E rosion Potential. Potential erosion impacts are discussed in Item 6.2.4.

* Borrow Pit Excavations. The Potential impacts of borrow pits, including their potential topographicimpacts, are discussedin Item 6.2.6.

Potential Drainage Impacts The proposed improvements to drainage structures will facilitate the passage of higher flows and reduce scouring and bed erosion in the vicinity of the road, ensuring the integrity of the road fabric even during peak monsoon rainfalls. No | impacts on water quality or availability of water for domestic or agricultural use will occur.

IBII Sheladia'CES/ICI 61 l Kerala State Transport Project EIA for Nine Phase -I Road Links September 2001

| Cross drainage provisions will be upgraded where necessary to accommodate the 25-year floods in the case of culverts. In addition to the existing culverts others are also proposed to take the increased runoff.

A number of improvement measures are proposed for culverts. The construction of Culverts will be for the full formation width.

During construction period the chances of erosion to material storage places, newly constructed embankments and works areas etc may be subjected to erosion during the * monsoon period. If proper measures are not taken the nearby water will be contaminated depending on the type of material stored. The contractor will have to take necessary precautions to avoid erosion. All material storing places will be covered using Tarpaulin, Coconut palm leaves etc

During operational Stage The increased runoff due to widening of the roadway will be statistically negligible. Water quality in roadside ponds adjacent to the ROW may show slight improvements after road upgrading due to reduced erosion from improved roadside berms and embankment slopes stabilised or protected by retaining walls, rip-rap or other material including planting to prevent soil erosion.

Potential Water Resources Impacts Potential wetland impacts are discussed as part of I Water Resources, Section 6.3. EXHIBIT 6.1 TOTAL LENGTHS FOR WHICH EMBANKMENT HEIGHTS WILL BE RAISED FOR THE NINE PHASE 1 PROJECT ROADS Length TotalLength For Which Link Name Of The Road Of The EmbankmentWill Be Remarks K ~~~~No. Road Rie M (Km) Raised(M) I1 l Taikkod-Kottaralckara 46.3 8100 Local PWDidentified 1 fitheflooding areas 2 Kottarakkara-Adur 21.2 7376 Likelyflood sections 3 Adur-Chengannur 23.2 4350 Do I 6 Muvaitupuzha-Angamali 33.8 925 Do 40 Thrissur-Kuttipuram 33 5060 Do 50.1 Palakkad Shomur 45 200 do 1 70 Muvattupuzha- 18.4 1925 do Thodupuzha 72 NH-SH-Link road 12.5 2500 do 73 Alappuzha - 24 2739 Confirrned flood area *______Changanaseny

6.2.2 Geology/Seismology Of The Region

Geological Impacts. Significant quantities of crushed rock and sand will be required for I concrete and the macadam-based pavements. As mentioned earlier in the Baseline Conditions, commercial quarries are found in the districts as listed in almost all PIA districts. In the case of Alapuzha -Changanassery no commercial quarries are known to exist as it is located I almost completely in the coastal belt. The neighbouring districts can supply adequate construction materials such as rock aggregates.

LBI1/ Sheladia /CES/ACT 6.2 Kerala State TransportProject EIA for Nine Phase-I Road Links September 2001

Sand Mining issue: The project should consider not depending on the river sand due to the sand mining issue in Kerala. The consultant's studies revealed that adequate quantities of quarry dust would be available for the Kerala State Transport Project. In fact the quarry dust is superior in quality compared to the rounded sand grains. Although sand mining is an environmental issue of the State the road construction works on the project road could increase the rate at which they are consumed, but it is unlikely to contribute significantly to I their depletion. It is also a one-time requirement during the construction period of three years. Additional information with regard to quarries is provided in Item 6.2.5.

I Seismic Impacts. The Project construction activities are anticipated to have no impact on the area's seismic conditions. Designs of all structures considered the area's seismic characteristics.

The two recent seismic activities of December 2000 (5.8 on Ritcher scale) with its epicentre at the Head quarters of the Idukki district and the January 2001 earthquake of intensity of 4.8 on Richter scale with its epicentre near Kottayam leads to the question of stability in the region. Although these tremors add to the problem of stability, a long-term investment like this needs to incorporate earthquake design. Earth tremors during the I monsoon season could trigger large-scale landslides and land slips. The chances of triggering large scale landslides in the mountainous areas as an after effect of the December 2000 and January 2001 earth quakes cannot be ruled out as the possible fissures and fractures developed during the two quakes will take large quantities of water during the monsoon season. 6.2.3 Soil Quality In The Region The impacts on soils will be confined to the existing ROW of the nine Phase 1 Project roads; the immediately adjacent areas and the sites of borrow pits, realignments and cut sections. No significant loss of prime soils or other adverse impacts upon soils are anticipated except along new alignments. Areas requiring soil stabilisation have been identified during the surveys and have been taken into account in the construction design. The creation of new habitats for insects acting as disease vectors could be a possible impact. There could be permanent loss of agricultural/productive soils especially paddy field areas due to widening/realignment/borrow areas. The potential loss of topsoils will be avoided with suitable mitigation measures (Refer Chapter 8.0 corresponding section 8.2.3).

6.2.4 Existing and Potential Erosion

As noted in the statement of existing conditions, most of the rivers and (Refer Exhibit 5.1 and Strip plan) streams (refer Exhibit 5.1 and Environmental strip plan) are suffering from vigorous erosion. The Phase 1 construction activities will not accelerate the rate of erosion because of the KSTP design considerations. The improvements in the Project Corridor will * occur within or adjacent to the existing ROW and will present little potential for significant impacts due to erosion. Raised berms will, when necessary, be stabilised by retaining walls, riprapping, fibre mats, sodding, and/or replanting. Road drainage will be upgraded to accommodate the 25-year floods. All drainage ways will be of suitable size and alignment to minimise any potential erosion. I Small-scale landslides and landslips can be prevented by the construction of suitably designed retaining walls in sensitive locations. This is further discussed in the section 8.2.4.

LBII/ Sheladia ICES/ICT 6.3 Kerala State Transport Project EIA for Nine Phase -I Road Links September 2001

6.2.5 Quarries and Crushers Of The Region

Many commercial quarries are found in the 10 PIA districts. The specific source used for road upgrading materials will depend upon the location of the section being upgraded and the Contractors' choice. Rock materials will probably be obtained from commercial suppliers and hauled by road to the work site as needed. Existing sources in active operation are likely to be used. Contractors may, however, select other supply options provided they are cost competitive and provide rock meeting established quality standards in an environmentally sound manner. The specific locations of quarries likely to be used in the development of the project are provided in Section 5.2.5.

6.2.6 Borrow Pits in The Region

Embankments and other requirements of the nine Phase I road links, will necessitate the use of borrow pits and may cause drainage and visual problems as well as presenting a potential I for increased vector activity (e.g., mosquitoes or water contamination). Water-filled borrow pits also attract livestock to the roadway thereby slowing traffic flow and creating safety hazards. Borrow pits have been identified within a few kilometres distance along both sides of the road. In most of the cases the distance from the centre line to the borrow pit locations is expected to be 5-30 km. The network of roads available throughout the 10 PIA districts will facilitate the material transport. It is not possible to clearly identify the haul routes because of the various alternatives available.

The specific locations of borrow pits identified for potential development along the Project roads in the 10 PIA districts are provided by Baseline Section 5.2.6. There should be no significant adverse impacts due to the creation of borrow pits in these areas provided that the mitigation actions specified in the mitigation Section 9.2.6 are followed.

6.3 WATER RESOURCES OF THE REGION

6.3.1 Surface Water and Water Quality of the region

No significant adverse impacts to surface water or water quality are anticipated (Exhibit 6.2). The proposed improvements to the Cross Drainage structures and also construction of new drainage structures will facilitate the passage of greater flows when required and reduce scouring and bank erosion in the vicinity of the road, thus ensuring the integrity of the road fabric even during the peak monsoon rainfalls. No impact on water quality or availability of water for domestic or agricultural use will occur. Storm drainage provisions will be upgraded to accommodate 25-year floods. The increased runoff due to widening of the roadway will be statistically negligible. Water quality in roadside ponds adjacent to the ROW may show slight improvements after road upgrading due to reduced erosion from improved roadside berms and embankment slopes stabilised or protected by rip-rap or other material including planting to prevent soil erosion.

Source of Construction water The surface water sources such as Ponds, lakes, canals and rivers will be the source of construction water. There will not be any scarcity of water for the construction water requirement. The water requirement will be of the order of 10,000 litres per day per kilometre and the requirement varies depending on the rainfall pattern. This will be met from the surface water sources like canals, streams, and ponds, Lakes, Chiras etc. The requirement will be considerably less during monsoon season. During summer season ie,

LBIII Sheladia /CES/ICT 6.4 Kerala State Transport Project EIA for Nine Phase -1 Road Links September 2001

March -May the requirement will be much higher. During this period, the small water bodies | will be generally dry however there will not be any difficulty in obtaining water for construction. EXHIBIT 6.2

-- POTENTIAL IMPACTS TO WATER BODIES LINK NUMBER OF WATER POTENTIAL IMPACT/COMMENTS NO BODIES AFFECTED 1 12 Erosion from cut sections for approximately three Kms 2 13 Erosion could occur from new embankments and new l32 8 construction sites

6 10 Do 40 5 Do 50. 13 Do

70 7 Do 72 4 Do 73 9 Do 6.3.2 Groundwater In The Region I In the nine-project road links considered there are Open wells and Water taps of Public Water Supplies (Exhibit 6.3). Wells and water taps. Wells will be replaced if located within the corridor width as indicated in the Environmental strip plan and there will be no net loss of water access points as a result of the proposed work. EXHIBIT 6.3 LIKELY IMPACTED WATER SOURCES Link Drinking Water Supplies No PWS Public Open Well Bore well Stream, Springs And

______~Others 1 ~ 4 ~1 3 5 0 2 2 2 1 0 ; 3 1 0 0 0 6 0 1 4 0 40 24 5 3 0 50.1 42 1 1 0 70 17 2 0 0 72 5 21 3 3 (Water tanks) 3 73 - 38 0 0 0

During construction period no groundwater will be required for construction activities. The | construction water will be of the order of 10,000 litres per day per kilometre. 6.3.3 Cross Drainage Structures Existing cross drainage structures will be widened/replaced as an integral part of the Project I road upgrading. A number of new culverts are also proposed as given in the Baseline chapter section 5.2.3. The location of CD structures is provided in the environmental data sheets. Development, improvement or reconstruction of cross drainage structures should consider the * possibility of stream water being used for cleaning vehicles, this could pollute streams, reservoirs or down stream rivers.

I LBIt; Sheladia /CESI1CT6. | KeralaState TransportProiect EIA for Nine Phase -I Road Links September2001

6.4 AIR QUALITY

Air quality issues are addressed in two phases: the construction and operational phases. Potential impacts and mitigation actions related to them (if any) are identified as follows.

6.4.1 Construction Phase- Nine Phase 1 Road links

The potential air quality impacts during construction can be anticipated due to fugitive dust during the non-monsoon season in and around the construction sites and related facilities such as crushers and hot-mix plants.

Hot-mix plants will require careful siting particularly with regard to sensitive receptor areas (e.g., wild life, schools and hospitals). The siting will consider the social aspects because of | the high density of population and ribbon development throughout the roads in Kerala. The proposed consultation activities (refer Link specific EMP) during the construction period will help to ameliorate these issues. Further the Kerala State Pollution control board has relaxed I the distance from any residential areas as 150 m only as against 500m normnally.The extent of potential impacts during the construction period will vary according to the types of emission controls used, requirements to cover trucks transporting fill material, the types of pollution control devices used, and the supervision exercised over the project.

6.4.2 Operational Phase- Nine Phase 1 Road links Operational impacts will require a determination of pollution levels within two scenarios: "Baseline conditions", i.e., anticipated future conditions assuming the project road upgrading does not go forward. Transport demands will continue to increase and these baseline conditions are the benchmark against which potential project impacts should be | evaluated. A future air quality condition assuming the Project does go forward.

The net air quality impacts during the operational phase of the Project are expected to be beneficial when measured against a base case that takes growth and related factors into account. Improvements in road surface condition and traffic capacity will alleviate local I congestion and improve traffic flow, thereby reducing engine idling and the contribution it makes to local air quality degradation. No significant generated traffic (i.e., traffic that would not have existed if the improvements had not occurred) is anticipated as a result of the U improvements. Except in the case of Link 72 NH 47-SI-I- Link road connecting Kazhakuttam to Taikkod, in all other link roads no significant diversion of traffic from other roadways, other than incidental local traffic, is anticipated. In the case of Link 72 this road I connects two important roads of the State ( and The National Highway), which in fact bypasses the city (Refer Figure I EMP for Link 72). With improved vehicle performance on a better, and wider, road surface, the air pollution should be reduced. The I recent trends in Air quality situation as shown in Box 6.1 is highly positive. Paving and provision of adequate side drainage in rural areas along Link 72 will significantly reduce overall human exposure to air pollution, including both vehicular emissions and roadside dust. I There are significant changes anticipated in current emission characteristics due to fuel combustion (sulphur content of diesel, fuel, lead, etc.); levels of engine maintenance, average vehicle age, improved vehicles etc. Such changes as might occur would be likely to have a I beneficial impact. Grade changes within the Project Corridor are eased and would reduce adverse impacts due to vehicular emissions.

LBII/ SheladiaICES/ICT 6.6 3 Kerala State Transport Project EIA for Nine Phase -I Road Links September 2001

Box 6.1 Kerala Specific Air quality and Recent Trends in Roads and Vehicles in India The effect of vegetation with its inherent biodiversity is a very important positive factor for clean air as seen in Kerala. The presence of lush green vegetation as observed in Kerala is actually the mitigation measures proposed for air quality degradation by environmentalists in the form of green belt, avenue planting etc in all developmental projects. The high precipitation in Kerala is another positive factor in controlling the air quality. The rainfall in Kerala is three times that of the national average. This will reduce adverse impacts to a large extent especially in the case of Suspended Particulate Matter (SPM) and Respirable Particulate Matter-PM 10 (RPM) levels. On the other side, the recent trend of high quality fuels (like Pb free) is also a promising trend to keep good air quality in the future. The improved vehicle performance due to improved vehicles will further reduce the over all air quality impact. The improved cars with less I pollution labelled as Euro I, Euro II and India 2001 etc is now in the market. Although Pollution Under Control Certificate (PUC) is a recent trend to control pollution, today it has become part of the Social needs.

Traffic composition (i.e., the types of vehicles in the traffic flow) will be unaffected by the 3 proposed improvements. The average speed of traffic can be expected to increase, thereby lessening air quality impacts. The majority of vehicles operate most efficiently at constant cruising speeds rather than the "stop-and-go" patterns that are now occurring. Further the presences of lush green vegetation if considered on a regional basis will reduce/nullify any adverse impacts to a large extent.

| 6.5 NOISE The project specific impact mitigation plan in the EMP will address the Link specific Noise mitigation. Potential noise impacts can be identified in two phases: the construction and operational phases as follows.

l 6.5.1 Construction-Related Noise Temporary impacts in the immediate vicinity of the Project Corridor will occur due to construction activities. The magnitude of impact will depend upon the specific types of 3 equipment to be used, the construction methods employed and the scheduling of the work. General conclusions can be based on the types of construction work anticipated, the likely equipment required and their associated range of noise levels. The construction activities will | include the scarifying of the existing road and grading of the site and the construction of structures and facilities. Exhibit 6.4, Typical Noise Levels Associated with Highway Construction, and Exhibit 6.5, Typical Noise Levels of Principal Construction Equipment, | provide representative construction noise levels associated with some activities. The discussion of impacts will be required to identify the extent to which adverse noise resulting from the Project is expected to affect surrounding land uses. The discussion should I be clearly related to the presence of sensitive receptors including the Schools, Hospitals etc. in particular as discussed in base line environmental Section 5.5 and the Volume 2 EMP Appendix eight for the nine phase 1 link roads. It should be noted, for example, that construction noise is generally intermittent and depends on the type of operation, location and function of the equipment and the equipment usage cycle, it attenuates quickly with distance. Potential construction related noise levels of 85-90 dBA at 50 feet (15 Meters) from the source would be reduced to less than 62 dBA 2,000 feet (610 meters) from the source.

LBIII Sheladia iCES/ICT 6.7 Kerala State TransportProject EIA for Nine Phase -I Road Links September 2001

Excavation noise levels, for example, assuming bulldozer, loader and dump truck activity | only, would yield a Leq of approximately EXHIBIT 6.4 85 dBA at 50 feet. These noise levels TYPICALNOISE LEVELS would decrease by about three or four ASSOCIATEDWITH HIGHWAY I dBA with every doubling of distance and CONSTRUCTION would be reduced to approximately 67 Activity NoiseLevels dBA at 800 feet (244 meters). InDba Grading& 84 The discussion indicates the extent to Clearing l which confining construction activities to l 89 I social working hours will mitigate noise impacts and employing noise controlled Foundations 88 construction equipment. Measures to I I mitigate noise impacts during the construction phase of KSTP may include Finishing 84 the following provisions: Notes:Measured as Leqassuming 70 dBA Ambient Noise Level. * Source Controls, i.e., requirements that all exhaust systems will be maintained in good working order; properly designed engine enclosures and silencers will be employed; regular equipment maintenance will be undertaken. * Site Controls, i.e., requirements that stationary equipment will be placed as far from sensitive receptors (i.e., stone crushers, mixers, etc.); disposal I sites and haul routes will be selected to minimise noise impacts; and shielding mechanisms will be employed wherever possible. * Time and Activity Constraints, i.e., operations will be scheduled to coincide with periods when people would least likely be affected; work hours and work days will be limited to less noise sensitive times. * Community Awareness, i.e., public notification of construction operations will incorporate social considerations and avenues to handle * complaints should be included.

6.5.2 Operational Noise -Nine Phase 1 Road Links

Potential Sources. The sensitive noise receptors for all nine links have been identified and shown in the Stand-alone EMP documents. Potential sources of road noise during the operational phase of the KSTP Project include: * * Vehicle Noise - In some instances, the amount of vehicle noise will be increased e.g., the introduction of traffic within the vicinity of the bypass ROWs. In other cases it may be reduced as a result of the Project (e.g., the alleviation of congested traffic conditions). * Road Noise - Frictional noise from the contact between tyres and I pavement contributes significantly to overall traffic noise. The level depends on the type and condition of the pavement. Frictional noise is generally greatest at high speeds and during rapid braking and I acceleration. In this instance road noise may be considered high due to the level of noise and the sensitive receptors in the region.

LBII/ Sheladia iCES/IC 6.8 KeralaState TransportProject EIA for Nine Phase -I Road LinksSeptember 2001

• Driver Behaviour. Drivers contribute to road noise by the constant abuse of vehicle horns, the playing of loud music, shouting and causing tires to squel as a result of sudden braking or acceleration. Driver education should aim at limiting the use of horns to potential emergencies only. * Construction and Maintenance. Road surface maintenance generally 3 requires the use of heavy machinery, although these activities may be intermittent and localised, they nevertheless contribute large amounts of sustained noise to the areas in which they occur.

EXHIBIT6-5 TYPICALNOISE LEVELS OF PRINCIPALCONSTRUCTION EQUIPMENT 3 (Noise Level in dBA at 50 Feet) Clearing Structure Bulldozer 80 Construction Front end loader 72-84 Crane 75-77 Jack hammner 81-98 Welding generator 71-82 Crane with ball 75-87 Concrete mixer 74-88 Concrete pump 81-84 Excavation & Earth Concrete vibrator 76 Moving Air compressor 74-87 Bulldozer 80 Pneumatic tools 81-98 Backhoe 72.93 Bulldozer 80 Front end loader 72-84 Cement and dump trucks 83-94 Dump truck 83-94 Front end loader 72-84 Jack hammer 81-98 Dump truck 83-94 Scraper 80-93 Paver 86-88

* Grading And Compacting Landscaping And Grader 80-93 Clean-Up Roller 73-75 Bulldozer 80 Backhoe 72-93 Paving Truck 83-94 Paver 86-88 Front end loader 72-84 Truck 83-94 Dump truck 83-94 Tamper 74-77 Paver 86-88 Dump truck 83-94

Source: U.S. Environmental Protection Agency, Noise From Construction Equipment and U Operations, B3uildingEquipment and Home Appliances, NJID, 300.1, Decemnber31, 1971. Potential Impacts. Potential impacts to the following could occur:

Human Welfare. Although it may not be consciously perceived, chronic exposure to noise can affect human welfare in varying degrees, I both physiologically and psychologically. Chronic noise exposure can be a source of annoyance, creating communication problems, leading to elevated stress levels, and associated behavioural and health effects. It I can cause auditory fatigue, temporary and pernanent lessening of hearing ability, sleep disorders and contribute to childhood learning problcms. It is likely that improved road conditions will result in less * congestion and together with improved education lead to a greatly reduce use of vehicle horns. This is regarded as the single most disturbing source of noise.

* ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~6.9 I Kerala State Transport Project EIA for Nine Phase -I Road Links September 2001

Vibration The vibration induced by the resonance of traffic noise can have a detrimental U effect on structures and can be a particular concern in the case of cultural heritage sites or lightly constructed buildings not designed to withstand such vibrations. 6.6 FLORA, FAUNA AND ECOSYSTEMS 6.6.1 Flora There are no threatened or endangered plant species or habitats for such species known to be within the ROW and also across the seven Kilometre COI (seven kilometre on either side) (Volume 2 EMP Appendix 16). Plant species within the ROW are ubiquitous native species. The trees within the private properties are protected by the individuals by solid boundary walls, fencing etc. Construction activities will impact upon vegetation adjacent to the existing highway. The private tree owners will be suitably compensated as detailed in the Resettlement Action Plan; as this will most likely lead to replanting in the identified areas according to the project Tree Planting Strategy. Further the project will replant private trees at the same rate of two per tree removed. Details with regard to potential public trees along | the Nine Phase I highways are provided in Item 6.6.4 below. 6.6.2 Fauna This assessment has been made with due consideration given to potential direct impacts to wildlife under the following headings: i * Habitat Loss. Improvements within the Project Corridor will occur I within the existing ROW or previously disturbed agricultural or encroached areas with no loss of habitat. Realignments are located only in areas previously disturbed by agriculture or encroached land and other _l uses. Borrow pits and quarries used for the purposes of the improvements will be restricted to licensed areas. The small reserved forests within the COI are located away from the existing corridor (refer Exhibit 5.27 in base line section). * Aquatic Habitat Damage. Erosion can lead to downstream silting, thus damaging spawning grounds for fish. Construction at crossings can change the current affecting some species. In this KSTP Phase I project, the fact that the road already exists and crosses monsoon fed perennial I streams should not introduce any new situation of impact to the project area. * Forest reserves. The small forest reserve within the COI of the nine- I project roads supports no wildlife other than the local avifauna. These forest reserves adjoining the sanctuary and lying close to the road right of way are largely encroached. The small Forest areas within the PIA are also highly degraded. Consideration has also been given to potential indirect impacts on wildlife under the following headings:

*| Accessibility. Penetration of previously virgin areas and upgrading of existing roads generally facilitate an increase in the number of people having uncontrolled access and increases in the likelihood of negative impacts. At the present time the road already exists and although movement along it will be improved, the proposed upgrading will not result in any additional increase in accessibility.

I0311,Sheladia iCES/ICT KeralaState Transort Project EIA forNine Phase-I RoadLinks September 2001

s Ecological Dis-equilibrium. In this instance, the fact that all nine Phase I road links already exists minimises any potential for ecological imbalance in the area. As a special strategy the project will compensate the trees that will be removed. In order to improve the ecological * equilibrium the tree planting strategy proposed certain declared oxbow land as 'no harvest zone' with regards to fruits and nuts. This will benefit large number of avifauna and animals like Squirrel. * Contamination. The increased presence of motor vehicles introduces a potential for contamination of the soil, air and water adjacent to the road. In this case, the road already exists and no significant increase in the number of motor vehicles is anticipated as a result of the proposed work.

Air, Water and Noise pollution level monitoring was an integral part of the Project. The State Pollution Control Board has carried out the work. This data has produced an opportunity to 3 establish benchmarks.

6.6.3 Social Forestry 3 No impacts upon social forestry are anticipated. The trees planted within the project road are not planted under social forestry schemes. 1 6.6.4 Tree Plantation in the ROW The issue of tree removal is one of particular importance to any road project. Trees provide shade for travellers in an otherwise hot and humid country and avenue planting has an I aesthetic appeal. All publicly owned trees along the ROW are within the purview of the State Forest Department and considered as being part of the State Forest Reserve. The State Forest Department must approve their removal and they must be replaced by planting at least twice * the number of trees removed. Any use of Forest Reserve areas requires Forestry Department and Central Government clearance and will be subject to compensation according to GOI l policy. The various project road improvements will require the removal of approximately 1200 trees of which 50 percent are medium sized trees (Refer Volume 2 EMP Appendix 13). As | mentioned earlier there is no continuous tree plantation along the road coridors. The design changes have saved a number of trees along the road ROW. A road safety audit has been carried out for all Phasel and Phase 2 roads (Box 6.2). For safety reasons the trees along the * ROW are also in fact dangerous at many locations. Box 6.2 Summarv of the KSTP Road Safety Audit Report This Road Safety Audit was carried out at the request of the Government of Kerala and with the support of the I World Bank and Design Consultants. There is no Road Safety Audit Manual for India or Kerala but Road Safety Audit is described in the Manual for Safety In Road Design, published by the Ministry of Surface Transport. The Road safety audit report was specifically aimed at improving the sixteen sections of highway in the Phase I and Phase 2 of the Kerala State Transport Project. The road safety audit has brought out clearly the dangerous * road safety . The recommendations include change in the design drawings especially at Junctions. The audit once again brought out the dangerous situation of pedestrians in Kerala. This was also brought out by environmental, social and engineering studies. There are also recommendations to improve lining and signing provision for pedestrians, parking areas, need for traffic calming, crash barriers, speed barriers, improvement of oxbow lands etc. besides the inbuilt provision of bus bays, footpaths etc in the design drawings. A road safety action plan also prepared as apart of the road safety audit.

LBI1/Sheladia /CES/ICT 6.11 KeralaState Transport Proiject EIA for Nine Phase-I Road Links September2001

6.6.5 Privately owned trees Throughout the Nine Phase 1 road lengths there are trees in private ownership. Those trees, which are required to be removed for the purpose of this project, will be the subject of compensation and likely replanting at the rate of two trees planted against every tree removed. The Projects tree planting strategy encourages the people immediately adjacent to the road to plant high canopy trees like Mango, Tamarind, Jack fruit etc. (Volume 2 EMP Appendix 16- Kerala Specific Tree Planting Strategy in Kerala). The private trees will be compensated as per the Resettlement Action Plan prepared for the project. In addition to compensation the private trees will also replanted at the rate of two per tree removed.

X 6.7 HUMAN HEALTH AND SAFETY

6.7.1 Construction Workers' Camps

The construction workers can induce many hazards in, around labor camps, and at construction sites. Some of these are: 1) Unauthorized tree felling to get fuel-wood even when alternative fuel is made available, 2) Poaching of edible animals and birds of the locality in spite of prohibition, 3) Poor sanitation arrangement and improper methods used for X disposal of solid wastes and effluent, 4) Indigenous people getting invaded by imported construction labour-force, due to lack of discipline, 5) Transmission of communicable diseases to the local people by the construction workers due to inappropriate health I monitoring facilities, and 6) Creating hazardous traffic flow at construction site due to lack of concern about the local needs. Contract requirements have been included which require construction operators to attend to the health and safety of their workers, maintain and I cleanup campsite, and respect the rights of local landowners. If located outside the ROW, wntten agreements with local landowners for temporary use of the property will be required and sites must be restored to a level acceptable to the owner within a predetermined time * period. The contractor prior to the establishment of the camps will have to develop the workers camp restoration plan to the satisfaction of the Construction Supervision Consultants or the Engineer. No significant negative human health impacts are anticipated due to: *| Increased Potential for Transmission of diseases. It is recognised that the * transmission of diseases along previously undeveloped corridors has been identified in retrospect as a major unplanned environmental consequence of road developments in Africa and elsewhere. In this instance, the proposed improvements will occur within an existing transport corridor and, no significant potential for increased transmission of diseases is anticipated. *| Contamination of Local Water Supplies. Due consideration has been given to the possibility of temporary labour camps during the construction period and the water supply and wastewater disposal associated with them. This will 3 ensure that the potential for adverse impacts is avoided. Appropriate provisions have been incorporated in all project documents and are outlined in Volume 2 Environmental Management Plan. I * Air Pollution. Increased air pollution will occur during the construction stage but will be reduced as far as possible by the provisions incorporated in the bid documents and described in detail in Volume 2 Environmental Management Plan Qualitative assessments of the operational phase suggest that projected ambient air pollution with the proposed road improvements is likely to be less

LBII/ Sheladia /CESIICT 6. 1 2 l Kerala StateTransport Project EIA for Nine Phase-I Road Links September2001

than the base case which takes population and economic growth into account. No potential air quality "black spots" have been identified. Noise Levels. Assessments suggest that projected ambient noise levels with the proposed road improvements are likely to be less than the "no action" I alternative due to reduced traffic congestion. Almost all, urban and semi- urban pockets are already noise impacted. The project noise monitoring is being carried out in the typical sensitive areas. Improvements to the roadway and flow of traffic will help alleviate the nuisance.

6.7.2. Road Safety Impacts This will avoid the highly congested town areas and straighten severe curves. The prevailing environmental issues, which are also road safety issues are discussed below: I Safety impacts may include the increased risk of road accidents and their severity due to higher speeds and related factors. Areas of conflict between local and through traffic and between road users and neighbouring land users are noted by the accompanying Volume 2 Appendix lEnvironmental Strip Maps and Environmental Data Sheets for all nine road links and has facilitated the incorporation of appropriate safety features into the project, These may include, for example, the provision of pedestrian facilities. Approximately 64 road realignments have been included in the project corridor. The Penembavoor bypass considered earlier for Link 6 was dropped from further consideration. The Road safety aspects are 3 discussed separately in the baseline environmental Section 5.7, Human health and safety. The capital investment required to carry out the Phase I road work is aimed, not only at improving the infrastructure to service State development but also to bring major U improvements to the efficiency of the existing roads. The anticipated improvements should result in improved efficiency and a reduction in traffic accidents with some degree of travel enjoyment for all road users. This will be dependent upon implementing the recommended safety measures.

The State Government recently introduced the Highway Protection act 1999, which is largely i aimed at the protection of the ROW from encroachment etc. The following aspects are aimed at giving as much space as possible for pedestrians and traffic by design and, which do not require large investments. 6.7.3 Lack Of Parking Spaces For Auto Rickshaws7 2 And Jeeps In small towns and cities, separate well-defined parking spaces for auto rickshaw, jeeps, and trucks are not available. This creates a conflicting situation with through traffic, local traffic and pedestrians, which result in congestion and accidents. There are a number of important urban centres in the region (refer Exhibit 2.1), which are shown on the environmental strip plans for the nine project road links. The Exhibit 6.6 Shows all the existing parking areas corresponding to nine Phase 1 links. Alternate locations should be identified within the | immediate vicinity of the existing parking locations.

7 Three wheelers of 2X2 size with a seating capacity of three

LBII Shcladia (ES ICT 6.13 l Kerala State TransportProiect EIA for Nine Phase -I Road Links September2001

EXHIBIT 6.6 3 PARKING SPACES FOR VEHICLES ON URBAN AND RURAL AREAS NumberOf NumberOf NumberOf Si ParkingSpaces NumgerOf Parking Spakieng No. Link No For Auto Pakn pcs Spaces For ForaOter Rickshaw For Tax (Cars) Jeeps For Other

I 1 2 3 2 I ~~~~2 2 5 2 0 3 3 7 2 0 l 4 6 7 2 1 1 5 40 4 4 3 _ 6 50.1 14 6 4' 2Tempo, lorry 7 70 3 2 0 8 72 1 2- 0 9 73 4 0 0 _ Total 47 23 10 4

6.7.4 Dumping And Storing Of Road Construction Materials Road corridors are often used to store road construction materials prior to resurfacing and, * this dangerous practice is seen all over Kerala. This will cease as machine surfacing is introduced throughout the State. Engineers must be far more vigorous in protecting the rights of the road users. This is also applicable to the Nine Corridors of Phase 1. 6.7.5 Unplanned, Illegal Digging on Roadsides These are regular occurrences in Kerala. The entire State population suffers from these I activities, which are often perpetrated by the Statutory Utilities as well as Municipal Authorities. Electricity cable rolls, pipefittings and rubbish dumping are the main problems causing obstruction. This is also true in the case of urban and semi urban locations of the Project corridors (refer Exhibit 2.1). 6.7.6 Vehicle Overloading * Vehicle overloading is a very common problem all over the State. Nearly all passenger vehicle operators are guilty of overloading to maximise the profit per trip. Driver education will assist in combating this problem together with a disciplined system of enforcing the Rules of the Road Regulations. Many fatalities are reported each year due to overloading. Not only is driver freedom of movement reduced but also of course the reduced braking capacity and menoverability of the vehicle contributes to the likelihood of an accident. When such accidents do occur they are usually more serious due to the sheer number of people involved. 3 6.7.7 Partly coveredlunevenly covered/open drains and drainage

Kerala experiences a high rainfall; drainage is important for all development activities. A recent accident in Kozhikode area (a traffic policemen on duty died accidentally falling into a partly opened drain) clearly indicated that the drains are actually death traps for pedestrians (The Indian Express 19/10/99). There are many open drains, partly covered drains, and * unevenly covered drains, which are very dangerous for pedestrians. Unwary pedestrians falling into open ditches, inflicting serious injuries to their limbs is a common occurrence in the city (Prcss). This situation is prevalent in all roads passing through the urban and semi urban areas of the nine Phase 1 road links also.

I LBI] Sheladia/CESiICT 6.14 KeralaState TransportPToiect EIA for Nine Phase -I Road Links September2001

6.7.8 Inadequate Embankment Height In Flash Flooding Areas Being an area of high rainfall, some roads become partly flooded during the monsoon season sometimes for very short period in highlands. This can cause accidents and traffic delays.

6.7.9 Encroachments Of Various Types The legal Right of Way for the Nine Phase 1 project roads is not available to the road users. It | is observed that there is considerable encroachment along the various road corridors.

6.7.10 Parking Of Vehicles On Both Sides Of The Road The parking of Vehicles on any road is a matter of concern in Kerala and appears to occur without any system of regulation. The problem is severe in the case of all project corridors.

6.7.11 Trees[Forest/Vegetation/Wildlife In Kerala, barren lands constitute only a small percentage of the total geographical area. Forests cover more than 20 %. These forests are rich in wild life. In non-forest areas also wild life exists especially avifauna. Non-forest areas are also covered by thick vegetation mainly coconut/Rubber/Plantation/Arecanut and a number of fruit trees. The paddy cultivating land is fast decreasing in extent and is a sensitive land use issue in Kerala (Exhibit 6.7). The only dry and drought prone area in Kerala is the Attapady area of Palakkad district. This is actually a rain shadow region with a fragile ecosystem.

EXHIBIT 6.7 GOVERNMENT WARNING ON SENSITIVE LAND USE THIRUVANTHAPURAM,SEPT18, 2000. The Govemmenttoday clarified that the use of paddy fields for other purposes was an offence under the Land UtilisationOrder of 1967.There was provision for taking legal action against the landowner if he filled the paddy fields or left it fallow. Stronger action would be taken against farrmers and the agricultural officers concerned if the former filled paddy field without prior pernission. The I Government also had the authority to auction paddy fields without prior permission. The Govemment also had the authority to auction paddy fields left fallow to those interested in cultivating paddy there. The Govemment has asked the Agricultural officers to find out the Survey number, area and name of the Owner of fields left 3 fallow from the village officers and pass the information on to the principal Agricultural Officer. (Source: The Hindu, 19 September 2000)

Unlike other states, Kerala has a higher biomass associated with precipitation. This has further increased in the last 10-20 years with large-scale conversion of paddy fields into built up areas and tree gardens. When the paddy fields are converted to built up areas a small percentage of the total area (of the order of 1 to 5 %) is actually converted to a built up area, the remaining area evolves into permanent vegetation area (Mangoes, Coconut, Banana etc.) from seasonal vegetation (Paddy field). The Phasel Project roads have Paddy fields used for paddy cultivation at a number of locations and also paddy fields used for tapioca cultivation.

6.7.12 Utilities The narrow corridors accommodate utilities such as electricity posts, telephone lines and telephone cables, water pipes etc. As described the Illegal / negligent digging of roadsides is very common in Kerala especially along the highly urbanised Project corridors. "Illegal" * applies to those cases, which do not have permission from the HA even if it is another Department of the same Government. The word "negligent' applies to the behaviour of the perpetrators who do not restore the road surface to its initial safe condition. This kind of irresponsible digging leads to accidents and loss of life because of non-compliance with

LBII/ Sheladia!CFS/ICT 66.15 l KeralaState TransportProject EIA for Nine Phase-I Road LinksSeptember 2001

sensible safety precautions in addition to causing permanent damage to the road fabric. This | is applicable to all Phase 1 corridors.

6.7.13 Effects Of Monsoon On Accidents I Monsoon Precipitation also causes accidents. Reportedly the incidence of accidents is much higher during the monsoon season. The following problems have been reported.

1. Skidding of vehicles 2. Speeding Of Vehicles just before a downpour to reach destination more I quickly 3. Risk taking pedestrians just before a heavy rainfall. 4. Landslides I 5. Mud and Rock Falls from the hills 6. Erosion 7. Collapse Of Structures and trees

The landslide problem is very common in the highlands. The landslide, mud and rock fall problem will be severe when coupled with earthquakes. None of the project roads under consideration fall in the region susceptible to slides. 6.7.14 Road Intersections I The high density of the road network creates a number of road intersections. It is a common practice for drivers to enter onto a main road at high speed without any regard for other road users causing accidents or great danger to pedestrians and others. 6.7.15 Over Taking Of Vehicles The present "anarchy" on the roads, the total ignoring of any priority system, beyond the size of the vehicle taking precedence, leads to a totally unacceptable behaviour by Western standards. The application of modem road design standards is not appropriate without major reforms to introduce responsible traffic management and driver behaviour. 6.7.16 Disposal Of Solid Wastes/Municipal Wastes In Market Areas The dumping of solid waste on the roadsides meant for pedestrians and slow moving vehicles I is a comrnmonoccurrence all over Kerala. This practice is not only dangerous forcing pedestrians into the path of vehicles; it obstructs drainage and is also a serious hazard to public health. This is seen in all project corridors. 6.7.17 Temporary Fish, Vegetable Market and Automobile workshops It is commnonlyseen in Kerala to have Fish and vegetable markets actually on the ROW (meant for Vehicles and pedestrians). Automobile workshops often encroach onto the ROW inhibiting the free flow of traffic and pedestrians. (The Hindu, March 13, 2000). 6.7.18 Speed Limits In Urban Areas Although there are declared speed limits in most of the urban and semi urban areas in addition to the educational institution areas they are rarely observed by drivers or enforced by police.

LBIL'Sheladia /CES/ICT 6.16 Kerala State Transport Project EIA for Nine Phase -I Road Links September 2001

6.7.19 Pedestrian safety Highway safety must be considered to be of paramount concern. A number of educational institutions are located adjacent to the corridors of Nine Links. All through Kerala, pedestrian safety is ignored resulting in high accident rates. School children are common victims and in a vehicle / pedestrian impact it is always the pedestrian who suffers most. Driver education schemes must be launched with a view to increasing the general awareness among all drivers on vanous aspects of safe driving. Driving licences should only be issued after passing a more demanding test and taken from drivers with a poor record by the Courts. 6.8 CULTURAL RESOURCES Potential impacts to cultural hentage sites include: * Damage caused by road construction and related works such as quarrying of rocks along the project road and borrow pits. Provisions to avoid such impacts are incorporated in the Project contract documents and are discussed later in Chapter 8. I * Positive impacts could occur on the amenity value arising from improved access to sites recognised for their cultural value. The impacted cultural properties are shown in Exhibit 6.8. EXHIBIT 6.8 CULTURAL PROPERTIES THAT WILL BE IMPACTED BY THE PROPOSED 3 PHIASE1 ROAD IMPROVEMENTS LINK NO. LOCATION TYPE OF STRUCTURE AFFECTED Thankamani ChristianShrine 28.57 26 ChristianShrine 100 Kattappana Church 16.67 ______Kattappana Christian Shrine 20 Chadayamangalam Sree Mavadevar Temple 9.79 I Edamulakkal Hindu Tree Shrine 100 ______Valakam Mosque 12.31 Christian Shrine 53.33 2 Kalayapuram Hyundai of Ayyappan Temple 100 Temple 3.33 Kulanada Christian Shrine 64.52 I 3 Kurambala Church 6.94 St. Mary's Church 3.91 Church 20 w 72 ~~~~~~AyiroopparaLChurch 4.38 Kazhakkootam Temple Trust Office 1.83 Kolivakode Sree Dharma Sastha Temple 4.81 * ~~ ~ ~~~~70Muvattupuzha Mosque 11.67 Muvattupuzha Arch of Church 20.59 Mulavoor- Mosque 18.97 Mulavoor Mosque 7.05 Mulavoor Mosque 36.36 Mulavoor Gate of Thrikalathur 3.67 __6Mulavoor BhagavathyTemple 6 Chelamattom Mosque 4.92 Chelamattom Hyundai of Mosque 100 Chelamattom Sree Narayana Shrine 3.8 Mattur Christian Shrine 44.23 Mattur Church 0.87

LBII/ Sheladia ICESICT 6.17 Kerala State TTansportProject ETA for Nine Phase -I Road Links September 2001

EXHIBIT 6.8 (CONTINUED) | CULTURAL PROPERTIES THAT WILL BE IMPACTED BY THE PROPOSED PHASE 1 ROAD IMPROVEMENTS Yakkara C.S.I.Church 0.38 Mangara Mosque 7.25 50.1 Vaniyamkulam Temple 20 TempleLand 9.56 Vaniyamkulam Tree Shrine 70 Porkulam ChristianShrine 100 Agathyoor ChristianShrine 1o0 40 Agathyoor ChristianPrayer Hall 13.33 Karikkadu Mosque 1.56 Kanippayoor Tree Shrine 90

| 6.9 GENERALECONOMIC ENVIRONMENT 6.9.1 Impacts on Communities and Their Economic Activities | This section focuses on the potentially affected communities as economic and social entities. Closely related impacts which may have community-wide implications, but which tend to acquire their significance from their effects on individuals, are addressed primarily in I Subsection 6.10.1 (Land Acquisition and Resettlement) and the subsections which follow. Potential impacts to be considered under the heading of Communities and their Economic * Activities include: Split Communities. Alternative routes for local movements and/or road crossing and access restrictions sometimes result in longer journeys, directly affecting businesses and pedestrians. In rural areas, new road alignments or increased traffic sometimes cut the normal links between villagers and their livelihood. The fact that most of the ROW is already in use as a highway lessens any potential for significant additional impacts of this type. The proposed minor re alignments for all other links have avoided impacts of this type as far as possible.

* Loss of Roadside Community Business and Social Activities. The Project will, to some degree, affect both business and social activities within or adjacent to the existing ROWs, particularly at intersections. Ribbon development along the road is at an advanced stage and the improvement of the project road could lead to further "infilling". I The impacts upon the individual business are discussed as part of the Project Resettlement Action Plan. Such businesses are likely to relocate in the same community and impacts are likely to be only slight. The * improved facilities for pedestrians are likely to result in considerable benefits to the road users and businesses alike.

* Impacts on Realigned and bypassed Communities. Road realignments and proposed bypass problem areas such as those incorporated in the project will have the positive benefit of reducing the I immediate impact of the traffic on the community and local commercial activities should flourish as a result. The nine phase 1-project roads considered are generally winding and accident prone (Refer Baseline * environmental Section 5.7) especially those located in the midlands. On the negative side, however, some communities may suffer a loss of

LBIII Sheladia ICES!ICT 6.18 U Kerala State TransportProject EIA for Nine Phase -I Road Links September2001

business from the diversion of traffic. Migration to the new route may 3 occur, potentially changing land use patterns. Impacts of this nature as a result of the Project road improvements are likely.

3 * Impacts on Current Modes of Transport. Experience with other road projects indicates that measures which impede road crossings, control bus stops, restrict parking of informal public transport vehicles may reduce the attractiveness of current transport modes. No impacts of this type are anticipated in this instance. The project in fact proposes bus lay- bys off the main carriageway wherever possible so that traffic flow will I not be impeded. The project also proposes to help the local bodies in setting out parking areas for Autorikshas, Cars, Jeeps and tempos (refer Exhibit 6.6)

Impacts on Tourism. The Project can be expected to have a positive impact on the tourism potential of the area. The project road I improvements are likely to enhance the accessibility to tourist features as well as improving road safety; hence it reflects a positively. The nature of this impact is that of cumulative nature.

* Gentrification Impacts. "Gentrification" is a term applied to situations in which the value of land in a particular area is increased by infrastructure improvements leading to higher rental values, occupancy turnover and a replacement of previous tenants and residents by those who can afford higher rents. The term may apply to higher cost commercial land as well as residential areas. Impacts of this type are unlikely in this project.

6.9.2 Employment Patterns No significant changes to area employment patterns are anticipated. The project road I improvements will, however, increase the economic efficiency and attractiveness for investments in the area especially in the Tourism sector. This impact is that of a cumulative nature. It will be possible to move goods to market and finished products more economically I and this may enhance the employment potential in the area. The short-term contract activities should provide some local employment opportunities and improved road maintenance should also create long-term employment for routine maintenance contractors. The lengths person I routine maintenance contract system is frequently viewed as a very positive economic boost to poorer rural communities, which benefit from the expenditure of part of the road fund along the road line. 6.9.3 Industrial Scenario Project road improvements may enhance the likelihood of the industrial development goals I for the area being realised in terms of better accessibility and the effectivc transportation facilities.

I

LBII/ Sheladia/CESil[CT 6.19 U Kerala State TranspornProject EIA for Nine Phase -1 Road Links September 2001

6.10 GENERAL SOCIAL ENVIRONMENT | 6.10.1 Land Acquisition and Resettlement

A Resettlement Action Plan (RAP) has been prepared based on definitive surveys of the I impact area and documents the potential impacts due to land acquisition and resettlement. The RAP is incorporated herein by reference. 6.10.2 Indigenous Peoples No indigenous people have been identified in the nine-Phase 1-project corridors.

6.11 LAND USE

Potential land use impacts are discussed under three sub-headings: Construction-Related | Land Use Impacts, Regional Land Use Patterns, and Impacts upon Parks and Sanctuaries.

3 6.11.1 Potential Construction-Related Land Use Impacts

Construction activities present potential impacts to land use that could have long-term effects in certain circumstances. Construction workers camps, for example, constitute a temporary land use change and raise issues related to:

3 * Unauthorised tree felling to obtain fuel even when alternative fuel is made available, | a Poaching of edible animals and birds in spite of prohibition, * Poor sanitation arrangements and improper methods used for disposal of solid wastes and effluent, * * Indigenous people invasion by imported construction labour-force, due to lack of familiarity and discipline in a new environment. a Transmission of communicable diseases to the local people by the construction workers due to inappropriate behaviour and health monitoring facilities, and I * Creating hazardous traffic flow at construction sites due to lack of concern regarding appropriate traffic control and provisions for pedestrians.

6.11.2 Potential Impacts upon Regional Land Use Patterns

The total land take for the project roads is estimated in the RAP (Exhibit 6.9). Although localised land use changes will occur, no significant changes to the existing regional land use patterns are expected as a result of upgrading the existing highways.

The highway upgrading will facilitate better economic conditions for local residents who are I able to transport their goods and produce to and from markets more efficiently and more safely but is unlikely to result in substantial changes in the overall population inhabiting the region. No influx of emigrants from other areas is likely to occur or are there anticipated to * be development of industrial zones, strip developments or other commercial endeavours that might result in substantial changes in the demography of the region.

LBII/ Sheladia ,CES,ICT 6.20 KeralaState Transport Project EIA for Nine Phase-I Road Links September2001

EXHIBIT 6.9 DISTRIBUTION OF PHASE-lAFFECTED POPULATION

TOTAL PROJECT PROJECT PROJECT TOTAL LAND LINK AFETDPROS AFFECTED DISPLACED REQUIRD NO (A)FAMILIES FAMILIES(1a (PAP) (PAF) (PDI;) (Ha)

1 3408 1626 394 10.44 2 587 309 34 2.13 3 455 284 23 0.78 6 3703 798 335 0.94 26 928 526 109 5.68+ land for bypass Y 40 1408 529 54 2.32 50.1 857 337 33 0.97 I 70 1314 469 84 5.83 72 1129 655 95 7.63 73 626 254 27 0.50 Total 14415 5787 1188 50.63 (Source:Resettlement Action Plan (RAP)February 2001)

U 6.11.3 Impacts to Parks, and Sanctuaries

The nine Phase I Project roads considered here do not require the transfer of any forestland..

6.12 TRANSPORT NETWORKS

The primary impact of the Project road will be to improve the performance of the transport sector and greatly improve the flow of traffic, goods, and people. The Project is also expected to benefit the economic growth of the area substantially. No significant adverse impacts to the area's vanrous transport systems are anticipated.

The Economic Internal Rate of Return (EIRR) is for the Nine Phase 1 project roads and the net Present Value/Cost ratio is also provided in the Exhibit 6.10.

EXHIBIT 6.10 3 ECONOMIC EVALUATION OF NINE PHASE 1 LINK ROADS Economic Internal Rate Net Present Value/Cost Link Number Road Name Of Return ratio (Eirr) %Rai I Thaikod-Kottrakkara 45 4.0 2 Kottrakkara-Adur 32 1.9 3 3 Adur -Chengannur 26 1.6 6 Muvattupuzha- 25 3.0 Angamaly 40 Thrissur -Kuttipuram 26 3.8 * 50.1 Palakkad shomur 21 1.2 70 Muvattupuzha- 13 0.1 Thodupuzha 72 Alapuzha- 21 1.5 Changanasserry 73 NH-SH link road 17 0.7

b Not yet determined

I LBIIISheladia iCES/ICT 6.21 l Kerala State TransportProiect EIA for Nine Phase -1 Road Links September 2001

The Net Present Value (NPV) being the total benefits discounted to the base Year. Economic Internal Rate of Return (EIRR) is a criterion used for economic evaluation of projects such as the KSTP and is defined as the annual rate of return generated by the investment. It is calculated in terms of a base case and is a means of evaluating the economic benefits. The 3 calculations depend on estimated costs and are net of taxes, duties and royalties. The economic benefits that are normally considered in evaluating EIRR are: 3 * Savingsin vehicleoperating costs; * Time savings for passengers and goods; and m * Savings in road maintenance cost.

The EIRR depends on various factors including:

3 * Trafficvolumes; * Roughness values that indicate the state of the road surface. s Presence or lack of shoulders that can carry traffic; and I * Side frictionand percentageof slow traffic. Anticipated improvements in these factors after upgrading of the highway are used in the 3 calculationof the economicbenefits. l l

|UBI hldaCSIT62 Kerala StateTransport Project EIA for Nine Phase-i Road Links September2001

7 ANALYSIS OF ALTERNATIVES

7.1 INTEGRATION OF ENVIRONMENTAL CONSIDERATIONS IN THE ANALYSIS OF ALTERNATIVES D Environmental considerations were an integral part of the analysis of alternatives throughout the project. The broad consideration, which ends with the selection of the road, includes the physiographic characteristics of the Kerala. The three Physiographic regions identified in Kerala are Lowlands- Sociologically and CRZ sensitive area 3 Midlands-Sociologically sensitive area Highlands- Ecologically sensitive area

Except for the Alappuzha - Changanaserry project road all other eight Phase I roads fall within the midlands. In the highlands, ecological factors deserve special consideration. The Project road, Idukki Puliyanmala falls in the Highland region (Refer to SEA) for which a I stand-alone comprehensive Environmental documentation has been made. This link was also dropped from further consideration due to budgetary constraints and priority considerations during August 2001. The Phase 1 selection now avoided all of the ecologically sensitive I roads considered for the feasibility study. The Palakkad- Shornur road passes through highlands does not bear the characteristics of the highlands, as it is located in the (refer Chapter 5 exhibit 5.9). In all Phase I roads the cut and fill sections are balanced, as I there are small widening in general all through out the Phase I corridors. The retaining walls are provided in all required locations as provided in the respective Environmental Management Plans. The cut soil material are included in the estimation of soil together with * material from borrow areas. In fact the high way design model 'CARD/I Version 7.5' automatically calculate the material requirement at fill sections and the available material at 3 cut sections.

The analysis of alternatives has been prepared in accordance with the requirements of the World Bank and GOI guidelines.

7.2 "WITH" AND "WITHOUT" SCENARIOS (NO ACTION ALTERNATIVE) 3 In the case of the project roads comprising KSTP, consideration of the 'No Action ' must be cognisant of the fact that | 1. The nature of the road is not sufficient to meet the development of the region 2. Traffic flow is impaired by severe conflicts between local, and through traffic, mixed with pedestrian movements and by continuous ribbon development and I inadequate and/or inappropriate roadside facilities along the narrow corridors. 3. The unsafe conditions and the environmental consequences (air and noise | pollution and degraded environmental conditions) will continue and worsen. 4. Population and traffic growth will continue to occur and exacerbate an already critical situation. I The "No Action" Alternative would amount to a failure to initiate highway improvements, thereby impeding economic development of the PIA districts. The no action would result in no improvements beyond limited routine maintenance and rehabilitation of roads without any I taking of land or buildings, removal of trees or other disturbance to the environment. There would be no improvements to drainage systems beyond their restoration to existing levels of

L13I' Sheladia('ES/ICT 7. l KeralaState Transport Project EIA for NinePhase- I RoadLinks September2001

service, no removal of impediments to pedestrians or construction of facilities for pedestrians I and other slow movingtraffic. This would leave the highway in its current appalling condition and in the long term be a serious impediment to the development of the economy and thus to the improvement of I conditionsfor all sectionsof the population. The "with" scenario, on the other hand, has been determined to be I I. Economically viable and would alleviate these conditions to a large degree. It would, thereby, contribute to the development goals of the Kerala State, improve road safety conditions, enhance economic efficiency and growth potential of the area, and improve the well-being and livelihood of those within the potentially affected area. II. Potential negative environmental impacts associated with the "with" scenario can be reduced through good engineering practice and, where warranted, appropriate mitigation and enhancement actions as specified herein. Accordingly, it has been determined that the "No Action" Altemative is not a reasonable or prudentcourse of action. This alternative "do nothing" is not acceptable and has already been rejected by the State Government as demonstrated by the implementation of the current work. The Chapter 2.0 Project descriptions and the road safety aspects outlined in the baseline section emphasise that the 'No Action Alternative' is not a sensible avenue under the present circumstances. 1 7.3 DESIGN DECISION CONSTRAINTS FOR VARIOUS ALTERNATIVES Because of the unique nature of Kerala, the team of Engineers, Economists, Sociologists and Environmentalists of PCC and PWD initially had conflicting ideas on the most appropriate design decisions most suited to the Kerala situation. The solution needed to be practical with a minimum of social and environmental disturbance and with a better economic return in 5 terms of actual construction works including the cost of land acquisition. Discussions, debates and workshops were held to crystallise the issues so as to arrive at the best design decision. These meetings were held at Government, Department and Consultants level and I also with Public Participation at various stages involving experts from related fields individually and sometimes collectively. These deliberations were also held in the field on the project roads for easier understanding among the specialists involved for quicker decisions.

The following decision constraints were considered in particular. * The legal right of way (ROW) could not be established. - * Severe limitations were found with respect to the -available corridor width and the existing geometry. | * A rigid adherence to a particular design standard would necessitate substantial realignments, in a large number of locations, which are linked to substantial land acquisition, environmental impacts and social hardships to the population. * The decision to widen on any one side was difficult except in the case of curve improvements. One side widening was generally selected on the I groundsof least cost and inconvenienceto the frontagers. * The present rate of accidents, road indiscipline, vehicle speeds. Present road condition and road safety, particularly pedestrian safety were v matters of serious concern and influenced every decision that was taken.

Lll!3i/ SheladiaCES/ICT 72 Kerala State Transport Project EIA for Nine Phase-I Road Links September2001

The widening of the pavement with the provision of footpaths in built up areas as necessarv would result in a seven-metre width pavement and 2.5 metre wide footpaths/shoulders. This standard could only be accommodated within a 12 metre physical Right -of- Way, with some narrowing if necessary, to avoid the costly acquisition of roadside property. The costs of land and accommodation works are very high and the designs need to avoid even small areas of land acquisition wherever possible.

7.4 ENGINEERING ALTERNATIVES CONSIDERED The term "alternatives considered" in this context refers to reasonable and potentially viable * alternatives considered in the development of the various road links and warranting documented consideration, including those that warrant only a brief description of the reasons | for their elimination and those which require more detailed investigations and analysis.

The design and decision-making process was undertaken so that environmental, resettlement and rehabilitation issues prompted the early identification of appropriate actions. Such actions included, for example, shifts in aligmnents/realignments/bypasses based on an awareness of the locations of cultural resources, and biological resources such as areas of roadside trees and the early identification of several short realignments to reduce local impacts. Such adjustments were weighed against benefits derived from reductions in congestion in built up areas, and improvement of road safety, and were incorporated in the design process to ensure the maximum practical avoidance of sensitive areas (e.g. shrines, hospitals, sanctuaries) and adverse impacts to the Project Affected Persons (PAPs), etc. The alternatives found to warrant documented consideration in the process are as follows.

7.4.1 Alignment and Widening Alternatives The term alternative alignment refers to a relocation of the ROW. A number of bypass J /realignments have been planned as a part of the various project roads. Relatively minor shifts of the ROW to one side or the other (or both) in the same area and incorporating the existing ROW are, significant in the context of the Kerala State Transport Project and such shifts have avoided adverse impacts in many instances. Four types of widening alternatives have been devised. Three out of four of the alternatives have been employed in various segments along the ROW for Phase 1 roads. The fourth altemative has been dropped in order to reduce the effective land take for road improvement. The four sets of altemative cross sections provide a "menu" from which the cross-section most appropriate to a particular circumstance can be and has been employed (e.g, for rural areas, for urban areas etc). The widening and strengthening of the pavement will take place along its existing alignment with only minor changes in the position of the centre line horizontally and vertically. The newly improved road may not therefore conform strictly to the ideal design standard, but will represent a major improvement upon the service provided by the existing routes. In urban areas improvements of the roadway slightly to either side of the centreline of the ROW, is dictated by circumstance and minimises environmental and social impacts. 7.4.2 Bypass Alternatives Considered In The Project * The earlier strongly considered and now dropped Perumbavoor bypass for Link 6 was mainly due to the congestion and consequent demand from the Project Implementation Unit (PIU) to ease the difficult traffic to reach schools, hospitals, markets, offices etc. The dropped Perumbavoor bypass for urban area was proposed in order to avoid potential social impacts, to reduce accidents, and also to accommodate the ever-increasing traffic. The

ILBII/ Sheladia'CES/ICT 7.3 Kerala State Transport Project EIA for Nine Phase-I Road Links September 2001

pollution level may be eased due to the free flow of the divided traffic and less congestion in | the town areas.

EXHIBIT 7.1 BYPASS ALTERNATIVES CONSIDERED LinkNo. Phase1 Urban/SemiUrban Length(Km) * AreaOr Town TownRoute I Bypassroute 6 1 Perumbavoor 4 4.5

Details of consultations carried out for bypasses are provided in Chapter 9. The client after considering the various aspects of different alternatives decided to choose the bypass option to reduce the congestion in the Perumbavoor urban area. This is expected to benefit the local population by way of better market and, health care facilities besides those already described above. In this case it is assumed that the developments are fully controlled by the local administration.

The Project Affected Persons and institutions all over demanding a change in the alignment to avoid the particular land take. The Project Implementation Unit (PIU) of the project received numerous representations from the Project Affected Groups, individuals and institutions. Many of the Project Affected Persons visited the PIU office at Thiruvanathapuram also. Three alignments were also considered with minor changes to avoid specific environmental and social impacts. The whole process came to an end when a Project team visited and examined the existing and new alignment. In this process of comparative study of both the alignments the team found that the existing alignment does not have any l problem except the road safety requirements where as the new alignment will produce significant environmental and social impacts. The enviromnental impacts include loss of significant area paddy fields, loss of water bodies, loss of numerous trees and other I vegetation. The team also discussed the decision to stick to the existing alignment with the local Municipal office. Subsequently the bypass was dropped from further consideration.

7.4.3 Realignment Alternative Considered The nine highly meandering Phase I road Links in Kerala require considerable straightening to improve the road safety and also design speed. Occasionally some realignments were later dropped due to heavy filling required against deep valley areas and other factors.

The project will take paddy field areas, only if found absolutely necessary. The land acquisition of paddy fields for road widening is generally acceptable to the public as the roads are for the public use and also there would not be any serious social impacts. U Realignments are an important requirement of improvement of the meandering roads of Kerala especially those located in the midlands. The existing road generally follows the contour with occasional cutting through valley fills (paddy field areas). This has necessitated the planning of numerous realignments of the order of I per Kilometre in the case of Link 70. The Link 73 located in the coastal area does not require any realignment. Realignments are very important due to the road safety considerations incorporated in the KSTP. l

* ~~~~LBIIJSheladia/CESilCT7. I KeralaState TransportProject EIA for Nine Phase-I Road LinksSeptember 2001

7.4.4 Other Engineering Alternatives Considered To avoid major social impacts the options are shifting of centre line to right side, left side or concentric widening (i.e. both sides). Opting to widen to either the right or left of the I roadway facilitates the preservation of various environmental and social resources on the side avoided. The qualitative aspects of various resources to be avoided in each section were considered as a part of the analysis. Alternatives were analysed for all possible sections of the road based on the information and analysis supplied by the initial screening and feasibility analysis followed by field checks with the least adverse environmental and social consequences. Alternative 1 * Improve to a 7.0 m wide pavement with sealed shoulders * The adverse impact on the realigned/bypassed community resulting from Alternative I can be addressed by appropriate mitigation measures.

Alternative 2 * Alternative 2 is to Improve to a 7.0 mnmain carriageway with two 1.5m wide auxiliary lanes and sealed shoulders and

The potential impacts on the physical and social features of the environment are judged to be | higher in Alternative 2 and This combined with the fact that Alternative 2 indicates a higher EIRR and NPV and is thus rated more economically viable, as well as the preferred alternative from a capacity and safety perspective, has led to the selection of Alternative 2 for the higher trafficked roads. The provision of kerbs and footpaths must be sympathetic also the creation of bus laybys and parking areas wherever land areas permit, especially in village locations but cognisant of the detrimental effect of parking on visibility especially near pedestrian crossings and road junctions. 3 The absence of a design standard will not generally inhibit speeds below 50 Kmi/Hr as is demonstrated by the present road alignment. It must be remembered that with smooth machine placed surfaces and even slightly improved alignments, drivers will tend to drive faster; this makes driver education and the imposition of speed limits even more important.

7.4.5 Alternative Three * Alternative three is to Improve to a dual two-lane carriageway. The early economic and traffic projections revealed the exhaustion of some two lane road capacities within 10 to 15 years on some of the project routes pointing to the need to consider dual two lane carriageways. The separation of pedestrians from vehicles can be achieved by the provision of footpaths wherever needed. There is an almost similar dilemma in trying to separate the large number of two wheeled and slower moving vehicles from the faster larger vehicles on the roads as traffic volumes increase.

Drivers will need education in the use of these roads but the effective removal of slow moving vehicles increases the efficiency of the main traffic lanes. In effect it reduces the

LBII/ Sheladia/CES/ICT 7.5 Kerala State Transport Project EIA for Nine Phase- I Road Links September 2001

number of vehicles using them in such a way that within the project life no roads would require dual two lane carriageways. The very positive advantages of this option must still be offset against the need to widen most of the existing road corridors which generally offer only 10 or 12 metres width of ROW and many sections as little as nine metre widths. The need for small land acquisition at a few "pinch point" locations for option two can be substantiated on grounds of road safety in specific areas but with Option Three, there will be a need for considerable areas of land acquisition with large negative social and environmental impacts. It also adds considerable to the costs to the Highway Authority for the land, accommodation works and any resettlement, all "negative costs" in terms of building and maintaining roads. Where land purchase is required on the scale anticipated it must be substantiated by road lines designed to accepted engineering standards and the adherence to these standards will X incur the need for even greater land requirements dictated by the use of minimum radii of curvature and minimum vertical and horizontal sight distances. The use of alternative three was subsequently discounted.

7.4.6 Junction Alternatives The standard IRC layout for junctions of major routes provides for long visibility splays and large tuming radii. Where land areas and present road geometry allows, this solution has been used in the junction designs.

Many of the major junctions in Kerala occur in town centres or at least in heavily built up areas. If the full IRC treatment were to be used in these locations the new junction layout | would result in the demolitionof major areas of the centres. The alternative to the IRC design was the use of * Sequence-controlled traffic signals or - The use of mini roundabouts.

X The latter solution has been used extensively in the UK and has been subject to considerable attention by the Transport Research Laboratory of the UK for use in developing countries.

The Manual for Safety in Road Design of September 1998 by Ross Silcock and the TRL adapted from the similar document for Developing Countries and prepared for and distributed by MOST recognizes the use of mini roundabouts and these have been considered for some locations.

Roundabout designs should channel traffic and create the geometry to reduce vehicle speeds I at the approaches. Designs rely on driver discipline and experimental layouts are used to enable modification before placing the permanent Kerbs, islands and footpaths. The rule of give way to traffic from the right must be observed at all roundabouts and give way signs and I priority lining are an essential part of the layout. The nine-project roads have provisions to improve major road junctions to meet all safety requirements as shown in Exhibit 7.2 l I

| ~~~~LBII/Sheladia/CES/ICT 7.6 l KeralaState TransportProject EIAfor Nine Phase-I Road LinksSeptember 2001

EXHIBIT7.2 NMAJORROAD JUNCTIONS THAT WILL BE DEVELOPEDALONG NINE PHASEI LINKROADS *Links LengthOf The Major RoadJunctions Total Of NumberOf Chinage Road Road Junctions 1 46.01 -Venjaramoodu 3 26.900 I -Kilimanoor 38.300 -Ayoor 54.200 2 21.20 -Kottarakkara 2 72.400 - Junction towards Pathanamthitta 91 .100 3 23.20 -Adur Junction to Kayamkulam 2 93.400 -Pandalam Junction 102.300 6 13.00 -Head portion of 6 00.00 Perumbavoor bypass 2.100 a -Chainage2.1 of-Perumbavoorbypass 5.400 -Tail portion of 233.780 Perumbavvor By pass 234.900 -Kalady Junction 240.200 -Mattoor Junction -Angamaly__ Junction 40 33.00 -Chundal 5 19.600 -Kunnamkulam 23.500 -Perumbilavu 29.400 -Edappal 45.400 -K uttipuram 52.500 I 50.1 45.00 -Palakkad 5 0.500 -Kottai Juction 2.2 -Junction to bypass 3.500 -Junction to 27.200

-ShornurThruvilluamalai 45.100 70 17.800 -Muvattupuzha 2 2.00 -Thodupuzha Exchange Junction 19.00 72 13.00 -Taikkod Junction 2 0.00 -Kazhakootam Junction 12.500 73 24.10 -Chenganasserry and - Alappuzha 2 0.00

7.4.7 Road Cross Section Alternatives The Project will employ a menu of three cross sections specifically tailored to the conditions along the individual sections of the highway. Resolution of environmental and social considerations within the design and selection of the various cross sections was an essential clement of "mainstreaming" the environmental concerns within the design process. 7.4.8 Correlation with Engineering Studies Correlation of engineering studies and the analysis underlying the Environmental and Social Assessments was continuous throughout the design process. Road width The most influenced environmental and social aspect was the road width selected for final design. Bus stops the bus lay-bys were integrated with design when the environmental and social investigations underlined the need for the same. Parking areas The importance of parking areas because of the limited width of widening is also recommended from the environmental investigations. Road safety measures The environmental investigations brought out the detailed road culture of Kerala.

LB I1/ Sheladia/CES/ICT 7.7 KRralaState Transport PToject EIA for Nine Phase-I Road LinksSeptember 2001

Avoidance of costly land acquisition The social impact surveys and the subsequent consultations provided necessary input to avoid cultural properties, buildings etc. 7.4.9 Road Safety Audit The project has taken into consideration the various road safety implications in the design. Having fully convinced the importance of road safety, the World Bank requested the State government to have a road safety audit for the final phase 1 and 2 design. The work has started by an appointed specialist, as the final design will be available by the middle of April 2001. This Audit will consider the various road safety alternatives and measures carried out to arrive at the final design. I l 3

l

I| ~~~LBII/Sheladia'CES/ICT Kerala State TransportProject EIA for Nine Phase - i Road Links September 2001

8 IMPACT MITIGATION FOR THE NINE PHASE 1 LINK ROADS | WIDENINGAND IMPROVEMENT

The generalised mitigation plans have been planned for the eight environmental aspects I tabulatedin Exhibit8. 1.

The Environmental mitigation costs for different mitigation measures are provided in Volume 2 Environmental Management Plan. The Bill No 11 of BOQ closely links to the stand-alone link specific Environmental Management Plans of the nine different links of phases 1. The bill allows all the environmental mitigation costs of the nine phases I corridor for Environmental Impact mitigation and enhancements for actual implementation.

8.1 NATURAL ENVIRONMENT (METEOROLOGY/CLIMATIC CHANGES) Meteorological conditions of the ten PIA district regions are presented under this heading as used in similar World Bank Projects. Other aspects of the natural environment are presented I under the subsequent headings. No significant impact to area climatic conditions or micro- climatic conditions are anticipated as a result of the proposed works along the various phase 1 road links and no mitigation actions specifically related to meteorological conditions are I warranted. Mitigation actions as a result of, or likely to be exacerbated by, climatic conditions (i.e., potential drainage problems, flooding, air quality impacts, etc.) are discussed under the appropriate headings below.

8.2 PHYSICAL SETTING OF THIEREGION 8.2.1 Physiography and Drainage Physiography. Actions to address the potential topographic impacts will include the | followingwith regard to: * Altered Road Embankments. The Volume 2 Appendix 3 and 4 of stand alone Environmental Management Plans furnishes the chainages in all the nine Phase 1 link roads where there would be a comparatively significant rise in the embankment height. This does not mean that in other areas there would not be any raising of the embankment. Other than this there would be considerable X over all changes to the existing embankment during the construction. The cross section alternatives presented in the Chapter two provides a good picture of the embankment alterations. All necessary action will be taken to ensure embankment stabilisation, including retaining walls, the selection of less erodable material, placing of gabions and riprap and sound compaction, particularly around bridges and culverts. Contract documents for the nine X project roads will specify that final forming and re-vegetation must be completed as soon as possible following fill placement to enable a rapid regeneration of stabilising ground cover. Trenching has been identified where I necessary to ensure successful establishment of vegetation. The filling of valley sides if necessary should be planned after considering all factors such as Seismicity, rainfall etc. Monitoring and construction supervision pursuant to I the terms of the contract will be undertaken by the Construction Supervision Consultant (CSC) to ensure that regeneration efforts are successful.

ILBII/ Shcladia/CES/ICT 8i - -m ------m ------

Kerala State Transport Project EIA for Nine Phase I Road Links - September 2001

EXHIBIT 8.1 GENERAL MITIGATION MEASURES CONSIDERED FOR THE NINE PHASE 1 LINK ROADS

TREE WILD WATER RESOURCES, HUMAN HEALTH BYPASS REALIGNME FACILITIES PLANTING & LIFE EROSION CONTROL DRINKING WATER, AND ROAD SAFETY CONSIDERED NTS FOR REFORESTA PROTEC WATER QUALITY & CONSIDERED PEDESTRIA TION TION WATER MANAGEMENT NS, VEHICULAR PARKING ETC

Compensatory No Embankment Proper cross drainage Asphalt plants are to be No bypasses A number of Incorporated in planting mitigation stabilization by placing structures to be provided. located at least 500 m except for Link realignments engineering Of trees at a required. gabions with good stone Current status of natural away from nearest 6 Considered of design. Public rate of two for filling. Adequately sized water bodies and irrigation sensitive receptor (Perutilbavoor various lengths to be educated each tree drainage channels will structures are not altered. (Schools, Hospitals). bypass) ranging from on safe driving removed. be provided. Mitigation Minor improvement in Dust generating items to few m to practices. Planting at planting and fencing will surface water quality be conveyed under several 100 m. Parking spaces, Puramboke be provided. Proper expected due to reduced silt cover. Noise controlled Except for link taxi stands and land and at cross drainage structures load. No effect on ground construction equipment 6 and Link 73. bus lays Oxbow land to be provided. water quality anticipated. to be used. Noise recommended. Wells and hand pumps will insulating walls and Where space be replaced wherever green barriers for silence permits. necessary. zones. EIquipment and machinery should be of

______,______International standards

LBII/Sheladia/CES/ICT Kerala State TransportProject EIA for Nine Phase -I Road LinksSeptember 2001

The berms and batter slopes of road embankments are required to be seeded with a fast growing crop and native seed mix immediately after fill placement to prevent scour and to encourage stabilisation. Where appropriate, grass sod is specified to be placed in the form of tiles and payment for turfing made on a unit area basis. Berms, embankment slopes and road cuts are required to be stabilised by re-vegetation with unpalatable (grazing resistant) plant species, placement of fibre mats, rip-rap, rock gabions, or other appropriate | technologies. Most areas to be cleared of vegetation are roadside berms to be covered by pavement and will not need re-vegetation or to be stabilised. Installation of drainage structures and raising of road formation levels may create bare slopes that will be stabilised before the onset of the monsoon. Discharge zones from drainage structures will be furnished with riprap to reduce erosion when required. Where necessary, grass sods will be imported I and laid to provide ready made turfing. Down drains/chutes will be lined with rip-rap/masonry or concrete to prevent erosion. Side slopes will be adjusted to 1:1.5 or flatter to reduce erosion potential or, if steeper, stabilised, covered I with riprap or other material to prevent soil erosion. These requirements are clearly specified in the construction contracts. Construction in erosion and flood prone areas may be limited to the dry season.

* Erosion Potential. Mitigating actions related to potential erosion impacts are discussed in Item 8.2.4 in accordance with the adopted outline.

* Borrow Pits. Mitigation actions related to potential impacts of area Physiography due to borrow pits are discussed in Item 8.2.6 in accordance with the adopted outline.

Scarified Black top: The total Scarified bituminous material to be removed from the existing road surface is estimated to be about 45,00,00 cubic metres considering 257 km of Phase I road for about 7.0 m pavement for a thickness of 0.25m (25711Om X 7.0mX 0.25 m). Although the total material to be disposed seems to be very high the actual material to be disposed per kilometre would be of the order of 1500 cubic metre only after considering some in situ construction requirement. The in situ requirement quantity will be of the order of | 250 Cubic metres. The remaining 1500 cubic metres will be used as a fill material in the bottom portion of the realignment section (approximately 25 Kilometre in Phase 1) after the excavation of 0.5 metre of topsoil. The quantity required will be of the order of magnitude | 375000 cubic metres (25.000 m Xl.Om X 15m). The remaining 10,000 cubic metres will be used as fill matenral for parking areas.

Drainage. The upgrading of the nine Phase 1 project roads will reduce erosion from the roadway and may result in minor improvements in water quality (i.e. reduced silt loads). Care has been taken in the design to provide side drainage in villages and towns. Improvements in | side drainage will result in significant improvements in human health conditions along the alignment by reducing human contact with pollutants and disease sources.

Wherever practical and consistent with other social and environmental concerns (e.g., tree preservation, buildings), the widening of the nine Phase I project roads has been planned to take place away from water bodies. Where this is not possible slope protection is required to I be installed until embankment surfaces are stabilised. Care has been taken in design engineering to ensure that the road drainage provisions and the new embankments do not

_LBII/SheladiaICES/ICT 8.2 3 Kerala State Transport Project EIA for Nine Phase - I Road Links September 20()1

alter the current status of natural water bodies and structures adjacent to alignments. Co- ordination with various local Development Authorities should be instituted to ensure that any future developments along the existing ROW in the vicinity of sensitive areas are well planned.

Contract provisions have been incorporated in the bid documents to ensure that construction camps and other potential sources of secondary impacts are properly sited and provided with I drainage and wastewater facilities. More over Contractor need to provide a series of focussed mitigation plans prior to the start of actual construction work as provided by the Box 8.1.

BOX 8.1 Focussed PlansTo Be DevelopedBy The ContractorPrior To The Start Of The Construction Tlhese Plans include I. Traffic management plan during construction 4. Waste Management Plan 2. Borrow Iquarryarea development and Rehabilitation 5. Spoil and Scarified black tops Management Plan plan 6. Landscape and visual integration Management Plan 3. Construction camps and work force Management 7. Road Safety Emergency Response Plans. Plan S. Iop soil collection and disposal plans I The appropriate cost estimates for implementation and monitoring have been included in the EMP. 3 Flood Section Characteristics. Contract documents will ensure the provision of adequately sized drainage structures at regular intervals in the areas and at crossing points (e.g. seasonal streams). The cross drainage structure density for the KSTP project roads is found to be of I the order of 2 to 4 per Kilometre (refer Chapter 5 Section 5.3.7). This is very high and should accommodate the complete cross drainage requirement of the Project road. Along the new alignments, adequate number of new culverts arc being planned to cater for the cross I drainage. In addition to the existing culverts, new culverts will be constructed to take care of the additional needs arising out of realignments and bypasses. This is comparatively high and should cater for the needs. Adequately sized drainage channels to accommodate 25-year 3 flood levels in the case of culverts and small bridges are being provided. Downstream slopes will be stabilised with concrete, rock gabions, or walls to avoid erosion if necessary. Care has been taken to provide side drainage in villages and towns where street levels are often * near the ground level of adjacent houses. For Link 73 Alapuzha-Changanassery section, although the project initially planned to raise the embankment more than I m, at present the raise is only up to 0.30m due to the poor sub grade conditions.

The environmental, social and economic return out of the raising of the embankment in all Jlood sections is the assured reduction offuture maintenance costs increased road safety and a reduction in accidents.

8.2.2 Geology/Seismology Of The Region Geology.. Along Link 50.1 Contractor shall adopt all necessary precautions including controlled 3 blasting techniques prior to the blasting of rocks if required. Other than this no mitigation actions related to the area's underlying geology are warranted in any of the other Phase I links.

Seismology. Designs of all structures including bridges have taken the area's seismic characteristics into account. Many of the bridges located along the road links will be I widened under the Project.

LBII/ Sheladia/CESIlCT 8.3 Kerala State Transport Project EIA for Nine Phase -I Road Links September 2001

No additional mitigating actions related to seismic conditions are considered warranted.

Except for the design precautions against the land slides and land slips no other mitigation actions are warranted due to the recent tremors in the area.

8.2.3 Soil condition Of The Region Actions to avoid potential adverse impacts and soil erosion are detailed under the sub- heading of Physiography Item 8.2.1, Erosion Item 8.2.4 and Borrow Pits, Item 8.2.6 in accordance with other similar projects. Some additional mitigation actions are also warranted | as stated below. The potential loss of topsoil will be avoided by the removal and storage of topsoil as per the contract specifications in all areas of possible soil loss such as paddy filed areas, widening areas and realignment locations Refer box 8.1 Senral No 8.0. The cost I provisions are included as an engineering requirement. In all paddy field areas the Contactor shall remove and store the topsoil so as to use it on the top portion of shoulders or other productive areas. The potential risk of pollution of topsoil due to construction camps, * construction materials/ storage, spoil or scarified black top disposal, vehicle repair and maintenance depot, crushers hot mix plants etc are taken care of in relevant sections and also in the Environmental Management Activity Table with suitable specifications for actual 2 ~~implementation.

8.2.4 Erosion Pattern Spill ways will be lined with riprap to prevent undercutting and drains should be provided at locations if surface water flows over the road, during the monsoon. The depositing of soil and debris on the existing pavement creates serious hazards to traffic after storms. This is a common occurrence in many sections of the Phase I road links. Improvements to drainage structures will enable improved capacity to carry the intermittent flows to existing drains and I reduce erosion, which may occur when the road is overtopped by flash flooding. Mitigation plantings and fencing should be provided to stabilise the soil and reduce sheet erosion, which occurs regionally due to overgrazing and trampling of the ground surface, by livestock. I At a number of places, retaining walls will be provided depending on the local circumstances. Along Link 50.1 at Chainage 12.000 to 13.500 provisions of retaining walls are provided. The design for this is inbuilt and the cost for this is included as Engineering cost in the BOQ.

8.2.5 Quarries and Crushers The State Pollution Control Board introduced new regulations (No PCBITi/17/80 dated I - 30/4/1998)on crushers to mitigateor minimise adverse impacts. Although the owners of crushers did not accept these regulations the contractorprior to the constructionworks needs to check with the Pollution Control Board for the latest developments, as these regulations are subject to change.

It is appropriate to consider the environmental implications in the selection of quarry sources since poorly run operations create dust problems, contribute noise pollution, ignore the safety of their employees, or cause the loss of natural resources.

To ensure adequate mitigation of potential adverse impacts, only licensed quarrying operations I are to be used for material sources. If licensed quarries are not available the Contractorscould be responsiblefor setting up dedicated crusher plants at approved quarry sites. Since sand mining is an Environmental issue in Kerala, the project will largely depend on the quarry dust, which is qualitativelybetter for construction.

1LnII!Sheladia/CES/ICT 8.4 I KeralaState Transport Project EIA for Nine Phase -I Road Links September 2001

8.2.6 Borrow Pits | Borrow areas will be located outside the ROWs and restoration of the pits will follow the Completion of works in full compliance with the new Indian Roads Congress (IRC) specifications. Although the locations of the borrow areas are negotiated between the I Contractor and landowners, contractual arrangements for opening and use of material borrow pits for the nine Link roads are required to contain enforceable provisions. The excavation and restoration of the borrow areas and their surroundings must be conducted in an I environmentally sound manner to the satisfaction of the Engineer before final acceptance and payment under the terms of the contract. Areas will be graded to ensure drainage and visual uniformity, or to create permanent tanks / dams. Topsoil from the opening of borrow pits * should be saved and reused in restoring the pits to the satisfaction of the Engineer. Additional borrow pits should not be opened without the restoration of those areas no longer in use. No borrow areas will be allowed to open in the Paddy field areas.

8.3 WATER RESOURCES OF THE REGION

8.3.1 Surface Water and Water Quality Water quality hotspots- The urban areas are often the source of pollution load for the various river systems. This is typical of the towns like Muvattupuzha and Thodupuzha where the rivers are being polluted by the town effluents. There should be signboards, which should I urge the people not to use the rivers for dumping liquid and solid wastes from the Automobile Workshops, hotels, restaurants and other sources. The local people should be made aware of the consequences of water pollution. The Environmental monitoring Unit of PWD should address of this activity.

The upgrading of the Nine phase 1 road links will reduce erosion from the roadway and result i in minor improvements in water quality (i.e. reduced silt loads). Care has been taken in the design to provide side drainage. Improvements in side drainage will result in significant improvements in human health conditions in virtually every community along the alignment by reducing human contact with pollutants and sources of disease.

Wherever practical and consistent with other environmental concerns (e.g., tree preservation), * widening of the roads has been planned to avoid water bodies. Where this was not possible slope protection is required to be installed until embankment surfaces are stabilised. Care has been taken in design engineering to ensure that the road drainage provisions and the new * embankments do not alter the current status of natural water bodies and irrigation structures adjacent to alignments. Co-ordination with local agencies is recommended to ensure that any future developments along the existing ROW in the vicinity of water bodies and other sensitive areas are well controlled. Contract provisions have been incorporated in the bid documents to ensure that construction camps and other potential sources of secondary impacts are properly sited and provided with drainage and wastewater facilities. The provisions for waste disposal at service centres and Constnrction labour camps are included as environmental mitigation costs. The same have been included in the Bill of Quantities (Bill No 11)

3LBI/ SheladiaCES/ICT S.5 3 KeralaState Transport Project EIA for Nine Phase-I Road LinksSeptember 2001

8.3.2 Groundwater (Wells and Pumps) No negative impacts upon groundwater resources or aquifer conditions are anticipated as a result of the proposed actions in the Corridor.

All affected Wells/hand pumps and PWS within the proposed construction zones have been identified as shown in Volume 2 Appendix 1 Environmental Strip Plan. There will be no net I loss of water access points. In the event that wells must be relocated, temporary alternative water sources (e.g., new wells, trucked potable water) will be provided to ensure that local residents have ready daily access to clean water.

Wells and Hand Pumps New wells and hand pumps will be provided as specified by the Resettlement Action Plan (RAP). In the Project corridor almost all wells and hand pumps I will have to be removed because of improvement in the available corridor width. The loss of existing hand pumps is included in the RAP and they will be replaced as a rehabilitation measure. The additional wells, if required as a result of the rehabilitation and are not included in the RAP, have been included as Environmental costs. The Environmental Officer (See Chapter 11.0) will be responsible for the implementation of this work.

Water sourecs should be properly developed for meeting drinking water standards and other requirements. 1 8.3.3 Cross Drainage Structures Cross drainage structures will be replaced in accordance with the standards of the Indian 3 Road Congress (IRC) pursuant to surveys carried out as per IRC SP35-1990. Adequate numbers of new CD works are provided in the design drawings wherever the new alignments Refer Chapter 2 Exhibit 2.3) are proposed. The complete details of the Cross Drainage I structures are provided in the Chapter 5 section 5.3.7. 8.4 AIR QUALITY Air quality issues are addressed in two phases: the construction and operational phases. 8.4.1 Construction Phase - Nine Phase I Road Links | The KSTP construction phase will be rather difficult because of the ribbon development throughout the road network. Asphalt and hot-mix plants are required to be located at least 500 metres away from the nearest sensitive receptor (e.g., school, hospital). As a Kerala 3 specific relaxation this distance is relaxed to l 5Om due to the practical difficulty in maintain the distance. Operators are required to install emission controls. Road surfaces, excavation and construction sites will be sprayed to keep them moist for dust control. Trucks carrying earth, sand or stone will be covered with tarpaulin sheets to avoid spilling.

Potential significant adverse impacts upon adjacent residents or site employees during construction will be mitigated by either discontinuing until favourable conditions are restored, or, if warranted, sites will be watered to prevent dust generation, particularly at crushing plants. Machinery and equipment are required to be fitted with pollution control devices, I which will be checked at regular intervals to ensure that they are in working order. The best available pollution control technologies are required. l

| ~~~LBII/Sheladia/CES/ICl 8.6 l Kerala State Transport Project EIA for Nine Phase -I Road Links September 2001

8.4.2 Operational Phase- Nine Phase 1 Road links As noted in the foregoing discussion of potential impacts due to the widening and improvement of the phase 1 roads, the net air quality impact during the operational phase of | the Project is expected to be beneficial when measured against a base case that considered growth and related factors.. Improvements in road surface condition and traffic capacity will alleviate local congestion and improve traffic flow, thereby reducing engine idling and the contribution it makes to local air quality degradation. With improved vehicle performance on a better, road surface, the air pollution should actually be reduced. Paving and provision of adequate side drainage in villages will significantly reduce human exposure to air pollution, including both vehicular emissions and roadside dust.

8.5 NOISE I Noise issues are considered in two phases: the construction and operational phases as follows. 8.5.1 Construction Phase- Nine Phase I Project Road Confining construction activities of the Nine Phase 1 road links to social working hours and employing noise controlled construction equipment will mitigate noise impacts during the construction phase for the, local population. Measures will include:

* Source Controls, i.e., requirements that all exhaust systems be maintained in good working order; properly designed engine enclosures and silencers will be employed; and regular equipment maintenance will 3 be undertaken.

* Site Controls, i.e., requirements that stationary equipment will be placed as far away from sensitive receptors as possible (i.e., aggregate crushers, etc.); disposal sites and haul routes will be selected to minimise objectionable noise impacts; and shielding mechanisms will be | employed where possible.

* Time and Activity Constraints, i.e., operations will be scheduled to coincide with periods when people are least likely to be affected; work hours and work days will be limited to less noise sensitive times as far as possible.

I * Community Awareness, i.e., public notification of construction operations will incorporate noise considerations and methods to handle 3 complaintsshould be included. Details are provided in the Volume 1 Environmental Management Plan.

8.5.2 Operational Noise - Nine Phase I Project Roads Mitigation. Estimated noise levels due to road use following construction warrant consideration of mitigation actions in regard to those sensitive receivers for which noise levels may exceed the ambient noise standards specified by the Noise pollution (prevention and Control) rules 2000 of Ministry of Environment and Forests, Govemment of India. Mitigation at these locations may include the posting of signs prohibiting the use of horns and, to the extent possible, landscape planting to serve as noise barriers. The effect of noise can

LBII/ Sheladia/CES/ICT 8.7 l Kerala State Transport Project EIA for Nine Phase -I Road Links September 2001

be reduced considerably by the combined effect of sound insulating walls and green barriers. Two typical designs for noise barriers are enclosed in the link specific EMP documents. The principle of the designed barrier is also explained in the design sections. Proposed project mitigation actions include: I * Sound Insulating Walls for Silence Zones. This is basically a stone or brick wall to act as a sound barrier. This may be necessary in the case of hospitals and medical centres, schools and other educational institutions. A number of schools and a few hospitals have been identified adjacent to the road corridor. Although the wall is meant for noise reduction, it will also serve as a safety barrier with only one or two authorised outlets for people and vehicles to move in or out. This will also serve as the barrier for preventing dust during summer and muddy water during the I monsoon acting as a physical barrier to the Highway. This is necessary and evident when viewing the current behaviour of the drivers; the speed of the vehicles is often considerably higher than the design speed (or I capable level of service) of the road. The PIU would be responsible for the implementation of this work. *; Green Barriers for Silence Zones. These are simply a thick layer of cgreenplantation with small leaves acting as noise attenuates. These trees may be planted just "inside" and adjacent to the wall. The necessary sum could be deposited with the State Forest Department for planting.

* Raising Walls for Silence Zones. This includes the cost of increasing the height of already existing walls around hospitals/schools if necessary. In addition to schools (Educational Institutions) hospitals as shown in Appendix 8 of the Volume 2 Environmental Management Plan identified adjacent to the road corridor. The PIU will be responsible for the implementation of this work. Noise mitigation techniques will be employed as may be warranted at each of the sensitive I receptor sites tabulated in Exhibit 5.19. Definitive noise levels will be empirically determined at each site and selection of the mitigation technique will be made on a site-specific basis in consultation with property owners. Co-ordination and implementation will be the U responsibility of the Enviromnental Officer (See Volume 2). The mitigation costs have been estimated as a part of the environmental costs of the project (Volume 2).

| 8.6 FLORA, FAUNA AND ECOSYSTEMS

8.6.1 Flora No rare, threatened or endangered flora or suitable undisturbed habitats for such species are likely to be affected by the construction and operation of the nine KSTP phase I road works. Other than mitigation actions related to tree planting discussed below, no mitigation actions related to flora are warranted. 3 8.6.2 Fauna During the operational stage there are a number of mitigation measures proposed in the project. These include fencing and construction of stonewalls at critical locations and aforestation at degraded areas within the sanctuary.

3 LBII/ Sheladia/CES/ICT 8.8 Kerala State Transport Project EIA for Nine Phase - I Road Links September 2001

8.6.3 Reserved Forest in the Study Area There are a number of small reserved forest patches in the Corridor Of Impact (14 Km) at distances of 2-3 km and beyond from the road alignment (Refer Exhibit 5.22). These forest 3 patches are mostly plantations without any ecological significance. There will not be any significant direct or indirect impact upon the reserves.

8.6.4 Social Forestry No mitigation required. 8.6.5 Tree Planting in the ROW A programme of compensatory aforestation is proposed, not only to replace the trees, which must be cut to accommodate road widening and improvements in geometnrc design, but also I to upgrade the condition of adjacent areas. Trees will be re-planted at a rate of two for each one removed depending upon the location. The project has developed a tree planting strategy, which will meet all compensatory tree planting that will be cut during the improvement of the I roads including private trees and those removed during the proposed maintenance work. The cost provisions are included in the EMP and BOQ.

There would not be any tree planting within the available corridor due to road safety considerations. However all areas outside the carriageway like 'Puramboke land9 t ' and the redundant portion of the realigned sections 'OXBOW LAND' will be planted as indicated in the Chapter 10 Environmental Enhancements and also Volume 2 EMP Appendix 13.

The Species that are found to be good in absorbing dust and other suspended particles from I the atmosphere are Devadaru, Peepal, Kanikonna, Teak, Gulmohar, Mango, Tamarind and Banyan tree (Mathrubhoomi, 28 May 2000). These plants also absorb poisonous heavy metals like Lead, Cadmium, Arsenic and Aluminium from the Air (Refer Exhibit 8.2 and 8.3).

EXHIBIT 8.2 TBIECOMMON AVENUE TREEST'TO BE PLANTED WITHIN I THE PURAMBOKE LAND AND 'OXBOW LANDS' SINo Main Species ScientificName 1 Arayalor the Peepul Ficus religosa 2 Plavu or Jackfruit tree A.. integrifolia 3 Anjili or Ayani Artocarpus hirsuta 4 Naval or Jamun Syzigium Jambolana | 5 Peralor Almaram F.bengalensis 6 Pulimaramor Tamarind Tamarindusindica 7 Chilanthior Puvarasu Thespesiapopulina 8 Vaka Albizzea lebeck 9 Maruthu Lagerstroemia indica 10 Orakkam Thungi Maram or Enterolobium saman The Rair tree II Veppu Azadarichta indica (Source: Gazetteer of India, Konayam District Kerala, 1975)

9 Puramboke land is nobodies land. This is also referred to as revenue land as these are under the revenue department. Tl Gzattier of India, Kerala 1975 3 LBII/Shcladia/CES/ICT 8 9 Kerala State Transport Project EIA for Nine Phase -I Road Links September 2001

EXHIBIT 8.3 SHRUBS TO BE PLANTED WITHIN THE PURAMBOKE LAND AND 'OXBOW LANDS' SINo ScientificName Of Shrubs I l Aervajavanica 2 Aerva pseudotomentosa 3 Cassiaauriculata 4 Clerodendronphloemoides 5 Crotolariaburhia 6 Capparisaphylla 7 Calotropisprocera 8 Calligonumpolygonoides 9 Euphoria bivula 10 Grewia tenex 11 Indigifera argentina 12 Laptadenia pyrotechniea * L 13 Ziziphus spp.

8.7 HUMAN HEALTH AND SAFETY

8.7.1 Health All measures required to mitigate noise pollution in silence zones have been discussed under | noise mitigation.

All measures required to mitigate air pollution in sensitive areas have been discussed under air quality mitigation.

Other than these no further mitigation actions are regarded as necessary.

8.7.2 Road Safety Because of the special relevance to this project, all road safety aspects are dealt with separately in the Base line Chapter 5 on Health and Safety aspects.

72 8.7.3 Lack Of Parking Spaces For Auto Rickshaws - And Jeeps Mitigation Action: There should be space provided for parking off the roads without interfering with the smooth flow of traffic. In Kerala, in almost all rural areas the populace is heavily dependant on Rickshaws, Jeep services and Cars. The nine project roads are mostly located in the midlands and car users especially taxis are very high. The Highway Authority should not be responsible for providing parking facilities on the highway; this is usually the function of the local authority and off road areas can usually be secured at much lower cost to the community than using expensive highway space. All urban and semi urban centres require parking spaces for Auto Rickshaws and Jeeps as shown in Volume 2 EMP Appendix 17. This is also shown in the Environmental strip Plans of all Nine Phase 1 Road links.

8.7.4 Lack Of Sufficient Space For Bus Stops and (Bus Lay-Bys) Mitigation Action: Bus stops should not obstruct the free flow of traffic. The location of bus stops should have sufficient space so that the commuters especially the large number of school children are safe. The Pedestrians should be safe from both approaches. In this project

7-2 Three wheelers of 2X2 size with a seating capacity of three

-LBII/Sheladia/CESlCIT 8.10 l I Kerala State Transport Project EIA for Nine Phase -I Road Links September 2001

there is an inbuilt (included in the design) provision for Bus stops as shown in Exhibit 6.6. There are numerous locations, which require bus stops as indicated in the environmental strip maps as indicated in the Volume 2 EMP Appendix 6 and which are discussed separately later in Chapter 10 Environmental enhancements.

The introduction of some courtesy on the roads as a result of driver education should enable buses to rejoin the traffic stream without any belligerence or danger.

8.7.5 Unplanned, Illegal Digging on Roadsides I Mitigation Action: The State PWD as the Highway Authority is responsible for the Right of Way (ROW) of all main roads in Kerala. Any detrimental activity by any other Department on the road Right of Way should be seen as illegal unless carried out with the permnissionof the Highway Authority (HA). Any digging for laying of pipes, cables etc should be subject to clearances and approvals from the HA. Regular HA Co-ordinating meetings are an essential part of planning any road works with police participation.

Proper planning and implementation can save a considerable amount of money, save a number of people from accidents, and reduce inconvenience to the public.

8.7.6 Partly covered/unevenly covered/open drains and drainage Mitigation Action: A formal system of drainage improvement needs to be developed to permanently cover the drains rendering them to be safe footpaths at least in all urban and semi urban areas. The Highway Authority needs to fund the operations and improve Engineer's awareness. The project design has taken this into account.

8.7.7 Inadequate Embankment Height In Flooding Areas

Mitigation Action: The Highway Authority should have some signing programme to warn of flash flood sections on all roads. In all flood prone sections the road should be raised properly and drained with adequately sized culverts to the extent that such flooding shall not affect the smooth flow of traffic during monsoon seasons. In all nine Phase I corridors there is considerable scope to raise embankment heights to mitigate flooding due to monsoon rains. Any borrow pits opened for this purpose must be controlled with proper licensing/ approvals! agreements etc.

I Along Link I the local PWI) officers have identified the flooding locations. In all other roads the Consultants identified the locations where there could be likely flooding. In the Case of 3 Alappuzha - Changanasserry, which is often flooded, there is provision for limited raising 8.7.8 Encroachments Of Various Types I Mitigation Action: The recently introduced Highway Protection Bill is a positive step to control encroachment. Local Engineers must become more familiar with the legal limits of the ROW and encroachments should be addressed severely and quickly. Narrow corridors with little visibility and no provision for pedestrians cannot afford to accommodate encroachers.

LBIU/Sheladia/CES/ICT 8.11 Kerala State Transport Project EIA for Nine Phase -I Road Links September 2001

8.7.9 Parking Of Vehicles On Both Sides Of The Road

Mitigation Action: The parking of vehicles on both sides should not be allowed at any location. One side parking may allow free flow of traffic. This could be addressed in each | town and should be enforced. For example in Kottarakkara town along link I the parking area could be only on the west side.

8.7.10 Trees/ForestNegetation/Wildlife

Mitigation Action: For road safety purposes, it is necessary to remove some trees along the corridor to assist the free flow of traffic and improve safety and visibility. Road frontagers must be requested to trim overhanging growth to prevent the obstruction of roads and footpaths.

8.7.11 Utilities Mitigation Action: Illegal digging must be stopped by the H.A. New works may make provisions for Utilities to avoid unnecessary digging along the road corridors especially along narrow sections. Road openings should be controlled by the HA which needs to recover the cost of reinstatement or installation of safety aids from the promoting authorities.

8.7.12 Effects Of Monsoon On Accidents Mitigation Action: Engineering designs with suitable signing and pedestrian facilities can I assist in avoiding many dangers. These are considered in the designs. This will be further reviewed in the light of recent road safety audit.

8.7.13 Numerous Road Intersections Mitigation Action: The Rules of the Road Regulations are very clear on priority at junctions (No.9). The HA must sign and line the appropriate priorities and they must then be enforced by police action with support from the Courts.

8.7.14 Dangerous Over Taking Of Vehicles Mitigation Action: The drivers of Government owned vehicles including the State run KSRTC, are most easily targeted for driver education programmes in the short term. | Driver education, proper law enforcement and strict penalties by the Courts must be used to curb dangerous driving practices. 3 8.7.15 Temporary Fish, Vegetable Market and Automobile workshops Mitigation Action: This cannot be allowed to continue for safety reasons especially in all town areas of the Nine Phase 1 Project roads. The Local Authorities should provide X additional space for Fish and Vegetable markets. There should be stringent conditions for setting up automobile workshops E.g.: License only after fulfilling all requirements. The HA needs to protect the ROW from such uses.

8.7.16 Speed Limits In Urban Areas

| Mitigation Action: Strict control and enforcement of speed limits. Speed limits of 40 kmn/Hr through all heavily built up areas and adjacent to schools and other institutions are essential. The use of lower limits, which are difficult to enforce, should not be encouraged. Proper signing and enforcement is essential and requires more police training and more effective

3 LBII/ Sheladia/CES/ICT 8.12 KeralaState TransportProject EIA for Nine Phase -I Road Links September2001

Court action. The use of properly constructed speed bumps in restricted areas may be considered. (to IRC Specifications)

8.7.17 Disposal Of Solid Wastes/Municipal Wastes In Market Areas

Mitigation Action: The State Government should encourage the local Municipal Authorities to acquire additional separate land for solid waste disposal and adopt hygienic systems of collection and disposal. In the short-term liaison with the HA to control the placing of skips on more appropriate sites would be most beneficial. 3 8.7.18 Pedestrian safety Mitigation Action: The capital investment needed to carry out this project is aimed not only at improving the infrastructure to service State development but also to bring major improvements in the efficiency of the existing roads and to improve the quality of life for road users. The anticipated improvements should result in improved efficiency and a reduction in traffic accidents with greater travel enjoyment to all road users. This will be dependent upon implementing the recommended safety measures.

8.8 CULTURAL RESOURCES

Mitigation The project has developed a Cultural Property Rehabilitation Plan attached to the Link specific Environmental Management Plans to mitigate or minimise the impact to the cultural properties. As many as 36 Cultural properties are affected and include structures of all religions. 3 Alternative alignments and bypasses were fully considered as a means of avoiding adverse environmental impacts to cultural facilities. Volume 2 stand alone EMP Appendix I Environmental Strip mapping shows how this has facilitated the avoidance of direct impacts to most cultural resources.

Sabarimala pilgrimage; Among the various road safcty measures proposed Bus lay bvs, and 3 the provision of footpaths and shoulders will assist safer vehicle movements. Widening and realignment, road signs and priority lining to international standards would be especially useful. There would be a positive impact to Sabarimala pilgrim movements.

8.9 GENERAL ECONOMIC ENVIRONMENT 3 8.9.1 Economic Growth

Potential community impacts related to economic growth are closely related to land I acquisition, aesthetic and landscape considerations; noise, air quality, etc. Other than the mitigation noted in these areas, no additional mitigation actions are warranted.

| 8.9.2 Employment Patterns

Potential community impacts related to employment patterns and opportunities are closely related to the impacts of land acquisition, aesthetic and landscape considerations; noise, air quality, etc. Other than the mitigation as noted in these areas, no additional mitigation 3 actions are warranted.

| LBII/ Sheladia,'CES/ICT 813 l Kerala State Transport Project EIA for Nine Phase -I Road Links September 2001

8.9.3 Industrial Scenario

Potential community impacts related to industrial scenarios are closely related to land acquisition, aesthetic and landscape considerations; noise, air quality, etc. Other than the mitigation as noted in these areas, no additional mitigation actions are warranted.

8.9.4 Tourism A number of measures are planned for the enhancement of tourism opportunities. This includes I a Over all Road Safety Programme a Development of OXBOW lands * Development of comfort Stations * Development of community spaces and parking areas Many road safety measures such as bus lay bys, parking areas and development of Oxbow I lands also contribute to tourism prospects. The comfort stations and Ox bow land development should assist the woman travelers. A detailed account of these measures * together with their costs is mentioned in the Volume II Environmental Management Plans.

8.10 GENERAL SOCIAL ENVIRONMENT

8.10.1 Community Impacts Actions to mitigate potentially adverse impacts to Link 6 Perumbavoor bypassed communities because the abandoned ROW may revert to local Government shall be * undertaken as specified by the environmental enhancement Chapter 10 and environmental Management plan. There must not be any access problems due to the management of realigned sections.

8.10.2 Land Acquisition and Resettlement Mitigation related to land acquisition and resettlement will be undertaken as specified by the Resettlement Action Plan (RAP) that was prepared in February 2001 and the Volume 2 Environmental Management Plan.

8.11 LAND USE Mitigation actions related to land use impacts are discussed under three sub-headings: Construction-Related Land Use Impacts, Regional Land Use Patterns, and Impacts upon Parks and Sanctuaries.

8.11.1 Potential Land Use Impacts Construction contracts for the road works will require Contractors to address the health and safety of their workers to maintain and clean up campsites and respect the rights of local landowners. If located outside of the ROW, written agreements with local landowners for the temporary use of property will be required and it will also be necessary to restore sites to a level acceptable to the owner within a predetermined time period.

I LLB11/Sheladia/CES/ICT 8.14 l KeralaState TransportProject EIA for Nine Phase-1 Road LinksSeptember 2001

8.11.2 Potential Impacts upon Regional Land Use Patterns

Other than actions to enhance the economic benefits of the improved infrastructure provided by the project improvements, no mitigation action related to regional land use patterns are warranted.

8.11.3 Impacts upon Parks, and Sanctuaries

No mitigation actions related to this issue are required for the construction and operation of the Nine Phase 1 Road links. 3 8.12 TRANSPORT NETWORKS The nine phase 1 project road designs addressed the intersections with due regard to road safety issues. The intense network of roads in the COI (14 Kin) present many such I intersections and there is a pressing need to sign and line the road priorities at every junction (Exhibit 8.4). EXHIBIT8.4 MAJORROAD JUNCTIONS THAT WILL BE DESIGNEDINDIVIDUALLY Links Length NumberOf Road PresentCondition Junctions = I 46.3 3 Most Important State Highway-

2 21.2 2 Most Important State Highway- 123 23.1 2 Most ImportantSHI1State Highway-

234.1 6 Most Important State Highway-

40 33 5 High Traffic 50.1 45 5 High Traffic 70 18.4 2 Highly Meandering Road 72 14 2 Rural Road 73 22 2 Straight Road-Flooding Total 257.1 29 1

In addition there should be strict enforcement of priorities and possibly the introduction of speed humps together with appropriate signing at entry points where vehicles enter onto a major highway from a side road.

Other than the features incorporated in the highway improvemcnt project, no additional mitigation related to impacts on area transport networks is warranted. 8.13 SUMMARY OF PROJECT SPECIFIC IMPACTS AND MITIGATION I MEASURES * Environmental Monitoring * Accidents and road safety * Noise barriers for Schools and Hospitals * Physical barriers for Schools a Rehabilitation of hand Pumps, PWS, Wells and other sources of drinking water

LBII/Sheladia/CES/ICT 8.15 KeralaState TransportProject EIA for Nine Phase -I Road LinksSeptember 2001

* Measures for water courses |* Parking areas for Jeeps/Auto nrckshaws and Cars * Bus Lay-bys *| Access roads for Agricultural areas * * Impact on Drinking water sources * Tree Removal | * Tree planting * Community requirements- * Impact on religious places |** Mitigation for most congested areas * Development of Comfort stations * View point structures and associated Arrangements * Improvement of Road Junctions

8.14 DESIGN ALTERNATIVE EFFORTS AND PROJECT SPECIFIC MITIGATION

The mitigation efforts that have been incorporated into designs focused around minimising the need for resettlement and implementing safety measures. Safety issues have been addressed in all areas. Accident-prone areas were identified as part of engineening design and wherever feasible all possible corrective measures like realignments, culverts, bridges, signing, bus lay-bys etc. were selected as appropriate. Bus bays are also built into designs as shown in the Environmental Enhancement Chapter 10 Exhibit 10.1.

All accident-prone areas like urban areas and the vicinity of schools and hospitals were identified and illustrated in the Environmental Strip maps and provided with pedestrian facilities like raised footpath as well as being recommended for the imposition of speed limits. I A Link wise summary of the Environmental Mitigation Costs for different mitigation measures are provided in the following Exhibit 8.5. A total sum of 68.56 Million rupees will be spent for the environmental mitigation during construction and operation of the nine KSTP phase 1 Project Roads.

EXHIBIT 8.5 M ENVIRONMENTALMITIGATIONS COSTS FOR THE NINEPHASE 1 LINKROADS Link No ConstructionRelated PIU And Trees And Shrub TotalCosts EnvironmentalMitigation EnvironmentalUnit Planting *______Costs Budget I . 69.03 11.00 1.84 81.87 2 38.00 11.00 37.12 86.12 3 41.34 11.00 13.52 65.86 6 40.5 11.00 9.28 60.78 40 54.21 11.00 27.24 92.45 50.1 118.48 11.00 37.04 166.53 70 16.83 11.00 6.08 33.90 72 17.33 11.00 23.20 51.53 73 28.70 11.00 6.88 46.58 Total 424.42 99.00 162.2 685.62

3 LBWSheladia/CES/ICT 8.16 KeralaState TransportProject EIA for Nine Phase -I Road LinksSeptember 2001

9 PUBLIC PARTICIPATION AND CONSULTATIONS FOR 3 KERALASTATE TRANSPORTPROJECT 9.1 PROCEDURES FOLLOWED This section of the EIA is provided to document the consultations undertaken to facilitate assessment of the nine project roads (Links) of the Phase 1 Project. The PWD is engaged in consultation at PIU level, and at local level (E.g.: Perumbavoor bypass) with stakeholders on a day-to-day basis. The major events are

* Three regional scoping workshops at Thiruvanathapuram, Kochi and Kozhikode * A number of local level consultations * Technical discussions at project level

A number of Stakeholders, Experts, NGOs and State and Central Government officers participated in the consultations. For useful and effective participation among a list of several NGOs, a short list was prepared as mentioned in the Volume 2 EMP Appendix 19 by the Consultants and circulated to the PWD, These NGO's were later invited to scoping workshops and have been considered for future consultation and NGO participation in Social and Environmental aspects.

9.1.1 Consultations in General Since the inception of the Kerala State Transport project, consultations at various levels have been carried out on all aspects of the project. The nature of these consultations included official and project levels. The official level consultations included consultations with Government Officers who are directly or indirectly related to the project (e.g.: Forest officials). Project level consultations are those that are with the affected persons families, institutions and public in general along the project influenced area. These consultations were in addition to those of the engineering team regarding many aspects of the project design (e.g. frequency of flooding). The environmental and social teams worked together continuously for project level consultations.

In the public consultations at towns and villages through which the project road passes, there where people from all walks of life, farmers, labourers, teachers, politicians, shopkeepers, encroaches, squatter's etc who participated. In addition, the detailed socio-economic survey I was carried out to prepare the Resettlement Action Plan (RAP). This is submitted as a separate volume.

The purpose of the consultations and the people participation was to: * Expand awareness of the project among the public and local government | leaders in areas impacted by proposed improvements; * Identify social and environmental sensitivitics and other concerns in affected districts that should be considered in project design and I planning; * Review potential impacts of the project identified in social and environmental assessments to date; measures taken to avoid, reduce or

LBII/Sheladia/CES/ICT 9.1 Kerala State TransportPToject EIA for Nine Phase -I Road Links September 2001

mitigate adverse impacts and minimise displacement; Environmental I Management Action plan and Resettlement Action Plan * Explain principles and procedures proposed for land acquisition, resettlement and relocation, should these be necessary; and the principles of compensation and assistance that will be provided to project-affected persons, households and groups who may loose land or assets or suffer 3 other losses; * Increase cooperation among local government and district officials in 3 project planning and implementation; * Introduce house to house surveys, asset verification etc * Assure that local level inputs are considered in project preparation.

At the generic level, stakeholders voiced concern with:

* Potential maintenance inadequacies; * Insufficient participation; * Lack of transparency; * Insensitivity to social and environmental dimensions; * Non-adherence to environmental requirements and regulations; |* Lack of coordination among Government Agencies and * Potential resettlement and rehabilitation failures. |* Road Safety issues

9.2 OFFICIAL LEVEL CONSULTATIONS

The official level consultations started with the Kerala State Transport Project (KSTP) environmental investigations at the beginning of the project. These consultations where considered for the Environmental Screening Study carried out as part of the Feasibility Study reported in April 2000. The details of the key participants, venue, subjects discussed and other aspects are tabulated and presented in the Volume I EA Appendix A 9.1

As tabulated, these consultations considered the latest requirements of various Government Agencies for clearing the project regarding environmental and forestry interests at District, State and National level. The clearances required are basically from the Forest Department and Environmental Agencies. Depending upon the magnitude of impact, the requirements vary. During the Environmental screening, the magnitude of these requirements was established. Accordingly further environmental assessment has been streamlined.

| After submission of the Feasibility Report a number of consultations were carried out with the State Pollution Control Board, the Forest Department, Archaeological Department etc. The outcome of these consultations has been considered in the preparation of various | submissions including this Environmental Assessment Report. l LBlt/Sheladia/CES/ICT 9.2 l 3 KeralaState TransportProject EIA for Nine Phase - I Road LinksSeptember 2001

3 9.3 REGIONAL SCOPING WORKSHOPS The details of the enviTonmentaland social scoping workshops are given in the Exhibit 9.2. There were three workshops instead of one at State level to maximise the participation at I Thiruvanathapuram, Kochi and Kozhikode. All concerned parties were formally invited to attend all project level meetings. The total invitees were 80, 60 and 60 for Thiruvanathapuram, Kochi and Kozhikode (Total 200). The Plate 9.1 and 9.2 shows the scoping workshop session at Kochi. The information provided to the participants during the workshop include project summary | for highways and waterwaysproject. The project has disclosed the initial findings on impacts and environmental issues during presentation. There were photographic displays and displays from press.

Plate 9.1 Regional Scoping Session: Project proponents invited NGO, Government agencies and other stakeholders to identify social and environmental concerns and issues that should I be addressed in project preparation and provided information about the project enabling inforned participation.

| Plate 9.2 Scoping Session Participants: Several dozen participants attended the regional scoping sessions and stakeholder workshops. Inputs from these events influenced design decisions and subsequent assessment activities

The project authorities explained that at present highways are neglected and there is ample scope for improvement if it is properly developed. The minutes of all three scoping workshops are presented in Volume 1 Appendix A 9.2.

EXHIBIT 9.1 ENVIRONMENTAL AND SOCIAL SCOPING WORKSHOPS Si. Scoping Workshop Date Districts Covered Number Of No People I Participated 1 Thiruvananthapuram 08101/2000 Thiruvanathapuram, Kollam, Alappuzha, 57 Pathanamthitta 2 Kochi 25/01/2000 Emakulam, Kottayam Thrissur, Palakkad and 47 ______Idukki 3 Kozhikode 02/02/2000 Malappuram, Kozhikode, Kannur, Kasarkode 51 ______and W ayanad | = _ ~~~~~~~~~~~~~~~~~~~~~155

The objective of the workshops was to gather observations and concerns from the public, I NGOs, and experts for the scoping of the environmental and social aspects of the project. Apart from the organizers, the names of the various NGOs and officials who attended the I workshop are included in the minutes as appended in Volume I Appendix A 9.2. 9.3.1 Scoping Workshop at Thiruvananthapuram

Main Issues I. Water logging on roads (flooding sections) recurs during the monsoons * due to inappropriate design for the soil conditions and poor drainage. 2. Strict laws and regulations should facilitate land acquisition. l LBII/SheladialCES/ICT 9.3 Kerala State TransportProject EIA for Nine Phase - I Road Links September2001

3. Importance of heritage tourism and the need for creating a cultural awareness in Kerala. Main Concerns 11.There is a land degradation problem in Kerala due to the varying terrain and the fact that approximately 40% of the landmass of the State is prone to landslides and slope instability. 2. The apparent absence of coordination between the PWD and other line departments * 3. The inadequate traffic signals, signboards and milestones and the frequent digging within the highways 4. The effective width of the roads is reduced with inadequate provisions for the pedestrians using the roads and also due to the existence of the utility poles. * 5. It is also mentioned that the environmental and social impacts couldn't be solved by the PWD alone. There should be a realistic and pragmatic | approach towards these problems. Recommendations Are

1. The road alignments and widths in Kerala are unscientific, which may be improved with the use of satellite survey information. 2. The design of north-south roads and the east-west roads should be different. 3. Consideration should be given to a proper water management system, I minimizing disturbance to the paddy fields, and the biotic issues during the execution of the project. 4. A committee should examine the environmental aspects and ensure that the guidelines are being followed. 5. The biological aspects of the environment should be given more I importance in this project. Various mitigation measures and safeguards should be ensured to protect the bio-diversity of the State. 6. The importance of the NGO involvement in this project that the mitigation measures for various negative impacts can be formulated by conducting talks with stakeholders like NGOs, local people, etc. | 7. The coordination of various agencies should facilitate the rehabilitation prograrmme, undertaking awareness classes for the pedestrians, and creating road management committees at the Panchayat level.

l

LBII./Sheladia'CES!ICT 9.4 KeralaState Transport Project EIAfor Nine Phase -I Road LinksSeptember 2001

PLATE9.1 REGIONALSCOPING SESSION

KER4LAtS ATE UHA INliNDWA1E PITMTPORT i Pt'nJCIKS DePAu?jfvGOVERNMENT OF b' "'#MDRANK Ft'E)M REGIONALS% ORKSWHO Ru(! . ATt'T}o

_ .4L _ _ _ _ _s

PLATF 9-2 SCOPING SESSION PARTICIPANTS

LBII/Sheladia/CES/]CT 9.5 Kerala State Transport Project ElA for Nine Phase -1 Road Links September2001

9.3.2 Scoping Workshop At Ernakulam Apart from the organizers, the various NGOs and officials who attended the workshop are 3 listed in the minutes as appended in Volume 1 Appendix A 9.2.

Main Issues I 1. The climate of Kerala is important. Statistically speaking Kerala receives 90% of its annual rainfall, in about 10 hrs. Tree cover of Kerala has decreased considerably. The following data of the decreasing trend of forest cover in the year 1900 -70% forested area, 1950 - 50% forested area. 2000 - 25% forested area.

Main Concerns

2. A large percentage of accidents are taking place in the rural areas.

* 3. Approximately 300 km of roads of the 2800 km pass through ecologically sensitive areas. The economic interest and environmental aspects are prime concerns in the | selection of the roads.

Recommendations Are:

1. The principles of island biology should be taken into account as Kerala can be compared to an Oceanic island.

2. Ecologically sensitive roads will not be deleted if important but will be subjected to detailed Environmental investigations to prepare an EIA in order to obtain formal I MOEF clearance in case these are included for further investigations. 9.3.3 Scoping Workshop at Kozhikode

Main Issues

| 1. The Telecom and Kerala Water Authority works are affecting the road traffic. Space is required outside the road formation for separation of the utilities and drainage facility.

2. All roads will become drains during the monsoon season and there are sewerage outlets to the road. Surface water is entering the roads.

3. There is very little budget for road improvements in Kerala. The facility of roads is limited and there are no proper traffic regulations. Providing standard width is impractical.

4. It is time to prevent the garbage being thrown into the drains

LBII/Sheladia/CES/ICT 9.6 l Kerala State Transport Project EIA for Nine Phase -I Road Links September 2001

| Main Concerns

1. Overloading of vehicles is a serious concern as this causes accidents and damage to the road as well. Hence it was necessary to control these aspects. 2. The past history of the road development should be evaluated. Ribbon development is everywhere. 3. There are about 103 SCs and STs in Kerala. Most of these weaker sections live along the roadsides. In the case of low-income groups, rehabilitation will be very difficult as U the culture is linked with the land they hold. 4. The encroachers should be classified and given compensation. In the case of SC and ST rehabilitation, it is always better to be spread and mixed with all other communities but they usually don't like the idea preferring a colony.

Recommendations Are:

1. A new proposal for Nilambur Bypass. This bypass alignment is identified and is about two km in length mainly passing through paddy fields. At a later stage the link has been dropped from further consideration when the total length of priority roads reduced to 600 km from 1000 km considered earlier. 2. Suggestions for putting ducts as being good. Suggested to have removable slabs along footpaths so that the telephone cables can be taken through the ducts provided below the slabs. X 3. There should be better facilities for road crossings. 4. There should be economic assistance from the concerned departments and the 5 present cables, which are already laid, cannot be removed. 5. Suggested to have Parallel roads and bypass roads to get away from the present narrow roads. 6. Capillary effect on the roads should be considered and also the topography and climate. 1 7. Access roads are the main problem for PWD Roads. These should be included in the project. | 8. There is an urgent need for effective control of visual pollution. 9. Road markings should be considered. In the case of bypasses it is possible to collect betterment revenue. It would be very useful to every one if the already approved alignments were considered. 10. In the case of provision of water supply pipes along the roadsides, the 3 department could pay the expenses. Widening will in fact shift the existing pipeline towards the center so provision for the relaying of pipes should be made. | 11. The cost of relaying of pipes should be included in the project budget. The environmental and social concerns of this pipe laying should be taken into * account. 12. Ecologically sensitive areas should be avoided. l LBI]/Sheladja/CES/ICT 9 7 KeralaState TransportProject EIA for Nine Phase -I Road LinksSeptember 2001

13. Rehabilitation of the people should be given more importance. The impact on low-income groups is high although the cost of land acquisition is very low. 14. There should be some way out for the storm water drains. I 15. In all project related matters there should be 100 % transparency. If this is done there will not be any difficulty in convincing the people. 3 16. Social and environmental impact should be considered seriously. 17. The roads are very important for social advancement. People should be made aware about the various positive aspects of the project.

9.3.4 Scoping of EA based on the Scoping Sessions

A change in the original Terms Of Reference (TOR) was not required after the scoping sessions. All issues and the public concerns were considered in the EA process without any I change in the original TOR with all issues and public concerns positively considered for the design as well as Environmental Assessment.

9.4 CONSULTATIONS FOR KERALA STATE TRANSPORT PROJECT

A number of consultations were carried out during the early feasibility stage along the project I road alignments. The Summary Of Consultation With Local Informed People And Issues Raised By Them is shown in Exhibit 9.2.

I The Social Impact survey team carried out a number of other project consultations for the Kerala State Transport Project. Consultations are documented and presented in the Exhibit 9.3. This Appendix presents the details of the group, subjects discussed, suggestions and the actions taken.

The Nine Road Links shown in bold refer to the Phase 1 Project roads.

9.5 PROJECT SPECIFIC CONSULTATIONS

| For Perumbavoor bypass another consultation was carried out as tabulated in the Exhibit 9.3 Along the project road a representative Project Affected Person (PAP) was interviewed as tabulated in Exhibit 9.3. l l

LBlllSheiadia/CES/ICT 9.8 Kerala State Transport Project EIA for Nine Phase -I Road Links September 2001

EXHIBIT 9.2 3 -- PROJECT SPECIFIC CONSULTATIONS FOR PHASE 1 AND PHASE 2 ROADS Concerns Raised

Link Road # People Road Road Road Drainage Protection Accidents I # Code Inter- congested- should be Should not problems of paddy and road viewed footpath widened be widened , water fields! slope signing necessary logging needed

1 SH-1 8 2 5 _ 4 2 SH-1 3 1 1 1 3 SH-1 4 3 4 SH-I 5 1 1 5 SH-1 6 4 1 6 SH-1 4 4 1 1 2 2 40 SH-30 13 1 6 1 3 4 50 NP-301 7 2 3 4 68 NK-3 6 1 6 2 3 69 NSH-18 4 3 1 4 70 SH-8 6 5 3 1 1 4 NH-SH 2 2 1 1 72 Link * 72_ Road 2 2_=_=_ _=__ 73 SH-11 8 2 3 1 2 2 74 SH-31 10 7 7 4 7 84 SH-8 14 12 14 l 12 6 14 Totals 419 95 198 25 122 13 182 Percentages 22.6 47.2 1 5.9 29.1 3.1 43.4 I Notes: 1. Road congested, footpath necessary includes the need for cycle path and parking area.. 2. Accidents, road signing needed includes other parameters like road bumps, curve straightening, and poor sight distance. 3. Road should not be widened includes considerations like people will lose jobs, poor people with small living area will be dislocated, etc.

9.5.1 Special Investigation and Consultation for Perumbavoor bypass

I A special investigation and consultation for Perumbavoor bypass was held on 4 July 2001 by a team of engineers and environmentalists of PIU and PCC. The special investigations and consultation were held mainly because of the large number pf representations received from the Project Affccted People, institutions and also from the Project Affected Groups.

A number of Project Affected Persons were consulted. The different alignment alternatives considered during the various stages of the project were examined in terms of the viability of the bypass. The environmental and social impacts were taken in to consideration for each alignment options to make a final decision. The critical sections of the existing alignment through the Perumbavoor town area were also investigated. After realising the magnitude of social and environmental impacts (refer Chapter on Analysis of altematives also) the team examined the existing alignment. I

BI.lSheladia/CFS' CtT 9 Kerala State Transport Project EIA for Nine Phase -I Road Links September 2001

EXHIBIT 9.3 CONSULTATIONS WITH PERSONS/GROUPS, SUBJECTS DISCUSSED AND ACTION TAKEN ON SOCIAL IMPACT ISSUES 1. Individuals (RepresentativeSample) * ~~1. Individuals SUBJECT/SUGGESTION ACTIONTAKEN Prof. P.S. Ramachandran Principal,Sree SankaraCollege, Kalady, Ernakulam District Reference:Link 6, SH-I Chainage: 233-900 I I Increasethe tarring area width by 2m on both sides. I Not economical except when auxiliary 2 Provide bus bay at the stops and build waiting sheds with lanes are justified by projected traffic adequate size and facility. usage. I 3 Plant trees like teak, mango, etc. by the sides of the roads to 2 Bus lay bys have been planned. prevent soil erosion. 3 The project tree planting Strategy 4 Build a circle at the Nedumbassery International Airport addressed tree planting issues junction. 4 The corresponding link has been * 5 Insist on rubberisedtarring. droppedfrom furtherconsideration. 6 Provide signal posts at every junction. 5 Not yet a proven practice in India but 7 Provide provision for crossing of cables and pipelines at is being investigated. I periodic distances in order to prevent cutting of road in future. 6 Not recommended but a system of 8 Provide permanent arrangements for lying of cables, pipelines, priorities is being designed for each etc. by the side of the road to prevent periodic cutting of the major junction. roadsides. 7 Has been incorporated in designs. I 9 At least 2m each on both sides of the tarring area of the road 8 Has been incorporated in designs. should be kept free of anything. 9 Provided wherever possible. 10 Avoid height difference between soil area and tarring area at 10 Agreed good highway practice and vtwosides of the road. has been incorporatedin designs. 11 Use reflectors to show the demarcation lines. 11 Cat's eyes are not general practice but have been recommended. Mr. Ebrahim, Anees Timber Industry Vattakattupady P.O., Perumbavoor Perumbavoor Bypass, Link 6. This bypass was later dropped from further consideration. Please save the area. The industry gives jobs to 30 persons The design engineers and the PIU I residing in the premises. The industry was set up with a huge engineers jointly inspected the site and investment, including bank loans, yet to be paid back. There is no altered the alignment to save the industry. suitable area nearby to relocate. Mr. Jose Chacko, * Delta Ply Woods Eranjode P.O. Perumbavoor Perumbavoor Bypass, Link 6 This bypass was later dropped from further consideration. I1 The proposed bypass divides the industry compound into two and The design engineers and the PIU the plywood drying area is affected. The industry engages over engineers jointly inspected the site and 100 employees all of whom will be rendered jobless. A huge altered the alignment to save the industry. investment, Rs. 20 million, was made to set up the industry. Mr. Varghese, Assistant Engineer P.V.I. (CADA) Section IIl/II Pattal, Perumbavoor Perumbavoor Bypass, Link 6 This bypass was later dropped from further consideration. The proposed bypass crosses the canal. Which Department (PWD The Project Authorities need to decide or Irrigation) will undertake the execution of works? (The which Government Department will existing narrow road is the canal patrol road, discharge 1.095 execute the works. There are still scopes cusec, bed width 0.90 m, trapezoidal canal. for change in this proposed bypass. Mr. Rajan Varghese, Principal Marthoma Women's College Perumbavoor I Perumbavoor Bypass, Link 6 The proposed design of the bypass touches the main building 2 The design engineers and the PIU

l_BII/Sheladia/CFS!ICT 9.10 KeralaState Transport Project EIA for Nine Phase-I Road LinksSeptember 2001

SUBJECT/SUGGESTION ACTION TAKEN constructed at a cost of Rs. 5 million. A bypass close to a engineers jointly inspected the site and women's college invites anti-social elements. The college altered the alignment to save the authorities plan to construct a ladies' hostel also on the top floor college building. of the main building, which will be facing the new bypass. 3 It was pointed out that the bypass would be constructed on the existing road. Hence, the argument about the anti-socials is not valid. Prasannam Stationery Shop Opposite Petrol Pump, Pattal P.O. I Perumbavoor Bypass, Link 6 This bypass was later dropped from further consideration. The Vattakattupadi-Pattal road can be widened and the alignment The design engineers and the PIU could be made through the back side of a temple and away from engineers jointly inspected the site and the college and school. altered the alignment to save the temple, M______school and the college. Mrs. Mriamma, Deputy Tehsildar, Muvattupuzha, District Ernakulam Reference: Link 6, SH-l Chainage: 207.200 Land survey maps. Land survey maps of the arca last prepared in 1918. Attempt to procure them abandoned. Mr. Sivaraman Nair Ward Member, Ward No. 7 Rayamangalam, Emrakulam District I Reference: Link 6, SH-1 The local Ward officials have strictly instructed the residents to Does not require actions on the part of the build new structures 3 m beyond the edge of the existing road. PIU. Mrs. Eliamma Paulose Mahuvannur Panchayath Ward No. 9, Kazhur- Emakulam District Reference: Link 6, SH-1. ___l Discussion regarding the various levels of compensation. The social impact surveyors clarified the various compensation levels, as contained 1 Lin the R&R policy framework. Mr. Saithu Kunju Opp. Payipra Panchayath Office Puthusseri, Pezhakkapally Ernakulam District Reference: Link 6, SH- I He was concerned about the demolition of his compound wall. The survey personnel explained to him I1 that land takes would be determincd by the final road design and the acceptance of the design by the project authorities. They also explained to him the compensation levels. Mr. Francis George, MP Idukki Constituency Kalampathurparampil VlI/421, Vazhappilly, Emakulam Discussion regarding the anticipated speed of the implementation No action required. of the project. Mrs. Radhamani Amma Executive Magistrate and Tahsildar Reference: Link 36, SH-16 * Discussed the availability of land resurvey maps of the area, To be used for the verification of the data which she mentioned was available. by the PIU. l LBII/Sheladia/CES/ICT 9.1 1 Kerala State TransportProject EIA for Nine Phase -I Road Links September 2001

SUBJECT/SUGGESTION ACTION TAKEN Smt. Ambika, Village Assistant Rayamangalam Village Office ErnakulamDistrict Discussed the availability of land resurvey report, which is To be used by the PIU for the verification apparently available with the Taluk Surveyor. of the survey data. Mr. M.V. Benny * Ward No. II, KoovapadyPanchayath Chelamattom Village, Emakulam Availability of land for rehabilitation. It is said that land is Information utilised in the RAP. I availablenear the left side of the Thannipuzhabridge, towards Perunbavoor. Mr. Raveendran, Deputy Tahsildar , Emakulam District Reference: Link 35, CE-28 Encroachment identification and demarcation Information passed on to the PIU for _* ~~~~~~~~~~~~~~~~~~~~~~action. * Mrs. Mary K.P., Draftswoman Office of the Deputy Director (Survey), District Collectorate _ ~~Ernakulam | ~~~~SuggestsBTR number and Field Survey Maps should be |Suggestion well taken. consulted and compared before field investigation for identifying encroachment. Mrs. Laiba Sebastian, President Kizhumudu Panchayath, Ernakulam Reference: Link 35, CE-28 Suggested that 4 acres of government land is available for Information utilised in the RAP. m resettlementof people in WardNo. 3. Mr. Nazeer, Assistant Engineer (Roads), PWD, Aluva, Ernakulam Reference: Link 35, CE-28 Encroachment and PWD land identification: it takes four months No action needed. to verify encroachments on 20 km of roads. Mr. MohamnmadAli, Secretary l VazhakulamGrama Panchayath Ernakulam District Reference: Link 35, CE-28 Identification of encroached land Information utilised in the RAP. Mr. T.P. Hassan, Chairmnan Perumbavoor Municipality Ernakulam District Reference: Link 35, CE-28 I. Unauthorised building extensions (charthu) on public lands I. The matter has been rcferred to the from Puthenkurisu Junction to Muvattupuzha Junction should PWD. I be demolished. 2. The matterhas been referredto the 2. There are a number of encroachments between Sanpo Hospital PWD and incorporated in the final Junction and Government Hospital Junction. design of the roads. 3. Bus bays should be developed. 3. Already part of the design parameter. Mrs. LeelaMani Amma Assistant Read Mistress Kuttamassery Govt. High School Reference: Link 35, CE-28 Chainage: 3.640 1. A hump with signing is required in front of each school gate at 1. Design engineers have taken note of Chowara and Kizhumadu. this. * 2. There are 80 blind students in the school. Traffic control 2. Road signing for speed limits and required for their safe passage. presence of traffic personnel 3. Sand loaded trucks are seriously damaging the road top. recommended.

LBII/Sheladia/CES!ICT 9.12 l 3 KeralaState TransportProject EIA for Nine Phase-I Road Links September2001

SUBJECT/SUGGESTION ACTION TAKEN 3. A matter for the civic authorities to reduce the number of licenses for this activity. 2. Groups SUBJECT/SUGGESTION ACTION TAKEN 1. Affected Residential Clusters at a proposed realignment site on Link 1: Taikkod - Kottarakara, Chainage 40.900 to 41.220 Left side. Persons attended= 14 [Date: 3'd August. 2000 l ACTION TAKEN Focus group discussion with residents on a proposed realignment site. I . Surveyors informed them of the extent of I Queries included: affected propertiesand the level of 1. The extent to which their properties would be affected and the compensation, which would be given at level of compensation, the market price. 2. They suggested a footpath from Kuravankuzhy to Nilamel for the 2. The Consultants have already planned the safety of pedestrians, especially school children of the area who go footpath in the area. to a nearby school. 3. Because of the straightening effort, 3. If properties on the right side are also affected. properties on the right side are not 4. If produce could be harvested and trees cut before the acquisition. affected. 5. An affected widow with a child will be losing her entire property 4. They were informed that they would be of 5 cents (200 sq. m). She should be given at least an equal size allowed to harvest their produce. of land and a house to live in nearby. 5. The RAP deals with this situation. 6. The road should be rubberised and speed limit reduced. 6. Not yet a proven practice in India but will 7. The gathered affected people examined the strip plan and wanted be investigated. A recent news item to know why a sharp curve between chainage 52.500 and 52.600 reported that the State Government after Chadayamangalam is not being straightened. They remarked proposes to use rubber-modified bitumen that this particular curve is a frequent accident spot. The situation for tarring one-third of the PWD roads in * has been aggravated by a recent encroachment on the left side of the State. About speed reduction: the the curve by a mosque-like structure. project authorities wish to facilitate a 65 8. The affected persons suggested that they being from socially and km per hour design speed on this road link financially backward groups, a rehabilitation plan should be in although the Consultants recommended 40 place before the actual roadwork started. They assured the km/h limit in built up areas. surveyors of their full support to the road upgrading process if 7. Straightening at this particular spot was such a pro-active scenario prevails. not found technically feasible. Encroachment recommended to be cleared I by the project authorities. 8. The Resettlement & Rehabilitation Principles and Policy Framework already is in place and the RAP is a pro-active tool to mitigate the PAP's problems. 2. Affected residential clusters and agncultural landholders at a site on the proposed Kattappana Bypass on Link 26: Idukki - Puliyanmala, Chainage 40.900 to 41.220 Persons attended= 26 Date: 22ndAugust, 2000 Focus group discussion with residents and agricultural landholders on a I . It was found that the available I proposed bypass site. A local NGO, Valivakandam Padasekhara Government land width is of 1.5 metres Samiti, attended the meeting. They handed a memorandum to the width, which is necessary to retain for surveyors. Their suggestions included: inspection track. In addition, land will be I . By making appropriate changes in the design, the road may be required for building a retaining wall to I constructed along the left side of the paddy field, as this side prevent sloping of land. The suggestion is contains Govemment land of 3 metres width on both sides of the not technically feasible. canal. 2. There are many acute curves on the 2. There is already a road of 40 fl width from Vellayamkudy Junction existing 40 ft wide road and many (chainage 82.200) to Jnattuvettappadi. It is better to widen this buildings along it will have to be road rather than make a bypass, which may cause economic loss to demolished if this road is to be improved the Goveirnment. as a bypass. The suggestion is not 3. In the present design, the road deviates from chainage 3.000 to technically, socially and economically

LBIL/Sheladia/CES/ICT 9.13 Kerala State TransportProject EIA for Nine Phase - I Road LinksSeptember 2001

ACTION TAKEN reach chainage 3.200, which is a paddy field. Due to this viable. deviation, about 6 families and their agricultural lands will be 3. This suggestion, if accepted, will actually affected. The road can be aligned straight from chainage 2.800 cause more properties to be affected. along the land boundaries of St. George Ferona Church to reach the paddy field mentioned above. 3. Affected residential clusters at a site on the proposed Perumbavoor Bypass on Link 6: Muvattupuzha-Angamali, Chainage 2.600 to 3.600 * Persons attended= 30, includinghousewives. Date: 9'hAugust, 2000 Focus group discussion with residents on a proposed bypass site. 1. The PIU have been requested to address Issues raised included: this issue. *II . The local people voiced concern at the lack of available 2. These buildings will need to be information about the project. demolished, unless a further variation can 2. Approximately 10 brand new buildings will be demolished be made in the design, which is presently between chainage 2.200 and 3.200; being investigated. 3. Compensation level, land value; 3. The social impact surveyors explained to 4. The proposed bypass affects a school, a college and a temple and a the people the compensation levels and canal. Canal irrigation was started in the area some 35 years ago how land value is to be calculated from and it is important to retain this. The alignment needs to be the R&R policy document. revised. 4. The design engineers along with the PIU 5. A suggested option: The bypass should be realigned through the engineers jointly inspected the site and side of a pond and paddy field between Chira and the bridge altered the design to save these properties crossing Poopari Road. and the canal. ______5. A s in 4 above. 4. Affected residential clusters at a site on the proposed Perumbavoor Bypass on Link 6: Muvattupuzha-Angamati, Chainage 3.600 to 4.600 Persons attended = 50, including housewives and the local Municipal Council. Date: I0'h August, 2000 Focus group discussion with residents on a proposed bypass site. I . The PIU have been requested to address Issues raised included: this issue. _ 1. The local people voiced concern at the lack of available information about the project. 2. While the people are not against the idea of the bypass, they are 2. This option suggested by the proposed concerned about the large-scale loss of properties. They offered a affected people involving a longer route * possible option: the bypass could be started two furiongs away was not found technically and from Vallam Junction through the paddy field at economically feasible. It is true that many Cheenkukugarapadam, parallel to Poopani Thodu. It could persons and properties at the entry and the continue straight through the Poopani bridge. It is not clear why exit of the bypass, touching the M.C. Road * the bypass is proposed to tum right from Malamuri. It could make will be adversely affected and the project a left turn from Malamuri and bypass the town. will compensate them according to the 3. The proposed affected people suggested that this meeting should principles laid down in the R&R policy have been held before the topographic survey. A survey for a new document. a road is like a sudden natural calamity and people get mental 3. The project is sensitive to these issues and problems, leading to suicides. Even prospective marriages in the has taken note of the people's legitimate area have becn called off. concerns. 5. Affected residential clusters at a site on the proposed Nilambur Bypass on Link 60: Narukara - State Border Road w ~~~~-Personsattended = 22- Date: 4e' September, 2000 This road was later dropped from further consideration Focus group discussion with residents on a proposed bypass site, I 1. The social impact surveyors explained to mostly agricultural landholders. A local NGO, Padasekhara Samiti, the gathered affected people that the R&R attended the meeting. They handed a memorandum to the surveyors. Policy Framework specifically addresses Issues raised included: this issue in clause No. 7.2, which states 1. When a piece of agricultural land is acquired for the project, small that if PAP/PDP loses >75% of his land, I plots will be halved with small pieces on either side of the he has a right to seek acquisition of his acquired land. These small pieces will not be viable to the remaining contiguous property that may landholder. The Govenmment should buy the remaining land also. become unviable for him. 2. The paddy field at chainage 2.300 gets submerged by 3 metres 2. The engineering design has provided a slab during the rainy season. If the field is filled up this water will culvert at this location to prevent the enter the nearby plots. problem raised by the local people. 3. Culverts should be provided at proper locations for proper 3. The project has provided for culverts drainage. The "proper location" should be discussed with the wherever necessary and the design plan is local people. flexible. The "proper location," as 4. Some amount of money should be given in advance to the persons suggested by the people, could be to be resettled for finding and constructing suitable houses before accommodated at the time of the

LBII/Sheladia/CES/ICT 9.14 Kerala StateTransport Project EIA for Nine Phase-I Road Links September2001

ACTION TAKEN they are displaced. implementationof the project. 5. If the bypass is alignedalong Areacode(Court Junction)- 4. The people were informedthat the R&R Kulakkamdam-Chakkalakuthu-Mukatta, the new road can be policy frameworkhas provisionsto constructedby wideningthe existingroad. addressthis concem. 5. The existingroad is very narrowand it will not be cost effectiveto followthis suggestion

The existing alignment seems to have a lot scope for improvement with necessary lining and signing and parking area identification for meeting the road safety standards. The demolition of existing structures will be minimal compared to the environmental and social impacts along the new Perumbavoor bypass alignment. The decision of the team was later informed to the local Municipal Councillor. The Environmental and Social impacts are very high along the bypass alignment. Many paddy field areas will also be lost permanently for paddy cultivation. The ring road under consideration by the Municipal council cannot be taken up in the KSTP project, as this is only a road rehabilitation project. The scope of ring road project is beyond this scope in magnitude and objectives. List of Project Affected Persons with whom the team consulted are listed in Exhibit 9.4.

EXHIBIT 9.4 LIST OF PROJECT AFFECTED PERSONS CONSULTED SL NAME AND ADDRESS SL NAME AND ADDRESS NO NO 1 Mr Raveendran, Somarajapuram, 8 Mrs Sukumari retired Divisional Accountant PWD Karatuupallikkara, Perumbavoor 2 Mr P Gopinathan, Somarajapuram 9 Mr Sarojini Amma, Karattukara (PAP Karatuupallikkara, Perumbavoor 3 Mr Joseph, Mr Joseph, Narippara, 10 Mr K.G. Sadanandan, Kalapurakkal, Poopariroad, Perumbavoor (PO) Perumbavoor 4 Mrs Reni George Cherukattu House 11 Mr Kunju Marakkar Sawmill owner- PAP

5 Mr VG Abraham, Local action council 12 Municipal Chairman- Local body Municipal Commissioner Office at Perumbavoor 6 Mr BV Paul- Local action council 13 Mr Sukunan, Work Control- Local body *___ member 7 Mr Sugunan, councillor, Local Ward 14 Mr Xavier, Town Planner- Local body

9.6 FINAL DESIGN OUTPUT

The final design out put has integrated many existing facilities of the people for example bus stops, parking areas for auto rickshaws, cars, jeeps and mini tempos etc. These are already located along the project roads (refer environmental strip maps attached to the link specific Environmental Management Plans). These are the right of the people and hence no need to 3 consult them for every location instead the project has to integrate the facilities in to the design. This is a direct contribution from the environmental investigations including consultations. The consultation carried out in the very early stages of the project has d established the need to these kinds of facilities. The principle followed is that if the project takes the existingfacility of people the project will have to compensate or replace it. It is also recommended that the alternate arrangements should be at least qualitatively equivalent if not superior to the existing ones. Although additional land acquisition for parking areas is the work of the local bodies, the project has taken all these for implementation. There are two reasons behind this. First reason is that if this is left for local bodies like municipally, this will

LBII/Sheladia/CESuICT 9.15 l Kerala State Transport Project EIA for Nine Phase -I Road Links September 2001

never be implemented or delayed for years together due to lack of local resources as well as I due to other priorities. This can defeat the objective of the project. Secondly, these are important factors that will improve the road safety standards and reduce accidents.

| 9.7 PUBLIC DISCLOSURE OF ENVIRONMENTAL AND SOCIAL DOCUMENTS

Once all documents are finalised to the satisfaction of World Bank, the project will disclose all documents at the World Banks Project Information Centre at Washington and also at the PIC of Banks New Delhi office. This is expected to take place in the late September or in early October 2001. Simultaneously all documents will be made public in Kerala also at the * District Information Centres with suitable press note for the public attention. The documents that will be published include Resettlement Action Plan (September 2001), The Social Impact Management Plan for Waterways project (February 2000), EIA for nine phase I Roads (September 2001), EA for Inland Water Transport Pilot Project, and 10 Project Specific Environmental Management Plans for highways and waterways (September, 2001).

* There will be a number of follow on consultations for whiclh a separate report will be prepared subsequently. These consultations will be held during November-December 2001. The first consultation was held at Thiruvanathapuram on 24 August 2001.

I I

I I l I

LBII,Shebdia'hCtES/l(CT 9.16 1 Kerala StateTransport Project EIA for Nine Phase- I Road Links September2001

| 10 ENVIRONMENTALENHANCEMENTS

The chapter discusses some of the possible environmental enhancement measures. It is for the | Government especially PIU, PWD and the Tourism Department to decide specific locations carefully after considering the overall interests of Kerala. The overall situation includes, with respect to tourist locations, Airports, Railway stations, Bus stations and the distances from I town to town. All Important locations along the Nine Phase I road links are shown in Chapter 2 Exhibit 2.2. The specific activities are discussed in the Link specific Environmental Management Plans and an overview is furnished in this Chapter.

10.1 PUBLICTRANSPORT AND CONVENIENCE Bus Bays And Bus Shelters Separate space for Bus Lay- bys and Bus shelters are one of those safety measures out of many that are necessary to help reduce accidents.

The bus bays and bus shelters should be located outside the carriaeeway and should not affect the free flow of traffic. There should he pedestrian crossing facilities and proper signing of bus stops. Entry of other vehicles to the bus lay bys must be prohibited. Taking all these I aspects into consideration Bus lay-bys have been built into the designs as shown in Exhibit .10.1. The number of Bus lay bys in all the nine Phase I Link roads are shown in Exhibit 10.2. EXHIBIT10.2 BUSLAY BYS ALONGTHE NINE PHASE 1- LINK ROADS Link TotalNumber Of Bus laybys

2 13 3 5 I - 6 9 40 21 50.1 17 70 4 72 9 73 23 Total 113 I - tSource: Fieidsur-ey ani deskworkp Bus Shelters/Bus Waiting Sheds The Bus stop should have bus shelters or Bus waiting sheds in a region of six monsoon months. This is necessary in a high rainfall, hot and humid country. The local municipal or Panchayat authorities normally provides these with agreement to the siting by PWD Engineers. I Action required Additional land acquisitionof the order of three cents (120 sq.m) and budgetary provision for Bus shelters and signing. The provision for bus shelters is also provided in the current budget., The PWD and the Project Implementation Unit should * provide a uniform design (main portion-skeleton) for the construction of Bus shelters for the KSTP project. The local bodies can raise funds out of advertisement in a glass lit case as in other western countries. This will not spoil the bus-waiting shed as the advertisement are not * pasted but clipped to the baseboard in an illuminated glass case. The entire advertisement is inbuilt in the skeleton design and should not be removed easily.

LB[ I/ Sheladia:CE-ACT LBII/ Sheladia:CES ICT to 1 P2500 2500 VARIES 2500 I FOOTPATHIBUS BAY CARRIAGEWAY I FOOTPATHI

(I) - Ca~~~~~~~~~~I

SECTION B-B SCALE 1:75

0

15000 24000 15000 24000

.~~~~~~~FOPT B EDG ILN QFOOTPATH X tOc~~~~~10m KIDE (WHITE DOTTED) IJNE ti

|__ 5IFtOOTPATH 03

. 7______- 1 VARIES ~~_ s | ~~~~~ / - _ ~~~CARRI_ GEWAY

2 FOO.5mFTPATH 0

PEDESTRIAN CROSSING 100 WIDE SOLID IJNE

WIDTH SCALE 1:125 LENGTH SCALE 1:250

NOTE:- c ALL DIMENSIONS ARE IN mm UNLESS OTHERWISE SPECIFIED

EXHIBIT 10.1 TYPICAL LAYOUT OF PARTIAL BUS BAY IN URBAN AREA o ; r A 5200

4000 10 -.

l 1 1 l ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~25rnmDIA PIPE

800

200 3200

TRMISPAtET ADANTISErENT BON 00

-TRANSPARENT ADVERTISDNT BOARD

l ^ t l a D~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~IVERTISEMWENTBffOARD7 L I~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~"L L -- _ - - - - S SUE AS SEAnNG

t A RAANE .-M ao 2 J ARRANGEMENT

. mt ~~~~~~~~~.-2.5mmDIA PIPE20

DESIGN ROOf TRUS L B S1H2mm EHICK

80 Exhibi t C [-a

WALL 100 Eil < l l | i1X ~~~~~~~~~~~~~~~~~~~~~~~~~PCC~~~~~1:4:81, 10cmPL ASTERIMNGCTHICK CMmJ3IN

35OF WARRANGEMJENT ..- '|1 .SETOAA

] rZ g l , ~~~~~~~~~PLASTERINGIN CMU1: 3, \ l r A I 1 ~~~~~~~~12mmTHICK t O ] ki ] ' ' : - i: " : < M ~~~~~~~~~~~~~~~~~~~~~~~~~~~1. ALL DIMENSOCNIN mm

SECTION IL-BDm s PCC 1:4:8, 10cmnTHICK SCALE :- 1:25 I DESIG3N ODF BUS SHIEL-TER Exhibit 10.3 Kerala StatcTransport Project EIA for Nine Phase- I Road Links September2001

3 Proposed Link 6 Perumbavoor Bus Depot Or Bus Station The Bus stand /Bus stations are those stations from which the service of vehicles originate or terminate. These are usually located in the City/Town and Municipal areas. In these locations usually a number of buses 3 are seen at any given time depending upon the size of the town. There are private bus stations and Government bus stations like KSRTC Depots. Action required There should not be a direct entry of vehicles onto the main road, as it will * affect the free flow of traffic and cause accidents and mental disturbance due to the dangerous situations both to pedestrians and drivers alike. There should be adequate facilities for the road traffic to identify that a vehicle is entering from the station to the road. Any visible obstruction should be removed. There should be an island to separate the two lines. * If a direct entry cannot be avoided then there should be traffic regulation to eliminate any chance of accidents and traffic jams. | The KSRTC may be advised for provision for additional land acquisition if required to avoid necessary changes in the proposed bus station at Perumbavoor This is beyond the scope of the Consultants to examine the capacity of the station and the facilities available etc. I There should be raised pedestrian footpaths adjacent to all bus stations. at least for 50 m length on both sides. 10.2 PARKINGSPACE OR BAYS Auto Rickshaw Stand In Kerala it was only recently that this has become an integral part of X both rural and urban life. Both the number of auto rickshaws and the commuters are increasing. The latest trend indicates that people from all walks of life are using them for many purposes from simple shopping to travel to hospitals, schools etc even on a monthly I contract basis. The nursery school children are regularly being taken and returned to houses on a contract basis. This shows the importance of auto rickshaws in everyday life. Action required There should be separate parking cum passenger picking up space for Auto rickshaws in urban, semi urban and village market areas as identified in the environmental strip plan of all nine phase 1- road links In Volume 2 EMP Appendix 1. Land acquisition of the order of tvo cents (80 sq .m) minimum will be required for a safe parking area. The project has a provision to buy land for Rs 30,000 per cent basis. This will allow a certain financial flexibilitv for the PIU to assist authorities to obtain necessary town specific parking areas in a most suitable locations. There should be separate traffic regulations to keep everythinigin order for Auto rickshaw / operators including photo identity card and Identity number. I Taxi Stand For Jeeps And Cars If the space is not a constraint, the Jeep and Taxi car parking areas should be constructed separately since the kind of users are different for these two vehicles. Normally Taxi cars carry tourists and official level travel but the Jeeps are * serving bulk travellers and mostly non-tourist passengers. The existing parking areas are provided in the Exhibit 10.4 and also in the link specific Environmental Management Plans. The Proposed parking areas are provided in the Exhibit 10.5. The Resettlement Action Plan (RAP) has a provision to buy land for parking areas. l LBII; Sheladil;,CES ICT Kerala StateTransport Project EIA for Nine Phase- I Road Links September2001

| EXHIBIT10.3 TAXI CARS AND JEEP STANDS ALONG LINKS 1-9 Link Total Number Of Jeep Parking Areas 1 8 2 7 3 8 6 8 40 10 50.1 26 I 70 5 72 3 73 4 _ Total 79

Truck Parking Area For Link 6 At Perumbavoor The congestion in towns should be reduced by following various steps including a control on entry of heavy vehicles to the central areas. EXHIBIT 10.5 DETAILS OF PROPOSED PARKING AREA ALONG PHASE I ROADS Link No Chainage Station | Svv.No F Village Length (m) Width Area (mi) Parking for Remarks

I 26.700 V'enjaramood ] 30.00 6-00 ISO00 Taxi.Auto

I 332.950 iKarette 278 Puliimath 25.00 6.00 150.00 Tax%.Auto

*I 38.600 |Kilimanoor 360 50.00 700 350.)0 Taxi,Tempo,

* I 45.200 Nilamel 251 25.00 7.00 175.00 Taxi,Tempo

I 50.900 Chadaymangalam 132.135,145 30.00 7.00 210.00 Taxi.Tempo

I 53.900 Avur 301.302 35.W 7.00 245.00 Taxi.Tempo

I 71.000 Kortarakara 136 40.00 7.00 2SO.00 Tai.uTempo

2 72.800 Kottarakara 108.109 Kottarakara 25.00 600 150.0 Taxi.Auto

| 3 91.500 Adur 325,326 Adur 30.00 6.00 180.00 Taxi.Auto =

3 101.800 Pandalam 223 Pandalam 35.00 7.00 245.00 Taxi.Tempo

3 1 116.601(1| Charaxnnur .126.128 Ch2ngannur 31),t)() 6.))"1 10.)'I) TaxiA __'uto

19.300 !Thodupu7ha 1159 I.0 0i.(i | 1120.)) 7Taxi.Auto

I i:t.4otIi i'Vazhakulam10.4f - 158 |-)I(11t - 21.1m)-~~~~~~~~~~~~ iTaxt i.Tcmpo ep

70 2.750 Muvattupuzha 157 a- 35.00 7.00 245.00 Taxi,.Tempo

6 Perumbavoor 25.00 6.00 150.00 Taxi.Auto

6 234.000 Kaladi 395 40 00 700 280.00 |Taxi.Tempo 1Eixtto Little 6 239.950 Angamaly 115.110 | 35.00 6.00 210.00 Taxi.Auto flower 3 50.1 0.450 Palakkad 881.883 Yakkara 35.00 6.00 210.00 Taxi.Auto

50.1 2.850 Palakkad 253 Palakad-l 125.00 6.00 150.00 Taxi.Auto ___

50.1 11.800 Existing 25.00 6.00 150.00 Taxi.Auto Existing

50.1 16.800 Existing 25.00 6.00 150.00 Taxi.Auto

50.1 33.450 Existing 153 30.00 6.00 180.00 Taxi.Auso 3 50 1 33.900 Ottapalam 180.181 Ottapalam 25.00 6.00 150.00 Taxi.Auto 50.1 35J.410 Existing 30.00 6.oo 18o.iO Taxi,AUTo

I-1311Shekidij CES,ICT 10-3 | ~~~~~LBliShclauIi., CES ICT Kerala StateTransport Project EIA for Nine Phase- I Road Links September2001

2 Link No Chaminge sation Svy.N:o Village Length (m) Width Area (m) Parking for Remarks Vaniyankui3 l50.1 39.600 Vanivankulami 9,10 m 40.00 7.00 280.00 Taxi,Tempo

50.1 45.100 Shomnur 42 Shoniur 30.00 7.00 210.00 Taxi.Tempi

40 19-650 Choondal.Expand 169 Choondal 25.00 25.00 625.00 Taxi.Temps Expand Kunnamkula 40 23.2 Kunnamkulam 119 m 25.00 6.00 150.00 Taxi,Auto

40 45.1 Edappal 64 Vattankulam 25.00 6.00 15000 Taxi.Auto

72 Potthencode 20.00 6.00 120.00 Taxi,Auto The trucks should not be allowed to enter the towns during the peak traffic times. The local Municipal Authorities need to provide alternative parking areas for truckers. There should be provision for separate parking space for these vehicles. The space required will be of the order of 50 Cents (200 sq m). This space should be secure and away from the I existing available corridor. Raised footpaths will be required at these locations. The project will develop many of the existing parking areas especially that of Auto rickshaws. A number of new parking areas also will be built as shown in Exhibit 10.5 and also in link specific I Environmental Management Plans. 10.3 TREE PLANTING Roadside Tree Planting The existing trees along the roadside should not be removed if they are not affecting the road safety of the location. There should not be any new trees planted too close to the roadsides, as it will affect the visibility of the vehicle drivers on the road. In I urban and municipal areas the tree planting should be away from the existing available corridor. Action required The tree planting on the private land outside the ROW should be encouraged by various incentives. This will be the responsibility of local Municipal Authorities and the Forestry Department who could possibly make young trees available for specific sites. This could be carried out through an awareness programme involving NGOs. A tree planting strategy has been developed for the Project. This is attached to The EMP as I~~~~~~~Appendix 16. The strategy does not encouragc planting of trces along the high priority ~IuLI Iluti 0. 10.4 TOURISM ENHANCEMENTS 3 Display Of Tourist Level Information Kerala is a tourist area and many travellers use the Kerala roads and enjoy the scenic beauty. The clear display of the name of tourist locations including names of rivers or back waters and the lengths and catchment areas would be a very I positive step for encouraging tourism with investment from Tourism as well as PWD (Refer Exhibit 5.34). Most important is a uniform pattern for the entire Kerala.

. Major River/Backwater

* Important waterfalls

* Major tourist centres like Thekkady, Munnar, Sabarimala/Pamba Kochi backwaters etc to be considered on the new road signs along the project road

* Religious and Pilgrimage centres etc

I . tLBI Shclaidi:tCESdCT KeralaSLate Transport Project EIA for Nine Phase- I Road Links September2001

Tourist Facilities Tourism promotion should include the Provision of International Standard (hygiene) restaurants, shopping centres and rest areas.

* There should be all weather restaurants with parking and shopping facilities similar to that of Rajasthan. Kerala traditional art, culture, painting etc could be exhibited here with a Mini shopping centre. There can be many arrangements, which shall be made to attract a wide variety of people with economic rates and hygienic conditions. There are a number of ideal locations for such a venture in The KSTP nine Phase t Project roads discussed in this report. The important towns cities and municipalities are provided in Exhibit 2.2 Chapter 2.

3 Comfort Stations This location can also be developed for toilet facilities especially for Woman tourists and travellers. The availability of such facilities needs no advertisement. There should be small restaurant and sitting facilities with adequate hygiene and mineral |water availability. This can also be attached to the improvement of OXBOW LAND.

Actioni required Kerala's rural open landscape is beautiful and the planting of trees on road sides could obstruct the visibility of the landscape like the valleys with lush green paddv -fields bordered by green denuded hills etc. In these areas planting of Shrubs/bush plants will add to the scenic beauty of the landscape.

Access Points To Rivers And Water Bodies All direct access points for vehicles to water bodies like rivers and streams are causing deterioration of water quality with Petroleum Oil Lubricating oil and grease (POL).

Action reqzuiredThe direct entry of vehicles to water bodies especially for cleaning purposes should not be allowed under any circumstances. There should be adequate precautions especially during the construction activities to address this issue. The construction work shall not open new access points to enter in to the water bodies for the vehicles.

10.5 MIANAGEMENTOF REALIGNMENTRELATED ISSUES The road development in Kerala is going throuah a new era of opportunitv for industries as well as tourism. The system will require numerous curve improvements as a very basic feature of the meandering Kerala roads. The implementation of the Kerala State Transport Project provides for substantial realignments resulting in the formation of many small I sections of road more or less similar to 'meandering and oxbow lake formation during the evolution of rivers'. The difference is that, in the case of rivers it is a natural process, but in the case of roads it is by human intervention. Because of this relation it is referred to as * 'OXBOW LAND' to show that this is an unavoidable outcome of road improvement projects in Kerala. The length of these OXBOW LANDS varies from fifty metres to a few Kilometres. The width is variable from 10 to 50 m. and continued access to roadside properties is a most important consideration.

Typical Design drawings for oxbow lands

The KSTP will suitably develop all oxbow lands as an environmental enhancement measure. According to the project tree planting strategy, the public trees, private trees and the trees removed from the maintenance corridors will have to be planted at a rate of two trees planted against every tree removed. The budgetary provisions are incorporated in the link specific 3 environmental management plans as well as in the BOQ (Bill Nol 1). Although the design

L_111'Shteladiar CES ICT l KeralaState Transport Project EIA forNinc Phase- I RoadLinks September 2001

3 drawings are prepared for specific locations the same can be applied to all oxbow lands. The variables are the Restaurants and parking facilities, which may not be required for all locations.

The Oxbow lands are the existing roads where the road realignments are proposed. The length of Oxbow lands varies from 40 m to 330 m. The width of the oxbow land is generally I less than 12m. The importance of the proper management of these oxbow lands is there for an unavoidable requirement of the project. There were many altematives available for the highway authority. I Tree planting all along these oxbow lands could be very useful for the environmental enhancement of the region. This will help positively for tourism industry. The cost estimates for this many not are very high and hence it is not appropriate to exclude it from the project.

The Oxbow lands along the coridors are available as described in the Environmental Management Plan for individual corridors and described briefly in the Exhibit 10.3. The total number of oxbow lands is 64 amounting to a to a total length of 16.483 km for Phase 1. However this is subjected to chanige dependine on the tfial alignment for development.

EXHIBIT 10.3 OXBOW LANDS ALONG PHASE 1 CORRIDORs SL NAME OF THE LINK TOTAL NUMiIBEROF EXISTING TOTAL NO LINK NO LEGH OXBOWLANDS OX W LEGT (Km) ~~~~LANDS(Nos) (MI) 1 Taikkod - I 46.3 24 5860 Kottarakkara= 87 1876 2 Kortarakkara - Adur 2 21.2 8 2 (1516

Adur-Chengannur 3 23.1 1 220 4 Thrissura- 40 33 3 I (3909520)

5 Palakkad - Shornur 50.1 45 - 1 1500

Muvattupuzha - 70 18.4 17 -403

_____ ThndiIpu7ha _ 7 Taikkod- 7 14 17 Kazhakkootam 7 l 8 -732_25 ~~~~~AlapptuzhaChanganassery 73 22 0 I 250

______.______223 58 6 16483 (Source:Link Specific Environmental Management Plans)

The various studies carried out including the associated consultations has proved that road safety is one of the major issue of the State of Kerala. These Consultations and studies have I directly established the need for additional parking areas for tourists and travellers especially long distance travellers.

However the selection of Oxbow lands is based on the following considerations * Tourism considerations * Road safety considerations I * Land being scarce every inch of land needs to be utilised * Parking areas, resting requirement for travellers and tourists, eating requirement | (Restaurant), Road safety and decongestion

101-6 LBII SheladiaCES11CT KeralaStale Transport Project EIA for NinePhase - I RoadLinks September 2001

* The environmentalimpact mitigation

3 Three typesof developmentsare proposedas providedbelow:

Type A, The Family Type - Theses are the best managed category. These are only meant for family especially when accompanied by children. Other individuals and groups of small size are also allowed after disclosing the proper identity of each individual. The members of the group in such cases will be treated as an individual. The identity could be the election card, U the passport, the photo credit card, driving license etc. This will work in the night up to 12.00 PM. In the morning, it should reopen at 7.00 AM. This facility should be at least one per Link or one per every 50 kms. The estimated cost for the amenities is RslO, 000,00/- (Rupees ten m lakhs only). The facilities include restaurants, comfort stations, parking facilities, lighting and sitting arrangements. The cost for tree and shrub planting is estimated as Rs 80/- per m length of the oxbow land. This estimate is based on the typical designs made for project specific locations along Link I Tailkkod-Kottarakkara.The tree and shrub-planting,estimate is made from the actual rates received from the Kerala State Forest DevelopmelntCorporation.

Type B- The popular type -This is more or less similar to Type A except the Family - Woman -Security factor. There could be hygienic conditions and the availability of potable piped water and mineral water. There will not be any major restrictions on the entry of l vehicles in to it. This facility should be at least one per 50 kms or one per link. The Type B and A should not be on one side as there will be only one for every link. The cost and facilities would be the same except the safety and security factor.

The estimated cost for the amenities is RslO, 000,00/- (Rupees ten lakhs only). The facilities include restaurants, comfort stations, parking facilities, lighting and sitting arrangements. The cost for tree and shrub planting is estimated as Rs 80/- per m length of the oxbow land. This estimate is based on the typical designs made for project specific locations along Link I Taikkod-Kottarakkara. The tree and shrub-planting estimate is made from the actual rates received from the Kerala State Forest Development Corporation.

| Type C- The onen or free tvne- this 's Abnlhitelv open to a]! categoriesI It Uin ,0 tIle Contractor to open the restaurant more than 10 hours depending on the business. The cost of the facilities would be Rs 2 Lakhs (Rupees twvolakhs only) and Rs 95/- per m length of the oxbow land. The facilities include parking, sitting arrangements, garden, shrub and tree planting and solid waste collection and disposal facility (dust bins and ear marked incineration area).

As proposed earlier PWYDwvill not hand over the developed oxbowvlands to anv other department. The PWD has now decided to manage the oxbowv lands and all associated 3 facilities on its own by private participation. Thlefacility will be contracted to private parties for a particzularperiod as per the government norms.

10.5.1 Protection From Encroachers And Squatters

The small pieces of road must be protected against illegal occupation by squatters and shall | not be allowed to be encroached upon. Unless properly managed, this will become a nuisance for local people or a threat to lawvenforcemiient agencies.

LBII' SheladiaCES ICT l Kerala StateTransport PToject EIA forNine Phase- I Road Links September2(.1

10.5.2 Optimum Use Of These Sections In The Realigned Areas | The small pieces of road can be used without obstructing the access (of houses, offices, schools etc by the side of this section) already in existence in this area.

| * StorageOf Road ConstructionMaterials * Space For Construction Equipment And Vehicles * To Construct Official GovemrnmentBuildings Like Panchayat And * VillageOffices. * As Parking Areas For Trucks, Buses, Cars And Auto Rickshaws and Automobile workshops * As Service Roads. * Handed Over To Local Bodies For Most Efficient Use. * Sold To Private Parties To Purchase Land ElsewvhereFor Realicnments. * Convert To Social Forestrx With People Participation. * Can Be Fenced To Protect The Land From Encroachment And Leave It I As A FutureLand Reserve. * Convert To Parks And Other Community Amenities Especially In Semi Urban And Rural Areas. * As a service road in urban areas

Altematively Typical OXBOW LAND management proposal cases are

CASE 1-' OXBOW LANDS' TO FOREST DEPARTMENT A major use could be for social forestry, as the road improvement will necessitate the removal of a substantial number of trees from the road corridor. The tree removal for road widening for safety consideration will necessitate the planting of twice the number of trees * elsewhere. Such planting could not be undertaken on the existing corridor, as it is not sufficiently wide to accommodate this except in some rare cases. The existing trees will be protected as far as possible except those located close to the edge of pavement and also those cases. which are a threat to road safety.

The small 'oxbow lands' could be handed over to the Forest Department for tree planting I vwithappropriate budgetary provisions in the highway project. An official legal land transfer will not be required unless specifically desired. This is to ensure that land would be available for any future expansion project of PWD or any other Govemment Agency. CASE 2-' OXBOW LANDS' TO TOURISM DEPARTMENT

| Not all OXBOW lands are suitable for development as rest areas. A set of designs prepared by Consultants for rest areas is shown in Exhibit 10.4. Domestic and foreign travellers would benefit from such facilities en-route to tourist destinations. These facilities could support I Restaurants, Toilets, Shops, Cool Bars, Sitting, and resting places. The local community could also benefit from this.

The Tourism Department or the HighwvayAuthority could lease these to private entrepreneurs for development with one year guaranteed notice of termninationor immediate if the setvices rendered are not adequate in terms of any contravention of hygiene or other standards.

LBII Sheladi;i,CESICT KeralaState Transport Protect EiA forNine Phase- I Road Links Sepiember2001

It is expected that most travellers would benefit from such facilities provided there is a guaranteed safe arrangements including food and water (refer tree planting strategy Appendix 16.0 in the EMPs). Adherence to all local building and operational rules and maintenance to international standards should be a condition of the lease.

One main criterion for the selection could be the number of frontages, which require access to the Oxbow Land. The less the number of frontages the better the suitability for various commercialpurposes.

| CASE3-' OXBOWLANDS' AS SERVICEROAD

The OXBOW LAND can be transferred to local municipal and Panchayat authorities in urban areas so that it remains as a service road for the benefit of the local community. In such areas parking, traffic, loading and unloading facilities etc can be regulated. If the length and width | available is sufficient there could be some tree planting especially in larger island areas.

This may become the most common solutioni since nearly all such sections will need to be kept for public access to the numerous frontagers although it is possible that a mix of .alternatives could be the best solution.

CASE 4-' OXBOW LANDS' IN SEMI-URBAN AREA

The OXBOW LAND can be transferred to local municipal and Panchayat authorities for a mixed use. This includes a mini park area with minimum facilities, parking facilities and extensive tree/bush planting.

In semi urban areas truck-parking facilities can also be provided. as the narrow urban roads will not allow them to be accommodated due to traffic problems I l

I l

I(1-9 LBII SholaIdiaCES ICT l Keala State TransportProject EIA for Nine Phase I Links -- September 2001

REFERENCES

I Coastal zone management plan of Kerala, Government of Kerala, Department of science Technology and Environment, Prepared by Centre for Earth Science studies, Thiruvanathapuram.

| Central Pollution Control Board 1991, National Ambient Air Quality Status And Statistics of India,

Central Pollution Control Board 1992, National Ambient Air Quality Status And | Statisticsof India,

Central Pollution Control Board 1993, National Ambient Air Quality Status And Statistics of India,

Central Pollution Control Board 1994, National Ambient Air Quality Status And Statistics of India,

Central Pollution Control Board 1995, National Ambient Air Quality Status And I Statisticsof India,

Central Pollution Control Board 1996, National Ambient Air Quality Status And Statistics of India,

Krishna, J. 1984. Indian Standard Criteria For Earthquake Resistant Design Of Structures. (Forth Revision), Indian Standard: 1893-1984, 77p.

3 Roads And The Environment: A Handbook. September 1994, The World Bank Report TWiU13, Chapter 17 -Road Safety, Page 117.

SurveyOf India Maps 1967, GovernmentOf India.

Tsunokawa, K. And C. Hoban. 1997. Roads And The Environment: A Handbook. World Bank Technical Paper No. 376. 225p.

LBII/Sheiadia/CES/ICT KeralaState TransportProject EIA for Nine Phase I Links- September2001

Technical report on survey and evaluation of locally available materials in Kerala- Report I on Thiruvanathapuram District, Kerala Highway Research Institute Public Works Department, Kerala.

Water Atlas of Kerala, CWRDM Kozhikode. 1995

Techno-Economic Feasibility Study of Kollam-Kovalam and Kottapuram -Kasargord * sections of West coast Canal (WCC) in Kerala, NATPAC Draft Report, 1998

Resource Atlas of Kerala, Centre for Earth Science Studies 1984.

Kerala State Highways Project with Inland Water Transport Pilot Scheme, Final Engineeringreport on the Inlandwater TransportPilot component,Irrigation Department, Government of Kerala. April 2000.

Kerala State Highways Project with Inland Water Transport Pilot Scheme, Final Feasibility report on the Inland water Transport Pilot component, Irrigation Department, Government of Kerala. April 2000. I Kerala State Highways Project, Final Feasibility reports on the Highways component, Public Works Department, Govemment of Kerala. April 2000.

Gazettier of India, Alapuzha District, Kerala District Gazettiers, 1975

Gazettier of India, Kottayam district, Kerala District Gazattiers, 1975.

Distinct Census Handbook, Kottayam District 1981, Village and Town wise Primary Census Abstract

Panchayat Level Statistics, Kottayam district, 1996, Department of Economics and Statistics

District Census Handbook, , 1991, Village and Town Directory, Village, Panchayat and Town wise Primary Census Abstract.

3 World Bank, Environmental Assessment Sourcebook, World Bank Technical Paper Number 139, 1991

LB3]/Sheladia/CES/ICT Kerala State Transport Project EIA for Nine Phase I Links - September 2001

Kerala State Pollution Control Board (KSPCB), Environment, Effluent, Emission and Noise Standards& Guidelines,Thiruvananthapuram 1997

Involuntary Resettlement, the World Bank Operational Directive 4.30, June 1990.

Scientific investigation of accident-prone locations on State highways In Kerala State Study Report Vol -1 Ernakulam District August 1999.

Towards Safer Roads In Developing Countries, Transport And Road Research Laboratory A guide for Planners and Engineers, 1991 TRRL UK

Jagarans Kerala At a Glance 1998, District wise Statistical Review, Dainik Jgaran Hindi Daily. Joy M.S 1997, Wild Life sanctuaries of Kerala, Kerala Bhasha Institute, Thiruvanathapuram. l 3 ! l l l l

LBll!Sheladia'CESllCT l - - - - m in inmrn in --

Kerala State Transport Project EIA for Nine Phase I Road Links - September 2001 VOLUME 1 EA APPENDIX 9.1 OFFICIAL CONSULTATION

|SL Name & Address 1Fax and Phone [Date of [Subject discussed Remarks |No number ConsultatioI_

I Mr Abdu Sammad Phone:442231 (0) 10 May 1999 Soil Conservation Data and No Published data .No books Soil Conscrvation Specialist 447830 (0) Resource base available at on Sale Kerala State Land Use Board 475147 (R) Land Use Board. Vikas Bhavan 2 Mr. Haridas P Nair 360982 (R) 10 May 1999 Remote sensing and GIS No Published data No books Systems Manager, Office: 440624, facilities available at this on Sale (On deputation from [SRO) 447830 & 442231 Office Kerala State Remote sensing and E.Mail: Environment kerrsec(&,400.nicgw .nic.in 3 Mr.M. Boominathan Phone:322624, 6 May 1999 Various Activities of No in-house Staff for R&R National Transportation Planning 322581, 322681 NATPAC especially R&R and Environmental Aspects. and Research Center (NATPAC) Fax 91-0471- and rEnvironmental aspects ,PRS Road,Thycaud, 329414 TVM 695 014 4 Dr M Baba 442231(0) Consulted Consulted mainly about Received the Environmental Director in Charge /Land use Fax:441167 waterways With Mr. Management plan after two Commissioner Malhotra of PCC. Some days. Kerala State Land Use Board informal discussion about the CRZ Management Plan for Kerala was also discussed. 5 Mr. PKV Nair, Plione:481852(0) 16 April 1999 For Restricted and PIU (PWD) submitted Survey Of India (SOI) unlrestricted SO maps Application and later we CGO Complex received the SOI sheets Poomkulam (PO) TVM PIN 695522 6 Mr. KK Thankappan 322618(0) Consulted With Mr William Cumming All useful gazetteers State Editor 340823(R) of PCC. purchased. KERLA GAZATIERS ._.____ _ -__ .

LBII/Sheladia/CES/ICT - - - m - - m - - -- m - - m - m - m -

Kerala State Transport Project EIA for Nine Phase I Road Links - September 2001 VOLUME 1 EA APPENDIX 9.1 OFFICIAL CONSULTATION

SL Name & Address Fax and Phone Date of 1Subject discussed Remarks No number Consultation

7 Mr. VK Sinha, Phone:322217(0) Consulted No time for him to devote for Later we submitted our Chief Conservator of Forests 363958(R) this project and asked us to requirements never replied. (Wild Life) Fax give it in writing. Forest Department Email: 8 Mr. PK Suirendranathan Asari, Phone:321610 No formal Invited for Scoping Did not attend the scooping Principal Chief Conservator of 321374(R) consultation Workshop through a formal workshop. Forests Fax required till date. letter. (Development and Project) Email: Forest Department 9 Mr. K Sasidharan Nair, Phone:321798 (0) Consulted He indicated that unlike other He directed me to the Forest Principal Chief Conservator of 325584 (R) States here forest information office at social Forests conservation measures arc forestry division (General) very active and successful Forest Department and land taking will have to be strictly adhered Forest conservation rules of the State and Central government. 10 Mr. Bhaskaran Phone: 481860 Consulted For Restricted and PIU (PWD) submitted Ccnsus Department Fax unrestricted SOI maps Application and later we Deputy Director Operations Email: received the SOI sheets CGO Complex Poomkulam (PO) Thiruvananthapuram PIN 695522 11 Dr. Basak Phone:0495355864 Consulted formally Oni sediment and water Consulted on advice from Executive Director, & 356242 and Informally testing and Analysis and also Prof. M. Jaya Kumar of State CWRDM Fax: on Scoping workshop Committee on Science (MBR) lEmail: Technology And Kozhikode Environment. Pin 679573

LBII/Sheladia/CES/[CT rn rn- - rn-- - - -rnr-- --- rn - - -

Kerala State Transport Project EIA for Nine Phase I Road Links - September 2001 VOLUME 1 EA APPENDIX 9.1 OFFICIAL CONSULTATION

SL Name & Address Fax and Phone Date of Subject discussed Remarks No number Consultation.. 12 Prof. M Jayakumar Consulted with Mainly Waterways project. It is highly desirable to have State Committee of Science & environmental team Need for Sediment testing the State government Technology & Environment of the project water quality testing etc. Mr clearance on this aspect. Thycaud Kumar recommnended Thiruvananthapuram CWRDM for sediment samplinig and Analysis. 13 Mr Vijaya Bhas Phone: 318153 to Consulted Nothing specific has come Purchased a book titled Environmental Engineer, 55 (3 nos) out from the discussion Environmental standards Kerala State Pollution Control Fax No: published by the SPCB Board (KSPCB), Pilamood 14 Survey Society Phone: 325492 Consulted Cadastral maps availability Resurvey maps are also Michel Gomas for the project Work. Available. Also received few /Shanmugam/KM Soman, Resurvey work is in Progress. district wise maps prepared Additional Director, by the department Director of land Survey and Records Opposite to Sri Mulam Club, 15 Friends of Trees- Phone320954 Contacted Project Environmentalist did NGO Thiruvananthapuram a consultation with Mr Branch (FOT) Mr Thomas Thomas Paulos as the contact Poulose,B-8 Jawahar Nagar person of the Organization Thiruvananthapuram 16 Er.Sathish Kumnar, Phone: 364659 (R) Consulted No strip Plans are available PWD City Road Section 3, for Kerala road network. Public Works Department, PMG

LBII/Sheladia/CES/ICT - - - - - m m m ------

KeralaState Transport Project EIA for Nine Phase I Road Links - September 2001 VOLUME 1 EA APPENDIX 9.1 OFFICIAL CONSULTATION

|SL | Name & Address [ Fax and Plhone Date of Subject discussed Remarks No number Consultation 17 Mr. R Radhakrishna, 525427(0) Consulted on Land Acquisition, Road NGO Ex, President, 7522 10(R) 30/04/1999 accidents, and Road safety Kerala Shasthra Sahithy Parishath maintenance concern. They (KSSP),- have promised their help. Vanjiyoor, Mathrubhoomi road l___ Thiruvananthapuram. 18 Mr Bijoy Alex Phone:0471 - Consulted on Dr Bijoy Alex, three KN Changappa, Sr Manager, Director 325183 17/09/1999 personnel whom should be Tata Tea limited, HRW & WWF Kerala State Office, 323568 included as resource persons. EPA. Mohan Alember, DFO Rupa,A-10 Tagore Nagar (R) 0471-436499 Munnar. Mr Jim Sacharia, TC 15/989 Vazhuthakkad Fax: Research range officer, TVM-695014 Email Periyar. Kerala 19 Dr Roy George 325183 Consulted on Forest wildlife aspects related Dr Roy George education Education Officer 4/06/99 to KSHP officer, recommended some World Wide Fund For NatLre-India Their publications: The Natural other resource persons of the Thiruvananthapuram rcsources of Kerala-WWF state for consultation. India, Kerala State Office. Prof Nandakumar Department Land use control on Paddy of Geography, University fields College Thiruvananthapuram. Coastal zone Management Prof.Kunjikrishnan . He also I'lan. promised me some recommendations at a later stage. 20 Friends of Periyar Phone:04863- Consulted Their main concerns are The NGO. He later attended Mr Joseph Karoor 22169(R) 04/99 forest and wild Life Protection scooping workshop. Presidcnt Landslides are also a concern. Periyar wild Life Reserve He also pointed out the Po Thekkady complication due to the arrival Idukki of settlers in the high ranges. Pin685 536 _ .. __

LBII/Sheladia/CES/ICT -===Minmmin- - - -

Kerala State Transport Project ETA for Nine Phase I Road Links - September 2001

VOLUME 1 EA APPENDIX 9.1 OFFICIAL CONSULTATION

|SL1 Name & Address | Fax and Phone [Date of | Subject discussed Remarks No number Consultation l

21 Contacted: Mr Jalaludheen Phone:322471(P) Consulted on 14 Number of stations in Kerala & Data available for eight centers Indian Meteorological Department 322894(() May 1999 Type of data available. spread across Kerala. Data on Meteo centre Temp, Pressure, Rainfall, Thiruvanathapuram Humidity and wind data are 695033 available on cost basis. Mr Nanda Kumar D Phone:474490 24/0699 llis main concerns are that no Very shortly he is leaving lndia 22 Sr Lecturer After 8 PM good Road maps are available. for Higher education (PhD). Geography Dept 327413(R) He develops the map, which is University College now available, and this is the map given in the CES Resource Atlas. He is happy that people are actually working on the ground to ______collect basic data. 23 KG Mohanan Pillai, 360965(6) 17/09/99 Forest and wild life sanctuary Director, maps. Forest and wildlife Forest Information Bureau (FIB) publislhed data. Forestry PTP Nagar, publications and brochures. Thiruvan atlhapuraimi. 24 Dr Shankar 0487-282064 26/1/00 during He offered his help on any Indicated about anew sancttuary Scientist band Head EIA group E-Mail- Scoping Workshop forestry studies. Presented a coming up. Kerala Forest Research Institute libkfri(amd2vsnlnet. case study on Eco-tourism (KFRI). Thrissor-680 653 in project in Kerala. 25 Profi E .Kunji Krishnan 442853(R) 21/06/99 Ilis main conceirn is whether lle pointed out instan1ces where Department of Zoology the fuLnd will be utilizcd the gross mis-utilisation of University College properly. Ile wants a working funds from world Bank and Thiruvanathapuram accounting procedure within ADB had taken place. the PWD setup. Who can guaranty a honest setup wherc the funds are timely and ______properlyutilizedo_ _r_y_utilized

LBII/Sheladia/CES/ICT - - -m------m - =

Kerala State Transport Project EIA for Nine Phase I Road Links - September 2001 VOLUME 1 EA APPENDIX 9.1 OFFICIAL CONSULTATION

~SL1~Name& Address Fax and Phone Date of Subject discussed Remarks No number Consultation

26 Dr PKK Nair 0471-432159 Consulted Bio-diversity issues, Natural Planting on both sides with Director 0471-435115 23/06/99 conservation measures, a trees or bushes especially in Environmental Resources 0471-433159(R) complete EIA is necessary for those places where there are Research Center any Road widening Project. paddy fields. PBNo 1230, Development of Parks along Thiruvanathapuram 695005 Kerala the Road. Medicinal Plants India Etc Parking Places especially the for the Sabarimala Pilgrim center. 27 Mr Sivakumar 431300 Consulted Endangered flora and Fauna They are only working on Warblers and Waders 1/3/2000 endangered avifauna. NGO Environmental Eniginieer, Thiruvanathapuram. Project Implementation Unit 28 Dr. Khandoori, 328347 (0) Consulted Rock blasting inside forest is The tree species of Chief Conservator of Forests 357005 (R) 13/10/2000 banned. According to Kerala Sandalwood, Teak, (Special Afforestation) and Nodal Preservation of Trees act Rosewood, Irul, Themilpavu, Officer, (KPT act), permission from Kambakam, Chembakam, Thiruvananthapuram DFO is necdcd for cutting Chidachi, Chandanavembu certain species of trees. and Cheemi are included in According to Supreme court KPT act. direction regardinig avenue trees, no tree can be felled without a management plan. If forestland is acquired for any purpose, afforestationat a rate of 2500 plants per hectre is to be done. Book on rates ______of afforestationis available. _ _afforestation_is_available.

LBII/Sheladia/CES/ICT ------m - -

Kerala State Transport Project EIA for Nine Phase I Road Links - September 2001 VOLUME 1 EA APPENDIX 9.1 OFFICIAL CONSULTATION

SL Nam & Address Fax and Phone Date of Subject discussed 1Remarks No number Consultation

29 Mr. Abraham 04862 - 32271 20/10/2000 Location of Idukki sanctuary Wildlife Warden - Idukki reservoir and beyond Idukki that. Owners on the sides of Idukki - Puliyanmala road have no Pattayam. There is a tunnel of 2 m diameter across the road to divert water to the reservoir. No tiger, gaur or sloth bear is there in the sanctuary. A new management plan for the sanctuary is under preparation 30 Dr. J.K. Sharma 0487-282064 21/10/2000 KFRI is providing only Some publication of KFRI Director, E-Mail- rcsearch data to forest were obtained. Kerala Forest Research Institute, libkFri(a)md2vsnlne department for preparation of Peechi t.in Sanctuiary management plan. List of flora and fauna for each district has been prepared under the proples plan compaign. Not nmlch research has been carried out on mangroves. 31 Mr. Kanakarajan 23/10/2000 Forest areas near Kuttiyadi - Forest Range Officer Kellur road - 250 m of Mananitlhavady wested forests. Pattayam has not been issued to road side property owners.

LBII/Sheladia/CES/ICT - -m------m mom- - - -

Kerala State Transport Project EIA for Nine Phase I Road Links - September 2001

VOLUME 1 EA APPENDIX 9.1 OFFICIAL CONSULTATION

SL Name & Address Fax and Phone Date of Subject discussed Remarks No number Consultation

32 Mr. Sathyanathan 23/10/2000 On the right side of Kuttiyadi Forest Range Officer, - Kellur road, from Periya Reserve Pakramthalam to Mananthavady Onnamnvalavu, there is Periya RF. Wested forest is also deemed reserved forest. 33 Mr. Damodaran 23/10/2000 50 m long reserved forest Deputy Forest Range Officer, stretch of Periya reserve is Periya Reserve present on the left side of Mananthavady Kuttiyadi - Kellur road before Niravilpuzha

34 Mr. K. Suresh Menon 24/10/2000 Filling of road side trees is to Divisional Manager be done by forest department. Kerala Forest Development Corporation, Kottayam 35 Mr. James Zacharia, 0481 -565940 24/10/2000 Elephant migration routes For informationi in elephant Mr. Sivadas, are intercepted by existing crossing points on the road, Mr. Kumaran roads. Elephants will not be contact Dr. Easa of KFRI. Assistant Conservators of Forest able to cross cuts and fills. They are interested in Project Tiger So, in these places easy side attending any workshops to Nattassery, Kottayam slopes should be provided. be held in future. For rock blasting along ldukki - Puliyanmala road. Permission fi-om KSEB will be required since dam is situated very close to the ______. ______road d. ______ro

LBII/Sheladia/CES/ICT ------m -

Kerala State Transport Project EIA for Nine Phase I Road Links - September 2001 VOLUME 1 EA APPENDIX 9.1 OFFICIAL CONSULTATION

SL Name & Address Fax and Phone |Date of | Subject discussed Remarks No number Consultationl

36 Mr. N. Sasidharan 24/10/2000 Forest land along Iduikki KPT act is applicable to Divisional Forest Officer, Puliyanmala road. private land only. Collectorate, Kottayam From to Idukki, both sides of the road one handed over to Idukki Development Authority (IDA). Land is to be purchased from them. Encroachers will have to be rehabilitated. After Idukki, the land belongs to Cardamom hill RF. It has a dual status. It is revenue land, but the ttrees are owned by the forest department. The area is encroached by private parties. For cutting trees on road side, apply to Assistant Conservator (Social Forestry) having jurisdiction over the area.

37 Mr. CNS Kaimal 4/12/2000 Faecal waste from boats is Boat Master, SWTD disposed to the canal water Changanasserry Changanasserry jetty. SWTD office has a pit latrine.

LBII/Sheladia/CES/ICT mm------g - - -

Kerala State Transport Project EIA for Nine Phase I Road Links - September 2001 VOLUME 1 EA APPENDIX 9.1 OFFICIAL CONSULTATION SL Name & Address Fax and Phone Date of Subject discussed TRemarks No number Consultation

38 Mr. P.K. Surendranathan Asari 15/12/2000 Rock blasting along Idukki - Principal Chief Conservator of Puliyanmala road is not Forests permitted since it is situated Thiruvananthapuram very close to the wild life sanctuary. However, concealed blasting can be done. No emission or noise is permitted. For Kumili - Poopara road, forest clearance is needed. For Punalur -- Thodupuzha road, forest clearance is not needed. No infonration on Vembanad lake action plan.

39 Mr. D.S. Rao, 15/12/2000 Eventhouth there is a project Dr. Manoharan of CESS has Chief Conservator of Forests report on development of conducted research on (Development), mangroves of Kumarakom, mangroves. Thiruvananthapuram that project is undertaken by Agricultural University. Forest department has undertaken a study on mangroves in Kannore.

40 Dr. Pushpangadom Scientist Centre for Development Studies Thiruvananthapuram

LBII/Sheladia/CES/ICT -- - - m ------

Kerala State TransportProject EIA for Nine Phase I Road Links - September 2001 VOLUME 1 EA APPENDIX 9.1 OFFICIAL CONSULTATION

SL Name& Address 1Faxand Phone 1Date of [Subject discussed Remarks No number Consultation

38 Mr. P.K. Surendranathan Asari 15/12/2000 Rock blasting along Idukki - Principal Chief Conservator of Puliyanmala road is not Forests permitted since it is situated Thiruvananthapuram very close to the wild life sanctuary. However, concealed blasting can be done. No emission or noise is permitted. For Kumili - Poopara road, forest clearance is needed. For Punalur - Thodupuzha road, forest clearance is not needed. No information on Vembanad lake action plan.

39 Mr. D.S. Rao, 15/12/2000 Eventhouth there is a project Dr. Manoharan of CESS has Chief Conservator of Forests report on development of conducted research on (Development), mangroves of Kumarakoni, mangroves. Thiruvananthapuram that project is undertaken by Agricultural University. Forest department has unidertaken a study on mangroves in Kannlore.

40 Dr. Pushipanigadoi Scientist Centre for Development Sttidies Thiruvananthapuram

LBII/Sheladia/CES/ICT m - - m m ------

Kerala State Transport Project EIA for Nine Phase I Road Links - September 2001 VOLUME 1 EA APPENDIX 9.1 OFFICIAL CONSULTATION SL [Name & Address 'Fax and Phone Date of | Subject discussed Remarks No number Consultation

41 Dr. Khanduori 328347 (0) 13/10/2000 Rock blasting inside forest is The tree species of Sandal Chief Conservator of Forests 357005 (R) bannied. According to Kerala wood, Teak, Rose wood, Irul, (Special Aforestation) and Nodal Preservation of Trces (KPT) Thempavu, ambakam, Officer, Thiruvananthapuram act, permission from DFO is Chembakam, Chidachi, needed for cutting certain Chandan avembu and Checni species of trees. If forestland is are included in KPT act acquired for any purpose, aforestation at a rate of 2500 plants per hectare is to be done. 42 Mr. Abraham, 04862 - 32271 20/10/2000 Location of Idukki sanctuary - Wild life Warden ldukki reservoir and beyond ldukki Wild Life sanctuary, that. Owners on the sides of Idukki - Puliyanmala road have no 'Pattayam'. There is a tunnel of 2 m diameter across the road to divert water to the reservoir. No tiger, gaur or sloth bear in the sanctuary. A new managenmentplan for the sanctuary is under preparation. 43 Dr. J.K. Sharma, 0487 -282064 21/10/2000 KFRI is providing only Director, eniail - research data to Forest Kerala Forest Research Institute, [email protected] Department for preparation of Peechi t.in sanctuary management plan. List of flora and fauna for each district has been prepared under the peoples plan campaign. Not much research has been carried out on .______..______I mangroves. __

LBII/Sheladia/CES/ICT ------m -

Kerala State Transport Project EIA for Nine Phase I Road Links - September 2001 VOLUME 1 EA APPENDIX 9.1 OFFICIAL CONSULTATION [SL| Name & Address fFax and Phone Date of | Subject discussed Remarks No ||number |Consultation lll 46 Mr. N. Sasidharan, 24/10/2000 Forest land along Idukki KPT act is applicable to private Divisional Forest Officer, Puliyanmala road. land only. Collectorate, Kottayam From Cheruthoni to Idukki, both sides of the road are handed over to Idukki Development Authority (IDA). Land is to be purchased from them. Encroachers will have to be rehabilitated. After Idukki, the land belongs to Cardamom hiills RF. It has a dual status. It is revenue land, but the trees are owned by the Forest Department. The area is encroached by private parties. For cutting trees on roadside, apply to Assistant Conservator (Social Forestry) having ______jurisdiction over the area. 47 Mr. P.K. Surendranathan Asari, 15/12/2000 Rock blasting along Idukki - Principal Chief Conservator of Puliyanmala road is not Forests, peiiiitted since it is situated Thiruvananthapuram very close to the wild life sanctuary. However, concealed blasting can be done. No emission or noise is permnitted. For Punalur - Thodupuzhla road, forest clearance is not needed. No information on ______Vembanadlake action plan.

LBII/Sheladia/CES/ICT m - m - - - -- m - - m -

Kerala State Transport Project EIA for Nine Phase I Road Links - September 2001 VOLUME 1 EA APPENDIX 9.1 OFFICIAL CONSULTATION

l SL Name & Address Fax and Phone Date of Subjectdiscussed Remarks No number Consultation

46 Mr. N. Sasidharan, 24/10/2000 Forest land along Idukki - KPT act is applicable to private Divisional Forest Officer, Puliyanmnala road. land only. Collectorate, Kottayam From Cheruthoni to Idukki, both sides of the road are handed over to Idukki Development Authority (IDA). Land is to be purchased from them. Encroachers will have to be rehabilitated. After Idukki, the land belongs to RF. It lhas a dual status. It is revenue land, but the trees are owned by the Forest Departmcnt. The area is encroaclhed by private parties. For cutting trees on roadside, apply to Assistant Conservator (Social Forestry) having jurisdictioni______over the area. 47 Mr. P.K. Surendranathan Asari, 15/12/2000 Rock blasting along ldukki - Principal Chief Conservator of Puliyanmala road is not Forests, permitted since it is situated Thiruvananthapurani very close to the wild life sanctuary. However, concealed blasting can be done. No emission or noise is l ~~~~~~~~~~~~~~~~~~~~~~~~~~~~periiitted. For Punalur - Thodupuzha road, forest clearance is not needed. No information on ______Vembanad lake action 21an_plan.

LBII/Sheladia/CES/[CT m ------m - - - m - m -

Kerala State Transport Project EIA for Nine Phase I Road Links - September 2001 VOLUME 1 EA APPENDIX 9.1 OFFICIAL CONSULTATION

SL . Name & Address Fax and Phone Date of 1Subject discussed Remarks No number ConsultatioiiI

48 Dr. D.S. Rao, 15/12/2000 Forest department is not Agricultural University is Chief Conservator of Forests conducting any study on conducting a study on (Developmenit) mangroves now. A project mangroves. Another study is report on development of being carried out by Dr. mangroves at Kumarakom Mohanan of CESS. was prepared 2-3 years ago.

49 Mr. P. John Samuel, 0471 - 447429, 3/1/2000 Controlled blasting near Suggested concealed blasting Additional Director, 0471 -556939 sanctuary areas to break hard using a chemical called Department of Mining and Fax: 0471 - and massive rocks ECONAX or AQUANAX. Geology, 447429 Series of small drill holes, fill Government of Kerala it with the chemical tightly, seal it and keep it for 24 hours. Rock will develop cracks.

50 Mr Rajendran Thampi -World 5/2/2001 The World bank Forestry The project activities include bank Project project is being carried out by pulp wood plantation steak Chief Conservator of Forests the various officials as part of plantations, natural forest their r outine work. No management, Sectoral Separate machinery for the management etc Project.

51 Dr. Khanduori 5/2/2001 Road side tree planting, forest Chief Conservator of Forests nurseries and official rates, (Special Aforestation) and Nodal Forestry Clearance and Officer, Thiruvananthapuram application procedures

I.BII/Sheladia/CES/'ICT Kerala State TransportProject EIA for Nine Phase I Link Roads- September 2001

VOLUME I EA APPENDIX A 9.2 KERALA STATE HIGHWAYS PROJECT WITH INLAND WATER TRANSPORT PILOT PROJECT

Scoping Workshop - 1 3 Thiruvananthapuram,18th January, 2000 MINUTES

An environmental and social scoping workshop was held on the 18'h January in the PWD Rest House at Thycaud, Thiruvananthapuram. This was the first of the three that were proposed to help identify priority environmental and social issues, covering the districts of I Thiruvananthapuram, Kollam, and Parthanamthitta. Mr. Karrappuni, Chief Engineer, Roads and Bridges Department of the PWD opened the workshop with a keynote address. Mr. David Wood, Team Leader of the PCC, made a welcome speech. Mr. Dushyantha Kumar, Director of the Project Implementation Unit, was Chairman.

Apart from the organizers, the various NGOs and officials who attended the workshop I included: 1. K. Viswanath, Director, Mitraniketan. 2. M.P. Muraleedharan, Geological Survey of India, Kerala Unit, Trivandrum. i 3. K.M. Ravindran, Special Officer, Roads and Bridges Development Corporation. 4. Shiju Cherian, Grama Vikasana Samithy, Pathanamthitta. 5. C. Christu Das, Director, The Dale View, Punalal P.O., Poovachal (via), Trivandrum. I 6. Dr. S.P. Thampi, Director, Marine Archeology, Govt. of Kerala, Trivandrum. 7. K. Thomas Paulose, Vice President, Friends of the Trees, Trivandrum. 8. S. Chandra Mohan, Asst. Director, Kerala State Land Use Board, Trivandrum. * 9. Sudheer Babu, S., Environmental Engineer, Kerala State Pollution Control Board. 10. Abdul Samad, Specialist (Soil Conservation), Kerala State Land Use Board. 11.C.K. Karunakaran, Secretary, Friends of Trees, Trivandrum. I 12. Anil Kumar, P.V., Rajiv Gandhi Cultural Study Centre, , Trivandrum. 13. Edwin George, The Salvation Army, Kawdiar, Trivandrum. 14. Mr. Sunder, Project Coordinator, Rajiv Gandhi Centre, Trivandrum. * 15. Tommy Cyriac, Consultant, Finance Department, Govt. of Kerala. 16. Jacob Mohan George, Asst. Executive Engineer, Trivandrum. | 17. Ms Sonia Kapoor, Environmental Specialist, The World Bank, New Delhi.

Mr. Karrappuni mentioned that the aim of the project is to rehabilitate and improve the existing roads with minimal acquisition of land and minimum dislocation of people and I maximum benefit to the population at large. The objective of the workshop is to gather inputs and concerns from the public, NGOs, and experts for the scoping of the environmental and social aspects of the project. After the welcome address, the various experts addressed the audience with their assigned topics for discussion. Mr. Andrew Blelloch, Environmental Specialist, talked on the environmental and social assessment process for the highways. Bill Cummings, Social Impact Specialist, talked on the environmental and social assessment process for the waterways. Mr. Sundara Rajan, Environment Impact Coordinator, talked on the 3 environmental concerns in highways and waterways, and Dr. Biswanath Debnath, Social Impact Coordinator, discussed social concerns relating to highways.

LBII/Sheladia/CESIlCT KeralaState TransportProject EIA for Nine Phase I LinkRoads - September 2001

The participants joined the discussion with their presentation. Mr. M.P. Muralidharan of the Geological Survey of India talked about the physical environment. He mentioned that the road alignments and widths in Kerala are unscientific, which may be made better with the use of satellite survey information. Moreover, water logging on roads recurs during monsoons due to inappropriate design for the soil conditions. He suggested that the design of north- south roads and the east-west roads should be different. Mr. Abdul Samad of the Kerala Land Use Board mentioned that there is a land degradation problem in Kerala due to the varying terrain and the fact that approximately 40% of the landmass of the State is prone to landslides and slope instability. He also mentioned that consideration should be given to a proper water management system, minimizing disturbance to the paddy fields, and the biotic issues during the execution of the project. Mr. Sudheer Babu of the Kerala State Pollution Control Board mentioned that the PWD has to submit an application for conducting public hearing with the prescribed fees and 20 copies of the executive summary of the project for clearance by the KSPCB. The KSPCB will convene a panel for conducting the public hearing and subsequently make recommendations to the MoEF. Mr. Christu Das, Director of Dale View, mentioned the apparent absence of coordination between the PWD and other line departments. He criticized the inadequate traffic signals, signboards and milestones and the frequent digging within the highways. Mr. Ravindran, Special Officer, Roads and Bridges, described the difficulties involved in land acquisition for the roads. He mentioned that the effective width of the roads is reduced due to inadequate provisions for the pedestrians using the roads and also due to the existence of the utility poles. Mr. Thomas Paulos, Vice President of Friends of the Tress and a retired town planner, also mentioned the difficulties involved in land acquisition for the roads. He mentioned that strict laws and regulationsshould facilitate land acquisition. Mr. Karunakaran, Secretary of Friends of Trees mentioned that a committee should examine the environmental aspects and ensure that the guidelines are being followed. He maintained that the biological aspects of environment should be given more importance in this project. Various mitigation measures and safeguards should be ensured to protect the bio-diversity of the State. Dr. Thampi of the Dept. of Archeology dealt at length with the importance of heritage tourism and the need for creating a cultural awareness in Kerala. Ms Sonia. Kapoor of the World Bank discussed the importance of the NGO involvement in this project and explained that the mitigation measures for various impacts can be formulated by conducting talks with stakeholders like NGOs, local people, etc. She also mentioned that the environmental and social impacts cannot be solved by the PWD alone. Hence, we should be realistic and pragmatic in dealing with these problems. Mr. Anil Kumar of the Rajiv Gandhi Cultural Study Centre urged that coordination of various agencies should facilitate the rehabilitation programme, undertaking awareness classes for the pedestrians, and creating road management committees at the panchayat level. The workshop closed with thanks to the various attendees by the Chairman.

LBJIVSheladia/CES/ICT Kerala State Transport Project EIA for Nine Phase I Link Roads - September 2001

KERALA STATE HIGHWAYS PROJECT WITH INLAND WATER I TRANSPORTPILOT PROJECT Scoping Workshop - 2 Ernakulam, 25th January, 2000 MINUTES

An environmental and social scoping workshop was held on the 25 January in Hotel Renaissance, Ernakulam. This was the second of the three that were proposed to help I identify priority environmental and social issues, covering the districts of Alappuzha, Emakulam, Kottayam, Thrissur, Idukki, and Palakkad. The Project Implementation Unit (PIU), Irrigation Department and PCC decided to cover the entire Waterways issues at this * scooping workshop. The Thiruvanathapuram workshop also discussed the waterways issue at a low profile. Er. E.K. Govindan, Superintending Engineer, Roads and Bridges Department of the PWD Central Circle, Aluva, opened the workshop with a keynote address. Mr. Andrew Blelloch, Environmental Specialist in the PCC, made a welcome speech. Mr. Dushantha Kumar, Director of the Project Implementation Unit, was Chairman.

| Apart from the organizers, the various NGOs and officials who attended the workshop included: I 1. Mr. K. K. Abdul Gaffoor,KSINC, Kochi. 2. Dr. Shankar from the Kerala Forest Research Institute, Peechi, Thrissur. 3. Mr. Ravindran from the Kerala Shastra Sahitya Parishad, Thrissur. I 4. Dr. Komala Valli Amma, SE, ID, Govt. of Kerala, Thiruvananthapuram. 5. Dr. V.N.Sivasankara Pillai ,Cochin University for Science and Technology, Kochi. 6. Mr. Raji G. Nair, Assistant Executive Engineer, Irrigation Department, Kollam. I1 7. Mr. JosephJ. Karoor fromthe Friends of Periyar,Thekkady. Er. Govindan mentioned that the traffic volume in Kerala is annually increasing at the rate of I10-11%and discussed the vital role of the road network in the state's development activities. He also mentioned that the aim of the project is to rehabilitate and improve the existing roads with minimal acquisition of land and minimum dislocation of people and maximum benefit to the population at large and the resettlement and rehabilitation objectives would be followed up with the panchayat level discussions.

After the keynote and welcome address, the various experts addressed the audience with their assigned topics for discussion. Mr. Andrew Blelloch, Environmental Specialist, talked on the environmental and social assessment process for the highways. Mr Willium Cummings, 3 Social Impact Specialist, talked on the environmental and social assessment process for the waterways. Mr. Sundara Rajan, Environment Impact Coordinator, talked on the environmental concerns in highways and waterways, and Dr. Biswanath Debnath, Social Impact Coordinator, discussed social concerns relating to highways. The participants joined the discussion with their presentation. Dr. Komala Vally Amma briefly described the Kerala waterways and made a comparison of the relative maintenance costs of the railways, the highways and the waterways and mentioned the cost per km in the waterways is Rs. 1000/- while it is Rs. 5 000/- in the two other modes. 3 Mr. K K. Abdul Gafoor of KSINCO described at length certain waterways related facts of the cargo transport in Kerala. He mentioned that IWT carry both passengers and cargo. Industrial raw materials are being transported by IWT in Ernakulam area. Many parts of Inland

LBII/Sheladia/CES/ICT Kerala State Transport Project EIA for Nine Phase I Link Roads - September 2001

Waterways have insufficient infrastructure facilities. Another problem faced by IWT sector in Kerala is insufficient loading and unloading, facilities. Only 75% capacity of the boats and barges is being used. Optimum size capacity of the barge is 500 MT but now only 150 MT vessels operate. The width and depth of Inland Water ways are not sufficient for this purpose. There is a future for Water Transport in Kerala for tourism as well as Cargo transport. The roads and railways have already reached a stratum point. Main problem associated is the hanging of power lines. There is a proposal for a joint venture high-speed catamaran service through the coastal area from Emakulam to Thiruvanathapuram with private participation. Valiyathura in Thiruvananthapuram is easily accessible by the Harbor Engineering Department. Mr. Kumar suggested that their facts be put forwarded to the W.B officials when they reach Kochi. Mr Raveendran of Kerala Shastra Sahithya Parishath mentioned the bad condition of National water way -3. He is of the opinion that National Waterways are not developed properly. He further talked about two facts first is about the optimum use of present roads and the second one is the constructioncompanies building new roads. Mr. Regi G Nair - Asst. Engineer Irrigation Department, Kollam talked on the optimization of the containerization. Dr. Shankar- Kerala Forest Research Institute, Peechi - Scientist in-charge, Agro forestry cum publicity. He compared Kerala to an Oceanic island. The principles of island biology should be taken into account. The climate of Kerala is also important. Statistically speaking Kerala receives 90% of its annual rainfall, in about 10 hrs. Tree cover of Kerala has decreased considerably. He clarified the following data of decreasing trend of forest coverage in the year 1900 -70% forested area, 1950 - 50% forested area. 2000 - 25% forested area. He presented a case study of Forest related EIA the Thenmala eco-tourism project for the participants. He explained the methodology followed to arrive at reasonable conclusions.. The EIA also focused on attitudes and approaches of people. Landslides usually occur in , region. Placing project components makes matrices. The eco tourism project is a registrered charitable society. Mr. of the Indian Forest Service is the Secretaryof the Thenmalaecotourism Society. To a question from Mr Joseph J Karoor Friends of Periyar, Thekkady consultants stated that approaximately 300 km length of roads out of 2800 km passes through ecologicallv sensitive areas. Consultants also explained the selection and screening process of roads. They indicated that economic interest and environmental aspects are prime concems. Ecologically sensitive roads will not be deleted but will be subjected to detailed Environmental investigations to prepare an EIA in order to obtain MOEF for clearance in case these are included for further investigations. The consultants mentioned that a large percentage of accidents are taking place in rural areas. A resident of Kuttanad area (Professor at CUSAT) where the three proposed waterways are planned explained the reasons for negligence of IWT. One of the main reasons is due to the faster mode of Road and Rail Transport. There are some private operators of boats. His impression is that through water ways only Cargo transport is possible and it is not profitable also. There are many country boats plying in Kuttanad area, which serves as a means of transport for the local people. Dr. Komalavalli Amma mentioned that at present waterways are neglected and there is ample scope if it is properlydeveloped.

LBII/SheladiaICES/ICT Kerala State TransportProject EIA for Nine PhaseI LinkRoads - September 2001

KERALA STATE HIGHWAYS PROJECT WITH INLAND WATER TRANSPORT PILOT PROJECT Scoping Workshop - 3 * Kozhikode,2'h February, 2000 MINUTES

An environmental and social scoping workshop was held on the 2h February in Hotel Malbar Palace, Kozhikode. This was the last of the three workshops that were proposed to help identifypriority environmental and social issues, coveringthe districtsof Kasarkode,Kannur, Kozhikode, Malappuram and Wayanad. Kozhi kode workshop also discussed the waterways aspects in a low profile. Er.K Narayanan, Superintending Engineer, Roads and Bridges Department of the PWD North Circle, Kozhikode, opened the workshop with a keynote address. Mr. Andrew Blelloch, Environmental Specialist in the PCC, made a welcome speech. Mr. Dushantha Kumar, Director of the Project Implementation Unit, was Chairman. Apart from the organizers, the various NGOs and officials who attended the workshop included: I . Mr U Chandran Assistant General Manager Telecom Department, Kozhikode 2. Mr KD Joseph, Assistant EE, Kerala State Pollution Control Board, Kozhikode 3. Mr AM Jayan, Town Planner, Calicut Development Authority, Kozhikode. I 4. Mr. Shanmugan, Assistant Executive Engineer, Kerala Water Authority, Kozhikode 5. Mr. KG Harshan . Assistant Executive Engineer, Kerala Water Authority, I Kozhikode 6. Mr KM Unnikrishnan, Society for Protection of Environment, Kerala. 7. Mr Mohan Kumar, Deputy Director, Anthropology, KIRTADS, Kozhikode 8. Mr Dinesh Kumar, RASTA, Kozhikode 9. Mr Jayendran, Executive Engineer, PWD,Vadakara 10. Mr. Narayanan Namboothiri, EE roads division 11. Mr.Abdul Khader, Executive Engineer, PWD Roads Division, Kozhikode Er. Narayanan during his keynote address mentioned that the state government has undertaken major policy reforms as a part of this project with the World Bank Assistance. An institutional Development Study is planned to review the institutional needs, options and resource requirements for sustainable road sector management reforms in planning financing I and development of network assets. Er. Narayanan mentioned that the traffic volume in Kerala is annually increasing at the rate of 10-11% and discussed the vital role of the road network in the state's development activities. I-le also mentioned that the aim of the project is * to rehabilitate and improve the existing roads with minimal acquisition of land and minimum dislocation of people and maximum benefit to the population at large and the resettlement and rehabilitationobjectives would be followedup withthe Panchayatlevel discussions. After the keynoteand welcomeaddress, the variousexperts addressed the audiencewith their assigned topics for discussion. Mr. Andrew Blelloch, Environmental Specialist, talked on the environmental and social assessment process for the highways. Mr Willium Cummings, Social Impact Specialist, talked on the environmental and social assessment process for the waterways. Mr. Sundara Rajan, Environment Impact Coordinator, talked on the environmental concerns in highways and waterways, and Dr. Biswanath Debnath, Social Impact Coordinator, discussed social concerns relating to highways.

LBIISheladia/CESllCT KeralaState Transport Project EIAfor Nine PhaseI Link Roads- September 2001

Mr Narayanan Namboothiri mentioned that Telecom and Kerala Water Authority works are affecting the road traffic. He argued for an out side the road space formnationfor separate space for the utilities and drainage facility. He mentioned about a proposal for Nilambur bypass. This bypass alignment identified is about two km mainly passing through paddy fields. Mr U Chandran of Telecom department opined that suggestions for putting ducts are well and good. He also suggested having removable slabs along footpaths so that the telephone cables can be taken through the ducts provided below the slabs. He sought better facilities for crossing of roads. Mr Kumar later replied that there should be economic assistance from the concerned departments and the present cables, which are already laid, cannot be removed. Mr Abdul Khader told that in this project the past history of the road development should be evaluated. Ribbon development is everywhere. He is in favour of parallel roads and bypass roads to get away from the present narrow roads. He mentioned that all roads become drains during monsoon season and there are sewerage outlets to the road. Surface water is entering the roads. Capillary effect on the roads should be considered and also the topography and climate. In Kerala there is very little budget for road improvements. He told that facility of roads is limited and there are no traffic regulations. Providing standard width is impractical. Access roads are the main problem for PWD Roads. These should be included in the project. Mr Kumar later replied that environmental and social concerns are given high weight age in this project. He mentioned that that minimum width of the road is provided according to the traffic. State has to justify all investments to the bank. Capillary rise is considered in this project design. Geometric correction of roads will be carried out wherever feasible. Mr Sundara Rajan later explained that total solution of our problems cannot be achieved by any single project however all viable alternatives will be taken in to consideration. He mentioned that state government has taken a major initiative towards most of the problem through the recently introduced Highway protection bill. Mr KD Joseph mentioned that during public hearings public concerns are carefully considered. Mr Jayan of Calicut Development Authority. He is in favour of controlling visual pollution effectively. The road markings should be considered. In the case of bypasses it is possible to collect betterment revenue. He stated that it will be very useful to every one if the already approved alignments are considered. Mr Shanmugam of Kerala Water Authority mentioned that in the case of provision of water supply pipes provided along the roadsides, the department could pay the expenses. Widening in fact shift the existing pipeline towards the center so provision of relaying of pipes should be made. Mr KG Harshan of KWA told that the cost of relaying of pipes should be included in the project budget. He also told that there are environmental and social concerns of this pipe laying should be taken in to account. Mr Unnikrishnan representing an NGO mentioned the need for avoiding ecologically sensitive areas. Rehabilitation of the people should be given more importance. The impact on low-income groups is high although the cost of land acquisition is very low. There should be some way out for the storm water drains. It is time to prevent the garbage being thrown in to the drains. In all project related matters there should be 100 % transparency. If this is done there will not be any difficulty in convincing the people. Social and environmental impact should be considered seriously.

LBII/Sheladia/CES/ICT Kerala State Transport Project EIA for Nine Phase I Link Roads - September 2001

Mr Mohan Kumar of Kerala Institute for Research training and development studies for SCs and STs mentioned that there are about 103 SCs and STs in Kerala. Most of these weaker sections live along the roadsides. In the case of low income group's rehabilitation will be very difficult as the culture is linked with the land they hold. The encroachers should be classified and given compensation. Mr Mohan Kumar mentioned that in the case of SC and ST rehabilitation, it is always better to be spread and mixed with all other communities but they usually don't like the idea than a colony. Mr Dinesh kumar of RASTA an NGO mentioned that the roads are very important for social advancement. People should be made aware about the various positive aspects of the project. I Mr Jayendran mentioned that overloading of vehicles is a serious concern as this cause accidents and damage to the road as well. Hence he explained the need for controlling these aspects. In the case of drainage accidents and divider accidents it should not be charged against the people who construct this. Mr Sundara Raja later mentioned that in foreign countries this is charged to the corporate body not to individuals.

L

I

I~~~~~~~~ I BUhldi/E/C